Sabreliner Na 265-70 Amm Na 265-80

ATP
INDEX COPYRIGHT 2006
COPYRIGHT IS NOT CLAIMED AS TO ANY PART OF AN ORIGINAL WORK

PREPARED BY A UNITED STATES GOVERNMENT OFFICER OR EMPLOYEE AS
PART OF THAT PERSONS OFFICIAL DUTIES OR BY ANY OTHER THIRD PARTY
OFFICER OR EMPLOYEE AS PART OF THAT PERSONS DUTIES.
"ATP" is a registered trademark of Aircraft Technical Publishers. All original

authorship of ATP is protected under U.S. and foreign copyrights and is subject
to written license agreements between ATP and its Subscribers.
ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE

REPRODUCED, STORED IN A RETRIEVAL SYSTEM, OR TRANSMITTED IN ANY
FORM BY ANY MEANS, ELECTRONIC, MECHANICAL, PHOTOCOPYING,
RECORDING OR OTHERWISE, WITHOUT PRIOR WRITTEN PERMISSION OF THE
PUBLISHER.
Technical Publishers Customer Service
1E~´•Aircraft
101 South Hill Drive 6AM-5PM PST M-F
Brisbane, CA 94005 (809)227-4610
ATP Grid Index to Manufacturer’s Publications:
Sabreliner Corp.
NA 265-70, NA 265-80
Maintenance Manual
Section Topic
General Information
Title Page
List of Chapters (Table of Contents)
Manufacturer’s Introduction
Record of Revisions
Record of Temporary Revisions
Letter of Transmittal (Highlights of Changes)
List of Effective Pages
Service Bulletin List
Aircraft General
05.00.00 Time Limits/Maintenance Checks

05.00.00 List of Effective Pages
05.00.00 General
05.10.00 Time Limits
05.10.01 Scheduled Maintenance Checks and Inspections
05.10.02 Servicing
05.10.03 Adjustment/Test
05.10.04 Inspection/Check
05.10.05 Overhaul
05.10.06 Retirement
05.10.06 Temporary Revision No. 5-10-06
05.10.07 Special Inspection Information
05.20.00 Scheduled Maintenance Checks
05.20.01 Pre-Flight Inspection
05.20.01 Post-Flight Inspection
05.20.01 150 Hour Maintenance Check
05.50.00 Unscheduled Maintenance Checks
02/23/2005 Copyright Aircraft Technical Publishers Page 1 of 17
SE 0405 MM
Section Topic
06.00.00 Dimensions and Areas

06.00.00 General
07.00.00 Lifting and Shoring

07.00.00 General
07.10.00 Airplane Hoisting
07.10.01 Maintenance Practices
07.20.00 Airplane Jacking
08.00.00 Leveling and Weighing

08.10.00 Leveling
08.20.00 Weighing
09.00.00 Towing and Taxiing

09.10.00 Towing
09.20.00 Taxiing
10.00.00 Parking, Mooring, Storage, and Return to Service

10.00.00 General
11.00.00 Placards and Markings

11.00.00 General
11.10.00 Fuselage and Nacelle
11.20.00 Ground Escape Hatch
11.30.00 Main Entrance Door
11.40.00 Wings
12.00.00 Servicing
12.00.00 General
SE 0405 MM
Section Topic
12.10.00 Replenishing
12.10.00 Tire Servicing
12.11.00 Combined Air and Fluid Servicing
12.12.00 Fire Extinguisher Agent Servicing
12.13.00 Fuel Servicing
12.14.00 Dehydrator System Servicing
12.15.00 Hydraulic Servicing
12.16,00 Oil Servicing
12.17.00 Oxygen Servicing
12.18.00 Battery Servicing
12.20.00 Scheduled Service
12.20.00 Access Doors and Panels
12.21.00 Aircraft Cleaning
Airframe Systems
20.00.00 Standard Practices Airframe

20.00,00 List of Effective Pages
20.00.00 General
21.00.00 Air Conditioning

21.00.00 General
21.10.00 Compression
21.10.00 Description and Operation
21.10.01 Troubleshooting
21.20.00 Distribution
22.30.00 Pressurization Control
21.31.00 Electronic Nose Compartment Pressurization
21.31.02 Mantenance Practices
21.32.00 Inflatable Door Seals
SE 0405 MM)
Section Topic

21.50.00 Cooling
21.51.00 Nose and ElectronicEquipment Compartment Cooling
21.60.00 Temperature Control
22.00.00 Autoflight (Model NA 265-70 Airplanes Only)

22.00.00 General
22.00.00 Autoflight (Model NA 265-80 Airplanes Only)

22.00.00 General
23.00.00 Communications
23.00.00 General
23.60.00 Static Discharger
24.00.00 Electrical Power

24.00.00 General
24.20.00 AC Generation
24.20.03 Adjust No. 1 2 Inverter Output Voltage and Frequency
SE 0405 MM
Section Tooic _ _
24.20.04 Operational Checkout of AC Power Generation System

24.30.00 DC Generation (Model NA 265-70)
24.30.00 DC Generation (Model NA 265-80)
24.30.01 Troubleshooting (Model NA 265-70)
24.30.01 Troubleshooting (Model NA 265-80)
24.30.02 Maintenance Practices (Model NA 265-70)
24.30.02 Maintenance Practices (Model NA 265-80)
24.30.03 Testing Battery System (Model NA 265-70)
24.30.03 Testing Battery System (Model NA 265-80)
24.40.00 External Power
24.50.00 AC Electrical Load Distribution
25.00.00 Equipment/Furnishings
25.00.00 General
25.10.00 Flight Compartment
25.20.00 Passenger Compartment
25.40.00 Lavatories
26.00.00 Fire Protection

26.00.00 General
26.10.00 Fire Detection System
26.10.03 Testing Fire Detection System
26.20.00 Fire-Extinguishing System
26.20.02 Removal and Installation
26.20.03 Checkout of Fire-Extinguishing System
26.20.04 Insp of Fire-Extinguishing Sys Double Check "T" Valve
27.00.00 Flight Controls
SE 0405 MM
Section Topic

27.00.00 General
27.00.00 Description
27.10.00 Aileron and Tab
27.10.03 Operation Check-Out of Aileron Control System
27.20.00 Rudder and Tab
27.20.03 Removing Rudder
27.20.04 Checking Rudder Control System
27.30.00 Elevator Control System
27.30.02 Temporary Revision No. 27-30-02
27.30.03 Checking Elevator Control System
27.40.00 Horizontal Stabilizer Control
27.50.00 Flaps
27.50.03 Removing Wing Flaps
27.50.04 Checking Wing Flap System
27.60.00 Speed Brake System
27.60.02 Maintenace Practices
27.60.03 Removing Speed Brake
27.60.04 Adjusting Speed Brake and Actuating Cylinders
27.60.05 Operational Checkout of Speed Brake
27.70.00 Gust Lock
SE 0405 MM
Section Topic

28.00.00 Fuel
28.00.00 General
28.10.00 Fuel Tanks
28.10.02 Miantenance Practices
28.10.03 Handling Fuel Cells
28.10.04 Maintenance Fuselage Fuel
28.20.00 Fuel System Distribution
28.20.03 Fuel Boost Pump Checkout
28.21.00 Pressure Refueling System
28.21.03 Checkout Procedure
28.30.00 Fuel Jettison System
28.30.03 Functional Test of Fuel Jettison System
28.40.00 Fuel Indicating System
28.40.03 Adj Fuel Qty Ind Sys Using TTU-68/E or MD-1 Tester
28.40.04 Fuel Quantity Indicating System Checkout Procedure
29.00.00 Hydraulic Power

29.00.00 General
29.10.00 Hydraulic Power Main
SE 0405 MM)
Section Topic

29.10.03 Removing Hydraulic Filter Elements
29.10.04 Operational Check-Out of Hydraulic Power System
29.20.00 Hydraulic Power Auxiliary
29.30.00 Operational Check-Out of Hydraulic Power Ind Sys
29.30.03 Operational Check-Out of Hydraulic Power Ind Sys
30.00.00 Ice and Rain Protection

30.00.00 General
30.10.00 Airfoil Deicing Provisions (Optional Equipment)
30.10.03 Oper Check-Out of Pneumatic Deice Sys-Model NA-265-70
30.20.00 Heated Air Intakes
30.20.03 Spraymat Heater
30.20.04 Envir Sys Ram-Air Inlet Duct Opening/Bird-Stop Valve
30.20.05 Base Insulation and Heater Element Repair
30.21.00 DC Gnrtr Ram-Air Duct Heat Sys (S/N NA-370-2/6.8.9)
30.30.00 Pitot Heater Systems
30.40.00 Windshield Anti-Icing System
SE 0405 MM
Section Topic

30.40.03 Oper Chk-Out of Windshld Anti-Ice Sys (NA370-2/6,8,9)
30.41.00 Windshield Wiper System
30.41.03 Operational Check-Out of Windshield Wiper System
30.50.00 Aileron Control Sectors and Supports Anti-Icing
30.60.00 Stall Warning Lift Transducer Vane Heating
31.00.00 Indicating/Recording Systems

31.00.00 General
32.00.00 Landing Gear

32,00.00 List of Effective Pages
32.00.00 General
32.00.03 Operational Checkout of Landing Gear System
32.10.00 Main Gear and Doors
32.20.00 Nose Gear and Doors
32.30.00 Extention and Retraction
32.40.00 Wheels and Brakes
32.40.03 Replacement of Brake Control Valves
32.40.04 Operational Test Wheel Brake System
32.41.00 Antiskid Brake System (S/N 370-2 thru 6,8,9)
32.41.00 Antiskid Brake System (S/N 370-1,7 S/N 380-1 Subs)
32.41.01 Troubleshooting (S/N 370-2 thru 6,8,9)
32.41.01 Troubleshooting (S/N 370-1.7 S/N 380-1 Subs)
SE 0405 MM
Section TopiC __
32.41.02 Maintenance Practices (S/N 370-2 thru 6.8,9)

32.41.02 Maintenance Practices (S/N 370-1,7 S/N 380-1 Subs)
32.50.00 Steering
32.50.03 Funct Test-Nose Wheel Steer (A/C Not Chgd by S/B 85-2)
32.60.00 Position and Warning
32.60.02 Chk Oper of Landing Gear Pos Indicating Warning Sys
33.00.00 Lights
33.00.00 General
33.20.00 Passenger Compartments
33.30.00 Cargo and Service Compartments
33.40.00 Exterior
33.50.00 Emergency Lighting
34.00.00 Navigation
34.00.00 General
34.10.00 Flight Environment Data
34.10.03 Removing Pitot-Static Head
34.10.04 Pitot/Static Sys Leakage Test (S/N 370-2 thru 6,8,9)
34.20.00 Attitude and Direction Instrumentation
35.00.00 Oxygen
SE 0405 MM
Section Topic

35.00.00 General
35.00.03 Replacement of Oxygen Regulator
35.00.04 Leak-Testing Lines. Valves. and Fittings
35.00.05 Grnd Oper Chk of Pilot’s/Copilot’s Oxygen Regulators
35.00.06 Disassembly,Assembly and Cleaning of Psngrs Oxygen Mas
36.00.00 Pneumatic (Refer to Chapter 30 and Chapter 32)
37.00.00 Vacuum (Refer to Chapter 30)
38.00.00 Water/Waste (Refer to Vendor Data for Specific Equipment)
49.00.00 Auxiliary Power Unit (APU)

49.00.00 General
49.00.02 Removal of APU
49.00.03 APU Starting Procedures
49.10.00 APU Electrical System
49.10.03 Adjusting APU Generator System
49.10.04 Operational Check-Out of APU Generator/Bleed Air Sys
49.10.05 APU
Wiring Diagrams
49.20.00 APU Fuel Supply System
49.30.00 APU Lubrication System
49.40.00 APU Fire Protection and Detection
SE 0405 MM
Secti on Topi c _ _
49.40.04 Testing Fire Detection System

49.50.00 APU Parts List
49.50.01 Parts List
Structures
51.00.00 Structures
51.00.00 General
52.00.00 Doors
52.00.00 General
52.10.00 Entrance Door
52.20.00 Emergency Exit
52.70.00 Entrance Door Warning System
52.80.00 Landing Gear Doors
53.00.00 Fuselage
53.00.00 General
53.00.04 Approved Repairs
53.30.00 Plates/Skin
54.00.00 Nacelles/Pylons
54.00.00 General
SE 0405 MM
Section Topic
55.00.00 Stabilizers
55.00.00 General
55.10.00 Horizontal Stabilizers
55.20.00 Elevator
55.30.00 Vertical Stabilizer
55.40.00 Rudder
56.00.00 Windows
56.00.00 General
56.20.00 Cabin
57.00.00 Wings
57.00.00 General
57.10.00 Main Frame
57.20.00 Auxiliary Structure
57.50.00 Flight Surfaces
Power Plant
71.00.00 Power Plant (Model NA 265-70 Airplanes Only)

71.00.00 General
SE 0405 MM)
Section Topic
71.00.00 Removal of Engine
71.00.00 Aligning Engine
71.00.00 Idle Speed Check
71.00.00 Engine Nacelles
71.00.00 Engine Mount System
71.00.00 Engine Fire Seal
71.00.00 Power Plant (Model NA 265-80 Airplanes Only)

71.00.00 General
71.00.00 Removal of Engine
71.00.00 Aligning Engine
71.00.00 Engine Nacelles
71.00.00 Engine Mount System
72.00.00 Engine (Refer to PW Manual PWA 435107 or GE Manual SEI-187)
73.00.00 Engine Fuel and Control

73.00.00 General
73,00.00 Description and Operation
74.00.00 Ignition (Model NA 265-70 Airplanes Only)

74.00.00 General
74.00.00 Testing Engine Ignition System
74,00.00 Ignition (Model NA 265-80 Airplanes Only)
SE 0405 MM
Section Topic

74.00.00 General
74.00.00 Testing Engine Ignition System
75.00.00 Air (Model NA 265-70 Airplanes Only)

75.00.00 General
75.00.00 Engine Anti-Icing
75.00.00 Accessory Cooling
75.00.00 Air (Model NA 265-80 Airplanes Only)

75.00.00 General
75.00.00 Engine Anti-Icing
76.00.00 Engine Controls

76.00.00 General
76.00.00 Fault Isolation
76.00.00 Adjustment/Tests
77.00.00 Engine Indicating

77.00.00 General
77.10.00 Power
77.10.03 Indicating System Check
Tachometer
77.20.00 Oil Temperature System
SE 0405 MM
Section Topic

77.21.00 Exhaust Temperature Indicating Systems
77.21.03 Adj Eng Exhaust Temp Resistance Assy 3T-12 Engines
77.21.04 Checking Exhaust Temp Resistance Assy JT´•12 Engines
78.00.00 Exhaust (Model NA 265-70 Airplanes Only)

78.00.00 General
78.00.00 Collector
78.00.00 Thrust Reverser System
78.00.00 Replacement of Thrust Reverser Assy
78.00.00 Rigging Thrust Reversers
78.00.00 Oper Checkout of Thrust Reverser
78.00.00 Exhaust (Model NA 265-80 Airplanes Only)

78.00.00 General
78.00.00 Thrust Reverser System
78.00.00 Thrust Reverser Insp Procedures
78.00.00 Oper Chk of Thrust Rever-Eng Operating
79.00.00 Oil
79.00.00 General
80.00.00 Starting (Model NA 265-70 Airplanes Only)

80.00.00 General
80.00.00 Engine Starting System
80.00.00 Replacement of Starting Sys Relays
SE 0405 MM
Section Topic
80.00.00 Igniting
80.00.00 Starting (Model NA 265-80 Airplanes Only)

80.00.00 General
End of Index
SE 0405 MM
NIFG.
INTRO
Report No. NA-69-420
Sabreliner
Maintenance
Manual
Model NA 265-70
Model NA 265-80
ORIGINAL ISSUE: 1 MAR 1970

REVISED: 14 MARCH 2003 REVISION ~0. 41
SABRELINER
CORPORATION
O COPYRIGHT, 2003 BY SABRELINER CORPORATION
COI)KIIIAT~IEI
CRITICAL PART DISCLAIMER
CRITICAL PARTS LIST A
´•LTi~:mlllcl
Installation of this part must be accomplished utilizing the highest quality workmanship,
with particular attention being directed to alignment and fit. Proper installation of this
part is critical to the continued airworthiness of the aircraft.
Experience has shown
tooling and installation drawings are typically required during the installation process.
Therefore, Sabreliner Corporation accepts no responsibility for any performance or
structural degradation or any other consequences which may occur when part
ensuing
installation is accomplished by anyone other than Sabreliner Corporation.
I have read and understand the preceeding disclaimer and hereby release Sabreliner
Corporation of any responsibility or consequences resulting from the installation of this
part in my aircraft.
Signed: Date:
Title: Aircraft Serial Number:
Company: Part Number:
Invoice Number:
PLEASE RETURN TO SABRELINER CORPORATION

RECORD OF REVISIONS
MFG REV
DESCRIPTION ISSUE DATE ATP REV DATEI INSERTED BY
NO
7/31/00 12/21/00 ATPNDR
39 1See Highlights
6/1 4/02 10/24/02 ATPNP
40 See Highlights
3/1 4/03 5/8/03 ATP/JB
41 ISee Highlights
NA~9-420
MAINTENANCE MANUN.
REVISION LOG
Manual Control No: Assigned To: __~___

~___
Manual Located At:
REV. Basicl Insertion Inserted By

NO. Rev.Date Date (Initial) Remarks
0IMar01/70
11Aug6/71
2 Ju16/73
3 May 1/74
41Jun28/74
5 Oct31/74´•
6 May30/75
7 Ju121/75
8)Sep30/75
9 1 Jun 30/76
10 I Oct 11/16
111May1/77
12 1 Aug 1/77
13 1 Oct 3/77
14 Dec 1/77
15 1 Ju107/78
16 1 Mar 16/79
17 1 May 15/81
18 1 Jun 19/81
19 Ju124/81
20 Mar 15/83
211May31/84
22 Nov 23/84
23 1 May 1/85
24 Sep20/85
25 1 Jan 10/86
26 1 Aug 1/86
REVISION LOG
Page I
OCOPYRIGHT, 1986 BY SABRELINER CORPORATION Oct 31186

NA~9-´•120
~AJNTENANCE ICIANUAC
REVLSION LOG
Manual Control No: Assigned To:
Manual Located At:
REV. Basic/ Insertion Inserted By

NO. Aev.Date Date (Initial) Remarks
27 1 Oct31/86
28 May29/87
29 Jan15/88 Chapter 5 Reissue
30 1 Sep2/88 General Revision
311Jun12/89 General Revision
32 1 Jan 19/90 General Revision
33 Ju11191 GeneralRevision
34 1 Oct 4/91 General Revision
35 1 Apr4/92 General Revision
36 1 Oct 5/92 GeneralRevision
37 1 Nov 12/93 General Revision
38 1 Feb29/96 General Revision
39 1 Ju131/00 Chapter 5 Revision

40 Jun14/02 Chapter 5 Revision
41 1 Mar 14/03 5/8/2003 JB Chapter 5 Revision
REVISION LOG
Page 2
Mar 14/03 OCOPYR1GHT, 2003 BY SABRELINER CORPORATION
RECORD OF TEMPORARY REVISIONS
TEMP ATP REV INSERT DATE REV REMOVE

REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY
rvlce ication
7/25/01 9/1 3/01 ATP/MG 10/24/02 40 ATPNP
5-00-00:1/2, 3, 4 9/20/02 10/24/02 ATPNP 5/8/03 41 i ATPNB
5-1 0-06:2 8/31/04 3/11/05 ATP/MB
7/8/04
27-30-02:403A
NA-69-420
MAINTENANCE MANUAL
TEMPORARY REVISION LOG
Mrulll Control Wa Aallml Te

Mlnrl Locdld At:
Tsmponry T~mprllry
Rli. Wa Ri Oli ~wlu
5-10-04 7/25/01 9/13/01 ATP/MC~ superceded by Rev No. 30
5-00-00 9/20/02
superceded hy Kev No. 31
10/24/02 ATP
5-10-06- /31/04 3/11/05 TP/MB

27-0-02 7/8/04
TEMPORARY REVISION LOG

Pyp 1/2 BI´•nk
COPVRIGHT, 1991 BY SABRELINER CORPORATION Jul 1/91
NA-69-420
Maintenance Manual
IMPORTANT
READ THIS NOTICE i!!
TEMPORARY
REVISION NOTICE
August 31, 2004
SABRELINER
MAINTENANCE
MANUAL
MODEL NA 2~5-70
MODEL NA 265-80
Please insert the temporary revision pages in your Maintenance Manual and retain
until the next Maintenance Manual Revision.
5-10-06 Page 2 Dated August 31/2004
SABRELINER
CORPORATION
SABRELINER
CORPORATION
ENGINEERING REVISION SUMM~HY

31AUG04
MANUAL AFFECTED: NA-69-420
FILING INSTRUCTIONS: Insert this change to the approprintely idcritifictl sc~tiiils
REASON: In chapter 5-10-06 page 2 "Retirement" section, the 15,000 Ilour i I;light
retirement was not listed for aircraIi that have coniplicd with SL. ~5-1 wliicli
extends the service life frotn 10,000 to 15,000 llours: 1:ligllt~.
INSTRUCTION: Insert changed pages.

NA-~9-420
Maintenarice Manual
IMPORTANT
READ THIS NOTICE i!!
TEMPORARY
REVISION NOT[CE
JULY 8,2004
SABRELINER
MAINTENANCE
MANUAL
MODEL NA 265-70
MODEL NA 265-80
Please insert the temporary revision pages in your Maintenance Manual and retain
until the next Maintenance Manual Revision.
27-30-02 Page 403A Dated July 8/04
SABRELINER
CORPORATION
SILBRELINLR
CORPORATION
ENGINEERING REVISION SUMMARY

20AUG04
MANUAL AFFECTED: NA-69-420
FILING ~STRUCTIONS: Insert this change to the appropriately identified sections
REASON: Improper Part Number call out NAS 129-3 and 2W25P-17-26-125 have been
corrected to read NAS 1291-3 and 2W2SP-17-26-125. Improper torque call
out 480 to 690 inch pounds has been corrected to read 40 to 50 inch pounds.
In step D. i. the phrase "and install cotter pin" has been eliminated. Reason
for this, the nut used is a self locking type nut and has no provision for a
cotter pin installation.
INSTRUCTION Insert changed pages.

NA-69-420
IR/IPORTANT
READ THIS NOTICE i i i
REVISION NOTICE
14 MARCH 2003
SABRELINER
MAINTENANCE
MANUAL
RIODEL NA 265-70
MODEL NA 265-80
RE~:VISIONINSTRUCTIONS
This is the latest revision dated 14 March 2003, Revision No. 41 to your Sabreliner Maintenance Manual, Report
No. NA-69-420. Insert latest revised pages, remove and destroy superseded pages.
This is general
a revision to the manual, affecting the following chapters: 5. Significant to this revision are the:
following:
1. Requirement change’on Sundstrand APU.
2. Incorporation ofall Temporary Revisions.
When revising your manual the List of Effective Pages appearing in the front of each section or chapter should be
used as a cross reference for removing obsolete pages and inserting the new and/or rev i sed material. Th is en s a res
that only the latest material remains in the manual.
Please note that your maintenance manual has been revised in accordance with ATA specifications as closely as
practical; this includes the page number/identification system. Revised pages are arranged and paginstcd to idcrltili’
the chapter, section, and subject using the ATA 6-digit number system. To illustrate: 32-10-0 is 32-10-00, 5-2U- 1
is 5-20-01, 53-00-2 is 52-00-02. This number system is also used on revised L.E.P. and T.O.C. pages.
SILBRELINER
CORPORATION
NA-69420
MAINTENANCE ICIANUhI,
SERVICE PUBLICATION LIST
The following is a list ofService Publications that are incorporated in this manual. They consist of ice Su I leti ns
(S/B), Service Letters (S/L), and Optional Kits (S.O.K.).
Listed below are the Sabreliner Service Bulletins(S/B) incorporated in this manual.
SERVICE
BULLETINS SUBJECT
1 Inspection of Cockpit Enclosure Center Beams, LH and RH.
11 Electrical DC Power Circuit Breaker Rating Upgrade and Cooling Provision.

14 Thrust Reverser (Aeronca) Inspection of 232-20258-505, -506, -507, and -508 I~ever Arms.
17 Rudder Static Balance Check.
29 Electrical Wiring Change to Landing Gear Downlock Relays K1069 and K 1070 (Thrust
ReverserInterlocks).
40 Electrical Modification of Emergency Windshield Heat System.
41 Thrust Reverser Improved Follow-Up Cable Mech a nism and Improved Beari ng Shoes on
Pinion Gear Housing.
48 Elevator Inspection for Trailing Edge Delamination.

49 Fowler Flaps Replacement of Flap Flex Drive Shafts.
71-1 Wing Inspection for Corrosion in Fuel Drains in Lower Wing Skin.
71-5 Installation of Auxiliary Power Unit (Solar T-62-T39 Gas Turbine) NA 265-60, NA 265-70
and NA 265-80 Series.
72-6 Landing Gear Installation of MLG Strut Door Position Sensing Switch.
728 Landing Gear Removal of Main Landing Gear Inflatable Wheel Seal System.
73-7 Wiring Change Main Landing Gear Load Switches.

74-1 FAA Airways Inspection/Checker Aircraft.
74-6 Flight Controls Installation of Trim Disconnect.
74-7 Flight Control Installation of Audio Signal for Horizontal Stabilizer Trim.
74-8 Thrust Reverser Installation of Automatic Stow System Sabreliner Models: NA 265-40,
NA 265-60 NA 265-70.
74-9 Electrical Addition of Diodes to Protect Audible Warning Signal Generator.
74-10 Thrust Reverser Installation of Improved Bogie, P/N 140-5484-1.
74-15 Thrust Reverser (Aeronca)-- Rework of Actuator Link Lever Arms.
74-19 Thrust Reverser (Aeronca) Inspection for Clearance of Blocker Doors.

74-20 Nose Landing Uplock Stop Ice Breaker.
74-22 Electrical Battery Temperature Indicating System Mod.
74r23 Fuel System Improved Draining Provision.
74-27 Main Entrance Door- Replacement of Counterbalance Bungees.
75-1 Electrical Installation of Rectifier in Main Landing Gear CoIltrol System.
75-2 Engine (G.E. CF-700) Installation of Fuel Recovery Systenl.
SERVICE PUB, LIST

I’agel
OCOPYRIGHT, 2002 BY SABRELINER CORPORATION Jun 1´•1102
NA-69-420
MAINTENANCE MANUAL
SIERVICE PUBLICATION LIST (Continued)
Listed below are the Sabreliner Service Bulletins (S/B) incorporated in this manual.
SERVICE
BULLETINS SUBJECT
75-7 Main Entrance Door Modification of Centerline Link Cover Door.
75-10 Thrust Reverser (Aeronca) Inspection of Engine Aft Fairing installation.

75-14 Thrust Reverser (Aeronca)-- Replacement of Existing P/N 232-20258-501 or -503, and -502 or
-504 Lever Arms for Blocker Doors.
75-17 Thrust Reverser (Aeronca)-- Installation ofautomatic Stow System

Sabreliner Model: NA-265-80.
75-20 Electrical Installation of"Essential Bus Circuit Breaker Out" Caution Light and Test
Circuit.
75-22 Flight Control Modification ofTrim System.

75-29 Electrical Landing Gear Warning Horn Delay on Take-Off.
83-7 Solar Service Bulletin No. T-62 T-49-22 "Periodic Inspection ofFuel Tube Assembly."
85-2 Landing Gear Nose Wheel Steering Test System.
I 86-1 Fuselage Entrance Door --Addition of Inspection Panels to Allow Corrosion Inspection of
Internal Door Structure.
86-6 Landing Gear Inspection of Nose Landing Gear Sleeve Assembly, Barrel Assembly, and
Related Components.
87-3 Fuselage Structure Modification/Inspection of Under Door Fuselage Structure

Sta. 150 to 166.25.
875 Escape Hatch Inboard Skin Modification and Inspection ofSealed Areas.
88-7 Fuselage Structure Inspection of Engine Support Beam Interior.

92-4 Fuselage Structure Inspection of Upper Main Entrance Door Stop Flange,
PM 370-311286-5.
93-1 Landing Gear Inspection of Nose Landing Gear Axle and Outer Wheel Bearing Seal.
94-1 Fuselage Structure Inspection Below Luggage, Galley and Forward Lavatory/Storage Area
FS 143 to 206 RH Side and FS 174 to 206 LH Side, WL -21 to WL -29.
SERVICE PUB. LIST

Pagea
Jun 14/02 OCOPYRIGHT, 2002 BY SABRELINER CORPORATION
SERVICE PUBLICATION LIST (Continuect)
I,isted below are the Sabreliner Service Irlters(SiI,) incurln,l´•;ltc´•cl ill Ilii´• ili;c!iiiai
SEKVICE
I,ETTERS 8UHJEC’I’
7 Fuselaffe Deletion of Pressurized Nose (:oml,ar´•tnlent.
10 Deletion of Fuselage Lefl Hand Inverter Ram Ail I)uct.
1() Nose Ilantling (;eal´• Improvement of Steel´•inK (:vlintlel´• I:,-i -i´•!´•;l’i~.
:t() ElectricallHydl´•aul ic New Nose (;eal´• Steering Slstr´•nl (‘or,tl´•~tl I~c,z f I’ I’ ~;;::III
Interchangeability, and New Manifold (Valve) Asscnit,ly 1’ N T,;1;-1(11 h:i!tr´•~;;!il:
Hydraulic Heavy I)uty Hydraulic Motor I’uml, 1:nit.
X7 ’I’hrust tteverscr Aeronca Inc. Service I~u Iletin h’o. STT,-;~-:(I,-l,l(li ill ,I;il-iar-. i t
"Blocker´• Door Actuatol´• Link I,evel´• AssemI,Iie:;. I’;~,´•1 Nos. .tl,i. ~I´•,;
50tl/-Ti10 Assemblies.
3~ Engine Pylon Installation of Retaining Plate for I´•’il´•t´• I)ctettol´• (’c,llll(’(’tr,l. t:(’(.(’l)[;i’.;ci
40 Hydraulic System Resetting of the Hydl´•aulic Pump Motol‘’l’imt~ I)c~l;l?´• I ICI ~I,, i i
60 Thrust Iteversel´• (Aeronca) Extension of Time Ijelwcen I I’l’lic,l I !f-i,(´•(´•! I~!:i I i:...
Repair.
6:4 Electrical System Modification of the Sccondar?- I lir,ii~, I´•:it´•c´•i~-ll´•;tl
SERVICE PUB. LIST

I’aRt’ :I
o COPYRIGHT, 1984 BY SABRELINER CORPORATION S(,\ ~BiHJ
NA-69-420
MAIE~TENANCE MANUAL
SERVICE PUBLICATION LIST (Continued)
Listed below are the Sabreliner Optional Kits (SOK) incorporated in this manual.
OPTIONAL
KITS SUBJECT
Fj Environmental Inflatable Door Seal System Modification.

7 Auxilial´•r´• Power´• linit (APU) Addition of Check Valve in Pressure Sensing I,ine.
9 Engine Installation of Stall Warning Horn Inhibitor Switch Bracket Assy. on Aircl~aft Equipped
with (;.E. (:F700-2D-2 Engines
10 Fuselage Installation of Dorsal Fin Ram Air Bird Stopper.

11 IIydraulic Auxiliary Power Assist for Emergency Landinff (;ear Protection.
I’i Electrical ParallellSeries Battery Engine Start System Mod.
1X Power Plant Teleflex Power I,ever Control Cable Installation, RH Engine.
I~ Engine Addition of Engine Mounting Vibration Isolation System (CF 700-21)-2 Engine).
24 I,andina 4fj I)egrees Nose Steering.

25 Electrical I)ecr´•ease Electrical System Affect of Hydraulic Pump Starting Transient.
2fi Fuselage Installation of Flotation Kits FAA Airways Inspection Aircraft.
27 ISlectrical-- Audio Pitch Trim Time Delay Relay Installation.
34 Aft Fuselage Canted Bulkhead (F.S. 457) Mod.
lamua
ILT
SERVICE PUB. LIST

Page 4
Nov 23/84 o COPYRIGHT, 1984 BY SABRELINER CORPORATION
NA-69420
MAINI’E:NI~NCE MANUAI,
FRONTAL
LIST OF EFFECTIVE PAGES
Chapter/
Section Page Date
TITLE Mar14/03
REVISION LOG 1 Oct 31/86

2" Mar 14/03
TEMPORARY
REVISION LOG 1/2 Jul 1/91
FRONTAL-L.E.P. 1/2" Mar 14/03
CH.-LIST. 1/2" Mar 14/03
SERVICE
PUBLICATION LIST 1 Jun 14/02
2 Jun14/02
3 Nov23/84
4 Nov 23/84
The asterisk indicates pages revised, added, or deleted by the current revision.
FRONTAL-L.E.P.
Page 112 Blank
OCOPYRIGHT, 2003 BY SABRELINER CORPORATION Mar IiU03

NA-69-420
MAINTENANCE MANUhI,
CHAPTER LISTING
Chapter/ Chapter/
No, Title Date No. Title Date
Frontal Matter Mar 14/03 36 Pneumatic Sep 2/(38
Introduction Jan 19/90 37 Vacuum Sep 2/fifi
5" Time Limits/ Mar 14/03 38 Water/Waste Sep’U8tf

Maintenance Checks 49 Auxiliary Power Unit Oct Mlt~
6 Dimensions and Areas May 15/81
51 Structures General Jun 1Yifil
7 Lifting and Shoring Oct 15/82 Feb 29/9li
52 Doors
8 Leveling and Weighing Jul 6/73 Feb 29/~j
53 Fuselage
9 Towing and Taxiing Aug 1/77 Feb ’9S9ti
54 Nacelles/Pyions
10 Parking and Mooring Jul 6/73 Stabilizers 4/92
55 Apr
11 Required Placards May 15/81 56 Windows h4av 291HS
12 Servicing Oct 5/92 E’cb ’LYIS(i
57 Wings
20 Standard Airframe Practices Oct 31/86
O 71 Power Plant (70)
21 Air Conditioning Feb 29/96
O 71 P,,,, Plant (80) ()ct 5/Y’L
O 22 Autopilot (70) Oct 31/86 Jurl L’K/;´•I

72 Engine
O 22 Autopilot (80) Oct 31/86
73 Engine Fuel and Control Jan It)/?t)
23 Communications Nov 12/93
O 74 Ignition (70) hin~ 1!70
24 ElectricalPower Nov 12/93
O 74 Ignition (80) Mav 1/70
25 Equipment/Furnishings Sep 20/85
O 75 Air (70) .lan 10/Sri
26 Fire Protection Oct 5/92

O 75 Air (80) Sep .L/HR
27 Flight Controls Nov 12/93 Oct 31!86

76 Engine Controls
28 FuelSystem Feb 29/96 Jan 10/8tj
77 Engine Indicating
29 Hydraulic Power Oct 5/92
O 78 Exhaust (70) Feb 29/96
30 Ice and Rain Protection Feb 29/96
O 78 Exhaust (80) E’eb’LSiSti
31 Instruments Jul 6/73 79 Oil Jun 28/71
32 Landing Gear Feb 29/96 Jul 7/78

Starting (70)
33 Lights Sep 2/88
O 80 Starting (80) Aug 1/86
34 Navigation Sep 2/88
35 Oxygen Oct 5/92
O Airplanes S~N 370-2 thru -6, -8 and -9

O Airplanes S~N 380-1 and Subs
The asterisk indicates chapters revised, added, or deleted by the current revision.
CH.-LIST
Page 1/2 Blank
O COPYR I G HT, 2003 BY SAB R ELI N ER COR PORATIO N Mar 14/0:1

NA-69-420
MAINTENANCE MANUAI,
INTRODUCTION
Chapter/
Section Page Date
INTRO-L.E.P. 1/2" Jan 19/90
INTRO-CONTENTS 1/2 Oct 31/86
INTRO 1 Sep 2/88

2* Jan 19/90
3/4* Jan 19/90
INTRO-L.E.P.
Page 1!2 Plank
0 COPYRIGHT, 1990 BY SABRELINER CORPORATION .lan 19´•90
\I.
INTRODUCTION
TAIII. E: ()I" (:()N’1‘ EIV’1’S
Sul,jl´•c´•L
I1111´•ocl~lc´•l.ioll
(;ciiri´•;il
I’ornial
I~lcnliric´•;llion of’Su~?jt´•ct Mailer
I’;IKe Numt,ci´• Identification
Fiauic ItlentificRtion
’I’;ll,le ol’ Contents
I,istof’ ~:ffective I"ag~es
Part Numbe,´•s
Itevisions
WarninRs, Cautions and Notes........,
INTRO,-CONTENTS
I’aRe 1~Hl;lnli
COPYRIGHT, 1986 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAI,
INTRODUCTION
GENERAL section number followed by a "-00" is used for further

details covering the subsystem.
The function of this maintenance manual is to acquaint
PAGE NUMBER IDENTIFICATION
maintenance personnel with the systems and components
of the SABRELINER and to direct them in the proper Page number blocks are assigned to separate the subject
procedures for maintaining the airplane in an airworthy following categories:
matter into the
condition. Only the installations made in the airplane dur- General Coverage and Unit Description 1 100
ing manufacture have been reflected in this manual.
Trouble Shooting 101 200
I
Changes made after delivery from the manufacturer to
the completion center or operator may be referenced in Maintenance Practices:
the Service Publication List, at the front of this manual.
It all subtopics are brief, they are
Operators may find it necessary to reference the logbooks combined into one topic. All such
of each airplane to verify changes made by service publi-
combined topics are page-numbered 201 300
cations not included in this manual.The ability of mainte-
nance personnel is recognized, and those procedures If individual subtopics are so
which are considered common to all aircraft have been lengthy that a combination would
briefly referenced or omitted, require several pages, each subtopic
is treated individually. Individual
This manual provides coverage for the NA 265-70 air-
subtopic arrangement is
planes and the NA 265-80 airplanes. Maintenance pro-
cedures may be considered typical for both groups of Servicing 301- 400
airplanes except as noted. This manual is to be used in Removal/Installation 401-50(1
conjunction with the Wiring Diagram Manual, Report
No. NA-69-421 or SR73-26. Adjustment/Test 501 600
Inspection/Check 601-700
FORMAT
Cleaning/Painting 701-800
The manual has been prepared in accordance with Air
Approved Repairs 801 900
Transport Association (ATA) Specification No, 100. A
functional breakdown is employed whereby all data per- Each new subject starts with page 1, 101, 201, etc., and
taining to a given system or component may be found in continues through the page number block assignment a~
one chapter with a minimum of cross-referencing to other necessary.
chapters.
FIGURE IDENTIFICATION
The ELECTRICAL POWER and HYDRAULIC POWER
chapters cover only the power sources and distribution Figures (illustrations) are numbered consecutively within
equipment for these systems. Details of individual branch each topic (subject) as fol laws:
hydraulic or electrical systems will be found in the appli- Figures in Description 1, 2, 3, 4, 5. etc.
cable chapters.
Figures in Trouble Shooting 101, 102, 103, etc.
IDENTIFICATION OF SUBJECT MATTER Figures in Maintenance Practices

A three-dash number system is employed to identify sub-
When not subdivided 201, 202, 203, etc.
ject matter. The first dash number identifies the chapter,
the second dash number the section of the chapter, and the When subdivided
third dash number the subject of the section. The follow- Servicing 301, 3021 303, etc.
ing example illustrates how the numbering system is used Removal/Installation 401, 402, 499, etc.
in the FIRE PROTECTION chapter: Adjustment/Test 501, 502, 503, etc.
Identifies the FIRE PROTECTION Inspection/Check 601, 602, 603. etc.
Cleaning/Painting 701, 702, 703, etc.
chapter
Approved Repairs 801, 802, 803. etc.
Identifies that section (group of re-
lated subjects) which provides cover- TABLE OF CONTENTS
age for the "Fire Detection System"
The manual contains a general table of contents listi ng a Il
portion of the FIRE PROTECTION
the chapters in the manual; in addition, each chapter is
chapter,
Identifies a specific subject of the prefaced with a table of contents identifying the subject
matter within the chapter in the order of presentation.
26 10 01 "Fire Detection System"
The table of contents is arranged with the followi ng head
ings: DESCRIPTION, TROUBLE SHOOTIN(;. and
The chapter number followed by a "-00" segregates that MAINTENANCE PRACTICES.
material covering the complete system. The chapter-
INTRO.
Page 1
0 COPYRIGHT, 1988 BY SABRELINER CORPORATION Sep U88
NA-69-420
MAINTENANCE MANUAL
INTRODUCTION (Continued)
LIST OF EFFECTIVE PAGES 1. Note An essential clarification of a following

operating procedure or condition.
A list of effective pages is provided with each chapter. It is
an inventory of the pages in each chapter with the latest EXAMPLE:
revision date for each page.
NOTE
PART NUMBERS One complete turn of the adjustment screw
will raise or lower the pressure approsi-
This manual must not be used for identifying spare parts
by number. Consult the SABRELINER Illustrated Parts
mately 1 psi.
Catalog for this information. Part numbers are used in
2. Caution Operating procedures or practices that if
this manual only as a means of identification when the
nomenclature alone is inadequate.
not strictly observed will result in damage to the
equipment.
REVISIONS EXAMPLE:
The LIST OF EFFECTIVE PAGES with each chapter
serves as a tool for maintaining the manual. The LIST OF
EFFECTIVE PAGES will be revised whenever the Do not operate engines with cowling or cowl
material in the affected chapter is revised. When revision panels removed.
pages are received, the list should be used as a cross
reference for inserting the new/revised material and 3´• Warning Operating procedures or conditions that
if not strictly observed will result in personal injury
deleting obsolete material. This ensures that all obsolete
material is destroyed and the manual is kept current, or loss of life.
Revisions to text areindicated by change bars (vertical EXAMPLE:

lines) in the margin adjacent to the revised material.
Revisions to illustrations may be indicated by change
bars, zip-a-tone shading on electrical sche- Ingition switch must be in the OFFposition
matics, and pointing rLgr on mechanical, when rotating the propellers by hand.
hydraulic, and pneumatic d~agrams.
NON-SABRELINER APPROVED PARTS
When more than 50 percent of a page is changed, a major
change symbol( )iS placed in the
lower outside corner of the page 1/4" above the top line of
pagination. Only Sabreliner parts or Sabreliner approved parts
obtained from approved sources are to be used in con-
When a new page is being added to an existing manual or nection with the maintenance and repair of Sabreliner
section that has all new information included, a new
airplanes.
change symbol( lam~ )is used.
Genuine Sabreliner parts are manufactured and inspect-
A REVISION LOG page is provided for recording revi- ed under rigorous procedures in accordance with a
sions by revision date and the dates they were inserted in Production Certificate (PC) to insure airworthiness and
the manual, suitability for use in Sabreliner aircraft application.
Parts purchased from sources other than Sabreliner, or
A TEMPORARY REVISION LOG page is provided for
its approved vendors, may not have the required tests and
recording Temporary Revisions (yellow sheets) by revi-
sion number, issue date, and the dates they were inserted inspections performed and may be different in fabrica-
tion techniques and materials. A non-approved part may
in the manual.
seriously compromise the safety of the aircraft.
WARNINGS, CAUTIONS, AND NOTES
Warnings, cautions and notes are used to set off in-
structions that require other than ordinary precautions.
Definition and examples of each of the three types of
precautionary notices follow:
INTRO.
I 19/0Page
Jan
2
o COPYRIGHT, 1990 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE: MANUAI,
INTRODUCTION (Continued)
Government surplus parts, salvaged airplane parts,

reworked parts obtained from non-Sabreliner approved
sources, or parts, components or structural assemblies
which do not have proper documentation may have a
service history which is unknown or cannot be authen-
ticated. These parts may have been subjected to unac-
ceptable stresses or temperatures or have hidden damage
which is not discernible through routine visual or usual
non-destructive testing techniques. This may render the
part, component or structural assembly unsuitable and
unsafe for aircraft use, even if such part, component or
structural assembly were originally manufactured by
Sabreliner or an approved source.
Sabreliner Corporation expressly disclaims any respon-

sibility for malfunctions, failures, damage or injury
caused by the use of non-Sabreliner approved parts.
NOTE
Sabreliner Corporation ezpresslll reserves
the right to supersede, cancel andlor de-
clare obsolete, without prior notice, any
part, part number, kit or publication
referenced in this manual.
INTRO,
PaRe t;4 Hlanli
C H A PT E R
TIME LIMITS/
MAINTENANCE
CH EC KS
NA-69-420
MAINTENANCE MANUAI,
CHAPTER 5
TIME LIMITS/MAINTENANCE ~HECKS
TABLE OF CONTENTS
Subject Chapter/Section/Subject Page

General 5-00-00
General 1
Notes 1
Time Limits 5-10-01
Scheduled Maintenance Checks and Inspections 5-10-01 1’2

Servicing 5-10-02
Adjustment/Test 5-10-03
Inspection/Checks 5-10-04 1
Overhaul 5-10-05 I
Retirement 5-10-06
Special Inspection Information 5-10-07 1
Scheduled MaintenanceChecks 5-20-01
Pre-flight Inspection 1
Post-flight Inspection
150 Hour Maintenance Check
Unscheduled Maintenance Checks 5-50-00
General 5-50-00 1
Blown Tires 5-50-00
Heavy Rain/Moisture/Lightning Strike 5-50-00 1
Instrument Removal/Installation 5-50-00 I
Fire Extinguisher System Discharge/Purge 5-50-00 1
Starter/Generator Replacement 5-50-00 1
Wing Structure 5-50-00
Engine Overspeed/Overtemp/Hung Start 5-50-00
Hard Landing 5-50-00
5-CONTENTS
Page 1/2 Blank I
0 COPYRIGHT, 1988 BY SABRELINER CORPORATION Jan 15/88 1
NA-69-420
~VIAINTENANCE MANUAL
CHAPTER 5
TIRIE LIMITS/IMAINTENANC E CH E C KS
Chapterl Chapter/
Section Page Date Section Page Date
5-L.E.P. 1/2" Mar 14/03 5-20-01 1 Jan 15/88

2 Jan 15/88
5-CONTENTS 1/2 Jan 15/88
3 Jan 1Fj/tUi
5-00-00 1/2" Mar 14/03 4 Jan Ifi/Ht3
5-10-01 1/2 Feb 29/96 5 Jan 15~iti
6 Oct 5/92
5-10-02 1 Feb 29/96
7 Jan 15/8t)
2 Oct 5/92
8 Feb 29m6
5-10-03 1 Jan 19/90 9 Oct 4/91
2 Jul 1/91 10 Oct 4/91
5-10-04 1 Mar 14/03 1 Oct
5-50-00
2 Feb 29/96 2 Jul 1/91
3 Nov 12/93 2/88
Sep
4 Ju131/00
5" Mar14/03
6" Mar 14/03
7" Mar 14/03
8" Mar 14/03
9" Mar 14/03
10 Jun14/02
11 Jun 14/02
12 Jun14/02
5-10-05 1 Feb 29/96

2 Jan19/90
3/4 Jun14/02
5-10-06 1 Nov 12/93

2 Jan 19/90
3" Mar14/03
4" Mar14/03
5-10-07 1 Oct 5/92

2 Oct5/92
3 Feb29/96
4 Feb29/96
5 Feb 29/96
6 Oct 5/92
5-L.E.P.
Page 1~L Blank
Mar 1´•1~03
OCOPYRIGHT, 2003 BY SABRELINER CORPORATION
NA-69-420
MAIN1’ENANCE~NUIU,
CHAPTER 5
TIME LIMITS/MAINTENANCE CHECKS
GENERAL
This chapter provides recommended time limits for servicing, adjustment/test and inspc´•c´•lioll/chr´•ck; :tl~o, this
chapter establishes mandatory replacement schedules for Sabreliner NA 265-70 and NA 265-80 nirl,lsnc~.’rhcsc´•
items are refined and changed during the service life of the airplane by continually evaluating the I~crformanct´• of
the equipment, results ofscheduled maintenance checks and a thorough study offactu al operati ng data. The i ntt´•rva I
between the accomplishment of the recommendation is intended to be the longest period of time that an item or
component can safely operate without an inspection or maintenance check. No attempt is made in this chapter to
sequence the order of accomplishment. The tables in 5-10-01 are intended as an aid for referencing scheduled
requirements.
Local conditions (special utilization, geographical locations, etc.) may dictate more frequent inspection or
replacement, or more thorough inspections. Therefore, the operators are expected to exercise their prerogative to
increase the frequency or scope of any recommendation. It is recommended that hourly intervals u p to and incl udinr:
200 hours cannot be exceeded by more than 10% ofthe hourly limitation and by not more than fi~ on hou rl ii nlitcd
items over 200 hours.
It is recommended that the calendar time limitations not be exceeded. Set-vice life limited parts listeti i n the F.A.A.
Type Certificate Data Sheet No. A2WE must be retired in accordance with the prescribed schedule.
The replacement schedule recommends replacement of items at a specific time whose failure would compromise
safety of flight beyond reasonable limits or definitely cause a flight to abort. Items Ilot listed will be known ;Is *oll
condition" items and will be replaced only when necessary.
Operators not utilizingthe Service Maintenance Inspection Program (SMIP) must maintain nl3intenance records
to accurately controlthelengthofservicelife on all majorairplanecomponents (equipment and structure) tocnsure
that the retirement of components is accomplished within the required time period. Such records will make note of
thecompleteservice-lifehours ofanycomponentwhich couldbe interchanged from one airplane to another, and thus
possibly reduce the over-all life of an airplane.
NOTES
The following effectivities are used in chapter 5 to explain conditions:

OSeeSpecial Inspection, 5-10-07.
O APUHours.
01 See Unscheduled Maintenance Checks, 5-50-00.
O 12 month initial inspection from the issue date ofTR 90-2 (dated June 22/90); see 36, 48 or 60 month intervals
for recurring inspection requirements.
10 Interval may be extended to six (6) months with the use ofPRIST’M (or equivalent) additive a minimum often
(10) consecutive days each month. Fuel must be treated or inspected for microbe contamination.
O Except airplanes with teflon bearings installed, P/N KNDB 10-22 or eq uivalent.
O Repair may require Aux Fuel Cell removal.
O Providing P&W S/B 2005 is incorporated not later than 2,200 hours.
CI See Illustrated Parts Catalog (NA-69-424) or Sabreliner Corporation for any alternate part number hose
assembly that may exist in this location.
O Hose assemblies
are by ST~ number SA1162CE.
part of fuel drain tank kit installed
O Certify in accordance with the applicable F.A.R.
O Repair may require F.S. 333 interior removal.
O See Special Inspection, 5-10-07, chapter 5 Corrosion Control/Inspection.
IZJ Hydraulic Pump/Motor Assembly, P/N 265-580623, overhaul is "On Cond ition.
131 New or remanufactured Hose Assy. 1
5-00-00
Page 1/2 BIank
OCOPYRIGHT, 2003 BY SABRELINER CORPORATION Mar 14X)3

NA-69-420
MAINTENANCE ICIANUAI.
TIME LIRIITS
SCHEDULED MAINTENANCE CHECKS AND INSPECTIONS

The following tables are intended to be used as a reference/guide i‘or recommended frequency c,f;~n arc;l
scheduled maintenance. For example, if an airplane has 150 hours of tinle in service, tile arlti
inspectionlcheck areas each have atleast one applicable item at the 150 hour frequency. PrcfliC~hl, I’osL
and Special Inspections are not included in the following tables. See 5-’LO-01 or 5-10-07 for these ilcrns.
Table I. Hour Frequency
Hour AcjuustentU Inspection/

Frequency Servicing Test Check
50
100 X------X
150 X X X
200
250 X X X
300 X X X X
400 X X X
500
600 X X X X
900
1000
1100 X X
1200 X X X ---S--- X
1500
2000 S--- X
2100
2200
2400 X X
3000
4000
10,000* X
30,000* X
*Also applicable to flights.
Table 2. Calendar Frequency
Calendar Arijustment/ Lnspection/

Frequency Servicing Test Check Overhaul Retirement
1 Month X X
3 Months
6 Months X --------X
12 Months X X----X ~X
24 Months X X X ----S
36 Months
48 Months
60 Months
84 Months
15 Years* X
24 Years+ X
Also applicable at each 4380 Bottle Pressurizations.

Table 3. Landing Frequency
Landing Acijustmentl Inspection/

Frequency Servicing Test Check Overhaul Retirement
150* X
1000*
2400
24,050 S
’LG,000 S
30,000 S
reverser cycles
5-1 0-01
O COPYRIGHT, 1996 BY SABREUNER CORPORATION
NA-69-420
MAINTENANCE MANUAL
TIME LIMITS
SERVICING
REFERENCE:’
FREQUENCY ITEM EFFECTIVITY CHAPTER
100 Hours Change Oil Three Wheel Cooling Turbine 370-1 and -7 21
Assembly, AiResearch P/N 572365-1, -2, and -3 380-1 and Subs
150 Hours or Lubricate Aeronca Thrust Reversers 370-1 amd -7; 78

150 Cycles, 380-1 and Subs
whichever occurs first
150 Hours Lubricate MLG and Doors All 12
Lubricate NLG and Door Linkages All 1~
Lubricate Brake Control Valve All 12
Lubricate Speed Brake Ail i:!
Lubricate Wing Flap Actuators All 1’L
Lubricate Aileron Trim Tab All 12
Lubricate Rohr Thrust Reversers 370-2 thru -6, 78

-8 and -9
150 Hours or Lubricate Main Entrance Door, Ground All 12

12 Months, Escape Hatch, and Access Doors
whichever oc<ws first
300 Hours Lubricate Elevator Pushrods Ail 12
Lubricate NLG Torque Arm Pin Bearings All with 1’L

grease fitting
Lubricate RH and LH MLG Downiocks All 12
Lubricate Horizontal Stabilizer All 12
Lubricate Pilot’s Sliding Window Ail 12
Lubricate Aeronca Thrust Reverser Lever 370-1 and -7 12

Spring Plunger Assembly 380-1 and Subs
Application of ICEX II to Aileron Cable Sectors O All ’L7
300 Hours or Change Engine Oil, P W ST12A-8 370-2 thru -6, 79

12 Months, -8 and -9
O See Special Inspection, ti-10-07.
5-1 0-02
I’a~c´•l
O COPYRIGHT, 1996 BY SABRELINER CORPORATION I’el, 29i9ti
NA-69-420
MAINTENANCE MANUAL
SERVICING (Continued)
REFEIE~ENCE/
600 Hours Lubricate MLG Sidebrace Idler Link Springs All 12

Lubricate NLG Uplock Hook Needle Bearings All 12
Lubricate NLG Torque Arm Pin Bearings All without 12
grease fitting
Lubricate Engine Power Lever Cross Shaft, 370´•2 thru -6, 12
P WJT12A-8 -8 and -9
Service Oil Two Wheel Cooling Turbine 370-2 thru -6,. 21
Assembly, AiResearch P/N 203400-2 -8 and -9
Lubricate Starter/Generator Shaft Splines, 370-2 thru -6, 24
Bendix P/N 30858-38 -8 and -9
Change Engine Oil G.E. CF700 370-1 and -7 79
380-1 and Subs
1100 Hours Lubricate Rohr Thrust Reverser Bearings, 370-2 thru -6 78

Pn\l 140-5410-1 or -3 -8 and -9
1200 Hours Lubricate Flight Control Hinges All 12
1500 Hours Lubricate Aileron Sector Pushrods All IP~
2400 Hours Lubricate Flight Control Bearings All 12
1 Month O Treat Fuel System with Biocide Agent All 28
12 Months Change APU Oil a All changed by 49

S/B 71-5
(Inst of APU)
24 Months Lubricate Wing to Fuselage Fwd 380-1 thru -4 0) 57

Attach Bolts and 370-1 thru -9
not changed by
SOK 81-3 (Service
Life Extension)
tlJI See Special inspection, 5-10-07.

t~ Interval may be extended to six (6) months with the use of PRIST~M (or equivalent) additive a minimum of
ten(l0) consecutive days each month. Fuel must either be treated or inspected for microbe contamination.
a Except airplanes with teflon bearings installed, PM KNDB10-22 or equivalent.
5-1 0´•02
Page 2
Oct 5/92 6 COPYRIGHT, 1992 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
TIME LIMITS
ADJUSTMENT/TEST
REFEREN(I;E/
ITEM EFFECTIVITY CHAPTER
FREQUENCY
50 Hours Functional Test Nose Wheel Steering System All not changed by .72
S/B 85-2 (Nose
Wheel Steering
Test Sys)
150 Hours Functional Test Nose Wheel Steering System Allchanged by 32

S/B 85-2 (Nose
Wheel Steering
Test Sys)
300 Hours or DELETED

after replacement
300 Hours Operational Test AC Power Generation System All 21
Resistance Test Engine Nacelle Fire Detector All ’Ltl

Elements
Operational Test Battery Temperature System P 380-1 and Subs. 2-1

370-1 thru -9
with automatic
control system
installed
Functional Test Essential Bus 28 VDC 370-1 thru -9; 24

Circuit breakers (Ref. AD 75-08-11) airplanes not
changed by S/B 11
(DC Pwr CB
Rating Upgrade
with Cooling
Provisions).
S/B 75-20 (Inst of
Essen Bus CB Out
Caution Light and
Test Circuit).
Operational Test Fuel Heater System 370-1 and -7; 28

380-1 and Subs
Operational Test Windshield Anti-icing System All 30
Operational Test Environmental System All 30

Ram Air Inlet Electrical Heating System
Functional Test Anti-skid Fail Safe System 370-2 thru -6, 32
-8, and -9
Functional Test Landing Gear System All 32
Functional Test Anti-skid Brake System All
See Special Inspection, 5-10-07.
5-1 0-03
Page 1
a COPYRIGHT, 1990 BY SABRELINER CORPORATION Jan 19/90
NA-69-420
MAINTENANCE MANUAL
ADJUSTI)IENT/TEST (Continued)
REFERENCE/
FRE9UENCY ITEM EFFECTIVITY CHAPTER
300 Hours (Cont’d) Operational Teet Stall Warning Vane Heaters All 34
Operational Check Thrust Reverser Control All 78

System
300 Hours or Functional Test Nose Wheel Steering Feedback All 32

12 Months, Potentiometer Redundant Cable System
600 Hours Functional Test Fire Extinguisher System All 26

Electrical Circuit
Functional Test Fire Detection System All 26
Operational Teet Fuel Jettison System 370-2 thrub, 28

-8 and -9
Functional Test Fuel Transfer Ejectors All 28
Operational Test Hydraulic Power System All 29
Resistance Test APU Fire Detector Elements Allchanged by 49

S/B 71-6 (Inst of
APU)
Functional Test APU Fire Detector System Allchanged by 49
S/B 71-5 (Inst of
APU)
Functional Test APU Fire Extinguishing System Allchanged by 49
Electrical Circuit S/B 716 (Inst of
APU)
1000 Hours Torque Aeronca Thrust Reverser Translating 370-1 and -7; 18
Structure 380-1 and Subs
1200 Hours Operational Test Airspeed Pitot and EPR All 30

Heater Systems
12 Months Flight Teet Cabin I~Rakage All 21
Resistance Test Static Dischargers g All 23
Flight Test Landing Gear Position All 32

and Warning System
Flight Test Crew and Passenger Oxygen 9ystem All 35
24 Months Calibration/Certification Altimeters All 34 B

Calibration/Certification ATC Transponder(s), All 81
Calibration/Certification Air Data Computer When ADC Sys Q
is Installed
Test Pitot and Static System Leakage All 34 (3

Calibration/Certification Altimeters (Standby) All as equipped 34

re see Unscheduled Maintenance Checks, 5-50-00.
O Certify in accordance with the applicable FAR.
5-1 0-03
Page&
Jul 1/91 COPYRIGHT, 1991 BY SABRELINER CORPORATION
NA-69-420
MnlNTENANCE MANUAI,
TIME LIMITS
INSPECTION/CHECK
REEIEKENCE~
FREQUENCY ITE1M EFFECI~IVITY
50 Hours O DELETED
50 Hours Inspect Aeronca Thrust Reverser-- 370-1 and -7; 78

Blocker Door Lever Arms, P/N 232-20258-505, 380-1 and Subs
-506,-507, -508, -509 and -510
100 Hours Inspect Entry Door Seal Sensing All 21

Lines Dehydrator
100 Hours or Inspection and Performance Check Emergency All as equipped 31

3 Months, Power Supply, JET PS-800 in accordance with
whichever occurs first JET Service Letter S/L-4 and Instruction Manual
TP202 (4/1/74) or latest revision
Inspection and Performance Check Emergency All as equipped :1-1

Power Supply, JET PS-823 in accordance with
JET Service Letter SL-8P (4/23/86) or latest revision
150 Hours 150 Hour Maintenance Check All 5-20-01
Inspect Rohr Thrust Reverser 370-2 thru -6, 7H

-8 and -9
Inspect and Clean Engine Oil Strainer 370-2 thru -G, 7’3
P&WJT12A-8 -8 and -9
not changed by
P&W S/B 2005
200 Hours Inspect and Cycle Airplane Batteries All 2´•1
300 Hours Inspect Air Temperature Sensor/Blower Ad 21
Inspect and Clean Water Separator Condenser Ah 21
Inspect DC Starter/Generator Brushes O 370-2 thru -6, ’2´•1

Bendiu P/N 301158-311 -8 and -9
Inspect DC Starter/Generator Brushes O 370-1 and -7; 24

G.E. P/N 2CM82J4 380-1 and Subs
Inspect Cockpit and Cabin Heater All not changed 25

Pads O by S/B 85-3, Part I
(Mod ofFloor
I-Ieater Pad)
Inspect Stabilizers All B
O APU Hours
See Special Inspection, 5-10-07, Chapter 5 Corrosion Control/Inspection. 5-1 0-04
Psge~
0 COPY R IGHT, 2003 BY SABRELI N ER COR PORATION Mar 13103
NA-69-420
MAINTENANCE MANUAL
INSPECTION/CHECK (Continued)
REFERENCE/
300 Hours (Cont’d) Inspect Elevator/Rudder Control Cable Tension Ig All 27
Inspect and Drain Engine Fuel Heaters, 370-1 and -7; 28

G.E. CF700 380-1 and Subs
Inspect NLG Steering Bellcrank Al 32
Inspect MLG Downlock Sidebrace Idler All with hollow or 32

Rod End O brass filled shank
rod ends, and all
others not marked
per S/B 81-7 (MLG
Downlock Sidebrace
Idler Rod End Insp.)
Inspect Aft Fuselage Interior O All 53
Inspect Lower Fuselage Interior (FS 264 to 357)0 Al 53
Inspect Aft Fuselage Interior, Canted Bulkhead All 53

FS 457 to 485 O
Inspect Fuselage Nose Section In terior O All 53
Inspect Clips, FS 76 Allwithout 53

heavy duty
clips
Inspect Pylon and Nacelle O All 54
Inspect Power Plant G.E. CF700 370-1 and -7; 71

380-1 and Subs
Inspect Power Plant, P&W JT12A-8 370-2 thru -6, 71

-8 and -9
Inspect Engine Mount Support Bolts 370-2 thru -6, 71

P&W JT12A-8 -8 and -9
Inspect and Clean Fuel Control Screen, 370-2 thru -6, 73

P&W JT12A-8 -8 and -9
Inspect and Clean Fuel Control Filter, 370-1 and -7; 73

Inspect and Clean Main Fuel Supply Filter, 370-1 and -7; 73
G.E.CF700 380-1andSubs
Inspect Fuel Pressurization and Dump Valve 370-2 thru -6, 73
Inlet Screen, P&WJT12A-8 -8 and -9
Inspect and Clean Fuel Pump Filter, 370-1 and -7; 73

Inspect Engine Igniter Plugs, 370-1 and -7; 74

Inspect Engine Igniter Plugs, 370-2 thru -6, 74
P&W JT12A-8 -8 and -9
O See Special Inspection, 5-10-07.
O See Special Inspection, 5-10-07, Chapter 5 Corrosion ControVInspection.
5-10-04
Page 2
Feb 29/96 O COPYRIGHT, 1996 BY SABRELINER CORPORATION
NA-69-420
MAMTENANCE MANUAL
INSPECTION/CHECR (Continued)
REFERENCEI
FREQUENCY ITEM EFFECTIVITY CHAFFEE
300 Hours (Cont’d) Inspect Aeronca Thrust Reversers 370-1 and -7; 78
380-1 and Subs
Clean
Inspect and Engine Oil Strainer 370-2 thru -6, 79
P&W JT12A-8 -8 and -9 O
Inspect Magnetic Drain Plug in Transfer 370-1 and -7; 79

and Accessory Gear Boxes, G.E. CF700 380-1 and Subs
300 Hours or Check Regulation Setting of Fluid Pressure 370-1 and -7; 21
after replacement Regulating Valve, Three Wheel Cooling Turbine 380-1 and Subs
500 Hours or Inspect Elevator Honeycomb Trailing Edge tjl All as installed 27
6 Months,
600 Hours Inspect -DC Starter/Generator Shalt Splines, 370-2 thru -6, 24
Bendix P/N 30B58-3B -8 and -9
Inspect Cockpit and Cabin Heater Pads C1 All changed by 25

S/B 85-3, Part I
(Mod. of Floor
Heater Pads)
Check NLG Strut Steering Coiler Clearance All 32
Insped NLG Axle P/N 4010745-3 Al 32

(Terminated when -5 installed)
Inspect NLC Steering Link All 32
Inspect MLG Actuating Cylinder Rod End and Ah 32

Clevis Pin
600 Hours or Inspect Aileron Cables Without Nylon Jackets 380-1 thru -6; 27
12 Months, (AD71-25-04) P/N 276-523006-11, 370-1 thru -9
whichever occurs frrst 276-523008-11and 276-523005-11 not changed by
S/B 73-15
(Nylon Jacketed
Aileron Cables)
600 Hours or DELETED

24 Months,
whichever occurs frrst
900 Hours Inspect Cabin Air Dump and Safety Valve Area All 21
Inspect Cabin Air Pressure (Outflow) Valve Area All 21

13 Providing P&W S/B 2005 is incorporated not later than 2,200 hours.
(3 See special Inspection, 5-10-07, Chapter 5 Corrosion ControVInspection.
5-1 0-04
P´•ge3
0 COPYRIGHT, 1993 BY SABRELINER CORPORATION Nov 12~93
NA-69420
NIAINTENANCE NLANUAL
REFERENCEI
900 Hours (Cont~d) Inspect and Clean Rohr Thrust Reverser 370-2 thru -6, 29
Hydraulic Filter, P/N 24814 -8 and -9 changed
by SOK 82-11
(Addition of Hyd.
Filter to System)
1000 Hours Inspect Lavatory Waste Receptacles All 25
(A.D. 74-08-09)P
Inspect Engine Hot Section, O.E. CF700 370-1 and -7; Refer to GE
380-1 and Subs CF-700 Maint.
Manual
Inspect Upper Main Entrance Door Stop All 53
Flange S/B 92-4
Torque Thrust Reverser Translating 370-1 and -7; 78
Structure 380-1 and Subs
Inspect EngineHotSection, 370-2 thru -6, 71

I P t W JT12A-8 P -8 and -9
1000 Hours or 1000 Inspect Aeronca Thrust Reversers, O 370-1 and -7; 78
Cycles, whichever P/N 234-23000 (Includes inspection of 380-1 and Subs
occurs first flexible drive shafts, P/N 121460-2)
1100 Hours Inspect Rohr Thrust Reverser Bearings, 370-2 thru -6, 78
P/N 140-5410-1 or -3 -8 and -9
Inspect Rohr Thrust Reverser Rigging 370-2 thru -6, 78

-8 and -9
Inspect Rohr Thrust Reverser Bogies, 370-2 thru -6, 78

P/N 140-5441 or 140-5413-1 -8 and -9
not changed by
S/B 74-10
(Inst. of
Improved Bogie
P/N 140-5494-1)
1200 Hours Inspect Flight Control Hinge Pin All 12
Inspect Elevator Universal Joints All 27
Inspect and Clean Nose Steer Control Valve All Changed by 32

Filter Element, Sterer P/N 35582 Sn 30 (New Nose
Steer Manifold)
Inspect NLG Axle and Outer Bearing Seal All 32

(Ref. S/B 93-1)0
1500 Hours Inspect Aileron Cables with Nylon Jackets 380-7 and Subs. 27
370-1 thru -9 and
380-1 thru -6 changed
by S/B 73-15 (Nylon
Jacketed Aileron Cable)

(21 See Special Inspection, 5-10-07, Chapter 5 Corrosion ControVInspection.
5-1 0-04
Paged
Jul 31100 OCOPYRIGHT, 2000 BY SABRELINER CORPORATION
NA-69-420
hlAINTENANCE MANUAI.
REFERENCE/
DELETED
1500Haurs (Cont’d)
1
1500 Hours O Inspect/Clean APU PCD Filter All -19
or 3600 Cycles ton APU’s with Modulating Bleed Air Valve) with APU
Inspect/Clean APU Fuel Pump Internal Filter All qy

with APU
2100 Hours and Ins pect Wing Flap Actuator J ackshafts All 27
each 1200 Hours
thereafter
2200 Hours Inspect Battery Ground Cables/Bolts 370-1 and -7; 2-1
380-1 and Subs
2400 Hours Inspect Flight Control Bearings All 12
2400 Hours or Inspect MLG Strut Outer Cylinder Ad 32

2400 Landings, P/N 1127L001-3, (LH)
whichever occurs first P/N 1127L001-4,(RH)
P/N 1127L001-5, (LH)
P/N 1127L001-6, (RH)
3000 Hours or Inspect and Clean DC Generator Shunt and 370-2 thru -6, ’t~
next engine removal, Ground Jumper Leads, P&W ST12A-8 -8 and -9
1 Month Inspect Fuel System for Microbe Contamination All 28
3 Months Periodic Check Emergency Power Supply, All 31

JET PS-835 in accordance with JET Service Letter as equipped
SL-80 (6/1/84) Item 1.B. or latest revision
6 Months Weight Check Portable Fire Extinguisher All

Agent Container(CO,) (Cockpit Installation Only) as installed
P/N 870904, 870905 and 870906 type 2TB,
4TB, or 5TB O
I
Inspect APU External Check All changed by 49
(Ref. Sundstrand SB-T-62T-49-77) S/B 71-5
(Tables I and II) (Inst. ofAPU)
12 Months Weight Check E~gine Fire Extinguisher Al 26

AgentContainersl;l
Weight Check Portable H,O Cabin Fire All
Extinguisher
Inspect NLG Strut Piston All 32
II1 APUHours.
I31 Interval may be extended to six (6) months with the use of PRIST’" (or equivalent)
additive a minimum often (10) consecutive days each month. Fuel must be treated
or inspected for microbe contamination.
5-10-04
PageS
OCOPYRlGl-lT, 2003 BY SABRELINER CORPORATION Mar 1ly03
NA-69-420
MATNTENANCE MANUAL
REFERENCE/
12 Months (Cont’d) Capacity Test Emergency Power Supply, All 34

JET PS-835 in accordance with JET Service Letter
SL-80 (6/1/84) Items 2 and 3, or latest revision
Inspect APU, General Annual Check O Ali changed 49

(Ref. Sundstrand SB-T-62T-49-77) by S/B 71-5
(Tables III and IV) (Inst. ofAPU)
Inspect Emergency Ground Escape Hatch O All 52
Inspect Escape Hatch (Inactive) 19 370-1 and Subs; 53
380-1thru-68
Inspect Lower Flange and Skin F.S. 13 to 76, Ah 53

Lower Cap Angle of Nose Gear Beam B.P.9 and
Lower Electronics Bay O j~
Inspect Splice Between Lower Center Skin Ah 53

and Side Skin F.S. 99 to 156.25 LH and RH OO
Inspect Skin Splice on Intermediate Ah 53
Longerons, LH and RH. Inspect Longeron Above
Main Entrance Door. Inspect LH and RH Lower
Longeron O O
Inspect Skin Splice at F.S. 143 Lower Side Ah 53
Skin, LH and RH, Cockpit Glass Support Structure,
Windshield Bow Supports, Intermediate Longerons
and Skin Splice LH and RH, Cockpit Floors and
Lower Longerons LH and RH Side O O
Inspect Lower Longeron Along Threshold of All 53

Main Entrance Door and Lower Door Stop O O
Inspect Speed Brake Inner Skin and Doubler, and All 53

Sonic Doublers Ailerons and Flaps O O
Inspect Upper Longeron Splice F.S. 206 All 53
LH and RH O I~
Inspect All Cabin Floors, Floor Support Beams, Ah 53
and Lower Main Intermediate Longerons
on LH and RH Side O O
Inspect Floor Support Beam F,S. 264 and Wing Ah 53

Attach Fittings LH and RH on Fuselage 10 O
Inspect Strap Below Escape Hatches O Ah 53
Inspect Aileron Bellcrank Support and PullelL Ah 53

Support Landing Gear Emergency Release ~I O
Inspect ADF Loop and ADF Sense Antenna Ah 53
Support Structure and Upper Main Intermediate
Longerons ~O
n 12 month initial inspection from the issue date ofTR 90-2 (dated Jun 22/90); see 36, 48, or 60 month intervals
5-1 0-04
Page 6
Mar 14/03 OCOPYRIGHT, 2003 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAI.
INSPECT~ON/CHECK (Continued)
REFERENCE/
12 Months (Cont’d) Inspect Horizontal Stiffeners on Fwd Side of All

F.S. 333 and Bulkhead to Side Skin
Attach Angle O O O
Inspect Vertical Hat Sections on Aft Side of FS 333, All

Floor ofAux Fuel Bay, Pylon Castings and Upper
Intermediate Longerons LH and RH FS 333 to 357
(Especially Near the Center of the Bulkhead) D O O
Inspect Web of Bulkhead F.S. 298.5 10 O All
Inspect --Att Aux Fuel Cell Floor Support All 51
Structure 000
Inspect Intermediate to Aft UDDer Longeron All
Splice F.S. 357 LH and RH 111 O
Inspectr~ylon Match Angles and Fuselage 370-2 thru -6, -8
Skin 01 j31 and -9 not in compl.
with TR 90-2 Corr.
Insp. (see recurr.
insp. at 60 mos.)
Inspect Radio Altimeter Antenna Interior All not in compl.
and Exterior Doublers, and Fuselage Skin with TR 90-2 Corr.
In Area O O Insp. (sce recurr
insp. at 36 mos.)
Inspect Pylon Attach Fitting F.S. 333 D 370-2 thru -6, 53
-8 and -9
Inspect Vertical Stabilizer Rear Spar Cap O O All
Inspect Wing Tips, Wing Front SDar. Leading All 57

Edge Skin, Rib and Stiffeners II1 D
24 Months Inspect NLG Sleeve Assembly, All IE-L
BarrelAssembly, and Related
Components (Ref S/B 86-6) D
Inspect MLG Downlock Assembly O All not changed by 32
S/B 83-10, Part 2
(Insp. and Mod.
MLG Downlock Assy.)
Inspect and Test Pitot/Static Systems All 34
Inspect-- APU, Periodic Maintenance All changed 49

(Ref. Sundstrand SB-T-62T-49-77)
(Table V)
by S/B 71-5
(Inst. ofAPU) 1
Inspect Under Door Fuselage Structure All 52
F.S. 150 to 166.25 (Ref. SdB 87~-3)
Inspect Lower Forward Fuselage Interior All
(F.S. 182 to 242)0
Inspect Engine Support Beam Interior 370-2 thru -6, 51
(Ref. S/B 88-7)0 -8 and -9
II1 See Special Inspection, 5-10-07.
O 12 month initial inspection from the issue date ofTR 90-2 (dated Jun 22/90); see 36, 48, or 60 month inten´•als
O See Special Inspection, 5-10-07, Chapter 5 Corrosion Control/Inspection. 5-1 0-04
Page 7
OCOPYRIGHT, 2003 BY SABRELINER CORPORATION Mar 18~03
NA-69-420
MAINTENANCE MANUAL
REFERENCE/
24 Months (Cont’d) Inspect Cockpit Enclosure Center Support 370-1 thru -9; 56
Beams 380-1thru-19,
-30 and -32
Inspect Wing Front and Rear Spars 370-1 thru -9; 57
Per S/B 83-2 (AD 73-18-03)0 380-1 thru -72
Inspect Lower Wing Fuel Drain Valve Cavities Ah 57
Inspect Wing Joint Rib Assembly D All 57
Inspect Wing Flap Track Outboard 370-2 and Subs 57

Spar Lug (Ref. S/B 87-7, AD 71-03-03) 380-1 and Subs
Inspect Main Entrance Door Ah

In Accordance with S/B 86-1
36 Months Inspect Speed Brake Inner Skin and Doubler All not changed 27
and Sonic Doublers Ailerons and Flaps O by S/L 98-2
Inspect MLG Downlock Support Forging All 32
and Downlock Assembly
Hydrostatic Check
Class DOT 3HT 1850 -O~igenBottle, All 35
Inspect Lower Flange and Skin F.S. 13 to 76, All not changed 53
Lower Cap Angle of Nose Gear Beam B.P. 9 and by S/L 98-2
Lower Electronics Bay O
Inspect Splice Between Lower Center Skin All not changed 53

and Side Skin F.S. 99 to 156.25 LH and RH O by S/L 98-2
Inspect Skin Splice on Intermediate Longeron, All not 53
LH and RH Side. Inspect Longeron Above Main changed
Entrance Door. Inspect Lower Longerons, LH by S/L 98-2
and RH Side O
Inspect Lower Longeron Along Threshold of All not changed 53

Main Entrance Door and Lower Door Stop O by S/L 98-2
Inspect Floor Support Beam at F.S. 264 and All not changed 53
Wing Attach Fittings LH and RH on the by S/L 98-2
Fuselage 131
Inspect Aft Aux Fuel Cell Floor Support All not changed 53
Structure I~ O by S/L 98-2
Inspect Radio Altimeter Antenna Interior All not changed 53
and Exterior Doublers, and Fuselage Skin by S/L 98-2
In Area O
Inspect Intermediate to Aft Upper Longeron All not changed 53

Splice F.S. 357 LH and RH O by S/L 98-2

O See Special Inspection, 5-10-07, Chapter 5 Corrosion Control/Inspection.
5-1 0-04
I Page 8
NA-69-420
hMINTENANCE MANUAI.
REFERENCE/
36 Months (Cont’d) Inspect Fuselage Structure Below Luggage, All

Galley and Forward Lavatory/Storage Area.
FS 143 to 206 RH Side and FS 174 to 206 LH Side,
WL -21 to WL -29 (Ref~ S/B 94-1)0
Inspect Pylon Attach Fitting F.S. 333 O 370-2 thru -6,
-8 and -9
Allnotchangcd
by S/L 98-2
Inspect Vertical Stabilizer Rear Spar Cap O All not changed 55
by S/L 98-2
Inspect Wing Tips, Wing Front Spar Leading All not changed fi]
Edge Skin, Rib and Stiffeners t~l by S/L 98-2
48 Months Inspect Cockpit and Cabin Heater Pads O O All changed by 25

S/B 85-3, Part Il
(Heater Pad Mod.)
Inspect Skin Splice at F.S. 143 Lower Side Skin, All not
LH and RH Side, Cockpit Glass Support Structures, changed
Windshield Bow Supports, Intermediate Longerons by
and Skin Splice LH and RH, Cockpit Floors and S/L 98-2
Lower Longerons LH and RH Side. O
Inspect Upper Longeron Splice F.S. 206 All not changed fi3
LH and RH by S/L 98-2
Inspect All Cabin Floors, Floor Support All not changed
Beams and Lower Main Intermediate Longerons by Sn 98-2
LH and RH Side O
Inspect Lower Cap Angle in Aft Well Ad

F.S. 298+21 (Ref. S/B 91-3)n
Inspect Strap Below Escape Hatches O All not changed 53

by S/L 98-2
Inspect Aileron Bellcrank Support and Pulle~ AH not changed 53
Support Landing Gear Emergency Release by S/L 98-2
Inspect ADF Loop and ADF Sense Antenna All not changed 53
Support Structure and Upper Main Intermediate by S/L 98-2

LongeronsO
Inspect Web of Bulkhead F.S. 298.5 O Ad 53
60 Months Hydrostatic Check Engine Fire Extinguisher All

Agent Containers O
Inspect Fire Extinguisher Sys tem All 26
Double Check "T" Valve
O See Special Inspection, 5-10-07, Chapter 5 Corrosion Control/Inspection.
5-1 0-04
Page 9
OCOPYRIGHT, 2003 BY SABRELINER CORPORATION Mar 14~03
NA-69-420
MAINTENANCE MANUAL
REFERENCE/
60 Months (Cont’d) Inspect Fire Extinguisher System All 26

Direction Valve
I Check Portable Fire Extinguisher

cita sordyH)tipkcoC(
Agent Container
All 26
Inspect Speed Brake Inner Skin and Doubler All changed 27

and Sonic Doublers Ailerons and Flaps O by S/L 98-2
Inspect MLG Strut Door for Corrosion I- All 32
Ref: S/B 93-2
Hydrostatic Check Portable Oxygen Bottle, All 35

Class DOT 3AA, 1800 or 2100 O
Inspect Emergency Ground Hatch Sealed Ah 52

Areas for Corrosion (Ref: S/B 87-5)0
Esca~
Main Entrance Door O
I
Inspect Al 52
In Accordance with Corrosion Control Manual,
SR-76-023
Inspect Vertical Hat Sections on AfZ Side of All 53

F.S. 333, Floor ofAux Fuel Bay, Pylon Castings,
and Upper Intermediate Longerons LH and RH
F.S. 333 to 357 (Especially Near the Center of the
Bulkhead)O O
Match Angles and Fuselage 370-2 thru -6, 53
Skin OO -8 and -9
Changed by
S/L 98-2
Inspect Inactive Escape Hatch and All 53

Mounting Pin Receptacles (S/B 87-4)~
Inspect Lower Flange and Skin F.S. 13 to 76, All changed 53
Lower Cap Angle of Nose Gear Beam B.P. 9 and by S/L 98-2
Lower Electronics Bay O
Inspect Splice Between Lower Center Skin All changed 53
and Side Skin F.S. 99 to 156.25 LH and RH O by Sn 98-2
Inspect Skin Splice on Intermediate Longeron, All 53
LH and RH Side. Inspect Longeron Above Main changed
Entrance Door. Inspect Lower Longerons, LH and by S/L 98-2
RH Side O
Inspect Lower Longeron Along Threshold of All changed 53

Main Entrance Door and Lower Door Stop O by S/L 98-2
Inspect Floor Support Beam at F.S. 264 and All changed 53
Wing Attach Fittings LH and RH on the by S/L 98-2
Fuselage O

5-1 0-04
Page 10
Jun 14M)2 OCOPYRIGHT, 2002 BY SABRELINER CORPORATION
NA-69-420
MhlNTENANCE MANUAI,
INSPECTION/CHECR (Continued)
REFERENCEI
60 Months (Cont’d) Inspect Aft Aux Fuel Gell Floor Support All changed 53
Structure OO by SnL98-2
Inspect Radio Aitimeter Antenna Interior and All changed 53
Exterior Doublers, and Fuselage Skin In Area O by S/L 98-2
Inspect Intermediate to Aft Upper Longeron All changed 53
Splice F.S. 357 LH and RH O by S/L 98-2
Inspect Skin Splice at F.S. 143 Lower Side Skin, All 53
LH and RH Side, Cockpit Glass Support Structures, changed
Windshield Bow Supports, Intermediate Longerons by
and Skin Splice LH and RH, Cockpit Floors and S/L 98-2
Lower Longerons LH and RH Side. O
Inspect Upper Longeron Splice F.S. 206 All changed 53

LH and RH by S/L 98-2
Inspect All Cabin Floors, Floor Support All changed 53
Beams and Lower Main Intermediate Longerons by S/L 98-2
LH and RH Side 131
Inspect Strap Below Escape Hatches O All changed 5’1
by snL 98-2
Inspect Aileron Bellcrank Support and Pull~y_ All changed
Support Landing Gear Emergency Release O by S/L 98-2
Inspect --ADF Loop and ADF Sense Antenna All changed 53
Support Structure and Upper Main Intermediate by S/L 98-2
LongeronsO
Inspect Horizontal Stiffeners on Fwd Side of All 53
F.S. 333 and Bulkhead to Side Skin Attach
Angle O O
Inspect Pylon Attach Fitting F.S. 333 O 370-2 thru -6, 51
-8 and -9
All changed
by Sn, 98-2
Inspect Vertical Stabilizer Rear Spar Cap O All changed 55
by S/L 98-2
Inspect Wing Tips, Wing Front Spar Leading All changed 57
Edge Skin, Rib and Stiffeners by S/L 98-2
DELETED

O See Special Inspection, 5-10-07, Chapter 5 Corrosion Control/Insl,cclion.
5-10-04
1I
OCOPYRIGHT, 2002 BY SABRELINER CORPORATION Jun 1´•Y02
NA-g9-420
MAINTENANCE MANUAL
REFERENCE/
5 Years or Inspect Engine, G.E. CF700-2D-2 370-1 and -7 72

5000 Hr. Ovhl. for Corrosion 380-1 and Subs G.E. Maint.
whichever occurs Not in compliance Manual
first with G.E. S/B SEI-187
(CF700)72-139
10 Years or Inspect Engine, G.E. CF700-2D-2 370-1 and -7 72

5000 Hr. Ovhl. for Corrosion O 380-1 and Subs G.E. Maint.
whichever occurs In compliance Manual
first with G.E. S/B SEI-187
(CF700)72-139
Every Tire Change Inspect MLC and NLG Wheel Assemblies Ah 32
5-1 0-04
Page 12
Jun 14/02 O COPYRIG HT, 2002 BY SABRELI N ER COR PORATION
NA-69-4fi~0
MAINTENANCE MANUAI.
TIME LIMITS
OVEIE~IAUL
REFERENCE/
FREQUENCY ITEM EFFECTIVITY CHAPI~ER
1200 Hours Overhaul DC Starter/Generator, 370-1 and -7; 2´•1

G.E., PIN 2CM8W4 380-1 and Subs
Overhaul Inverter ~Rotary) Used for Windshield 370-1 and Subs 24
Heat (Rotary No. 2 LH, MGE23-400, MGE23-413, and 380-1 thru -3,
and MGH548-1) O -5, -7, -10, -12 and
Subs without Solid
State Inverters
Overhaul-- DC Starter/Generator, 370-2 thru -6, 24
Bendix, P/N 30B58-3A or 3B -8 and -9
I
Overhaul Hydraulic Pump/Motor Assembly O All single pump Zt)
installations except
P/N 265-580623
(Stratopower)
1500 Hours Overhaul-- Inverter (Rotary) Not Used for 370-1 and Subs ’L4
Windshield Heat (Rotary No. 1 RH, MGE23-400, and 380-1 thru -3
MGE23-413, and MGH548-1)0 -5, -7, -10, -12 and
Subs without Solid
State Inverters
Overhaul-- Fuel Boost Pump, P/N 201700-2 All (without
"D" sumx S/N)
2000 Hours Overhaul Fuel Boost Pump, P/N 201700-2 All (with"D" W
suffix SM)
Overhaul Aeronca Thrust Reverser, 370-1 and -7 and 78

P/N 234-23000 O 380-1 and Subs not
changed by S/L 60
(Extended 4000 hr
Overhaul)
2200 Hours Overhaul Engine, P&W JT12A-8 O 370-2 thru -6 78

-8 and -9 not
changed by
p&U’ S/B 2005
~I See Special Inspection, 5-10-07.
m Ilydraulic PumplMotor Assemhly, IJ/N 265-5ROfi23, averhnlli is "On Condilion. 1
5-1 0-05
I~abc´•l
O COPYRIGHT, 1996 BY SABRELINER CORPORATION Fett 2!)!!1(;
NA-69-420
MAINTENANCE MANUAL
OVERHAUL ~Continued)
REFERENCE/
2200 Hours (Cont’d) Overhaul Rohr Thrust Reverser Assembly, 370-2 thru -6, -8 78
P/N 140-5400-1, -2, -3, and -4 and -9 not changed
by S/B 74-10
(Improved Bogie
P/N 140-5484-1)
and S/B 74-11
(Improved Fwd
Inbd Stang
Brackets
P/N 140-5483-1
RH and -2 LH) and
370-2 thru -6, and
-8 not changed by
S/B 72-7 (Replace
Eng Exhaust
Nozzle Assem
Tailpipe)
Overhaul Rohr Thrust Reversers, P/N 140-5400-5 370-2 thru -6, -8, 78
and -501, and -6 and -502 and -9 not changed
by S/B 74-10
(Improved Bogie
P/N 140-5434-1)
and S/B 74-11
(Improved Fwd
inbd Stang
Brackets
P/N 140-5483-1
RH and -2 LH)
3000 HDurs Overhaul Rohr Thrust Reverser Assembly, 370-2 thru -6, -8, 78
P/N 140´•5400-5 and -6(501 and 502 tailpipes) and -9 changed by
S/B 74-10
(Improved Bogie
P/N 140-5434-1)
and S/B 74-11
(Improved Fwd
Inbd Stang
Brackets
P/N 140-5483-1
RH and -2 LH)
Overhaul Engine P&W JT12A-8 O 370-2 thru -6, -8, 72

and -9 C3
4000 Hours Overhaul Aeronca Thrust Reverser, 370-1 and -7 78

P/N 234-23000 O 380-1 and Subs
changed by
S/L 60 (Extended
4000 hr Overhaul)
5000 Hours Overhaul Engine, CE CF700 370-1 and -7, 72

380-1 and Subs
Complying with
GE S/B 72-39
(Latest Revision)
O Providing P&W S/R 2005 is incorporated not later than 2,200 hours.
5-1 0-05
Page 2
dan 19/90 o COPYRIGHT, 1990 BY SABRELINER CORPORATION
NA-69-4~0
MAINTE NXN(I~ MIUI~I1AI.
OVERHAUL (Continued)
KEFEKENCE/
FREQUENCY ITEM EFFECTIVITY CHhYI~ER
60 Months Perform Proof Pressure Test and Service in All 26

Accordance with Waiter Kidde CMM 26-20-20 for
Extinguisher (Water) P/N 892480 I
84 Months Overhaul Engine, P&W JT12A-8 O 370-2 thru -6, 71
-8 and -9
O See SpeciaLInspection, 5-10-07.
5-1 0-05
314 I~lank
OCOPYRIGHT, 2002 BY SABRELINER CORPORATION Jun 1~02

NA-69-420
MAINTENANCE MANUAC
TIRIE LIMITS
RETIREMENT
REFERENCE;I
FREQUENCY ITEM EFFECTIVITY CBAPTER
300 Hours Replacement Water Separator Delta P 370-2 thru -6, 21

Sensor Filter Element -8 and -9,
Replacement Engine Fuel Pump Filter, 370-2 thru -6, 73

P&W JT12A-8 Cartridge, PM 49881 -8 and -9
Replacement Engine Oil Filter,G.E. CF700 370-1 and -7; 79
GE, PM 3014T99P02 or Cuno, PM 54371-01 380-1 and Subs
400 Hours DELETED
600 Hours Replacement Entry Door Seal Sensing As Installed 21 1

Lines Filter
Replacement Hydraulic Reservoir Pressure All 29

Regulator Air Filter Element, PM AN6237-1
900 Hours Replacement Hydraulic Filter Element Al not changed 29
(pressure and return), PM AN6235-3A by S/L 83-10
(Improved Hyd.
Filter Element)
Replacement Hydraulic Filter Element Al changed by 29

(pressure and return) PM AC6091F-8Y82 S/L 83-10
(Improved Hyd.
Filter Element)
Replacement Nose Steering Control Valve All with Menasco 32
Filter Element, P/N AN62351A Valve Assy,
PM 1176L~001 not
changed by S/L 30
(New Nose Steering
Manifold)
1000 Hours Replacement APU Fuel Inlet Filter Al changed by 49

2000 Cycles, or S/B 71-5
3 Years, whichever (Lnst. ofAPU)
occurs first
Replacement APU Oil Filter, PM 27570-0 Al changed by 49

S/B 71-5
(Inst. ofAPU)
1200 Hours Repla~ment Door Seal Hydraulic Reservoir As Installed 21 1

Water Separator Filter Element, PM 2488294
1500 Hours Replacement Deicer Boot Water Separator Filter Airplanes with 30
2487866 Element, 2488294 Element, and O-Ring deicer boots

n APUHours.
5-1 0-06
Page 1
8 COPYRIGHT, 1993 BY SABRELINER CORPORATION Nov 12193
NA-69420
MAZNTENANCE MANU~L
RETIREMENT (Continued)
RE:FERENCFJ
FREQUENCY ITEM CHAIY~EK
2000 Hours Replace ment Flap Interconnect Coup ling, 370- 1 and Sut,s ’7
P/N’s Stewart SK6060A, S.S. White 2700- and 380-1 thru -1G,
7579X-0D -18 thru -20, -22 thru
-24, -26 thru -43, -45 thru
-47,-51thru-53,-55,
-56, -58 and Subs
Reitrement Wing Flap Fex Drive Shafts, 370- 1 and Subs 27
LH and RH, P/N S.S. White 13468Y-115; and 380-1 thru -16,
StewartLA-2672-115; 16125Y2 -18 thru -20, -22 thru
-24, -26 thru -43, -45 thru
-47,-51thru-53,-55,
-56, -58 and Subs
2 100 Hours Rep laceme nL Nose Compartmcnt Air 370- 1 thru -9 and ’L1
Pressure Regulator Filter Cartridge, 380-1 thru -4, -6 thtu
P/N CU73927 or CU79030
-21, -23 not changed by
S/L 7 (Deletion of I’rcssur-
ized Nose C:ompartment)
Replaceme nt Cabin Air Pressure Re gulator 4411 21

Filter Cartridge, P/N CU73927 or CU79030
2200 Hours Retirement Lower Door Links, Rohr 370-2 thru -Ci, 78
Thrust Reverser, P/N 140-5409- 1 or -3 O -8 and -9
3000 Hours Retirement--Engine Mounts, C.E. CF700, 370-1 and -7 and 71

P/N 93285-2 thru -6 380-1 and Subs
changed by SOK 19
(Addition of Engine Mount
Vibration Isolation)
Retirement Rudder Center Hinge, Ad 27

10,000 Hours
P/N 265-240428
Retirement-- Outboard Flap Track, 1\11 27

P/N265-180051-21
Retirement--Airframe 370-1 and -9, 5

10,000 Hours or
10,000 Flights, 380-1 thru -72 not
whichever occurs first changed by SOK 81-3
(Service Life Exteension)
15,000 Hours or netirem ent Airframe All changed by 5
15,000 FLights S/L 95-1 and not

whichever occurs first changed by SOK 81-3
El See SpecialInspection, 5-10-07.
5-1 9-06
Page 2
Aug31104 OCOPYRIGHT, 2004 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
REFERENCE/
2000 Hours Replacement Flap Interconnect Coupling, 370-1 and Subs 27
P/N’s Stewart SK6060A, S.S. White 2700-7579X-0D and 380-1 thru -16,
-18 thru -20, -22
thru -24, -26 thru
-43, -45 thru -47,
-51 thru -53, -55,
-56, -58 and Subs
Retirement Wing Flap Flex Drive Shafts, 370-1 and Subs 27
LH and RH, P/N S.S. White 13468Y-115; and 380-1 thru -16,
Stewart LA-2672-115; 16125Y2 -18 thru -20, -22
thru -24, -26 thru
-43, -45 thru -47,
-51thru-53,-55,
-56, -58 and Subs
2100 Hours Replacement Nose Compartment Air Pressure 370-1 thru -9 and 21
Regulator Filter Cartridge, P/N CU73927 380-1 thru -4, -6
or CU79030 thru -9, -11, -13,
-23 not changed by

S/L 7 (Deletion of
Pressurized Nose
Compartment)
Replacement Cabin Air Pressure Regulator All 21
Filter Cartridge, P/N CU73927 or CU79030
2200 Hours Retirement Lower Door Links, Rohr Thrust 370-2 thru -6, 78
Reverser, P/N 140-5409-1 or-3 u -8 and -9
3000 Hours Retirement Engine Mounts, C.E, CF700, 370-1 and -7 and 71
P/N 93285-2 thru -6 380-1 and Subs
changed by
SOK 19 (Addition
of Engine Mount
Vibration
Isolation)
10,000 Hours Retirement Rudder Center Hinge, All 27

P/N 265-240428
Retirement Outboard Flap Track, All 27

P/N 265-180051-21
10,000 Hours or Retirement Airframe 370-1 thru -9; 5

10,000 Flights, 380-1 thru -72 not
whichever occurs first changed by
SOK 81-3
(Service Life
Extension)
NOTE: Please see the

TEMPORARY
REVISION
that revises this page.
5-10-06
Page 2
Jan 19/90 a COPYRIGHT. 1990 BY SABRELINER CORPORATION
NA-69420
MAINTENANCE MANUAL
REFERENC Fl
FREQUENCY EFFECTIVITY CHAPTER
30,000 Hours or Retirement--Airframe AH changed by 5

30,000 Landings, SOK81-3
whichever occurs first (Service Life
Extension)
24,050 Landings Retirement MLG Outer Cylinder, 370-1 thru -9 ~c!

PN 1127L001-3, -4, -5, and -6
26,000 Landings Retirement MLG Outer Cylinder, 380-1 thru -16,

P/N 1127L001-3, -4, -5, and -6 -18 thru -20, -2’2
thru -24, -26 thru
-43,-45thru-47,-51
thru-53,-55,-56,
-58 and Subs
60 Months Replacement Fire Extinguisher Discharge All ~G

Cartridge, P/N 30903819 (HTL) or 841155 (Kidde)
Replacement APU Fire Extinguisher Discharge All changed 49

Cartridge P/N 30903819(HTL) 841155(Kidde) by S/I3 71-5
(Inst. ofAPU)
Replacement Flexible Fuel, Oil and Hydraulic

Hoses in Pylon and Engine Nacelle as follows O:
Fuel Hose Assy, Stratoflex LH, Nacelle to 370-2 thru -6, 73
Eng, P/N 111391 (1 (P&W JT12A-8)0 -8 and -9
Fuel Hose Assy, Stratoflex RH, Nacelle to 370-2 thru -6, 73
Eng, P/N 111380-12-0166 O (P&W JT12A-8)0 -8 and -9
Eng Fuel Hose Assy P&D Valve Reservoir Drain 370-2 thru -6, 73
Tank, P/N S01-3201-013, -015, -017, -031, -8 and -9 with
-033, -035 and -037 (P&W JT12A-8)0 O P&D Valve
Reservoir Drain
Tank Kit,
P/N SO1-3201-001
(LH~-003(RH)
Eng Fuel Supply Hose LH, 370-1 and -7; 73
I
P/N 13010150134F343 (Titeflex), or 380-1 and Subs
13010501345-3 43 O G.E. CF700
Eng Fuel Supply Hose RH, 370-1 and -7; 73

P/N 13010150134F017 (Ti teflex), or 380-1 andSubs
13010501345-017 11 G.E. CF700 O
O See Illustrated Parts Catalog(NA-69-424)orSabreliner Corporation forany approvcdalternate part number

hose assembly that may exist in this location.
O Hose assemblies are part of fuel drain tank kit installed by STC number SA1 162CE.
O New or remanufactufed Hose Assy. I

5-1 0-06
PageS
OCOPYRIGHT, 2003 BY SABRELINER CORPORATION Mar 14/03
NA-69-Q20
MAINTENANCE MANUAL
RETIREMENT (Cbntinued)
REFERENCEI
FREQUENCY EFFECTIVPrY CHAPTER
60 Months (Cont’d) Tube Assy (Fuel Hose) RH, 370-1 and -7; 73
P/N 130S5014-0130 (Titenex), or 380-1 and Subs
TR-5025CC4-0130 O G.E. CF700(0 not changed by
GE S/B 73-34
Tube Assy (Fuel Hose) LH, 370-1 and -7; 73
P/N 130S5014-0150 (Titeflex), or 380-1 and Subs
TR-5025CC4-0150 O G.E. CF700 changed by
GE S/B 73-34
Tube Assy (Fuel Hose) Pump Press Tap, 370-1 and -7; 73
P/N 13035014-0170 (Titefiex), or 380-1 and Subs
TR-5025CC4-0170 O G.E. CF700 O
Fuel Recovery Sys Hose, 370-1 and -7; 73

P/N R50200CC6-0160 (Resistoflex), or 380-1 and Subs
124001-6CR-0160 O G.E. CF700 I~
Tube Assy (Fuel Hose) Fuel Pump to Filter, 370-1 and -7; 73
P/N R28174 (Resistoflex)O G.E. CF700 O 380-1 and Subs
10 Years Replacement Fire Extinguisher Discharge All 26

Cartridge P/N 841155-1 (Kidde)
15 Years or Retirement Oxygen Bottle All 35

4380 Bottle ICC or DOT-3HT-1850 Cylinders identified as as equipped
Pressurization Cycles, Special Permit, DOT-SP5967 O
24 Years or Retirement Oxygen Bottle All 35

4380 Bottle ICC or DOT-3HT-1850 NOT identified as equipped
Pressurization Cycles, as Special Permit, DOT-SP5967 O
3600 APU Cycles Replacement APU Turbine Wheel 11II All with APU 49
7200 APU Cycles Replacement APU Compressor Wheel O All with APU 49
O See SpecialInspection, 5-10-07.
O See Illustrated Parts Catalog (NA-69-424) or Sabreliner Corporation for any approved alternate part number
hose assembly that may exist in this location.
I O New orremanufactured HoseAssy.
5-1 0-06
Page ´•t
NA-89-420
MA~NTENANCE MANUAL
TIME LIMITS
SPECIAL INSPECTION INFORMATION
GENERAL
Special inspection information is listed in this section to further explain various servicing, adjustmenl/test,
inspection/check, overhaul and retirement time limit requirements. Note El, listed in sections 5-10-02 Ihru
ii-10-06 and 5-20-01 indicates time limit items which are explained in more detail in this section.
This Special Inspection information has been arranged in ATA 100 specifications, like that of the maintenance
manual. This will assist the reader in locating data with its associated chapter.
CHAPTER ITEM
5 CORROSION CONTROLJINSPECTIONS
Effective corrosion control is accomplished in two phases: (l)preventive maintenance, and
(2) corrective maintenance. Preventive maintenance includes frequent inspections and
cleaning. Corrective maintenance includes the complete removal of corrosion products and
renewal of protective coatings. Both phases are of equal importance in any successful
program of corrosion control. Whenever any evidence of corrosion is found (i.e., paint
chipping, bubbling of skin or seams, exfoliation, etc.) further investigation will be requi red.
This may include, but is not limited to, interior removal and structural disassemblv as
required to inspect and take the necessary corrective action. Where corrosion has pro-
gressed unchecked, the resulting damage may require replacement of parts or major
components and assemblies. Conscientious inspections will reveal scratches andior abraded
areas in protective coatings orplated surfaces, minor areas ofcorrosion, build up of corrosive
materials (i.e., salt spray, dirt, chemicals, etc.). All these conditions can result in expensive
repairs if allowed to continue untreated.
The Following Basic Procedures Are Essential to the Success of a Corrective

Corrosion Maintenance Program:
1. All corrosion must be removed. It may seem acceptable to leave the bottom oicorrosion
pits to avoid removing the metal surrounding the pit, but this will only allow corrosion
to continue. Fitting corrosion should be blended out all the way to the tip of the pit. Pits
are sites for fatigue crack initiation. The bottom of a pit will be an area of stress
concentration. The smaller the radius at tip of the pit, the higher the stress conf entra-
tion factor.
2. Don’t assume the corrosion stops where the corroded surface meets another part ii.e.l
corrosion may continue past visual areas into faying surfaces and hidden areas:.
3. While specific areas, based on past history, have been identified for thorough inspection.
all areas in and around the identified area should receive a close visual inspection. ~en
indications exist and dictate, additional airframe disassembly must be accomplished to
expose the corrosion and allow for proper corrosion removal, treatment, and~or repair,
early recognition and treatment of corrosion can drastically reduce the costs associated
with long term aircraft preventive maintenance.
4. The structure must be returned to its original strength if corrosion extends bevond
allowable limits set by the Corrosion Control Manual. Repairs should be made in
accordance with the Structural Repair Manual.
5. Clean the area thoroughly and apply the finish system to the part in accordance with
the Corrosion Control Manual.
5-1 0-07
Page I
&3 COPYRIGHT, 1992 8Y SABRELINER CORPORATION Oct 3/92
NA-89´•420
MAINTENANCE MANUAL
SPECIAL INSPECTION INFORNLQTION (Continued)
CHAPTER ITEM
5 (Cont’d) Purpose of Inspections
Text and illustrations are provided to help operators of Sabreliner Aircraft establish an
ongoing corrosion inspection program. This information is based upon the experience and
extensive history compiled by the original aircraft manufacturer. Data from Service
Publications, Material Reviews, Repair Station Discrepancy Workbooks, and Technical
Manuals has been used in an attempt to address all areas previously identified as requiring
special attention.
NOTE
The manufacturer does not represent this data as a complete and all inclusive Corrosion
Inspection Program. It is therefore incumbent upon each operator to determine tire required
detail andfrequency of inspection as dictated by the particular operational environment
involved and increase the inspection requirements as necessa~y.
Personnel Qualifications
All personnel responsible for maintaining an aircraft must be familiar with the
applicable maintenance practices as set forth by the manufacturer (i.e., Maintenance
Manual, Corrosion Control Manual, Structural Repair Manual, Service Publications,
etc.) and adequately trained to recognize evidence of corrosion.
21 FLUID PRESSURE REGULATING VALVE, 3-WHEEL COOLING TURBINE

Reference Garrett AiResearch Report No. 4-273 for information regarding the proper
procedure for checking the regulation setting of the fluid pressure regulating valve.
23 STATIC DISCHARGERS
See Unscheduled Maintenance Checks, 5-50-00.
24 DC STARTER/GENERATOR BRUSH INSPECTION

When the top of the brush(es) is even (flush) with the top of the brush holder, continued
inspections at 150 hour intervals are recommended. When the top of the brush recedes to
1/4 in. below the top surface of the brush holder, the brushes must be replaced. Bendix
starter/generator brushes require bench run-in, and are generally not field replaceable.
BATTERY TEMPERATURE TEST
Airplanes that have a battery temperature system with automatic control isolation system
installed after production should check system in accordance with the installing agency’s
instructions.
INVERTER REPLACEMENT
When a P/N MGE 23-400, MGE 23-413, or MGH 548-1 Motor Generator (Inverter) is
installed in the No. 2 (LH) position on airplanes with inverter powered windshield heating,
the time between overhauls is 1200 hours. Otherwise it is 1500 hours.
STARTER/GENERATOR REPLACEMENT OR GENERATOR BRUSH
REPLACEMENT
Whenever a starter/generator is replaced or the generator brushes are replaced, an
inspection of the brushes should be made after the first 100 hours of operation. (Refer to
chapter 80).
25 COCKPIT AND CABIN HEATER PAD INSPECTION

Airplanes not complying with S/B 85-3, Part I, should inspect heater pads at 300 hours.
Airplanes complying with S/B 85-3, Part I, should inspect the heater pads at 600 hours.
Airplanes complying with S/B 85-3, Part II, should inspect the heater pads every 48 months.
5-1 0´•07
Page 2
Oct 5/92 Q COPYRIGHT, 1992 BY SABRELINER CORPORATION
NA-69-420
MANOAL
SPECLt~L INSPECTION INFORMATION (Continued)
CHAPTER ITEM
26 ENGINE FIRE EXTINGUISHER CONTAINERS
I
DELETED.
PORTABLE FIRE EXTINGUISHERS
Weight check all portable fire extinguishers per manufacturers’ requirements, as indicated
on bottle or accompanying instructions.
27 INSPECTION, ELEVATOR HONEYCOMB TRAILING EM;E

1. The inspection shall be accomplished on new airplanes as follows.
A. At the first 1000 hours or 12 months, whichever occurs first, and;

B. Again at each following 500 hour or 6 month interval, whichever occurs f~rst.
2. If the airplane has exceeded 1000 hours and/or 12 months, inspect as follows:
A. As soon as possible, but no later than the next 150 hours or 30 days, and;
B. Again at each following 500 hour or 6 month interval, whichever occurs first.
3. Delaminated trailing edges must be replaced.

4. If replacement trailing edges are honeycomb, reinspect as follows:
A. At the first 1000 hours or 12 months, whichever occurs first, and;
B. Again at each following 500 hour or 6 month interval, whichever occurs first.
5. Installation of non-honeycomb trailing edges shall terminate additional inspection

requirements.
6. Reference illustrated Parts Catalog (NA-69-424) for replacement of trailing edges.
28 FUNCTIONAL TEST FUEL TRANSFER EJECTOR FILTER SYSTEM TIME LIM-

ITS
At the conclusion of the first 20 hours of airplane operation, perform an operational check
of the ejector pumps. If the pumps are found to be operating properly and are free of
contaminants, another inspection must be made at 100 hours of airplane operation. If
conclusion of
pumps pass this second inspection, another inspection must be made at the
the next 200 hours of airplane operation. If the pumps are still operating properly at this
time, the inspection may be performed every 600 hours thereafter. Procedures for ct~eckinC:
fuel transfer ejectors for proper operation are given in chapter 28.
Anytime an ejector pump is found inoperative because of contaminants in the nozzic, ttluctor
operation should be checked after every 10 hours of airplane operation, until the ejectors are
found free of contaminants. When the ejectors are found free of
inspection interval should revert back to 100 hours, then 200 hours, and thetl 600 hours;l~
previously mentioned.
W~NG JOINT RIB ASSEMBLY/FUEL DRAIN VALVES
The wingjoint rib assembly corrosion inspection should be performed on a 24 nlo!lLh c?´•cl~´•
or concurrent with inspecting Fuel Drain Valves for corrosion.
5-1 0-07
1’"6’´• :1
O COPYRIGHT, 1996 BY SABRELINER CORPORATION Fe~,’L!)i’J(i

NA-69-420
MAINTENANCE MANUAL
SPECIAL INSPECTION INFORMATION (Continued)
CHAPTER ITEM
29 HYDRAULIC FILTER ELEMENT (Pressure and Return)
P/N AN6235-3A filter, a 10-micron filter, is the standard filter used in the hydraulic
pressure and return system. P/N AC6091F-8Y82 filter, a 5-micron filter, replaces P/N
1LIJ6235-3A filter per S/L 83-10. Although the new 3-micron filter is a direct replacement
for the 10-micron filter, it can be used only when installed per S/L 83-10. S/L 83-10 provides
detailed infor-mation regarding the flushing of the hydraulic system, as well as installation
of the S-micron filter. Reference S/L 83-10 for complete details.
I 30 APPLICATION OF ICEX II TO AILERON CABLE SECTORS

If severe environmental conditions exist, ICEX II should be applied every 300 hours.
32 BRAKE WEAR INSPECTION
Dependent on the operational status of the airplane (flights of a short duration, conse-
quentlJI more landings), the brake wear inspection may be required at a more frequent
interval. Refer to Chapter 32 for inspection procedures.
MAIN LANDING GEAR DOWNLOCK SIDEBRACE IDLER ROD END

Once any solid rod end has been properly etched, per S/B 81-7, the 300 hour inspection
requirement is deleted.
35 L
OXYGEN CYLINDERS
i. DOT 3HT 1850 Class oxygen cylinders shall be hydrostatic tested every 3 years (36
months) following date of manufacture. They are Service Life limited to 24 years from
manufacture date, or after 4380 bottle pressurization cycles, whichever occurs first.
2. DOT 3kA 1800 Class oxygen cylinders shall be hydrostatic tested every 5 years (60
months) following date of manufacture. There is no Service Life limit if the hydrostatic
tests are satisfactory.
3. Oxygen cylinders manufactured under an identified (stamped on cylinder) "Special
Permit, DOT SP-5967" are Service Life limited to 15 years from manufacture date. They
shall be hydrostatic tested every 3 years (36 months) following date of manufacture.
4. If a cylinder is recharged more than an average of once every other day, an accurate
record of the number of rechargings must be maintained by its owner or agent.
49 APU
The inspection intervals are applicable to APU’s operated less than 600 hours per year in
accordance with Sundstrand Service Bulletin SB-T-62T-49-77. if usage exceeds 600 hours
per year, refer to Sundstrand Maintenance Manual T-62T-39.
NOTE
Drain oil sump and replenish with neul oil at 12 monl~h intervals. The 22
month limitation is due to the anti-foam service life ofMIL-G23699. MIGG
7308, or commercial equivalent oils.
In addition to the 3600 cycle turbine wheel or the 7200 cycle compressor whec~ replacement,
it is quite probable that other related components will be replaced. Any components of the
APU, other than the turbine wheel or the compressor, are replaced on an as-needed basis.
Reference Sundstrand Power System Service Bulletin SB-T-62T-49-76 (revised Feb 8/90 or
later) for further details regarding the replacement of APU life limited components.
5-1 0-07
Page 4
NA-89-420
MAINI’ENANCE MANUAL
SPECIAL INSPECTION INFORIMATION (Continued)
CHAPTER FI’EM
53 INSPECT CLIPS, F.S. 78
Operators should check log books for evidence of heavy duty clips, P/N 308-3 11076-003 and
-004.
71 ENGINE MOUNT BOLTS (S/N 370-2 tblu -6, -8 and -9)
Retorque and apply torque striping to main engine pylon tnurnion mount bolts any time any
engine is removed and reinstalled. Visually inspect for loose engine mount support bolts andl
or torque striping at 300 hour intervals.
ENGINE OVERHAUL (PPLW SP12A-8) (S~ 370´•a thru s, 8 md-9) I

A maximum calendar period of seven years between overhauls is recommended for engines.
This time is considered to be exclusive of any period the engine is properly preserved for long
term storage.
JT12A-8 engines may be operated to 3000 hours or 84 months, whichever occurs first
between overhauls, providing P&W S/B 2005 is incorporated not later than 2200 hours and
the combustion area inspected interval does not exceed 1000 hours. The monthly interval
may be extended provided a satisfactory inspection ofthe compressor section is accomplished
in accordance with P&W inspection requirements.
Additionally, an engine which meets inspection criteria, per P$W S/B 1508, during the
seventh calendar year can be allowed an extension oftwenty-four (24) months from the time
ofthis inspection to full overhaul providing the recommended disk hourly and cycle hves are
not exceeded.
Thereafter, during the ninth, eleventh, etc, years (24 month intervals) recurring inspections
can be done to gain additional 24 months calendar extension from the time ofthis inspection
with the same provisions that the published disk lives are not exceeded.
ENGINE CORROSION INSPECTION (GE CF 700-211-2)

(S/N 370-1 and Subs and 380-1 and Subs)
1. Five Year Corrosion Inspection Requirement.
Engines not in compliance with the extended life compressor as defined in G.E. Service
Bulletin (CF700) 72-139 which do not reach overhaul within a 5 year period from date
of installation in aircraft, must be scheduled for a compressor corrosion inspection.
2. Ten Year Corrosion Inspection Requirement.

Engines incompliance with GE Service Bulletin (CF700) 72-139 (Extended Life Com-
pressor) must be scheduled for a compressor corrosion inspection every 10 years. Also,
only engines which contain vane segments made from inco material qualify for a 10 year
corrosion inspection. This inspection can be accomplished during replacement of c~cle-
limited parts, during engine overhaul or 10 year calendar.
5-1 0-07
Pase5
Q COPYRIGHT, 2000 BY SAB RELINE R CO R PORATION Jul 3Y00
NA-69-420
MA~NTENANCE MANUAL
SPECIAL INSPECTION INFORMATION (Continued)
CHAPTER ITEM
78 AERONCA THRUST REVERSER PIN 234-23000
Any thrust reverser that has accumulated over 2000 hours (without compliance with S/L 60)
or 4000 hours (with S/L 60 accomplished) must either be overhauled by Aeronca or
accomplish a One Time Inspection and Rework by Sabreliner Corporation Repair Station No.
JV2R940K (formerly 3001) at Perrryvlle, Missouri. Recurring maintenance is required alter
complying with the initial requirements above.
1. A recurring 2000 hour or 4000 hour overhaul of the reverser (interval determined by
compliance with S/L 60) by Aeronca is required aRer the initial overhaul by Aeronca.
Overhauled reversers must also accomplish a 1000 hour recurring retorque of the
translating structure.
2. A One Time Inspection and Rework of the reverser by Sabreliner Corporation will qualify
the reverser for recurring 1000 hour/1000 cycle inspection by any certified mechanic or
FAA approved repair station. The retorque of the translating structure is included in a
1000 hour/1000 cycle inspection.
79 THRUST REVERSER LOWER DOOR L~NKS (ROHR)
The retirement interval for the lower door links for the thrust reverser, P/N 140-5409-1,
designates the retirement for the entire assembly. Regardless of any dash number link in use,
it becomes a -Iwhen the rod end balls are inserted into the link. This -1 refers to an assembly,
and this retirement interval is 2200 hours. When a lower door link is retired, the bearings
must be replaced as well.
HOSES GENERAL
The "service life" of any hose begins at the time of installation.
5-1 0-07
I PageG
Oct 5192 O COPYRIGHT, 1992 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
SCHEDULED MAINTENANCE CHECKS
PRE-FLIGHT INSPECTION
INSPECTION PROCEDURES
1. Electrical power ........on Tires (infiation/damage)

Wheels
2. WingFLAP handle DN
Brakes (hoses/wear/leakage)
3. Electrical power.............~ off Strut (extension/leaks)
Fire bottle (specified pressure)
4. Remove maintenance safety locks (if installed). Doors
5. Remove pitot and engine covers (if installed). Drag brace
Iload switches and electrical wiriny
6. Drain fuel sumps (first flight of the day only).
7. inspect the following areas and items for: D. RightWinp;
a Evidenceoffuelleaks Stallwarninp; vanes
Static wicks
a Excessive or abnormal wear
Single point refueling cap
a Security of attachment Leading edge
Wing tip
a Skins forcracksordamage Navigation/strobe/recoRnition
a General airplanecondition Flaps/fai ri np;s/tracks/se rewjac k sine s sh af t´•
Fuel filler cap (gravity fill)
A. Fuselage Forward Fuel vent
Aileron
Speed brake WinR.slats (operation)
OAT probe
Deicer boots(if installed)
Ice lights
Entrance door seal
E. Fuselage&Power PlantAft KH
Cooling air outlet
Cooling air inlet Engine air intake
Rotating beacon Cooling air inlets
Landing and taxi lights Cooling air outlets
Pitot tubes Engine oil level
Battery vents Engine cowling
Radome APU inlet and exhaust ducts
Windows/windshields Thrust reversers (doors latches) P
Windshield wiper/wiper blades Engine Exhaust
AOA transmitter probe Fuel filler c (fuselage Rravitv fill)
Static vents Aft fairing
Pylon
B. Nose LandingGear Control cables
Cabin windows
I Hydraulic actuators (leaks and condition) Access doors (secured)
Tires (inflation/damage)
Engine fan inlet duct O
Wheels
Strut (extension/leaks)
F. Empennage
Balance weight and bracket
Doors (linkage) Ram air inlet-obstructions Ibi rd stopper door i I
Steering collar/linkage installed)
Vertical fin (right side)
C. Main Landing Gear RH Horizontal stabilizer RH
Elevator RH
I Hydraulic actuators (leaks and condition)
B S/N 370-2 thru -6, -8, and -9

S/N 370-1 and -7; 380-1 and subs
5-20-01
Page 1
o COPYRIGHT, 1988 BY SABRELINER CORPORATION Jan 15:’88
NA-69-420
MAINTENANCE MANUAL
PRE-FLIGHT INSPECTION (Continued)
F. Empennage(Cont’d) Aileron
Aileron tab
Fuel vent
Static wicks
Flame arrestor
Wing tip
Navigation/strobe lights
Navigation/strobe/recognition lights
Rudder
Fuel vent
Rudder tab
Fuel filler cap
Rotating beacon/strobe light
Leading edge
Elevator LH
Wing slats (operation)
Horizontal stabilizer LH
Deicer boots (if installed)
Vertical fin (left side)
Static wicks
J. Cabin
Lightning rods
Tail cone Circuit breakers (closed)
Antennas Flashlights
Oxygen valve (open)
G. Fuselage&Power PlantAftLH Oxygen (1800 psi)/regulators/hoses
Portable fire extinguisher
Central cables
Emergency escape hatches
Fire bottle discharge indicators
Seats and seat belts
Oxygen bottle discharge indicator Cabin furnishings
Thrust reversers (doors latches) Galley
Engine exhaust
Lavatory
Engine cowling
Lights (cockpit/cabin)
Cooling air inlets Windows
Cooling air exhausts Instruments (slippage marks and range
Engine oil level markings)
Engine air intake
Aft fairing
8. Close all access doors or panels if applicable.
Check hydraulic reservoir air pressure (35 psi)
Normal hydraulic accumulator pressure 9. Electrical power ........on
Auxiliary hydraulic accumulator pressure .....UP

10. Wing FLAP handle
Thrust reverser hydraulic accumulator
pressure O 11. Check engine/flight controls for freedom of
Pylon operation.
Cabin windows
12. Electrical power off
Access doors (secured)
Engine fan inlet duct O
H. Main Landing Gear LH
Hydraulic actuators (leaks and condition)

Wheels
Brakes (hoses, wear, leakage)
Doors
Drag brace
Load switch and electrical wiring
I. LeftWing
Stall warning vanes O
Flap/fairings/tracks/screwjacks/flex shafts
B S/N 370-2 thru -6, -9, and -9

S/N 370-1 and -7; 380-1 and subs
5-20-01
Page 2
Jan 15/88 o COPYRIGHT, 1988 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
POST-FLIGHT INSPECTION
INSPECTION PROCEDURES B. Nose LandingGear

1. Checkengineoillevel (within houraftershutdown).
1 Hydraulic actuators (Icaks and condition)
Service as required. Tires (inflation/damage)
Wheels
2. Electrical power ........on
3. Check thefollowinglights: Balance weight and bracket
A. Doors (linkage)
Navigation
Steering collar/linkage
B. Recognition
C. Landing-Taxi C. Main
D. Anti-Collision Hydraulic actuators (leaks and condition I
E. Strobe
Wheels
F. Ice Brakes (hoses/wear/leakaRc)
4. Perform thefollowing: Strut (extension/leaks)
A. WingFLAPhandle DN
Doors
B. SPEED BRAKEswitch OUT Drag; brace
I,oad switches and electrical wirina
C. install ground maintenance safety locks as
required.
D. Rip;htWinR
D. HYDRAULIC PUMP
switch OFF RESET Single point refueling cal,
Leading edge
E. Dump all hydraulic accumulators. Wing tip
5. Inspect the following areas and items for: Navigation/slrobe/reconn iLion liRht~
Fuel filler cap (Rravity fill)
a Evidenceof fluid leaks
Fuel vent
a Excessiveorabnormal wear Aileron
Flaplfairingsltracksiscrewjackqlflex shaft~
Security of attachment
Static wicks
a Cracked or damaged skin Wing slats (operation)
General airplanecondition Stall warning vanes
Deicer boots (if installed)
A. Fuselage Forward
E. Fuselage Fewer Plant Aft RI-I
OAT probe
Ice lights AFU exhaust and inlet ducts
Entrance door seal Engine air intake
Cooling air outlet Cooling air inlets
Cooling air inlet Cooling air outlets
Rotating beacon Engine cowling
Landing and taxi lights Thrust reversers (doors latches) O
Pitot mast and static vents Engine exhaust
Battery vents Fuel filler ca_E(fuselage gravity fill
AOA transmitter probe Aft fairing (II
Radome Cabin windows
Windows/windshields Pylon
Windshield wiper/wiper blades Access doors secured
Speed brake Engine fan inlet duct C~
S/N 370-2 thru -6, -8, and -9

B S/N 370-1 and -7; 380-1 and subs
5-20-01
Page .3
o COPYRIGHT, 1988 BY SABRELINER CORPORATION Jan 15?8H
NA-69-420
MAINTENANCE MANUAL
POST-FLIGHT INSPECTION (Continued)
F. Open Aft Fuselage Access Doors and Inspect I. Main LandingGearLH

APU (if installed) and Air Conditioning Compo-
nents for the following:
Hydraulic actuators (leaks and condition) I
Electrical harness condition Wheels
Fuel and oil leaks Brakes (hoses/wear/leakage)
Air system leaks Strut (extension/leaks)
APU oil level (if installed) Doors
Air conditioning turbine oil level (3-wheel Drag brace
turbine) Load switch and electrical wiring
APU and air conditioning components for Fire bottle (specified pressure)
security
Accessible flight control cables and servos J. LeftWing
Hydraulic reservoir fluid quantity Stall warning vanes O
Hydraulic reservoir air tank (35 psi) Flap/fairings/tracks/screwjacks/flex shafts
Normal accumulator (1500 psi)
Aileron
Auxiliary accumulator (1500 psi) Aileron tab
Thrust reverser 8eeumulstor (900 psi) O
Wing tip
Navigation/strobe/recognitian lights
G. Empennage Fuel vent
Ram air inlet obstructions (bird stopper door Fuel filler cap
if installed) Leading edge
Vertical fin (right side) Static wicks
Horizontal stabilizer RH Wing slats (operation)
Elevator RH Deicer boots (if installed)
Fuel vent
Flame arrestor K. Cabin
Navigation/strobe lights Circuit breakers (closed)
Lightning rods Oxygen valve (open)
Rudder
Oxygen (1800 psi)/regulator/hoses
Rudder tab
Portable fire extinguisher
Rotating beacon/strobe light Emergency escape hatches
Elevator LH
Seats and belts
Horizontal stabilizer LH
Galley
Vertical fin (left side)
Lavatory
Antennas
Windows
Static wicks
Cabin furnishings
Tail cone
Lights (cockpit and cabin)
Flashlights
H. Fuselage Power Plant Aft LH
Instruments (slippage marks and range
Aft fairing O markings)
Oxygen bottle discharge indicator 6. Ground maintenance safety locks remove
Thrust reversers (door latches) O 7. Hydraulicsystem dumpandcheck

Engine exhaust
Engine cowling 8. Wing FLAP handle ....UP
Cooling air inlets 9. SPEED BRAKE switch IN
Cooling air exhausts
Engine air intake 10. Electrical power off
Pylon 11. Check flight and engine controls for freedom of
Cabin windows
operation.
Access doors (secured)
Engine fan inlet duct O 12. Pitot and engine covers install
13. Airplane service as required

14. Airplane secure as desired
S/N 370-2 thru -6, -8, and -9

S/N 370-1 and -7; 380-1 and subs
5-20-01
Page 4
NA-69-420
MAINTENANCE MASUAL
150 HOUR MAINTENANCE CHECK
INSPECTION PROCEDURES L. RH power lever (’I,()SE

Igniter firing should cease.
i. 28 VDC electricalpower .on
M. LH&RHENG~NEMASTERS ......r,FF
2. Circuitbreakers asfollows:
N. AIRSTART switch C)FF
A. LH ENG-MASTER out
5. Check trim tab system in normal and alternate
B. RH ENG-MASTER out
positions for operation and stabilizer trim on indi-
C. LHFUEL-BOOSTPUMP .............out vidual actuators.
D. RH FUEL-BOOSTPUMP ...........-out 6´• Check nap actuators for operation on jnd;r:d:j~:

flaps extended.
actuators. Leave
E. LH &RH VIBRATORS out
7. Inspect all flexible fuel. oil. and h!drauiic for
F. EQUIP GRD BLO-SECOND CONT out
the following:
3. Perform thefollowing:
Leakage
A. SPEED BRAKE .open Stiffness
B. PARKINGbrakehandle set
Discoloration
C. Ground maintenance safety locks install
Kinking
D. HYDRAULIC PUMP switch OFF
Serviceljfe
E. Wheel well dish pans remove
Check the following for proper
s~ operation:
F. FLAPS down
Check trim disconnect s´•stem rairpiane,
4. Engine ignition system check as follows: changed by S/B 73-6).
A. LH RH ENGINE MASTERS ........ON Navigation lights
B. IGNITION switch .........CONTINUOUS Landing taxi lights
C. AIRSTARTswitch OFF Anti-collision lights
D. LH power lever..... IDLE Ice lights

Check for audible firing of Igniter plug and Pitot heat system
IGNITION light on
EPR heat system
E. IGNITION switch .NORMAL
Igniter plug firing should cease. Strobe lights
F. AIRSTART switch....... LEFT HAND ON Recognition lights

Check both igniters for firing. and items for:
9. Inspect the following areas
C. LH power lever CLOSE

Evidenceoffluid leaks
Igniter firing should cease.
Escessiveorabnormal \vear
H. IGNITION switch .........CONTINUOUS
Securityof attachment
1. RH power lever.....: IDLE
Check for audible finng of Igniter plug and Bent push-pull rods
IGNITION light on.
Crackedordamaged skins
J. IGNITION switch ......NORMAL
Corrosion damageordistortion
Igniter plug should cease firing.
K. AIRSTART switch...... RIGHT HAND ON
Check both igniters for firing.
5-20-01
o COPYR IGHT, 1988 BY SABR ELINER CORPORATION Jan 158 Pa c I
5
NA´•69-420
IIIIAINTENANCE MANUAL
150 HOUR MAINTENANCE CHECH (Continued)
9. Inspectthe following areas and items for: (Cont’d) Plumbing lines

Inlet area
Looeebearings
Inlet duct
Bentattachingbrackets Fan Inlet (R
Frayedcontrol cables Variable inTet guide vanes
Equipmentfurnishingsfar~eeurity
General airplanecondition Bullet nose
Inlet pressure port and sense probe
A. Fuselage Aft LH Inlet temperature sensor I~
Access doors Splitter vanes
Exterior Inlet guide vanes
Skins Exhaust area
Fan discharge duct toil mist) Tailpipe and cone
Struts
Antennas
Turbine blades for free rotation and
condition tT~J
Oxygen bottle discharge indicator Fan for free rotation and blade
Interior
condition
APU (if installed)
EGT thermocouples and EPR
APU fire bottle (if installed)
Air conditioning components probes 02
Hydraulic components C.
Flight controls and cables Wing LH
Electrical wiring Exterior
Pylon Deicer boots (ifinstalled) III
Pylon access plates Skins
Pylon drains Flap/tracks/screwj acks/flex shafts
Pylon to nacelle seals Aileron, tab, and bonding wires
Cabin windows Hinges and pins (bolts)
Fuel drains Bellcranks, sector, cables, and pulleys
External hydraulic power and Static wicks
access door Navigation light
Fuel heater (exhaust duct and drain) Anti-collision light/strobe light/recognition
External electrical power receptacle light
(microswitch) Fuel filler cap
Leading edge
B. Power Plant LH Single-point refueling cap
Thrust Fuel drains
reverser
Doors (latches, hinge points) Required markings (legibility)
Exhaust nozzle (cracks) Wing tip fuel vent outlet
Actuator (hydraulic fluid leaks) (3 Wing slats, tracks, bearings, slat bumpers
Stall warning vane 102
Aft fairing, skin/cracks/corrosion
Aft fa’iring access doors, skin/cracks/
corrosion
D. Main Landing Gear LH
Engine cowling access doors and louvers Tire (inflation/damage)
Engine drain manifold Wheels
Generator cooling air inlets Brake/shuttle valve/hoses
Generator cooling air exhaust (carbon Brake discs wear
brush dust) Static ground wire
Electrical wiring Strut (extensionfleaks)
Landing gear doors
Torque tube
RI See Special Inspection, 6-10-07.
Torque links
S/N370-2thru-6, -8and-9 Actuating cylinders, linkages, and hoses
C~ S/N 370-1 and -7; 380-1 and subs
5-20-01
Page 8
Oct 8/92 QCOPYRIGHT, 1992 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
150 HOUR MAINTENANCE CHECK (Continued)
D. Main Landing Gear LH (Cont’d) Torque links

Steering collars/latch/linkage
Uplacks/linkage Wheel retaining nuts (torque, safetywire)
Gear upstep support Balance weight and bracket
Downlock assembly Vacuum pump
Hydraulic lines
Electrical wiring and switches G. Fuselage Forward RH
Fire extinguisher bottle (specified pressure)
Fuel pump seal drain Access doors
Emergency landing gear cables, pulleys, and Exterior
brackets Skins
Fuel and hydraulic lines (leaks, chafing, Cockpit windows
security) Windshield
Windshield wiper
E. Fuselage Forward LH Pitot tubes (obstructions)
Static parts
Access doors
Cooling air inlets
Exterior
Cooling air outlets
Skins Ice lights
Ice light Static wicks
Antennas Electrical ground power receptacle
Rotating beacon
Speed brake H. Main Landinggear RH
Cabin door
Door seal Tires (innation/damage)
Fairing door Wheels
Cooling air inlets Brake/shuttle valve/hoses
Cooling air outlets (excessive carbon brush Brake discs O
dust) Strut (extension/leaks)
Cockpit windows Landing gear doors
Windshield Torque links
Windshield wiper Actuating cylinders, linkages. and hoses
Undersurface (fiuid leakage) Uplocks/linkage
Pitot tube (obstructions) Gear uplock support
Static ports Downlock assembly
Radome (condition of rain erosion coating) Hydraulic lines
Landing taxi lights Electrical wiring and switches
Interior (nose) Fire extinguisher bottle (specified pressure)
Batteries and vent system Fuel pump seal drain
Fluid leaks Emergency landing cables. pulleys, and
Fuel leaks brackets
OAT probe Fuel and hydraulic lines (leaks, chafing.
security)
F. Nose LandingGear Strut door switch O
I. WingRH
Wheels
Strut (extension/leaks, trunnion) Exterior
Landing gear doors/seals Skins
Actuating cylinders/drag brace/hoses Single point refuelingcap
Uplock Leadingedge
Downlock assembly Navigation light
Nose steeering assembly Anti-collision light/strobe light/recognition
Hydraulic lines light
Electrical wiring Static wicks
Electrical switches/linkage Fuel filler cap
Aileron and bonding wires
B SeeSpecial Inspection, 5-10-07.

S/N 370-1 and -7; 380-1 and subs
5-20-01
Page
Jan 15/R~i
o COPYRIGHT. 1988 BY SABRELINER CORPORATION
NA-69-420
MA~TENANCE MANUAL
I. WingRH (Cont’d) Pylon access plates

Pylon drains
Hinges and pins (bolts)
Fuel drains
Bellcrank, sector, cables and pulleys
APU inlet and exhaust duct (if installed) O
Flap/fairings/tracks/screwjacks/flex shafts
Fuel drains Fuel heat exhaust duct I~
Required markings (legibility) Pylon to nacelle seals O

Wing tip, fuel vent outlet
Wing slats, tracks, bearings
L. Empennage
Deicer boots (if installed) Ram air inlet (obsttuctions)
Stall warning vanes EPR pitot masts
Bird stopper door (if installed)
J. Power Plant RH Antennas
Deicer boots (if installed) D
Thrust reverser
Vertical f~n
Exhaust nozzle (cracks)
Doors (latches, hinge points)
Static wicks
Actuator ~hydraulic fluid leaks) n Rotating beacon
Aft fairing, skin/cracks/corrosion
Horizontal stabilizer (RH)
Aft fairing access doors, skin/cracks/corrosion
Elevator (RH)
Rudder
Engine cowling access doors and louvers
Trim tab
Engine drain manifold
Generator cooling air inlets Navigation light
Generator cooling air exhaust (carbon brush Anti-collision light/strobe light
Tail cone
dust)
Flame arrester
Electrical wiring
Fuel vent
Plumbing lines
Inlet area Lightning diverters
Inlet duct Horizontal stabilizer (LH)
Fan inlet Elevator (LH)
Variable inlet guide vanes O
M. Cockpit
1 Free rotation of compressor and blade
condition Standby compass (correction card)
Bullet nose Center pedestal
Inlet pressure port and sense probe Oxygen regulators, hoses, masks
Inlet temperature sensor O Instrument lines, wire bundles, and flex hoses
Splitter vanes 1~31 (fwd of instrument panel)
Inlet guide vanes 01 Seats
Exhaust area Safety belts and harness/inertial reel (pull
Tailpipe and cone test seat belts if condition is questionable)
Struts Instruments (slippage marks and range marks)
Turbine blades for free rotation and Switch panels
condition O Circuit breakers
Fan for free rotation and blade condition Lighting
EGT thermocouples and EPR probes I~ Thunderstorm
Emergency/map
K. Fuselage Aft RH Floods, utility, caution warning
Access doors Flight controls and engine controls (opera-
Exterior tion)
Skins
Windshield and windows
Cabin windows
Gust lock
Fuel filler cap Flashlights
Pylon
Portable oxygen bottle (1800 psi and weight
date)
Fire extinguisher bottle (weight/date)
S/N 370-2 thru -6, -8 and -9 Placards (legibility)
01
Parking brake
S/N 370-1 and -7; 380-1 and subs
5-20-01
Page 8
Feb 29/96 O COPYRIGHT, t 996 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
N, EntranceWay C. Check pumpoperatingtime from startthrough

accumulator build-up to pump shut~ff. Maxi-
Window dehydrators
mum 25 seconds. This check is performed with
Furnishings external 28 VDC power applied to the airplane.
Required markings (legibility)
Electrical equipment rack 16. Perform the following speed brake test:
O. Cabin
Cabin seats Do not enter speed brake area ~APIC
Safety belts (pull test if condition is electrical and ~ydraulic po~ is applied
questionable) Anyone earg~t by a moviny speed brake
Windows panel ~IMLY be seriowsly i~iured or killed.
Upholstery
Lighting .ON
A, Electrical Power.
Emergency escape hatches
HYDRAULIC PUMP switch ...........ON
Oxygen bottle (1800 psi)
Portable fire extinguisher B. Extend SpeedBrake
Carpet C. HYDRAULIC PUMPswitch OFF
Air outlets
D. Bleed from normal and
Lights and cabin signs pressure
Emergency lighting auxiliary hydraulic accumulators to
Oxygen masks stowed simulate hydraulic failure.

Cleanliness (galley, lavatory) E. Speed Brake Switch OFF
Doors (neutral position of switch)
Baggage restraints
F. Speed Brake Dump Switch Dump
10. Insure proper sevicing of hydraulic system and
perform the following: NOTE
A. Ground maintenance safety locks remove nLe speed brake dwnrp szoitcli is spring
B, HYDRAULIC PUMPswitch AUTO lacded to Ue NORM position
C. SPEED BRAKE switch IN G. While holding speed brake dump switch in the
D. PARKING brake handle ............release "dump" position, an assistant should be able to
E. WING FLAP handle UP slowly push the speed brake toward the closed
position.
F. HYDRAULIC PUMP
H. Clear all personnel from speed brake area.
switch OFF RESET
I. Allow speed brake dump switch to return to the
G. HYDRAULIC AUX SYS switch ,,,,,,.,ON
NORM position.
11. Slowly relieve normal system hydraulic accumu-
J. HYDRAULIC PUMP switch ........XC’TO
later pressure. Check that auxiliary system pressure
does not follow. K. When hydraulic pressure reaches normal
range retract speed brake,
12. Relieve auxiliary and thrust reverser system t~
hydraulic accumulator pressure, Check hydrauliE 16. Perform thefollowin9:
reservoir for proper fluid level and preasure(minimum A, Open LH inspection plate (snap open type plate
36 psi), at bottom of FS 298 +21).
13, Check the following hydraulic accumulators for B. Monitor indicator pointer on fire extinguisher
specified air pressure. direction valve when the RH FIRE PULL
A. Normal 1500(f60psi) handle is pulled.
B. Auxiliary 1500(f50psi) C. Check that pointer moves and points to the LH

engine (blocked engine).
C. Thrust Reversers .,,,.,.,,,900 (fS0 psi)
D. Push in RH FIRE PULL handle. Pointer re-
14. Perform the following:
turns to normal position (indicator points to RH
A. HYDRAULIC AUX SYS switch OFF engine).
B. HYDRAULIC PUMPswitch ,.,.....AUTO 17~ Electrical power off
O S/N 370-1 thru -6, -8, and -9.
5-20-01
Page 9
a COPYRIGHT, 1991 BY SABRELINER CORPORATION Oct 4/91
NA-69-420
MAINTENANCE MANUAL
150 HOUR 1MAINTENANCE CHECK (Contin~ed)
18. Circuit breakers:

LH and RH ENG-MASTER in
LH and RH VIBRATORS in
LH and RH FUEL-BOOST PUMP in
E&UIP GRD BLO-SECOND CONT in
19. Drainthefollowing: O
Fuselage water drains
Fuel sump drains
Pitot system
Static system
FPR system
20. Close all access doors if applicable.
21. Check all flight controls for freedom of movement,
binding, and looseness.
22. Check bleed air shutoff valves for proper operation.
This may be performed during engine run by select-
ing CABIN AIR for each engine and noting air flow
at the cabin air outlets.
23. Checkemergency escape hatch(es)for proper opera-
tion.
24. Wheelwelldishpans install
25. Airplane. service as required

5-20-01
I 4/91Page
Oct
10
NA-69-420
MAINTENANCE MANUAL
UNSCHEDULED RIAINTENANCE CHECKS
GENERAL INFORMATION
GENERAL
All maintenance checks and inspections on the airplane, its systems, and units that are dictated by special or
unusual conditions which are not related to the time limits specified under Scheduled Maintenance Checks are
included here.
BLOWN TIRES
After a blowout or a thrown tread of a main landing gear tire, inspect the wheel well area as follows:
particular attention should be given to any bending of the actuatorpisron rod, as a slight bend
places an asymmetrical load on the rod which will cause additional bending through repeated
usage and cause tire landing gear tojam during retraction. I/bending is suspected a retraction
rest should be accomplished.
1. Inspect main landing gear actuating cylinder for bent piston rod and/or damage to cylinder and attaching
parts.
2. Inspect main gear uplock assembly for bent or broken springs, levers, arms, an&’or hooks.
3. Inspect main gear strut doors for cracks, tears, and/or damage to attaching hardware.
4. Inspect all electrical wiring, fuel lines, and hydraulic lines in wheel well area for damage.
5. Inspect wing flaps lower skin for damage due to thrown tread.
6. Inspect brakes for abnormal wear or signs of binding.
7. Perform an operational test of the anti-skid system.
8. Inspect wheels, per ABS manual AP-426, for any resulting damage.
9. Inspect flaps and trailing edges for damage in the event of thrown tire tread.
HEAVY RAIN/MOISTURE/LIGHTNING STRIICEP’P" STATIC

Whenever the airplane has encountered rain or other heavy concentration of moisture, opera te d rai n fi t t i ng in
lower LH fuselage skin at FS 143 to permit removal of any water accumulation. Ensure that drain fitting i~
returned to closed position after water removal.
Whenever it is known or suspected that the airplane has sustained a lightning strike, perform the following:
1. Inspect the upper centerline of the radome for evidence of burn marks.
2. Check resistance of radome lightning diverter strip.
3. Inspect two lightning diverter rods for general condition, evidence of burned areas and security.
4. Check static dischargers subsequent to a flight through heavy rain per chapter 23.
INSTRUMENT REMOVAWINSTALLATION
Whenever any installation or reinstallation of instrument system components in the pii~t´•s or co-pilot’s
instrument panels has been performed, an inspection will be made to determine that adequate clearance esists
between the instrument panel installations (plumbing, wiring, etc.) and the elevator control column throughout
its full operating range. Special attention should be given to wire bundle installations in this area that mag shift
or dislodge because of airplane G-loading.
FIRE EXI‘INGUISHER SYSTEM DISCHARGE/PURGE

Whenever the fire extinguishing system has been discharged, the system should be purged ~´•ith nit rugen. RE´•ft´•I-
chapter 26.)
to
STARTEWGEN~ERATORREPLACEMENT
DELETED I
5-50-00
Page f
COPYRIGHT, 1992 BY SABRELINER CORPORATION Oct 5~2
NA-69-420
MAINTENANCE MANUAL
GENERAL INFOR1MATION (Continued)
WING STRUCTURE
NOTES
Thefollowilcg is not required itl

TAefueelagelwilzg attachfittings have been replaced orif thefittings have been removed and
inspected using the dye penetrant procedure ancl the structure inspected andfound
tobeairworthy.
Where wing attccchfittiryle are removed, thefittings must be installed wiU1 the use of UleSig
fizture.
Whenever the airplane wing has been struck with sufficient force to cause material damage of consequence, a special
inspection must be accomplished to ascertain whether structural damage has also occurred in the wing-to-fuselage
forward attach area. (See Figure 1 for procedures.) The wing-to-fuselage attach area should be reinspected every 200
hours up to a 600 hour total after the wing damage has occurred.
ENGINE OVERSPEED/OVERTEMP/HUNG START

If the engine has been subjected to an overspeed or overtemperature condition, a "hung" start, or shutdown from an
aborted start in which residual fuel is burned inside the engine, inspect interior of thrust reverser assembly for hot spots,
distortion, localil;ed overheating, and presence of foreign material.
HARD LANDING
If the airplane has been subjected to a hard landing, it is recommended that the following inspection be performed:
1. Check that all landing gear downlocks are fully engaged.

2. Deplete the hydraulic system pressure.
3. Place the airplane on jacks.
NOTE
The landing gear will require partial retraction to accomplish step ~G thru 6. Refer to
chapter ~for inspection of landing gear.
4. Disconnect the main landing gear actuating cylinders from the struts and ensure that the hydraulic cylinder
actuator rods are not bent. Reconnect and safety the actuator rod ends.
6. Perform an operational check of the landing gear.

A. Visually check for proper chassis alignment.
B. Check that strut cylinder and linkage binding does not occur.
C. Check for proper landing gear indication.
6. Inspect main and nose landing gear attach points. Check nose landing gear drag brace attach points.
7. Inspect forward and aft wing to fuselage attach fittings and surrounding structure.
8. Check APU (if installed) mounting points.
9. Inspect fuselage skins and frames st FS 307.25, 333,625, and 357 in the area of the engine pylon attach points.
NOTE
~ffailzlre of any type isfound at FS 898. B~e4 internal inspection mnstbe made of Irylcm-to-
Izacelle attachments at FS 818.888 and 888. 6~6. (Attachments are between inner and outer
shins ire ftacelle structure.) Refer to the Structural Repair ~Manual for
illustrations ofinspeetion areas.
10. If any damage is detected at wing-to-fuselage area, disassemble MLG struts and inspect the metering pin and other
related parts for distortion.
Il. Inspect wheels, per AB9 Manual AP-426, ior any resulting or suspected damage.
5-50-00
Pagee
Jul 1/91 a COPYRIGHT, 1991 BV SABRELINER CORPORATION
51.\rI‘I\l.
INSPECTION PROCEDURES
If impact damage has occurred In areas
deslj~;itt´•s O ir;sp’lr:o´•
P P wing-to-fuselage forward attach area

left is ol Diimari i"´•p.r!ncii´•
and inspection of attach area Is of secondary ?n´•portari´•´• I’ ´•´•~;ijc(
damage has occurred in area designated O

1) h I (2 wing-to-fuselage lorward attach area Is of D:irr,-lry In!plildri-... d´•´•_:
irlspection of attach area Is of seCondary .n.l:-lr’,l~´•_i i-‘:~.-´•´•
using the following criteria and procedurPs
O Removcacccss panels 22 and 32 lion\ !iJh~;r .1! h i h-i~
attach area
In forward outbd bay of access, lay a srra:gc:i C-:j. -i´•-l;’ Jii.:l-
that secc~res wing attach fitting Intcrcustal :~i zr
obvious bows and deformation In skin and fur p,,:ci: attarrlir-:;.;.~-’´•

ol T Check lower oulbd access area Ilange for bucri,ng;lrlo
attaching clips and support struclurc,n access tor pi~ilco ar-;: ;r:;-i:
rivets
El In cornerer bay at rvlng al~acn tlil! Il-´•si 1´•,lr-i´•
at station 206 17 torcrncrs or de(Ormaliun i~r´•L.’;_´• 5T,ta´•´•-: ri
pulled rivets sec~lrlng frame cap ;Ir~gii´• 1´•~ !;.i´•-:-,i´• ~´•:I ~-1 ’I:´•´•;-
2) (t
Aenlorr srrlall Ilar´•ged ,.,.’c-
rearbayof access
wlwcnrmcseo~r
Insert;l small InspeclM,n n:irrurtcii:;’ir aLs’´•" nn:
flashligh~, checkf)anges of Inlercoslal tor ev´•dence ul !;i:h~

The inlercostal Ilanges should be straignl ’21iI’i-I;
1
~i FLANGE
intercosral for cocked or pulled attach fasteners Obsrr;r: ari Ccfji",t;l~l
ACCESS
in paint pattern around rivet heads securing ;nlcrcosl;~
:i o
I
angle
Through small access and below ~Ning nltac’? fit rq
for sheared, cocked. or puilod allachlnq r,v´•’:~

iri~’.´• ’´•_rr~,´•( :I:
P
o o o
B I...´• ´•ilB1..´•l;´•i
’)P
,i"
FRAME STRAIGHTEOGE
CAP r
ACCESS FLANGE
ANGLE
WING ATTACH INTERCOSTAL

FITTING II FLANGES
~i´•
1
O
’d
ts
FRAME CAP ANGLE

ATTACH RIVETS IHEAOSI
VIEW WITH WING RENIOVED
Figure 1 Wing Inspection

i
5-50-00
Page 3il Blank
o COPYRIGHT, 1988 BY SABRELINER CORPORATION Sep :-HH
C H A PT E R
DIMENSIONS
AND AREAS
a Lr N ps
MAINTENANCE MANUAL
CHIL"rER 6
DI~NSIONS PI~´•JD
TABLE OF CONTF~I\ITS
i-~i.‘.-
NUMBER
6-co DIT´•IENSIONS ~JD AF;EA~

Description
General
General Dimensicn~
Wing
Fuselage
S
LandinE Gear
Tail
I
Mar 1/70
3r
SABRELINER
MAINTENANCE -MANUAL
NA-69-420
CHAPTER 6
Chapter/ Page
Section No. Date
List of 1* May 15/81

Effective
Pages
6 1 Mar 1/70
6-00-0 1 Jul 6/73
2 Mar 1/70
3 Jul 6/73
4 Jul 6/73
5* May 15/81
6 Jul 6/73
7* May 15/81
7A* May 15/81
Added 7B* May 15/81
8 Jul 6/73
9 Jul 6/73
10 Jul 6/73
11* May 15/81
12 Jul 6/73
13 Jul 6/73
14 Jul 6/73
15* May 15/81
List of Effective
Page 1
0 COPYRIGHT, 1981 BY ROCKWELL INTERNATIONAL May 15/81
SA B R E LI N E R
MAINTENANCE MANUAL
DIMENSI~NS An’D ARF~a ~ESCRIPTION
i. General
The Rockwell international Se=oreliner is a high-speed, pressurized, pas-

senger transport airplane, powered ~y two engines mountedaft of the wing
on both sides or the fuselage in pod-type nacelles.
Replacement engines for the NA-265-80 airplanes shall have 8 "B" suffil lestcr
following the engine serial number on the data plate.
The rusela~e is divided into six separate compartments: a nose elulpn?ene

compartment, compartment, an entrance compartment, a cassenger ce~-
a crew
partment, a fuel cell compartment, and an aft equipment compartmenS. Tk;e

entrance to the airplane is on the left side of the fl~selage, 5u~t a
the crew compartment. The entrance door swings out and iowr. to yro´•ii´•ie rz
stairway into the airplane. The crew compartment I;roviiies r’or 2 -rew o~ -,;;c:
pilot and copilot. The passenger compartment Frcvi´•~es fcr a
passengers. Space is provided in the entrance comFartment
for installation of a galley and lavatory. The aft equLFment
contains components of the electrical, hydraulic, snvironmenta;, ~ni r’~-ii:-.-
control systems.
Three tanks, one bladder-type cell in the

fuel ac~ :r.
cell in wing, contain
each a total usable cri2;acity of 11~ I’~ Eall-cr.;´•
elevators, ailerons, and rudder are co-n\rentionaily ouerase~ --l~i
trolled through the use of cables, bell cranks, ana su=i? rc:11´•.
operated’flaps are provided on the In’r;oard trailing tdge s~ eac~ ~1:?i--, _-:II
aerodynamically operated slats are provided on the leadin~ o~ i´•ri--‘r.
A hydraulically actuated speed brake, which can be r~
is on the ~ottom of the
The tricycle landing eear has ciuul no~e wheei~ anli iual mall? ~e´•r-r
The main gear retracts inboard Into the sn!~ ti;s r,o~f f--T’-
forward into the nose ;e~tion. The nose Gear i,- ateerPci hylira~lizl
General dimensions are ;hown in "i~nire fj-0O-1.

6-00-;2. Access provisions are :=iven in fi~ure ~-(i:.:-3 or 6-00-4.
2. General Dimensions
A. Span 44 rt 5 in.
B. Length, maximum 47 ft r; in.
C. Height of vertical fin tip I’rom ~round 17 ft j in.
D. Design maximum ramp and taxi gross wei~ht. ~1,7(10 Ib"

23,500 Ibt
E. Design maximum landin~´• 6ros~; veight. 1;’,";(-:~: Ib"
22,000 Ibt
"NA-370-2 through -6, and -9
and later
Jul 6/73
SABRE LINER
MA1NTENANCE MANUAL
3. Win~
A´• Type Low
B. Airfoil at root. 64A series (NAA-modified)

11.30~pct thickness
chord ratio
C. Airroil at tip 64A series (NAA-modified)

9.36 pet thickness
chord ratio
D. Mean aerodynamic chord 8.38 ft
E. Dihedral 3.14 deg
F. As´•pect ratio 5´•77
G. Area 342.05 sq ft
H. Aileron area (total aft or hinge line) sq rt
I. Wing flap area (total) 40.26 sq rt
J. Wing slat area (total) 36.34 s9 ft
4. Fuselage
A. Maximum breadth, outside 69.0 in.
B. Total ca5in volume 660 cu ft
C. Speed brake area (total) 7.64 sq ft
O. Speed brake deflection TO deg
5. Landin~ Gear
A. Tread. 8.33 rt
B. Wheel base 14.50 ft
C. Main gear tire size (tubeless) 22 5.75-12

j(
10-ply ratinfi
D. Nose gear tire size (tubel@ss) 18 x 4.4, 6--ply, 18 x 4.4,

10-ply rating china
(deflector) tire~
-n-l~se on runways with standine; water.
6-co-o Mar 1/70

Page 2
SABRE LINE F~
MAINTENANCE MANUAL
i;. Tail
A. Horizontal tail span ft"

19.38 ftt
ti. Horizontal stabilizer area (total) 77 .1~ ;tr
90.076 sg ftt
C. Elevation area (total aft o~ hinge line) 15.~2 .1~ ~-r
19.425 sq ftt
D. Vertical stabilizer area itotal)
E. Rudder area (.total ar’t of’ hinf;e line). 9´•75 ft
"NA-370-2 through -6, -8 and -9

-7 and NA-380-1 and Later
Jul 6/73
"nge 3
SABRE LINER
MAINTENANCE MANUAL
47.17
22 IN.
28 IN. 28 IN. r
I 17.25
g
FUSELAGE I 1 i iii ii iUI ~J
REF
PLANE
9.70 FT
-L~ O
1 IN.
STATIC GROUND LINE
3.74 FT
--1__ i~ r-6.77 FT
11.66 FT 2.03 FT
1./
T
17.55 FT
19.38 FT)
I! I/
T
8.775 FT
9.69 FT t
NAG:
STA 100+
NA.370.2 THROUGH 6..8, ~ND.9
44.5 FT
2225 FT
1.686 \N.
smi
*L´•II.V
-~7--t 1 015 ~a YIN 1S.12 IEC
1ING TIP LICHT--I 4.16 PT -~j 4
8.32 Pt J
General DimensiClns
6-00-0
Figure 6-00-1 Jul 6/73
Page 4
SABRELINER
MAINTENANCE MANUAL
NA-69-420
PLIIELAtE CAN TED 457.(
VERTICAL STABILIZER
7.5 PERCENT
PLANEJ LE 0 PERCENT
PLANE
LEOPERtENT
PLANE
(J RUDDER
ca~
85.0
CANTED 90.4 CANTED t6!
77.8 CANTED
CANTED 79~ (5;
CANTED 72.2 66. 72.a
1tP i
66.1
59.8-- 66.4 ---61.4
56.9~
53.3----
46.7 Q.7- --52.3 ulx :j´•f
40.2-- 39.1~ --~3.1
33.6---. 34.2 417 i
33.411 111
11.I CL~ r U-B

IB.1
_
,Ii
8.8 14.2--
9.7 6.3 379~
0.5
-2.9 ).8 373
-4.2
I,
i:
TE 100 PERCENT
PLANE
LRUODE. .I*CT
1611
la-
1
I_~ijl
r 62.5 PERCENT
75 PERCENT PLANE
b
15 PERCENT
PLANE
u’ PLANE LE 0 PERCENT PLANE
346.5--
~)3.6
HORIZONTAL STABILIZER 321.8--
ELEVATOR 316--t-t------~ -’I

IS PtRCENI PLANE
301.3
E O PERCENI PLANE
298.5~ 21.0
0411110
105.7 1051 298.5, 10.5
i_
84 ij i
99 3
BS 298.5
939-tt~,gg4
PI~ 289.5- ---ii\
84. ,Boe
76.8 717
all ,,,_ r:
687 48 )O 3
212.5--
26(.3
1I1.6
~i-eI~77 -ik
61.1-?t=U,gl.O
ssl--ff~-\--52.6
I
1
~sl
564
21P.1-- O
49.0-3~t1 L 496
242-
454
~3 233.5
41.8 )80
)03
36~ ,,1,-
115.5
O
’19 9
263 27 3 211.1
233
206 .11~
100
PERCENT E 0 PLRC~NT
1)5 CnNltD
1
198- -t-
I PLP~NI
1PO-
ELEVATOR HINGE
15 Ptr(CtN1 PL*NI
182-
T-
75 ptRctNr PLANE
S/N 370-2 THRU -8, -8 AND -9 AIRPLANES
158.5--
265-210311 TIP
246-22311 TIP ISO-
105.7 113
105.7 98.5
1 134-
---91.4 -t
99.3 98.4 126.6
93.4 84.4 C
118.6
89.4
84.9 77.3
80.8
76.8
__ 70.3 I
72.7 P8--~---
63.2 \1
68.7 90.5
64.8 56.4
61.1 83.5
57.0 49.6
56.1 52.6 43.0
16 i r- i
49.0 61- j
45.4 36.4 i
41.8 29.9
3a.o SB
34.1 23.3 50-----
i
30.3
26.3 22.3 T-~--H---18.3 CANTE D 40.)----
18.5 12.5 CANTED 33--
1’ 14.8
6.7 CANTED
11.1 25.8
6.7
2.1 1.8CANTED
I,
ELEVATOR HINGE
0
75
S/N 970-1- AND -7 AND NOTE: ADD 17 INCHES WHEN CAL-
CULATING CG FWD OF FS 298.5.
SIN 380-1 AND SUBS
ADD 38 INCHES WHEN CALCULA-
TING CG FWD OF FS 522.5.
Stations Diagram
4) 6-OO-U
Figure 690-2 (Sheet 1 of
Yage 5
m COPYKTG~IT, IYtil HY KOCKWI~LL Hay 1:j9!
SABRELINER
MAINTENANCE MANUAL
AILERON
C""rEo
~2.8
81.5
".5 WING
86.8
69.3
75.0
58.8
H’NGZCI
TRIM TAB 48.3 i
LH AILERON SLAT
53.5
ONLY j,8
45.0 181.P 1760 Cp.Nr~D
FR SPAR
21~5i- 306.7 CANTED 275.9 CANTED
32.5 FR SPAR
11.5 268.9 283.8 CANTED (SKIN TRIM\
C""r~o 269.4
12.6 22.7 r
262.1
268.7
12.6:6;1 ’IINGE 254.3
TE
10 PERCENTPLANEIZ.B i B.s
1.0
CANTED
C1
239.9
263.9 252.4
245.3
244.4
237.3
CANTED 236.7
AILERON HINGE PLANE 244.8 229.0
225.8
0.0
CANTED 228.3
221.8
LE 0 PERCENT PLANE 211.8
224.8 210.8
CANTED 171.3 FLAP 203.6
198.4 i-i
202.9
195.2
16~4
2~21
:pd6 179.6
167~9
151.4 171.6 186.1
Iqg.e 156.9 183.1 152.5

_
169.7
150.1 \59.1
138.8, ii TRACK CL
143.1’ 153.0
128.8 146.5
133.8 160.4 152.4
Ilg.g \43.5
112 133.9 142.8
136.3
129.1
101.~ I14.J"CTU*roRCL 1 19.
137.4
\14.7
PZ.Z 106.8 121.9
i i 113.9
s~, 97.1
106 )05.1
84.8 IOd.a
73.8
86.’TRACKa 51
113.4 97.6
79.3 79.1 96.9

90.4
CANTED 49.6 82.0
68.3
reI I 48
38.643.3
93.4
65.8
74.9
74.1
1E
77.3 CANTED
FLAP HINGE PLANE
TRAILING
EDGE7 5~GIFIW
74.2 CANTED
CANTED W\NG
59.1
56.1 CANTED
47.9
46.9
WING
CANTED WING
~KINTRICI
t‘77.2 CANTED
FLAP HINGE PLANE

WING
39.5 DBL CANTED
I~J
37.2
OUTBOARD REAR SPAR PLANE
L LEADING EDGE
FUSELAGE STA 2\2.9
OUTBOARD FRONT SPAR PLANE
41.3 PERCENT PLANE U

SLAT HINGE PLANE
INBOARD FRONT SPAR P~ANE
GALL WING STATIONS ARE PERPENDICULAR TO 41.3 PERCENT ELEMENT PLANE

5370´•1-00-3
Xtations Diagram
6-00-0 Figure 6-00-~ (Sheet 2 of 4) Jul 6/73
Page 6
O
ABBREVIATIONS
O
C -tANTED
cC DC -DOUBLE CANTED
-AILERON STATION
T: AS
ES -ELEVATOR STATION
O
FS -FUSELAGE STATION
~3 FSS -FRONT SPAR STATION
HSS -HORIZONTAL STABILIZER STATION
NS -NACELLE STATION VSS
r
RS -RUDDER STATION 90.375
IO
io 55 -SLAT STATION
CRS
TES -TRAILING EDGE STATION 77.847
vSS -VERTICALSTABILIZERSTATION
m
´•e WS -WINGSTATION
FLS -FLAP STATION
RS 28.930
II
r´•
vSs17.070 /j;
r
RS 18.094
RS 1.781
CvSS 1.781
I
r op
C
Fs
357 Z U)
r( FS 412
~t (0 281 FS FS 485
~3
c~ rt
a
33*625
FS 509 "m
Z
fS
orr
0
FS ?50
FS
299 i 10
,FS
cnss 105,711
Z~ ;II
206 19
c~
r N,
0
FS FS
522.5
CES 105.711 inZ m
FS 206 1 17 225
h 118.625 m r
v,b N
ES FS O
FS
13.547 525 32
CL ELEY*TOR m
nws1 FS
CFS 451.606
NS 166.75
HINGE LINE Z
;10
Fs
67.776
61-a~ NS 156.845
NS 136.813
NS 99.775
C
r
C
v
13
k~ZIIIOU; TES 30.077 ---I FS 299 16
CNS
NS 107.50
CNS 89.429
CFLS 171.345 CAS O

60.108
AS 11.777 ILH ONLY)
-*537.7MILH Or(LY)
FVSEL*GE
REFERENCE Y )I I ------c-~--2_ ~CwS 291.846
PLANE
CWS
55
74.183
55 1~7.11R 194.851 51 CFSS
O. INBD FRONT 1(15.1W

OUTED FRONT
WFS ~PAR PLANE
FS ~PIR PLANE OUiDU (I rl
50 18 cr~lbX.\M REARII’AH IHI.G)O
3: CTTS )1.7RJ PLANE
f3
u
a
’00~ u
cO,
t s/N 370-2 THRU -6. -8 AND -8 AIRPLANES
~C E t
a,
O
ABBREVIATIONS
T1 C
DC
-CANTED
-DOUBLECANTED
AS -AILERON STATION
ES -ECEVATOR STATION
FS -FUSELAGE STATION
r I FSS -FRONT SPAR STATION
\D I HSS -HORIZONTAL STABILIZER STATION
Cc
NS -NACELLESTATION
r
RS -RUDDERSTATION
m SS -SLATSTATION VSS
TES -TRAILING EDGE STATION 1 90.375
VSS -VERTICAL STABILIZER STATION
o~ WS -WING STATION
CRS
77.847
FLS-FLAPSTATION I Fs
RS 28.930
427.49
r RS 18.094
r´• vss RS 1.781
Fs
17.070 CVSS 1.781
412
~irl
z n,
FS
FS 485
Z rn
~3 o,
m n FS 333.625 1 r ny/ ´•FS504
P,
FS 281 FS m
on
or´• 2(36+9 FS 357
Fssn.s 111
FS FS 525
0 250 FS
FS
n h,l 118.625 FS 299. 10
206t17
o
Z h
a CHSS 105.)11
CES 105.711
(jlZ n
mt~ n
r 7 r- h m r
IU I
ca 00 Fs Fs o
"1 67.!78 I I 1 298.50 r Z

f-8 tll
ES ~n
o
FS
1.826
Z
m 13
CLELEVATOR C 70
CFS 457.406
E~ HINGECINE
FUSELAGE TES 30.077 NS
NS
r
REFERENCE FS 299 16 151.812
I NS 126.437
PLANE
‘lr \NS 65.562
NS 22.0
0.00
CFLS171.345CASO
~as 37.750 (LH ONLYI
AS 12.777 (LH ONLY)
Cd O.
FS
O,
SS I I ,CWS 29,.846
00 50
ID FS CWS 152 718
58 Ss
98 14 183
u 104.750 194.851 58
9 INHO FHONT CF’SS
,7: ;,36.954
O(I1B()FHONT
PLANE 30~ 7279
u´•nn PIINE
~CC
c Q S CFLS 8833(1 OUTED
CFSS
783 57(1
r- 3
crF.s 51.281 REAR SPAR
vlZFt
PLANt:
~´•e
C t
tn c SIN 370-1. -7 AND S/N 380-1 AND SUDS
SABRE LINER
MAINTENANCE MANUAL
A 1 234
´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•5
a :´•´•´•´•´•´•´•´•´•6
C] oo~o o
~/I ii
1; 14 13 12 11 10 P 8 7
A RADOME 7 FUEL JETTISON AND VENT LINE DISCONNECTS
B VERTICAL STABILIZER TIP 9 ENGINE ACCESS
1 ENTRANCE DOOR 10 ENGINE LINE ACCESS
2 ENGINE ACCESS 11 DC ELECTRICAL POWER RECEPTACLES
3 FIRE DETECTOR DISCONNECT 12 EMERGENCY ESCAPE HATCH
4 ENGINE ACCESS ~3 FLIGHT CONTROL ACCESS
CABIN PRESSURE SAFETY AND DUMP VALVE

5 RUDDER TRIM TAB ACTUATOR ACCESS
14 INVERTER
6,8 FLIGHT CONTROL ACCESS
FUEL VENT DISCONNECT 15 COMMUNICATIONS AND NAVIGATION EOUIPMENT

COMPARTMENT
RUDDER RIGGING PROTRACTOR
ELEVATOR RIGGING PROTRACTOR
Access Provisions NA-370-2 Throu~h -6, -8 and -9

6-00-0 Figure 6-00-3 (Sheet 1 of 4) Jul 6/73
Page 8
SASRELINER
MAINTENANCE MANUAL
234 5 6 7
o~oo O
o
14 o
1312 11 10 9 8
9 FLICHTCONTROLRIG PINACCESS
1 FLIGHT CONTROL ACCESS
CABIN PREfSURE RECUATOR
2 ENGINE ACCESS
10 Re PIH ACCESS
3 FIRE DETECTOR DISCONNECT

11 nYDRAULICLINE*CCESI
4 ENGINE LINE ACCESS FLIGHT CONTROL BELL CRIH~ ACCESS
5 EMERGENCY ESCAPE HATCH 12 ENGINE LINE ACCESS
b NOSE EPUIPMENT COMPARTMENT 13 ENGINE ACCESS
7 COMMUNICATIONS AND NAVIGATION EQUIPMENT COMPARTMENT 14 FLIGHTCONtROL ACCESS
8 INVERTERS
´•Ir,:Je.
-8 -9
NA-370-2 Through -6.
a"d
Access Provisions
Jul 6/73 Fi~ure 6-00- (Sheet 2 ol

!i)~aee
SABRELIMER
MAINTENANCE MANUAL
to
123
13
14
15
11
19
30 29 2(1 21
29’ ~LL_P
21
20
24
23 ’l/ X/
22
1 FUSELAGE FUELLLVELTANI(UN(T 16 RIGHT WING FUEL LEVEL TANK UNIT
2 ENGINE ACCESS 17 WING SLAT TRiCK
3 LEFT ENGINE OIL TANK FILLER IS WING SLAT TRACK
4 LEFTENGINE 19 WINCSLATTRACK
5 LEFT WING FUEL LEVEL TANK UNIT 20 WING SLAT TRACK
6 AILERON TRIM TAB ACTUATOR 21 WING SLAT TRACK
8 LEFT WING FUEL LEVEL TANK UNIT 23 RIGHT WING FUEL LEVEL TANK UNIT
WING SLAT TRACK 24 RIGHT WING FUEL LEVEL TANK UNIT
10 WING SLAT TRICK 25 RIGHT WING FUEL LEVEL TANK UNIT
11 WING SLATTRACK 26 RIGHTENCINE
12 WING SLAT TRACK 27 ENGINE ACCESS
13 WING SLAT TRACK 28 RIGHT ENGINE 01L TANK FILLER
14 WING SLAT TRICK 29 FUSELAGE FUEL TANK FILLER
15 LEFT WING FUEL LEVEL TANK UNIT 30 FUSELAGE FUEL LEVEL TANK UNIT nllbl.oo-l
Access Provisions rnrough -6, -8 and -9

6-00-0 Figure 6-00-3 (Sheet 3 of 4) Jul 6/T3
Page 10
SABRELINER
MAINTENANCE MANUAL
NA-69-420
12
13
14
15
16
17
i, 2 3~ 4 5~ 6~ i 5 q Ip k
19
20
21
22332425 16 21
’iiii.
r
i
I
z8
31 SD 29
34 33 32
35
36
37
51 so 49 4847 46 45 44 49/_ _
96
ii 39
1.51 GROUND AIR-CONDITIONING CONNECTION ´•S 40
HYDRAULIC RESERVOIR )O SPEED BRAKE HIHGE
HYDRAULIC RESERVOIR DUMP VALVE 41
31 SPEED BRAKE HINGE
HORIZONTAL STABILIZER TRIM ACTUATOR
42
HYDRAULIC RESERVOIR RELIEF VALVE 32 SPEED BRAKE CONTROL VALVE
HYDRAULIC SYSTEM RETURN FILTER
SPEED BRAKE DUMP VALVE
AIR CONDITIONINt AND PRESSURIZING
SYSTEM UNITS 133 FUEL DRI(II*CCESS
3( FUEL CHECK VALVE

Z HYDRAULIC PRESSURE TRANSMITTERS
3 HYDRAULIC AUXILIARY SYSTEM SHUTOFF

WING FLAP INTERCONNECT CABLE 135 FVLLDRAIWICCESS
BRAKE ANTISKID CONTROL VALVES
VALVE 1 FUEL DRAIN ACCESS
17 WING SPLICE JOINT ACCESS
4 ENGINE BLEED-AIR DUCT BELLOWS 38 FUEL DRAIN ACCESS
18 FUEL DRAIN ACCESS
5 ENGINE BLEED-AIR SHUTOFF VALVE 39 MAIN LANDING GEAR STRUT DOOR
FUEL LINE CONNECTIONS

119 FUELDR*IHACCESB MAIN GEAR *CTU*TING CILIUDEP1
6
HYDRAULIC LINE CONNECTION M FUEL CHECK VALVE ao FLAP AD)USTUENT ACCESS
SINGLE POINT REFUELING EQUIPMENT
7 FUEL DRAIN II FUEL DRAIN ACCESS
i ENCIHE PYLON PCCES~

121 FVELOR*INICCESS
II FL*P *DIVITLIENT *CCEII
22 BATTERIES
9 ENGINE PYLON ACCESS 43 FUEL DRAIN
23 SPEED BRAKE
ac ENGINE PYLON ACCESS
10 FUEL DRAIN SPEED BRAKE LIMIT SWITCH
11 FLAP ADJUSTMENT ACCESS 45 HYDRAULIC SYSTEM RELIEF VALVE

HYDRAULIC SYSTEM PRESSURE FILTERS
12 FUEL DRAIN ACCESS 25 JACKING POINT ACCESS FUEL JETTISON VALVES
13 FLAP ADJUSTMENT ACCESS FUEL DRAIN VALVE

26 HYDRAULIC LINE ACCESS
FIRE EXTINGUISHING BOTTLES
14 MAIN LANDING GEAR STRUT DOOR 27.29 LANDING GEAR POSITION SELECTOR VALVE
46 ENGINE PYLON ACCESS
MAIN GEAR ACTUATING CYLINDERS ALTERNATE STATIC PORT
NOSE GEAR STEERING VALVES II FUEL LINE CONNECTIONS
IS FUEL DRAIN ACCESS
BRAKE RESERVOIR HYDRAULIC LINE CONNECTION
16.37 MAIN GEAR ACTUATING CYLINDERS BRAKE CONTROL VALVES
48 ENGINE BLEED-AIR SHUTOFF VALVE
MAIN LANDING GEAR INFLA TABLE PARKING BRAKE VALVE
NOSE GEAR ACTUATING CYLINDER lp ENGINE BLEED.AIR DUCT BELLOrS
WHEEL SEAL
NOSE GEAR UPLOCK SWITCH
MAIN GEAR UPLOCK ACTUATING CYLINDERS M HYDRAULIC GROUND PRESSURE TEST
FUEL BOOST PUMPS 28 LANDING AND TAXI LIGHTS
S37C1-00U
Access Provisions SjN 370-2 Thru -6, -8 and -9

Figure 6-00-3 (Sheet 4 of 4) 6-OU-U
Page 11
0 COPYRIGHT, 1981 BY ROCKWELZ INTERNATIONAL May 15/81
SABRELINER
MAINTENANCE MANUAL
A 1 2 3e4
´•5
´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•6
C
CD
i
B B
15 14 131 11 10 9 B 7
A RADOME 7 FUEL VENT LINE DISCONNECTS
B VERTICAL STABILIZER TIP 9 ENGINE LINE ACCESS
1 ENTRANCE DOOR 10 EXTERNAL HYDRAULIC POWER

CONNECTIONS
2 ENGINE ACCESS (UPPER)
11 ~MERGENCY ESCAPE HATCH
3 ENGINE ACCESS (LOWER INBOARD)
12 FLIGHT CONTROL ACCESS

4 ENGINE ACCESS (LOWER OUTBOARD)
CABIN PRESSURE SAFETY AND DUMP VALVE
5 RUDDER TRIM TAB ACTUATOR ACCESS
13 INVERTER
6.8 FLIGHT CONTROL ACCESS
14 COMMUNICATIONS ANDNAVIGATION EOUIPMENT
FUEL VENT DISCONNECT COMPAATMENT
RUDDER RIGGING PROTRACTOR 15 BATTERIES
ELEVATOR RIGGING PROTRACTOR
s3no2 00 1
Access Provisions NA-380-1 and Later
6-oa-o Figure 6-00-4 (Sheet 1 of 4) Jul 6/73

Page 12
SABRE LINER
MAINTENANCE MANUAL
2 3a4 5 6 7
j 3L
15 14 13 12 11 10 9 1
1 PLIGHT CONTROL ACCESS 9 FLIGHT CONTROL RIG PIN ACCESS
2 ENGINE ACCESS IUPPER) CABIN PRESSURE REGULATOR
3 ENGINE ACCESS (LOWER OUTBOARD) 10 RIG PIN ACCESS
4 ENGINE ACCESS (LOWER INBOARD) 11 DC ELECTRICAL POWER RECEPTACLES
5 EMERGENCY ESCAPE HATCH 12 HYDRAULIC LINE ACCESS
6 NOSE EQUIPMENT COMPARTMENT FLIGHT CONTROL BELL CRANK ACCESS
7 COMMUNICAT1ONS AND NAVIGATION 13 ENGINE LINE ACCESS

EOUIPMENTCOMPARTMENT
14 AFT FUSELAGE ACCESS
8 INVERTERS
l5 FLIGHT CONTROL ACCESS
~D)007

Sul 6/73 Figure 6-00-4 (Sheet 2 of 4) 6-00-0
Page 13
SABRELINER
MAINTENANCE MANUAL
10
11
87 12
6 1-\
1 2 3 4 5
14
15
16
17
18
19
32 31 30 29 28
~---------20
21
24----~-0
22
1 FUSELAGE FUEL LEVEL TANK UNIT 17 RIGHTWING FUEL LEVEL TANK UNIT
2 ENGINE SUPPORT FITTING 18 WING SLATTRACK
3 ENGINE AFT FAIRING 19 WING SLATTRACK
4 ENGINE ACCESS (UPPER) 20 WING SLAT TRACK
5 LEFT ENGINE 21 WING SLAT TRACK
7 AILERON TRIM TAB ACTUATOR 23 WING SLATTRACK
10 WING SLATTRACK 26 RIGHTWING FUEL LEVEL TANK UNIT
11 WING SLATTRACK 27 RIGHT ENGINE
12 WING SLATTRACK 28 ENGINE ACCESS (UPPER)
13 WING SLATTRACK 29 ENGINEAFTFAIRING
14 WING SLATTRACK 30 ENGINE SUPPORT FITTING
15 WING SLATTRACK 31 FUSELAGE FUEL TANK FILLER
16 LEFTWING FUELLEVELTANKUNIT 32 FUSELAGE FUEL LEVEL TANK UNIT
5380-1-003

6-00-0 Figure 6-00-4 iSheet 3 of 4) sul 6173
4 Page 14
SAB R E LI N E R
MAINTENANCE MANUAL
NA-69-420
14
15
~51i, ´•q1~
2 3 4 5 6 78 910111213 c
!90
21
d:
i 22
o /23
24
i :1516 2l1829 911 ]I
284,
i
I
iii ´•i
j j,, •´d oi
SS,S~ 32
58’ 1 ~/7’7 37 36 35 33 33
38
4039
57 56 55 54 53 52 51 50 49 41
42
25 SPEED ui:;i
i
43
44 36 SPEED BRAKE COLIT R3L unl;(
SPEED BRAKE DUUL V91
1.59 GROUND BIRCONDITIDNINC CONNECTION
HYDRAULIC RESERVOIR
HYDRI4ULICRESERVOIRDUMPV~,LVE
\4146~15 131 FUEL DRA1WACCESS
HORIZONTAL STABILIZER TRIM ACTUATOR 1 38 FUEL CHECK VAIYL

HY DRAUL IC RESE RVOIR RELIEF VALVE
HYDRAULIC SYSTEM RETURN FILTER 1 39 FUEL DRAIN ACCESS
AIR CONDITIONING ANDPRESSVRIZING
SYSTEM UNITS 40 FUEL DRAIN ACCESS
20´• 41 MAIN GEAR ACTUATING CYLINDE RS

2 HYDRAULIC PRESSURE TRANSMITTERS 42 FUEL DRAIN ACCESS
MAIN GEAR UPLOCK ACTUATING CYLINDERS
3 HYDRAULIC AUXILIARY SYSTEM SHUTOFF FUEL BOOST PUMPS 43 MAIN LIINII;G GCGH SIP,´• O;~’
VALVE WING FLAP INTERCONNECT CABLE MA1N CEAP L1.I i’iL-i ~5
BRAKE ANTISK ID CONTROL VALVES
4 ENGINE SUPPORTAFT 4´•1 FLAP ;iif\\
ii WING SPLICE JOINT ACCESS
5 ENGINE BLEED-AIR SHUTOFF VALVE 55 Ft AP AC r_’;:0$ C: i’,- i’_- ~i.
FAN SPEED SENSOR PLUG 23 FUEL DRAIN ACCESS
6 ENGINE SUPPORT FITTINGCENTER 2) FUELDRAINACCESS

41 FL jy -DJ~SI´•1’[ ~r "i I
7 FUEL LINES 25 FUEL DRAINACCESS

48 FIICLI)H~IS
8 FUEL HEATER 1 26 FUELCHECI(VALVF
SINGLE POINT REFUELING E(IUIPMENT 49 C:JG1NE P*LO´•.;C~LSS
FUEL DRAIN
26* DEICER BOOT FILTER. EJECTOR FILTER 50 ENGINE POLYFR LEVER
10 ENGINEELECTRICALCONNECT)ONS
27 SPEED BRAKE 51 HYDRAULIC SYSTEM Rtl It F VAIYE
SPEEDBRAKELIMITSWITCH HYDRIVLICSYSIEMPRtSSURL MlftRS
It ENGINE POWER LEVER
FUEL DRAIN VALVE
12 ENGINE PYLON ACCESS FIRE EXTINGUISHING BOTTLES
29 JACKING POINT ACCESS Cn42tCTIONS

13 FUEL DRAIN 52 ~NCINE ILtCTHICnl
30 HYDRAULIC LINE ACCESS

14 FLAP ADJUSTMENT ACCESS 6~ IULL HtAlEP
31. 33 LANDING GEAR POSITION SEL ECTOH VALVE 55

15 FLAP ACTUATOR ROD END ACCESS fVLL Llr´•t.;
ALTERNATE STATICPORT
NOSE GEAR STEERING VALVES
16 FUEL DRAIN ACCESS b5 ~hl;l’i( SUPYOH I Ill’i~.c. Clhrtr
BRAKE RESERVOIR
BRAKE CONTROL VALVES
17 FLAP ADJUSTMENT ACCESS 1~6 EPrGIYt BltlL) 41~ Y’illi;~t i:*..i
PARKING BRAKE VALVE
EAN SPE to StY~li Pt lit;
NOSE GEAR ACTUATING CYLINDER
18 MAIN LANDING GEAR STRUT DOOR
NOSE GEAR UPLOCK SWITCH 57
MAIN GEAR ACTUATING CYLINDERS ENGINE SUPPORI r?rl
32 LANDING AND TAXI LIGHTS

19 FUEL DRAIN ACCESS 5tI ~ISI
34 SPEED BRAKE HINGE PIN ACCESS
5~643miI
Access Provisions S/N 380-1 and Subs

Figure 6-00-4 (Sheet 4 of 4) 6-UU-O
Page 15
o COPYRIGHT, 1981 BY ROCKWKLS INTERNATIONAL day 1j/81
C H A PT E R
LIFTING AND
SHORING
~iA ~3 FiZ LI P~
MAINTENANCE MANUAL
CHAPTER 7
LIFTIIIG SHORII~JG
T~3LE OF CONTENTS
NUMEER
7-00 LT~TI1JC AND SBOR~BG

Description
General
7-10 P.IRPL~IE HOISTII’G

Description
General
~alntenance Practices
General
7-20
Description
General
Jacking Limittiticns
Jacking Nose Gear
Jacking ~ain Gear
~laFntenance Practices
Jaciclng ~irplane
(I
=´•ze
NA-69-420
MAINTENABCE
CHAPTER 7
LIFTING AND SHORING
Chapter/
Section Page Date
Chapter 7-L.E.P. 1/2 Mar 15/83
Chapter 7-CONTENTS 1 Mar 1/70
7-00-0 1 Mar 1/70
7- 10-0 Mar 1/70
7-10-1 201 and 202 Mar 15/83
7-20-0 1 Jul 6/73
7-20-1 201 Jul 6/73

202 Mar 1/70
The asterisk indicates pages revised, added or deleted by the current revision.
7-L.E.P.
Page 1-2 Blank
0 COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL ~Iar 15183
SABRE LINER
MAINTENANCE MANUAL
LIFTING AND SHORING DESCRIIYTION
i. General
Provisions are made hoisting either the entire airplane of the indiviiual
for
components. Hoist sling attach points are provided on each wing panel on the
fuselage and on each horizontal stabilizer panel. (See figure 7-10-2C1.)
Hoisting points are also provided on each engine. (Refer to Chapter 71.!
Jacking points are provided on the nose andmain landing gear strut;, on
each wing panel, and on the fusela~e. An additonal jacX point i; crcvidel
at each engine pylon and at the center of the wing assembly.
CAUTION: PYLON AND CENTER WING JACK POINTS ARF: TO BE USED O~nY ;i~iC
IS NOT INSTALLED ON THE AIRPLANE. IF THESE ~)lflTS ARE US~ TC L~T
THE ENTIRE AIRPLANE, STRUCTURAL DAMAGE WILL RE~ULT.
Mar 1/70 7-´•-~-´•

Pae;e I
SABRE LINER
MAINTENANCE MANUAL
AIRPLANE HOISTING DESCRIPTION
i, General
When hoisting the entire airplane or any of the airplane components, iC,
recommended that hoisting slings, manufactured specifically for the airplane,
be used. (See figure 7-10-201.)
NOTE: These slings are designed to lift the airplane or components from ~e
approximate center of gravity. The fuselage hoist sling is

adjusted to allow for different weight and center-of-a~avitr
variations.
The engine hoist slings are covered in Chapter 71.
Mar 1/70 7-10-0

Page 1
NA-69-420
MAINTENANCE .I1ANCAL
AIRPLANE HOISTING MAINTENANCE PRACTICES
1. General
The procedures for hoisting the complete airplane, complete wing, and the
stabilizer panels are shown in figure 7-10-201. The procedures for hoisting
single wing panels and fuselage are covered in Chapter 57. Engine hoist
procedure is covered in Chapter 71.
7-10-1
0 COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL \Iar 15/3P~ge

201
1
NA-69-420
MAINTENANCE MANUAL
ADJUSTING SLING TO HOISTING CONDITIONS El LBS APPROX.
ON COMPLETE AIRPLANE
O PLACE DESIGNATED CHAINLINK IN CENTER OF ADJUSTER
HOISTINGCONDIIIONS WEIGHTOLINK NOO
O S/N 370-2 THRU -6. -8 AND -9
21.700
MAXIMUM LOAD
23,500
20P21P
O S/N 370-1 AND -7 ALSO S/N 380-1 AND SUBS
EMPT’I Il,sso 170 190
LESS FUEL AND ENGINES 10,500 110 10~
CABLE
LESS FUEL AND COMPLETE WING 9,300 lsp le G IDENTIFICATION ATTACH BOLT
LESS FUN AND MAIN AND

nuxlunav LANDING GEAR 11,250 17EI 160
TAB
I
ATTACH FITTING
ADJUSTER --nn´•n I FUSELAGE ATTACH POINT

(TYPICAL 4 PLACES) Y~ o
306-810021 SLING
LINK NO. 1
31 CABLE
´•ZICABLE ---h d ,ASSEMBLY
ASSE~BLY
370´•810023-11
SPREADER BAR, ---~Lz-- AFT FUSELAGE
370´•81 0023-21 _----L--~ BULKHEAD
SPREADER BAR I ATTACH POINTS
FS 142.218
D HOISTING
COMPLETE AIRPLANE
mamma
Ik,r´•ntls o,, ctll xliay holls.
265-810028 SLING
koi*li,cll, c´•,,Na,´•~ Iknl~ollx J~tll!l
CABLE
~ABLE SECURED) \d ~1´• -lol CABLES NOTE
E,,n,c,´•c´• Ihtrl ,cing knx hc´•c´•a c´•e,,cplal~´•ll/ bdb,c´•

koixli,,y ~c´•ilk Ik ix Nli,cy.
-21 CABLE
HOISTING COMPLETE WING
(wEIGHT LESS FUEL-?lsO LB)
265-81 0021
SLING I~ -~---31 CABLE
(´•41 CABLE SECURED)
-31 CABLE
-11 CABLE
CABLE IDENTIFICATION TAB
-41 CABLE
ATTACH BOLT
-21 CABLE
armca FITTING
HOISTING a
WING An*Cn POINT
WING PANEL
Hoisting Sling
7-10-1 Figure 7-10-201
Page 202
Mar 15/83 01 COPYRIGHT, 1983 BP ROCKWELL INTERNATIONAL
SA B R E L1 N E R
MAINTENANCE MANUAL
JACKING DESCRIPTION
i. General (See figure 7-20-201,)
All jack points on the fuselage and wings ol this airplane require the use of
jacking adapters. Adapters are not required at landing gear strut jack
points.
Jack points are on each wing at station 94.187. A fuselage nose jack Feint
is art of the nose gear at station 116.772. Main and nose gear jack points
are on the bottom or each landing gear strut. A jack point at the center
wing skid is used to support the wing when it is removed from the airplane.
A jack point in each engine pylon is used to support the airplane when the
wing is removed.
CAUTION: JACK POINTS IN THE CENTER WING SECTION AND ENGIln~E TYLONS
NOT BE USED TO JACK THE AIRPLANE WHEN THE WING IS ZiS
STRUCTIjRAL DAMAGE WILL RESULT.
2. Jacking Weight Limitations

The maximum allowable weight for jacking the complete airplane is 21,700 pounds
for NA-370-2 through -6, and -9, end 23,500 pounds for NA-370-1, -7,
giA-380-1 and later airplanes.
3. Jacking Nose Gear
Jack points used for nose gear jacking are the nose Isnding ge~r ctr~r
point between the two nose wheels, or the fuselage jack Feint. The nose
landing gear strut jack point is not to be used for jacking the complete alr-
plane. On NA-a70-2 through -6, -8 and -9 airplanes, the nose gear strut may
be jacked, at the nose gear strut jacking point for servicing the nose gear
wheels, with the airplane fully fueled and without occupants. On NA-370-1 and
-7, NA-380-1 and later airplanes, the nose gear strut jacking point or the
fuselage forward jacking point should not be used as a single jacking point
to raise the nose gear. When performing any maintenance or servicing proce-
dures which require that the nose gear wheels be clear of the ground, the
fuselage forward jacking point and the two wing jacking points should be used.
4. Jacking Main Gear
The main landing gear struts may be jacked individually with the airplane
fully Fueled and without occupants.
Jul 6/73
rage
SAB RE LINER
MAINTENANCE MANUAL
AUIPLANE JACKING MAINTENANCE PRACTICES
i. Jacking Airplane (See figure 7-20-201.)
A. Jacking Procedures and Precautions
(1) Operate all jacks evenly, so that airplane remains as nearly level
as possible.
(2) Set locking devices on jack stands to prevent accidental lowering of

airplane.
CAUTION: WALKING ON THE EMPENNAGE OR OUTER WING WHILE TEE

IS ON JACKS MAY CAUSE EIOVEMENT OF TRE AIRPLANE ON THE U’i.CKS.
(3)
I Read airplane into wind if it is to be jacked out of doors.
(4) When necessary to jack from a single point, keep lift to an
minimum and always within safe limits of jack.
(5) Use 5-ton (minirmun) capacity jacks at all points when jacking
airplane.
B. Jacking From Wing/Nose Jack Points
(1) Install jacking adapters in holes provided in each wing.
(2) Place a 5-ton capacity tripod jack in position and run up to contact
jacking adapters on each wing.
NOTE: ~e airplane should not be jacked using only one wing jack
point. Jacks should be used under each wing whenever is is
necessary to jack the airplane from the win,- _jack points.
(3) Remove access cover at nose jack point, and install jacking
adapter.
CAUTION: BEFORE USING WING JACKS, BE SURE THAT VALVE ACCESS

DOOR IN WING REAR SPAR (FLAP STATION 86.081) IS INSTAI;LD.
(4) Place a 5-ton capacity tripod jack in position and run up to c~ntaet
nose jack pad.
C. Jacking With Engines Removed
(1) There are no limitations on jacking of the airplane with the en-
gines removed; therefore, normal jacking procedures may be used.
Jul 6/73 7-20-1

Page 201
SABRELINER
MAINTENANCE MANUAL
Do not u~´• ´•ngin´• pylon jack point~ to IR
oirplan´• whon wing i,‘ inltoll´•d. Structural

damog´• to tu~´•lag´• will r´•tult,
FWD RI#UO~ JACKING KHM

DIJEIA)JCE CIOM OIOUND tO JACK r~DI
SI* Ilb.nl
IACK~JO CO~OIIKH(S I A 1 I C
nrtttt mun arte m# oW mvn

uOt*011MCIILIm~P
2 rla1n. 1 2 r~ smllloln.ll nO~E 6 high rind valocitial
are expected, moor Ptrpbne.
mm um*n uo,MII
3CT61n. 363618, (Refer to Chapter 10,
)mw raov oclamo
wm( Mun uo nor eul nut
rut
z PT 6 IH. I 1 rt 7 n.1,.5
wlm M*IN L~nDIHG Ge*R WHIELS

I Ff 1 IH.
DU(6GEO *HO ~TRUf DIFC*TE~
OrscrUa* wingiactl,b~kfors u,ing
MAm GEAR
STIIUt LH
r toro that flapp´•r valvo
door in wing r´•ar,por (flop Ito-
acc~ll
u
tion 86.081)i~in,toll´•d.
wlm, )ACK~NO K)INI

(TA P4.161
(tlt#AL Mtn ~K;s)
/\111111 11 111 1 RISEUOE JACKmOAND MOOIKNO

eKl 288-810381
WING CB(IER ICCTION JACKING

AOAmR 888-818’188
8616606 JACK L~DAIRI
888-810188
J-ION JACK
In~toll adopt~r only

at tho forward halo in canhr wing ~kid.
NOTt rh´•.dapt´•r ond ring c´•nkr

jock only Ihould bo uled to
lupport the compl´•th wing wh´•n th´•
wing it rernovod from th´• oirplono.
Do not ur´• wing c~nhr ~´•ction jock to
lift cDm~l´•t´• airalana. i sl,w.,s.,
Jackin6 Provisions
’i-eo-1 Figure 7-20~201
PaF~e ~(j2
Mar 1/70
CHAPTER
LEVELING AND
VVEIGHING
5n i3 E~ bl rd E~ R
MAINTENANCE MANUAL
LEVELING AND WETG’rIlNC
TABLE aF CONTENTS
NIT~EII
8-10
LEVEL~NG
Description
General
8-x, WEIGHING
Description 1
General
Airplane Con~ition uld
Maintenance 3rzctices
Weighing Airplane
j:
Mar 1/70
SABRE L1NER
MAINTENANCE MANUAL
CHAPTER 8
Chapter/ Page
Section No. Date
List or Added 1" Jul 6/73

Effective
Pages
8 1 Mar 1/70
8-10-0 1 Mar 1/70
2 Mar 1/70
8-20-0 1* Jul ~/73
8-20-1 201jl Jul ~/73
wthe asterisk indicates pages revised, added, or deleted by the current revision.
Jul 6/73 List of Effective Pages

Page 1
SABRE LINER
MAINTENANCE MANUAL
LF~VELING DESCRIPTION
i. General (See figure 8-10-1.)
Determination of level position is done by the use of bevel

p~otrnctol- :rf.:
a
leveling brackets in the nose wheel well. longitudinal levelin~ L~ac%cts

The
are along the left side of the nose wheel well. The lateral levelirlg iirack-
ets are at the forward end of the wheel well.
A straightedge bar 17-3/4 inches long may be used, with the bevel protract~r,
on both leveling lugs,
To~simulate flight attitude, adjust airplane with nose jack to a 3-de~rer

nose-up attitude.
Leveling of the airplane is done by jacking the airplane and raisinl: or

lowering the jacks as required. Leveling can also be done by influtinC5 t~le
landing gear struts to the fully extended position. The nose gear strut Cr-~
theta be bled and lowered approximately 1.5 inches to level the airplczne.
8 -i 0 -O
.Mar 1/70
Page 1
SABRE LINER
MAINTENANCE MANUAL
REVEL ROt~ACTOI
LEVELING LUGS
mAK)NT
EDCI~ RAR
LATERAL
LEVELING LUGS
d
"i-ii:´•
iii´•::,i:
-i-: i i i’:´•i’i: : ’: :’:’:tlil BI:´•:´•’

:::::::::i:i:i:i:i:i:_-
i:i:i:::-::--~;i i i:i :i’ i ’i ’i:i,i ~,s´•i:i:i i i´•i i i::ii :i l,i i i i i~i:i i i iii~iiiiiii
B
~-iiiiiil-iiii:l i:i;iiii,iiiiiT:ii;iii :´•´•i’:’’:r’il:-:-:l‘-:
":i:ii:ii::;:i´• ´•:i ; i:i:i´•i: ´•’:i :i‘: ’i ’ il’i´•:´•:i´•:´•X"’ f ’ ’ ’ ’ i’ ’‘i’i’i’i:’i’i’i’i’i’i´•i’i’i’
i:-::~i’ i’i’,’i"":i’:.:-’i:"’iii iiiiiiiil´•i~´•i:::-i --iil:´•´•´•´•´•´•´•´•ll´•´•i~´•
ii:i :_ ´•iiiiiiiii:,iii:i~´•iiiii i~:’’’:ii i i i i i i i ~i%’ ’ ’ ’ ’ iiii´•ii’iliiiilii-iiiiiii i-iiiiiiiii
i:. iiiiiiiiiii i:-iiii:i ii i iiiiiiliiiiiiriiiiiiii i´•i i i:i i -i.i:i i:;i:i i : i i : : : : : : : : i :i ili
i iii’iii i iiiiiF~iiiiiiiii iiiiiii-i--’iiii-’:--ii-i i-i:i-i
rllel.lrl
Leveling Airplane
8-10-0 Figure 8-10-1 Mar 1/70
Page
SA ~3 R E L I N E R
MAINTENANCE MANUAL
WEIGHING DESCRIPTION
1. General
Weighing of the airplane is done by two methods: Weighing on wheels using

platform scales, or weighing on fuselage and wing jacks using electronic
scales.
2. Airplane Condition and Definitions
A. Empty-weight Condition
The empty-w~ight condition is established with the wheels the wing

flaps and slats retracted, and all control surfaces in the neutral pzs
tion. This includes the following fluids:
(1) Fuel hydraulic fluid
(2) Unusable fuel (includes undrainable fuel)
(3) Full engine oil
B. Fuel
Unusable fuel is the quantity of fuel unavailable to the fuel p~mps.

This level corresponds to the 7,ero point on the fuel gage.
fuel is the fuel trapped in the fuel cells and fines wi~ich caa?,t be
drained.
’Phe weight and center of gravity of unueable and und~sisable fuel can
be found in the applicable Master Equipment List, Report for

1SA-370 airplanes or Report 19A-72-929 for EA-380 airplanes.
When the airplane on wheels with platform scales, the

weighing
gear struts should be in the fully extended position. The nose gear
strut can then be bled and lowered approximately l.S inches to level
the airplane,
Jul 6/73
Page i
SABRE LINER
MAINTENANCE MANUAL
WEIGHING MAINTENANCE PRACTICES
i. Weighing Airplane
A. Preparation for Weighing
(1) Conduct complete inventory check of airplane to determine thas

a all
required equipment for empty-weight condition is installed or
properly accounted for.
NOTE: It is recommended that a check list be used as an aid to cr,r,-

sistent and thorough check-out. The quipment list secti,n
of the weight report furnished with the airplane maybe Ilsed
for this purpose if it is supplemented by the operator to re-
flect changes made to the airplane after delivery.
(2) The following fluid tanks and systems must be filled to normal
operating level:
(a) Engine oil
(b) Hydraulic fluid
(3) The following fluids and/or items should be drained or removed:
(a) Fuel (defueled, then drained to the undrainable-fuel leve-

the airplane level)
(b) Wash water
(c) Toilet
(d) Galley and/or bar items not on equipment list (liquids, fccC,
etc,)
(4) Remove work equipment, protective material, etc., from interior.
(5) I~terior must be dry and clean, and with protective covers, etc.,
removed.
(6) Close entrance door.
B. Weighing Procedure
(1)
I
For detailed weighing instructions, refer to the applicable I~ad
and Balance Schedule, Report NA-68-866 for NA-370 airplanes, or
Report SR-73-6 for NA-380 airplanes.
as~-_
Jul 6/73
Page 2r´•1
C HA PT E R
TOVVING AND
TAXIING
~I
p3 Itll Fa t~a
IV1AINTENANCE MANUAL
CHCLa~ER g
TOWITTG TAXCIT~G
TABLE: O~
NUMBER i)~SS
g-lo TCR~IMG
Description
General
Maintenance Prsctices
Towing %1
9-x, TAXIING
Description
Genera~
i
i:
Mar 1/70
SAB~E LINER
MAINtENANCE MANUAL
CHAPTER 9
Chapter/ Page
Section No. Date
List of Aug 1/77

Effective
Pages
g 1 Mar 1/70
9-10-0 1 Jun 28/74
2 Mar 1/70
9-10-1 201+ Aug 1/77
202~ Aug 1/77
9-20-0 13c Aug 1/77
deleted by t~e -G?rlalzr-.

"rhe asterisk indicates pa~es revised, added, or
P,ug i/77 List of ~ffec’i-ie la,-~s

SABRE LINER
MAINTENANCE MANUAL
TOWING DESCRIPTION
Provision is made on the

gear rlor installation of a tow b~r fcr
nose
and positioning the airplane.A nylon harness may be looper! ~rcuni

main gear for cable attachment when rough- or mud~y-surfsce ’s~i-:
quired.
NOTE: It is recommended that only towing equipment designe´•i or
Rockwell International Corp., be used for towing the airplane.
Jun 28/74
SABRE LINE~
MAINTENANCE MANUAL
--Sz
NOSE GEAR 5TEERING LOCK LEVER
IQ
TOW BAR
265-810052
TOW PIN
N6TE the nar. ~r* con I,vel 3M) degreer for towing.
I~j
i
Ib
TOWING HARNESS
ASSEMBLY
NYLON SLING HARNESS

370-810125
Ti´•´•vli:lce r-,,,vFJ:l.oll~
;´•;´•c.u´• _:,/’’i
L.’al+F ~u
SA B R E LI N E R
MAINTENANCE MANUAL
TOWING MAINTENANCE PRACTICES
i. Towing Airplane (See figure 9-10-1.)
A. Connecting Tow Bar
(1) Connect tow bar to nose gear, using tow pin prc´•ri~ed.
North-American-des i~ned tow bar (26 ~-SiCCS2) is us er~, t~e e
steering lock lever is released when the tow pin is 7"

other than the North-American-des igned tow bar 2 52 Is =cn-
nected to the airplane, theek to ensure that lock lever i; iisco~-

nected from nose gear strut collar before attempting to tow
CAUTION: IF THE LOCK LEVER IS NOT FROM

STRUT COLLAR, DAMAGE TO ’ME GrJCJR 3~II;G
TOW~G.
ON mA-3~0-1 AFJD LATER AIRPLANES, WHEN MOVING THE

IN RFNERSE, EX~REME CAUTION SHOULD aE USEI) TO
NOSE WHEELS FROM RAISING OFF TKE GROUND. 13IE: IS
MORE SUSCEPTIBLE TO THIS CONDITION WITH THE BATTEilI~ P_F,
MOVED AND/OR WITH PERSONNEL Im TIIE CABIm AREA, IF
BATTERIES ARE REMOVED AND PRIOR TO MOVING THE
AN EQUIVALENT AMOUNT OF BALLAST SHOUr,D BE INSTALLED.
I B.
(2)
Towing
Disconnect the nose
Procedure and Precautions

gear steering electrical plug on nose gear.
NOTE: Maximum towing weight is equsl to the

weight configuration.
(1) Install nose and main landing gear maintenance fr
follows
(a) Insert nose gear lock~in in hole in right-hand irzS
(b) Install main gear locks on actuator piatons and

retaining pins.
(2) Close entrance door to prevent bouncing of door a~-einst ~Sccs.
(3) During all towing operations, have a man in cockpit to operate

brakes when necessary. To operate brakes without h~j.r3;ulia Fci;er,
13ull emergency brake system control handle cut on ~enter ce2ej;zl
and operate brakes in normal manner.
NOTE: There are no towing rings on the main landing ,o~Lr
If it becomes necessary to tow the b,´• -~e ~ai-

gears, a nylon sling (370-61C~Ci) shoui je wrs-~-el =’C=’;L,
the strut, and the towing cable should je attsc~ai sc
sling. This prevents the cable from the jt~=.
Aug L/77
Page 2´•:1
SABRE LIN~R
MAINTENANCE MANUAL
(4) If airplane must be tared over rough or muddy terrain, a cable

assembly can be connected to each main landing gear with a
nylon sling. When airplane is tared by main landing gear, hook
cable assembly directly to tug. An assistant can then guide the
airplane with the tow bar installed oil the nose gear.
CAUTION: HEBO~E TOWING OVER ROUGH SURFACES, THE SPEED i~RAI(E EIITST
~EIE IIETRACTES TO PREVENT IT FRO~ HITTING TEE GROUND.
ENSURE THAT EI;ECTRICAI~ POWER IS AVAILABL;E, AND THAT TEE

GEAR POSITION INDICATORS DEPICT A GEAR SAFE POSITION.
(5) Make sure that landing gear is free of obstructions, and that
brakes are released.
NOTE: Do not tow airplane if nose gear strut is completely deflated

or overe,ueended.
(6) After airplane has been towed, check nose wheel steering qulck-
discoIlzlect plug to ensure that it Is connected and undamaged.
(7) After disconnecting tow bar, check that lock lever is free to
reconnect with nose gear strut collar. Install and tighten nose
gear steering electrical plug.
g-1o-1 Aug 1/77

Page 202
SABRELINER
MAINTENANCE MANUAL
TAXIING DESCRIPTION
1. GENERAL
The airplane is provided with an electrically controlled,

cally operated nose wheel steering system. Operation of -~e ~ose
steering system is accomplished by depressing and releasl-g s~e nose
wheel steering button on either control wheel along with j~e r.ecessa~-
I movement of the
the
rudder pedals.
airplane.
The gust Lock must be ~rlzr
to taxing
Aug 1/77 9-2C-0

Page
CHAPTER
PA RKING,
MOORING,
STO RAG E,
RTN TO SVC.
%9 El 1~ E R
MAINiENANCE MBNUAL
CHAPTER 10
PARKING AM) MOORING
’IIABLE OF COhTENTS
NUMBW ?~-p
10-00 PARKING AND MOOE~IG

Description 1
Cener~L
Maintenance Prac~ices SO~
Parking/Mooring Procedures 2C;1
lo
Mar 1/70
Pare I
SABRE LINER
MAINTENANCE MANUAL
CHAPTER 10
Chapter/ Page
Section No. Date
List of Added 1~ Jul 6/73

Effective
Pages
10 1 Mar 1/70
10-00-0 1 Mar 1/70
2n Jul 6/73
10-00-1 201 Mar 1/70
´•kThe asterisk indicates pages revised, added, or deleted by the currer,t revislsr,.
Jul 6/73 List of Zffec+,ive Pages

Page I
SA B R E L1 N E R
MAINTENANCE MANUAL
PARKING AND MOORING DESCRIFTION
Provisions incorporated on the fuselage forward section, on each eni~ine

are
pylon, and on wing for mooring the airplane.

each The fuselage noorinPS
point is the same point used for jacking, and the jacking adapter se~-le3 ss
the mooring adapter. A complete mooring kit is provided with the airpl~-.e
Mar 1/70
Page 1
SABRELINER
MAINTENANCE MANUAL
INTAK
COVER AIA~ ETAIL PIPE
(NPICALI COVER t
(TYPICALI
toolo´•2
PROTLCtlVECOVeAS ENGINE r
ENGINE IN~R
DUCI COVER
(TYPICAL)
3t0-11010a-3~
PIlOT lUIE
0)o~Os EHGINE THRUST
COVER 1 I~ /’I 1JT´•tzENolNE REVERSER COVERI
(RHT’IPICAL) _1 I (LH)
(TIPICAL)
mOoRmo um
MOOIINO UNI
wnEa cno4t
1 NA-310´•2 ’THROU(IH ´•(1.-O *WO -O
t NA´•170-1 IND ´•7 AnO 333 L*TER
’INBOARP
FUP TRACK ~l(d
mool,w nN
WMIO RlOORIHO FmEIO
none Whm po~ing wso mooring onchon .re me mflil.bk
or occasible, "dcad-man" typo oncho~ that *rill Hlltoin 3M10

uw
pound~ pull m’thout failura, or AN801-2 tia-dom, kitl.
ulaP-~bs´•
Tie-down and Mooring Provisions

10-00-0 Figure 10-00-1 Jul 6/73
Page 2
SABRE LINER
MAINTENANCE MANUAL
PARKING AND MOORING PRACTICES
i. Pasking/Mooring Procedures
A, Parking Airplane
(L) Set parking brakes and engage gust lock.
(2) Chock main landing gear fore and a~t. Do not chocic ncse ;j:-.ee
(3) If conditions are windy or dusty, it is advisable to install

covers.
NOTE: Engine covers should not be installed w~ile ar9 -3t´•
(4) Install pitot covers.
(5) Moor airplane if winds or 40 la~ots or above are
(6) Check that pilot’s sliding window is closed.
B. Mooring Airplane (See figure 10-00-1.)
(1) When a storm or severe wind condition is expected, space airpl~--.Ps

a little more than a wingspan apart,
(2) Head airplane into wind and follow parking-airplane
(3) Install mooring rittings and attach tie-down lines,
NOTE: Chain or cable that will withstand a 3000-pound pull teaz

should be used. Use 3/4-inch Manila rope if chain or cable
is not available. Rope is least desirable, because or’
tendency to shrink when wet.
(4) Deflate nose gear strut to prevent bouncing of airplane.
(5) Retract speed brake.
(6) If snow is expected, it is advisable to cover cockpit, vir~gs,

horizontal stabilizer. (See figure 10-00-1.)
Mar 1/70 10-00-1

Page 201
CHAPTER
PLACARDS AND
MAR KI NGS
SA IE~ g~ E LI ra E F~
MAINTENANCE MANUAL
NA-69-420
II
~r--´•--- c-- -´•r -~-----c.r.

_..--
~F--3
L1-30
Gen~ral
11-13 FTJSEIIIG~ AI~

Descrir-lor and O-fra~
11-20 GROUND ESCA~S IIATC4

and
11-30 :´•IAI?T D03

D33CL*irti!~ and Ocel’a_i_7
;´•!Ir!ss
De3C"L’T’ i,- all", 3e-a,l-,n
BWIGINAL~
RECEI~ED 11
Page 1

SABRE LINER
MAINTENANCE MANUAL
NA-69-420
CHAPTER 11
Chapter/ Page
Section No. Date
List of 1* May 15/81

Effective
Pages
11 1* May 15/81
11-00-0 1 Mar 1/70
11-10-0 1 Mar 1/70
2 Aug 6/70
11-20-0 1 Mar 1/70
2 Mar 1/70
11-30-0 1 Mar1/70
2 Mar 1/70
11-40-0 1 Mar 1/70
2 Mar 1/70
11-50-0 Deleted 1* May 15/81
Deleted 2* May 15/81
List of Effective Pages

Page 1
SABRE L1NER
MAINTENANCE MANUAL
RE&UIRED PT~ACARDS DESC~IPTION
i. General
Required placards, name plates, and stencil ma:‘kings vh.lch

installation insti’uctions; directional movementj; il:3C:7~C.r-.I-,:
part or position idelltification; and safety ~:recautior,s, ‘nc,h Ir.--e:r:ll I:1;~
external, are illustrated with locations and J~:c;rr..
Mar 1/70 L1-Z~-S

P’~E: 1
SAB~E LINER
MAINTENANCE MANUAL
FUSEIAGE AND NACELLE AND OPSRATION
i. General
Figure 11-10-1 shows placards, decals, and markings for t~s r2lselage and
nacelle.
Mar 1/70
’a~e 1
SABRELINER
MAINTENANCE MANUAL
DRY UREATHING OXYGEN
NOMENCLATURE STENCILED
ON INSIDE OF OXIOEN
REVERSER~ I WARNING FILLER DOOR
TC~RGETS 2 1 INSTALL SACET~-LOCI( EECORE (OH FUSEL*CE LOWER LEFT SIDE)
SERVICING IHIUST REVERSER
OIITBOARD ST~NG
GRAVITY REFUELING
JEt START
CAP. 203 U.S. GAL.
USE FUEL PER PWA-522-D UTILITY’
I’ NOMENCLATLIRE STENCILED
ON FUSELAGE TANK FILLER
NOMENCLAIUIO STENCILED
ON INSIDE Of UflLITr 000R
(LCrT LO*ER Ilor or run~*cs
ACCESS COVER
IRICnT SIDE OF FU~ELACEI
91~
1~7f
ENGINE 011 TANK FILLER
CAP. 1.6 U.S. GAL.
UZE OIL PER PWA S11
NOOENCLATUIRE STENCILED
ON Knn OIL FILLER ACCESS
DOORS EMIIOENCY EXIT PLACARD
con Tor uDt OF LEFT *nD ;RIGWT 1On W)Ll(mlD FoRI*RO OF rUHL*U
~WGlnt W*CCLLE) rntR*nct IQI orumo
FuseLaa;e and Nacelle Markings

11-lo-o Figure 11-10-1
Aug 6/71
Page 2
SABRE LINER
MAINTENANCE MANUAL
GROUND ESCAPE KATCH DESCRIPTION AND OPERATION
i. General
Figure 11-20-1 shows placards, decals, and markings I’or the ground esca;´•e
hatch
Mar 1/70 11_-;’0-3

Pace 1
SA B R E LI N E R
MAINTENANCE MANUAL
I CVLLIIM(IOIIICI TXII
VIEW LOOKING OUTBOARD

GROUND ESCAPE HATCH
(TIPIC~L)
EMERGENCY EXIT
NOMENCLATURE TO BE
STENCILED ON FUSELAGE
ABOVE EMERGENCY EXIT
~ib’D
1. PUSH IUTTON
2. PULL HANDLE
3. PUSH DOOR IN
VIEW LOOKING INBOARD

GROUND ESCAPE HATCH
(TYPIC~I.)
I
Groun Emergency Escape Katch

Markings
ll-~0-0
Fiffure 11-20-1 Mar 1/70
Page 2
SA B R E LI N E R
MAINTENANCE MANUAL
MAIN ENTRANCE DOOR DESCRIPTION AIQD OPERATION
i. General
Figure 11-30-1 shows placards, decals, and markings for the main entrance
door.
Mar 1/70 il-3o-o

Page 1
SA B R L1 N E R
MAINTENANCE MANUAL
´•It
O(~’
~I i, I
~i ysl_P~
MAIN ENTRANCE DOOR
EMERGENCY EXI’T
ROfATE HANDLE
WAI’I 10 SECONDS
NILL DOOR INBOARD
ROfATE 101 OF DOOR OUtROARD
DO NOt DROP DOOR
IEMOROB(CI EX~ DECAL

ON DOOR
(RI*DII)LI! *ntn oool I, CLOILD)
EIKD
I
I 1
0001 HANDLE LOCKED IYOMLNCUIUR1 EfENCILED

AND OCEN DHAU ON OUtU# OC DOOR
(Il*0*ILt WQR II CLOltD)
IlrrhllJ
Main Entrance DoorMarkings

11-30-0 Figure 11-30-1 Mar 1/70
lage 2
SABRE LINER
MAINTENANCE MANUAL
WIIUGS DESCRIPTION AM) OPERATION
:1. General
Figure 11-40-1 shows placards, decals, and markings on the upper and lower
sides of the left and right wings.
Mar 1/70 11-40-0

Page 1
SABRELINER
MAINTENANCE MANUAL
PRESS. REFUEUNG RECEPTACLE

CAP. 903 U.S. GAL. WINGS OF(Lr
I(OYENCLATURE STENCILED CAP. 1106 U.S. GAL. WING I AUX. TANK
ABOVE PRESSURE REFUELING UI FULL PER PWA 552-0
RECEPTACLE GROUNDING RECEPTACLE ON
(UPrLR WIRC*CC 110(t W(NO OI(LI)
LOWER SURFACE
MAX. REFUELING PRESS. 5;5 P.S.I.
EEP
MATCHING INDEX MAIRKS

INDICATE CAP CLOSED
ADJACENT TO PRESSURE
REFUEUNG RECEPTACLE
(11111 UIRF*CE RICnT WI)IG OHLI)
LEFI WING UPPER SURFACE

(RIGnt wlnG oPPollTe EXCEPT
11 NOTED)
CAUTION
SPAR 0OOR MUST
GRAVITY REFUELING I BE INSTALLED PRIOR TO
CAP. 4$6 U.S. GAL. I AND DURING JACKING
USE FUEL PER PWA 521-0 1 USING WING JACKS
GROUNDING RECEPTACLE
ON LOWER SURFACE
NOMENCLANRE STENCILED
ON WING LOWER SURFACE
(LEFT *ND RIU(T WINDS)
ADJACENT TO GRAVlTr
REFUBINO CAP
(LEFT ~IHD IIIGHT wtNCS)
Wing Marking;s
11-40-0 Fi~re 11-40-1
2
Mar 1/70
Page
CHAPTER
SERVICING
NA-69-420
MAINTENANCE MANUAL
CHAPTER 12
SERVICING
TABLE OF CONTENTS
Servicing 12-00-00
Description.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , 1
General............................................................................................. 1
I Tire Servicing 12-10-00

Maintenance Practices
Servicing Tires
Combined Air and Fluid Servicing 12-11-00
Servicing Main and Nose Landing Gear Shock Struts 201
Fire Extinguisher Agent Servicing 12-12-00

Servicing Fire Extinguisher System
Fuel Servicing 12-13-00
Servicing Fuel Tanks
Servicing Fuel System Under Icing Conditions 202
Defueling Fuel Tanks
Dehydrator System Servicing 12-14-00
Servicing Cockpit and Cabin Window Dehydrator System 201
Hydraulic Servicing, 12-15-00

Servicing Hydraulic System
Oil Servicing 12-16-00
Servicing Oil System Aircraft S/N-370-2 thru -6, -8 and -9. 201
Servicing Oil System Aircraft S/N-370-1, -7, -380-1 and Subs 202
Oxygen Servicing 12-17-00

Servicing Oxygen System
Battery Servicing 12-18-00
Servicing Battery
Access Doors and Panels 12-20-00
Description.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General............................................................................................. 1
Aircraft Cleaning 12-21-00

1P-CONTENTS
Page 1/2 Blank
0 COPYRIGHT, 1988 BY SABRELINER CORPORATION Sep 2/88
NA-69-420
MAINTENANCE MANUAL
CHAPTER 12
SE RVICING
LIST OF ILLUSTRATIONS
Section Figure No, Title Page

12-00-0 12-00-1 Servicing Diagram ´•7
12-00-2 Lubrication of Nose Gear -8
12-00-3 Lubrication of Nose Gear Doors ..10
12-00-3A Lubrication of Side Brace Idler Link Spring Assembly 10A
12-00-4 Lubrication of Brake Control Valve and Speed Brake ........11
12-00-5 Lubrication of Main Landing Gear .....12
12-00-6 Lubrication of Main Entrance Door ....1´•1
12-00-7 Lubrication of Pilot’s Sliding Window and Ground Escape Hatch 15
12-00-8 Lubrication of Access Doors 16
12-00-9 Lubrication of Thrust Reverser S/N 370-2 thru -6, -8, and -9 17
12-00-10 Lubrication of Thrust Reverser S/N 370-1 and -7, and S/N 380-1 and Subs 18
12-00-11 Lubrication of Power Cross Shaft S/N 370-2 thru -6, -8, and -9 19
12-00-12 Lubrication of Throttle Quadrant, Flaps, and Aileron Trim Tabs S/N 370-7
and 380-1 and Subs ´•20
12-00-13 Lubrication of Horizontal Stabilizer .......21
12-00-14 Lubrication of Aileron Hinge Pin .......2
12-00-15 Lubrication of Rudder and Elevator Hinge Pin .............~3
12-00-16 Inspection of Flight Control Bearings ..24
12-00-17 Lubricate Elevator Pushrods .........27
12-00-18 Lubricate Aileron Sector Pushrods ..28
12-11-00 12-11-1 Nose Gear Shock Strut Servicing Instructions ~.............20´•1
12-13-0 12-13-201 Pressure Refueling ´•203

12-13-202 Overboard Drain Locations ..........20j
IL-ILLUS
Page 1/2 Blank
0 COPYRIGHT, 1989 BY SABRELINER CORPORATION Jun 12/89
NA-69-420
MAINTENANCE MANUAI
CHAPTER 12
SE RVICING
LIST OF TABLES
Section Table No. Title Page

12-00-0 N/A Replenishing Data 1
N/A Acceptable Fuels NA-370-2 Through -6, -8 and -9 3
N/A Acceptable Fuels NA-370-1 and -7, NA-380-1 and Later i
N/A Approved Engine Oils NA-370-2 Through -6, -8 and -9 4(’
6 Approved Engine Oils S/N 370-1 and -7, S/N 380-1 and Subs............ Jn
Approved Lubricating Oils Gas Turbine Auxiliary Power Unit
I
7 Jn
8 Approved Refrigeration Unit Cooling Turbine Oils for
S/N 370-1 thru -9, S/N 380-1 and Subs
9 Approved MIGH-5606A Hydraulic Fluids
N/A Lubrication Requirements Cross Reference 6
N/A Lubrication Data 6
N/A Approved Thrust Reverser Lubricants NA-370-2 thru -6, -8 and -9 6
N/A Approved Thrust Reverser Lubricants NA-370-1, -7
and NA-380 Airplanes 6
I2-TABLES
Page 1/2 Blank
0 COPYRIGHT, 1992 BY SABRELINER CORPORATION Apr 4!92
NA-69-420
MAIh’TENANCE MANUAL
CHAPTER 12
SERVICING
Chapter/ Chapter/
12-L.E.P. 1/2 Oct 5/92 12-12-00 ~t)l

20~ Xup 1;;
18-CONTENTS 1/2 Sep 2/88
12-13-00 201 .!ui 6 T:i
12-ILLUS 1/2 Jun 12/89
20p A ua t; ;1
18-TABLES 1/2 Mar 15/83 ?r,Q
2!IJ kfar ;ci
12-00-00 1 Jul 6/73
2C15 Aua 1;;
2 Aug 1/77
3 Jul 6/73 12-14-00 201 ~far l;t?
4 Jul 6/73
12-15-00 201 Aug 1;;
4A Jul 6/73
20? Aug 1
4B Jul 6/73
4C Oct 5/92 12-16-00 201 Jul 6 T3
4D Jan 19/90 Jui 6 ;:i
5 Apr 4/92 12-17-00 201 Jui 6 ;3
6 Oct 31/86
7 Oct 31/86
JUlb i
8 Apr 4/92
9 Oct 31/86
Xua t; ii
10 Oct 31/86 12-18-00 ~01 Aug 1´•;’;

10A/1OB Jun 12/89 201~ Aug 1´•
11 Oct 31/86 202 Jul 6
12 May 29/87 203
13 Oct 4/91 2U~1 ~iar
May 29/87 Jul 6 1;5"
15 Mar 15/83 206
16 Mar 15/83 207 ~iar 1;0
17 Oct 31/86 208 1\Iar 1 ;0
18 Oct 31/86
12-20-00 1 ~Iar l;il
19 Oct 31/86
20 Oct 31/86 12-21´•00 1 2 Aug 1 e6
21 Oct 31/86
22 Jun 12/89
23 Jun 12/89
24 Jun 12/89
25 Mar 15/83
26 Mar 15/83
27 Sep 2/88
28 Sep 2/88
12-10-00 201 Sep 2/88
12-11-00 201 Jul 6/73
202 Aug 1/77
203 Mar 1/70
204 Mar 1/70
*The asterisk indicates pages revised, added, or deleted by the current revision.
IP-L.E.P.
Page 1 2 Blank
0 COPYRIGHT, 1992 BY SABRELINER CORPORATION Oct 5 92
SA B R E Li N E R
MAINTENANCE MANUAL
SERVICING DESCRIPTION
i. GENERAL
A. Servicing/Replenishing Fluid Systems
6-00-4. iTt~en
Access provisions are shown in Chapter 6, figure 5-00-3 or
servicing and_ replenishing the various systems, attention
to the following’:
(1) Drip pans under accessories
(2) Fire extinguisher discharge indicators
(3) Tire condition
(4) Tire slip marks
(5) O~ygen pressure indicator
(6) Hydraulic lines (landing gear and speed brake)
(7) access doors closed and secure
(8) Fuel stains caused by leaks from fuel tanks, plumbing, or ccnr>onents,
(9) All visible plumbing for leaks.
B. Replenishing Data (See figure 12-00-1 for location of servicir~ point).
UNITS &SPEC. SERVICING C~PACITIESn FCR

US. CAL.IIMP. GAL.II~,ITEilS REFER T’-
FUEL TANKS W~NG EACH 451.5(446) 376( 371) 1709(1688)

PWA-522 W~ING TOT,4-t 903 (892) 752(742) 3418( 3375) 12-13-0
AS REVISED FUSELAGE 203 164 768
TOTAL 1106 922 4181
ENGINE OIL EACH 1.6t 1´•3t 6.0gt

ENGINE o.s~ 3.7
HPDRAULIC RESERVOIR 2 1.66 7´•57

MIL -H-5 606A RED
aCapacities shown are for servicing only and do not necessarily represent
usable total quantity in system.
or
PJT-12A Engines
~nRines
ruel servficing capacities in parentheses are for gravity refueling, f~e
other fuel capacities are for single-point pressure refueli?g,
2-00-0
~ul 4/73
Page 1
SA B R E LI N E R
MAINTENANCE MANUAL
PSI ATM FOR SERVICING

REFER TO CHAP.
TIRES NOSE GEAR 75(+5-0) 4.8 12-10-0

(2 req’d)
NITROGEN BB-N-411 MAIN GEAR P 165(+5,-0) 9.57 12-10-0
OR DRY CLEAN AIR (4 req’d) I t180(+5.-0)
HYDRAULIC NORMAL 1500e 50 102+ 3 4 12-15-0

ACCUMULATORS ANDAUX
~ITROcEN BB-N-4´•I1 THRUST g0Oe 50 61.2 5e 3 4 12-15-0
OR DRY CLEAN AIR REVERSERP
RMIRAU~C
RESERVOIR go MAX 6.1 12-15-0
AIR TANK
OXYGEN CYLINDER(S)
OXYGEN MTL-0127210 1800 122.5 12- 17-0
AVIATOR BREATHING
GEAR SROCK IIM. FILL TO

STRUTS FLUID LEVEL OF 12-11-0
MIL-H- FILLER
5606A HOLE IN
STRUT
NIT. REFER TO
BB-N- STRUT IN-
411 OR STRUCTION 12-11-0
CLEAN PLATE
DRY AIX (MAIN GEAR
ONLY)
REFRIGERATION UNIT CAPACITY

COOLING TURBINE IS 100
CUBIC 21-50-2
JI CENTIME-
TERS(3.4
FLUID oz.)
DEHYDRATOR CAPSULES SILICA GEL MIL-D- 50’-00-1

(3 RE&) 3716
GRADE H TYPE IV
ENGINE FIRE EXTITJGCrISHER MONOBRQMOT~- 26-20-1

(2 RE&) FLUOROMETXANE
+Rerer to: "Table or Approved Refrigeration Unit Cooling Turbine Oils."

1TJ~-370-2 Throilgh -6, -@~Lnd -9
and -7, nTn-380 and r,e=tPT
12-00-0 Aug 1/77

Page 2
SA BRE LINER
MAINTENANCE MANUAL
C. Table of Acceptable Fuels NA-370-2 Through -6, -8 and -g
The fuels in the following list are applicable to aircraft NA-370-2 through
-6, -8 and -9, and are known to conform to Pratt Whitney Aircraft
Specification PWA 522. This is not intended as a complete listing, but is
provided as examples or those fuels that do comply with the specification.
(1) A.merican Jet Type A
(2) American Jet Type A-I
(3) Caltex Universal Aviation Turbine Fuel
(4) Caltex Jet Fuel Type JP-4
(5) Conoco Jet 50
(6~ Conoco Jet 60
(7) C~onoco JP-4
(8) Esso Turbo Fuel i-A
(9] Esso Turbo Fuel A4
~10) Mobil Jet 140 (Mobil Jet-A)
t111 Mobil Jet 158 (Mobil Jet A-ii
(12) Mobil Jet 476 (Mobil Jet Bt
(13) Phillips Kerosene Grade TF
(14) Richfield Kerosene Type A
(15) Richfield Kerosene Type A-I
(16) RichfieId Kerosene Type B
(17) Aero Shell Turbine Fuel 640
(18) Aero Shell Turbine Fuel 650
(19) Aero Shell Turbine Fuel JP-4
(20) Sinclair Superjet Type A
Jul 6/73 12-00-0

Page 3
SABRE LIN ES R
MAINTENANCE MANUAL
(21) Chevron Aviation Turbine Fuel No. 1
(22) Standard Oil of Ohio’s Type A Turbine Kerosene
(23) Esso Turbine Fuel LB (Standard Oil or Kentucky)
(24) AV Jet X-40 (Texaco)
(25) AV Jet K-58 (Texaco)
(26) 76 Turbine Fuel (Union Oil Co.)
(27) Military JP-4
(28) Gulrlite Turbine Fuel "A"
C1. Table or Acceptable Fuels NA-370-1 and -7, NA-380-1 and Later
The fuels in the following List are applicable to aircraft NA-370-1 and
-7, NA-380-1 and Later, and are known to conform to General Electric
Co.,
Specification DS0TF2. Mixing or fuel types is acceptable, providing the
density control engine fuel control is properly set.
on the The rollow-
ing list is not as a complete

intended Listing but is provided as examples
of fuels complying with General Electric Co., Specification D50TF2.
(1) American Jet Fuel Type A
(2) American Jet Fuel Type A-L
(3) Arcojet A
(4) ArcoJet A-i
(5) ArcoJet B
(6) BL~A T.K,
(7) BPA T.G.
(8) BPAVCAT 48
(9) Caltex Jet Al
(LO) Caltex Jet B
(L1) Turbine Type A
(12) Conoco Jet 40
(13) Conoco Jet 50
(14) Conoco Jet 60
12-00-0 Jul 6/73

page 4
SA B R E L1 N E R
MAINTENANCE MANUAL
(15) Conoco JP-4
(16) Esso Turbo Fuel A
(17) Esso Turbo Fuel Al
(18) Esso Turbo Fuel B
(19) Esso Turbo Fuel 5
(20) Enco Turbo Fuel A
(21) Enco Turbo Fuel A-i
(22) Enco Turbo Fuel B
(23) Enco Turbo Fuel 5
(24) Gulf Jet A
(25) Gulf Jet A-i
(26) Mobil Jet A
(27) Mobil Jet A-i
Mobil Jet B
(29) Mobil Jet 4
(30) Mobil Jet 5
(31) Philjet A-50
(32) Philjet JP-4
f33) Purejet Turbine Fuel Type A
(34) Purejet Turbine Fuel Type A-i
(35) Aeroshell Turbine Fuel JP-4
(36) Aeroshell Turbine Fuel 640
(37) Aeroshell Turbine Fuel 650
(38) Sinclair SuperJet Fuel
(39) Chevron Jet Fuel A-i
(40) Chevron Turbine Fuel B
(41) Str~ndard JF A
Jul 6/73
Psge 4X
SA B R E LI i~ E iR
MAINTENANCE MANUAL
(42) Standard JF A-1
(43) Murphy Jet a i
(44) Jet A Kerosene
(45) Jet A-i Kerosene
(46) Standard Turbine Fuel A-i
(47) Standard Turbine Fuel B
(48) Texaco Avjet A
(49) Texaco Avjet A-i
(50) Texaco Avjet B
(51) ~6 Turbine Fuel
(52) Union JP-4
Thefollowing engine fuels conforming to~the following Industry/Government

Specifications are also acceptable fuels:
(1) Air Total Turbine Fuel, 1 and 1A
(2) ASTM Jet A Aircraft Turbine Fuel
(3) ASTM Jet B Aircraft Turbine Fuel
(4) ASTM Jet A-i
(5) British Fuel D Eng. R.D. 2482, AVTUR 40
(6) British Fuel D Eng. R.D, 2486, AVTAG
(7) British Fuel D Eng. R.D, 2494, AVTUR 50
(8) British Fuel D Eng. R.D. 2498 AVCAT 48
(9j British Fuel D Eng. R.D. 2488 AVCAT
(10) Canadian Fuel 3-GF-22
(11) Canadian Fuel 3-GP-23
(12) MIL-T-562~G JP-4
(13) MIL-T-5~24G J~-5
(14) NATO F-30 (Jet A)
12-00-0 Jul 6/73

Page 4B
NA-69-420
MAINTENANCE MANUAL
SERVI~ING (Continued)
Table of Acceptable Fuels S/N 370-1 and -7,

380-1 and Subs (Cont’d)
(15) NATO F-34(JetA-1)
(16) NATO F-36(JetA-1)
(17) NATO F-40(JP-4)
(18) NATO F-42(JP-5)

(19) NATO F-44(JP-5)
(20) NATO F-45(JP-4)
D. Table of Approved Engine Oils S/N 370-2 comply with Specification PWA 521 for use in Pratt
tbru -6, -8, and -9 Whitney Aircraft commercially operated tur-
The engine lubricating oils in the following list
bojet engines.
(1) Castrol3CTurb. Lubricant (6) Mobil Jet Oil 254
C1 (2) Esso Turbo Oil 2380/Exxon Turb. Oil 2380 (7) BP Aero Turbine Oil 15
CI (3) Esso Turbo Oil 25/Exxon Turbo Oil 25 (1 (8) Aero Shell Turbine Oil 500:Royco 500
(4) Castro15000 I) 19) Aero Shell Turbine Oil 555/Royco 555
(IO(S)MobilJetII p (10) AerMihell TurbineOilj60,Raycaj6~
D1, Table 6, Approved Engine Oils S/N 370-1 and Type II oils are listed. Type I oils are refom-
and -7, 380-1 and Subs mended for usein climates where the temperature
is expected to be below -18"C or in instances where
The engine lubricating oils in the following lists are
the Type II oils are not available. Type ii oils have
applicable to S/N 370-1 and -7, 380-1 and subs and the capability of withstanding higher operating
are known to conform to the requirements of General
and also have improved anti-coking
Electric Co., Specification D50TF1. Both Type I
Table 6.
NAME SUPPLIER
(1) 2389Turbo Oil Humble Oil and Refining Co.
(2) RM184A Mobil Oil Company

(3) Shell Aircraft Oil 307 Shell Oil Company
(4) AeroshellTurbineOil 500 Shell Oil Company
g (5) AeroshellTurbineOil 555 Shell Oil Company
p (6) Aeroshell Turbine Oil 560 Shell Oil Company

p (7) AVTUROil Synthetic Dillons Chemical Company
p (8) CastrolBOS Stauffer Chemical Company, Castrol, Ltd.
p (9) Caltex RPM Jet Engine Oil 5 Caltex Petroleum Corporation
O (10) Caltex7388 Caltex Petroleum Corporation
p (11) ChevronJet Engine Oil 5 Chevron International Oil Company

p (12) EncoTurboOi12380 Humble Oil Refining Company
(Table 6 continued on page 4D)
(il Type II oils (All others listed are Type I oils)
12-00-00
Page 4C
0 COPYRIGHT, 1992 BY SABRELINER CORPORATION Oct 5!92
NA-69-420
MAINTENANCE MANUAL
Table 6. (Cont’d)
NAME SUPPLIER
Q (13) EssoTurboOi12380 Humble Oil Refining Company

p (14) MobilJetEngineOilII Mobil Oil Company
(15) Mobi1Oi1254 Mobil Oil Company
(16) RoycoTurbineOi1560 Royal Lubricants
C1 (17) Sinclair Turbo-STypeZ Sinclair Refining Company
B (18) StaufferJetII Stauffer Chemical Company
El (19) TexacosATO7388 Texaco, Incorporated
~(20) TexacoStarjet5 Texaco, Incorporated
C1 (21) CaltexStarjet5 Caltex Petroleum Corporation
C) (22) ExxonTurboOi12380 Exxon Company
NOTES
StazGffer Jet II, A ~ITUR Oil Synthetic, and Cccstrol 806 are identical oi~.
Texaco SATO r388 and Caltea: r~88 are identical oils.
Cheuron Jet Engine Oil 5 and CaltelL´• RP~M Jet Engine Oil 5 are identical oils.
Enco Turbo Oil a580, Esso Turbo Oil 99180 and Ezzon Turbo Oil 1580 are identical oils.
Texaco Starjet 5 and Caltex Starjet d are identical oils.
Aeroshell Turbine Oil 580 and Royco Turbine 580 are identical oils.
02. Table 7. Approved Lubricating Oils

GAS Turbine Auxiliary Power Unit
The following list of lubricating oils complies
with the auxiliary power unit manufacturer’s
requirements and specifications.
The engine will operate satisfactorily with

any of the oils listed; however, different
types of oils should not be mixed Ifthe
engine oil supply is low and the type of oil
in use is not available, drain the sump and
replenish, with another qualified oil. The
oilfilter element should be changed if a new
element is available.
MIL-L-7808 or commercial equivalent Sinclair Turbo Oil 36

MIL-L-23699 or commercial equivalent Texaco Sate 35
Esso Turbo Oil 35 Caltex Sate 36
Esso Extra Turbo Oil 274 Regent Sate 35
Enco Turbo Oil 35 Castrol 98 UK

Enco Turbo Oil 2380 B.P. Aero Turbine Oil 36
Enco Extra Turbo Oil 274 PWA 621
Aerosheil Turbine Oil 760 Mobil Jet II
tJ Type II oils (All others listed are Type I oils)

Thisoil isapprovedforaminimumailtemperatureof
-660F; all other oils are approved to -400F.
12-00-00
Page 4D
Jan 19/90 COPYRIGHT, 1990 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
E. Table 8. Approved Refrigeration Unit

Cooling Turbine Oils for S/N 370-1 thru 370-9
380-1 and Subs
(1) Aero Shell Turbine Oil 600 (9) MobilJetOil II

(2) Brayco899S (10) Signal Astrol Turbine 26
(3) Caltex RPM Jet Engine Oil 5 (11) StaufferJetII

(4) Castrol20S (12) TexacoorCaltex Sato5180
(5) ChevronJetOilNo. 5 (13) Texaco or Caltex Sate 7388
(6) ExxonTurboOil 2380 (14) TexacoorCaltex Sato7730

(7) Exxon Turbo Oil 5251 (15) Texaco Synthetic Lube Oil 4508
(8) Hatco13211
El. Table 9. Approved MILH-6606A

Hydraulic Fluids I
NAME SUPPLIER
Chevron Aviation Hydraulic Fluid A Chevron International Oil Co.

Univis 5-12 Exxon Oil Co.
Aero Hydraulic Fluid HFA Mobil Oil Co.
Aero Shell 4 Shell Oil Company
Aircraft Hydraulic Oil 15 Texaco Oil Co.
(Reference No. 1537)
F. Tableof Lubrication Requirements

Cross Reference
MILITARY SPECIFICATION COMMERCIAL EQUIVALENT
MIL-G-21164 Grease, Molybdenum Disulphide Castrolease MSA(C)

(for Low and High Temperatures) Electro-Moly/ll
Everlube 211-G
Royco 64C
MIL-G-23827 A Grease, Aircraft and Instrument, BP Aero Grease 31B
Gear and Actuator Screw Braycote 6278
Supermil No. A72832
Esso No. 5114EP
MIL-G-81827 Grease, Aircraft, Mobil Grease 29
High Load Capacity, Aero Shell 23
Light Temperature Range Royco 22MS
MIL-G-81322D Grease, Aircraft, General Purpose Aero Shell 22
Wide Temperature Range Mobilgrease 28
MIL-L-7870 Oil, General Purpose Brayco 363
Low Temperature Caltex L~ow Temp.
’PQ’ Rust Preventive No. 107
Winsor Lube L1018
MIL-L-23398 Lubricant, Solid Film, Air Drying Lubri-Bond A
(Resin, Moly Disulphide, Graphite)
12-00-00
Page 5
0 COPYRIGHT, 1992 BY SABRELINER CORPORATION Apr 4/92
NA-69-420
MAINTENANCE MANUAL
G. Lubrication Data
See Figures 12-00-2 thru 12-00-11.
Zerk fittings not specifically referenced in these

figures are for sealed bearings using lifetime lub~i-
cants. Lubrication is required only at time of com-
ponent overhaul. Only the points indicated on the
charts require periodic lubrication.
H. Table of Approved Thrust Reverser Lubricants

S/N 370-2 thru -6, -8, and -9
SUPPLIER MANUFACTURE DESIGNATION
Product Techniques PT-605 (Preferred)

1153 North Stanford
Los Angeles, CA 90059
Fel Pro Inc. C-100 (First Alternate)

Skokie, IL 60076
Electro-Film Corp. Lubri-Bond A (Second Alternate)
7116 -21 Laurel Canyon Blvd.
North Hollywood, CA 91605
I. Table of Approved Thrust Reverser

Lubricants S/N 370-1, -7 and
380-1 and Subs
SUPPLIER MANUFACTURE DESIGNATION
Ram Chemicals Ram GS-3

210 E. Alondra Blvd.
Gardena, CA
12´•00-00
I Page 6
’86 o COPYRIGHT, 1986 BY SABRELINER CORPORATION
N.2-fiS-lt’LO
/i, I
WING TANK
FILLER OPENING
~A.VI ~,\I.
FUSELAGE TANK FILLER
P BATTERIES
/1
L’
DEHYDRATOR CAPSULES
O ENGINE OIL
FILLERS
OXYGEN BOTTLE
WING TANK
FILLER OPENING
SHUTOFF AUX
aso
TESTT~STSEC
1,//
r
ii
i/ NORMAL AND
TEST AND
CONTROL SUTTONS
I AUXILIARY
ACCUMULATORS
WHEEL SEAL O),DOOR
SEAL. AND SENSING
LINES DEHYDRATOR
CAPSULE
AIR TANK
HYDRAULIC RESERVOIR
O THRUST REVERSER
ACCUMULATOR j/\
AND DUMP VPILVE
SINGLEPOINT
!r
EXTERNAL REFUELING
NORMALAND
HYDRAULIC
AUXILIARY
POWER
ACCUMULATOR RECEPTACLE
DUMP VALVES
P BATTERIES
FIRE EXTINGUISHER BOTTLES

STRUT FILLER VALVES
NOI~S’
11 NA ~fi5-rO Airplanes before ~SIB r~c?-X
O SIN,"3r0-I th.ru-,’)
O S:N880-1 andsuhs
B SIN 970-~ Lhru -N, anrl -9 E’iRul´•e 1~-00-1 Srrvicinrr ~)iaRram
12-00-00
I’aur
0 COPYRIGHT, 1986 BY SABRELINER CORPORATION ()ct:~l X6
NA-69-420
MAINTENANCE MANUAL
p
c=
1-i
D"O"S~;)
a
5:
,I
DP
a NLG
DRAG
nr*
BRACE
ASSY
,I
Iz/
g
r~\El UPPER
TORCIUCa~
ILOWER TDROUE
ARM PIN TYPIC*L) I\
(4
1-.\
1
o~
IN~EDLL
)E*IIINGSI
a s El
o 01880801
~i; UPLOCK
APPLICATION FREQUENCY
TABLE OF LUBRICANTS
BYMOLS SYMBOLS
a LETTER
TYPE OF LUBRICANT
O 150
HOURS
I
a FELT WIPERS
GREASE
OLT MIL-Q-811)27 GREASE, GEAR AND ACTUATOR SCREW
300
e~ GREASE FITTINGS ON STRUC- OUN OOP MIL-L-1870 OIL, GENERAL PURPOSE LOW TEMP LUB
URE, RH AND LH SIDE
I HFA
I MIL´•n´•SBMI*
I HYDRAULIC FLUID, AIRCRAFT, PETROLEUM BA8E
a DISASSEMBLE, CLEAN AND HAND
REPACK AT 800 HOURS IF MIL-O-
23827 GREASE IS USED AND NO 4 CO:LN I (IPW I UIL-0(1321* loREllsE. OENER*LPWPOSEWIDE TEUPRINGE
GREASE FITTING IS INSTALLED.
AIRPLANES WITH GREASE FITTING
INSTALLED IN TORQUE ARM PINS
AND USING MIL-0-81827 GREASE
a LUBRICATE WHEEL BEARINGS AT
TIRE CHANGE
MAY PRESSURE LURE AT 300
HOURS AND INSPECT AT STRUT B TORQUE LINK PIN 5010737-101
RESEAL.
Figure 12-00-2 Lubrication of Nose Gear (Sheet 1 of 2)
12-00-00
Page 8
Apr 4/92 o COPYRIGHT, 1992 BY SABRELINER CORPORATION
SX-69- 120
n.-i;
FL
1
I’" s
1~
WIPEA OF
TLEFUAMSI
ACT. cn.
NRA HOLEINENDCAP)
9
tlT
’7
GLT
’:a
~j I
LH\I
(AHTYPICP.L)----
r( i
dl
OGP
I
L’ j
ri
OtP
I i i
APPLICATION FREOUENCI
TABLE OF LUBRICANTS SYMBOLS
8YMOLS
IDENT G:’
SPECIFICATION TYPE OF LUBRICANT
LETTER
OLT MIL-G-B1B27 GREASE, GEAR AND ACTUATOR SCREW

GREASE
GUN OaP MIL-L-7B70 O11. GENERAL PURPOBE LOW TEL(P LUB i

Houn´•
[1( OILCAN HFA MIL´•H-SBMTA nYDRAULIC FLUID, AIRCRAFT,
PETROLEUM BASE
Figure Lubrication of Nose Gear (Sheet of

12-00-2
12-00-00
PaRr
o COPYRIGHT, 1986 BY SABRELINER CORPORATION 0ct Y1 k6
NA-69-420
MANUAI,,
i i
i-
o,, c"~
O DOOR HINGE
r (TYPICAL 4 PLACES)
DOOR SEE DETAIL A DOOR t~\NGF

DW;rEGNIH
rL.
AND AFT
a
C‘z~,
o
;o
6 FWD AND AF I
LH
DOOR
ROLLER
(TYPICAL)
f d
ocs
DOORS AND LINKAGE

QC
OG)
´•1Y´•
n I \cu
tui 7\ ,83 ,’/7 \X‘´•\ I\
6
J ~--U
000R ACTUATING L\NI(AOZ

APPLICATION FREOUENCY
TABLE OF LUBRICANTS (SHOWN WITH GEAR UP AND DOOR
SYMOLS SYMBOLS
CLOSED ~OR CLARITY)
IDENT 150
SPECIFIC*TION TVPEOFLUBRICANT
LETTER HOURS
GLT I MIL-G-81B27 1 GREASE. GEAR ANDACTUATORSCREW

GREASE
GUN OCP MIL-L-7870 OIL, GENERAL PURPOSE LOW TEMP LUB I 300
HOURS
g HAND
O THE NOSE tEAR MUST BE PARTIALLY
6 CPIN
RETRACTED TO LUBRICATE THE RH AFT
DOOR HINGE FITTING.
Figul´•e 12-00-3 Lubrication of Nose Gear Doors
12-00-00
Pag-e 10
Oct 31/86 o COPYRIGHT, 1986 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
EQUIPMENT/TOOLS
a 28 VDC Electrical Power Source
Suitable CleaningContainer
MLG Actuator and Center Gear Door Actuator Safety
Locks
Set of Jacks (5-ton minimum)
CONSUMABLES e~
Stoddard SolventP-D-B~O or Equivalent 81:
Grease, Gear and Actuator Screw MILG 23827-GLT
a
PRO~EDURE
NOTE
Procedure is similar for LH and RH as-
semblies.
i. Place airplane on jacks and raise enough to permit

j
gear retraction.
2.
3.
Apply 28 VDC electrical power to
Install landing gear locks on MLG retract

airplane.
cylinders.
r
4. Remove two nuts retaining spring assembly.
5~ Remove spring assembly and disassemble.
6.
7.
8.
9.
Clean parts with solvent and
Inspect parts for defects,

dry.
replace
Lubricate parts with grease and assemble.
Install spring assembly with bolts and

torque 20-25 in.-lbs.
as required.
nuts and
!I
10. Remove landing gear safety locks previously
installed.
11. Perform a landing gear retraction test to verify

correct operation of landing gear.
12. Turn off and disconnect 28 VDC electrical power to

airplane.
13. Secureairplaneas necessary.
Figure 12-00-3A Lubrication of Side Brace Idler

Link Spring Assembly
12-00-00
Page 10A/IOB Blank
0 COPYRIGHT, 1989 BY SABRELINER CORPORATION Jun 1’2/’89
NA-69-480
,I ´•I
f-"
iI P
r´•iol
1\\! .d S ~-i-
i´•-
~rrlC*T) PL*CES
´•~´•3. O FELT ~IPER
So ?%J
I)o oil lif~´•-sc´•cll
BRAKE CONTROL VALVE
APPLICATION FREOUEWCY
TABLE OF LUBRICANTS
svuoLs svMeoLs
IDENT
SPECIFICATION TYPE DF LUBRICANT
LETTER
GLT MIL-0-81827 GREASE. GEAR AND ACTUATOR SCREW

ORE*SE
Lt
GUN OGP MIL-L-~870 OIL, GENERAL PURPOSE LOW TEMP LUBE
O HOURS150
(i OIL CAN nFA MIL-H-5808A HYDRAULIC FLUID. AIRCRAFT,
PETROLEUM BASE
IV
i PH
YPICAL LH PC-I I
CU/ y~
AND
-e
~i
LH *ND PH
TYPICAL LH AND RH
Figure 12-00-4 Lubrication of Brake Control Valve and Speed Brake
12-00-00
PaRe it
0 COPYRIGHT, 1986 BY SABRELINER CORPORATION Oct ~l,r86
NA-fi9-4~0
~MAIN’I’E:NAPr’CE: MANUt-\I,
Mo´•l´•e,,Lent of landinSI Clear h/ means othp´•r

*r)
I~yclraulic press´•ure ma´•y result in
pa´•rt ial evac~uation of hcll´•aulicfl´•uiclf´•rorrL ´•:i´•~
the cLctuato´•r. Mo~uenzent b~ oth.e~r means ,I
OGP OGP
I,
~’f’S.N,lf in dama,y4 to the actuatoT d2L.r-
in~ s´•llbs4clzcelct bandin~ yea,´•´• operation. fl
DETAIL
´•c,
A
.L,
O~iiB
t\l ,,r
i
´•I
S 0
OPW
WHEEL
BEARINGS
c~r
APPLICATION FREOUENCY
TABLE OF LUBRICANTS
SYMBOLS SYMBOLS
IDENT
O
SPEC1FICATION TYPE OF CUBRICANT
LETTER lso
HOURS
OLT MIL-0-8182T CREASE, GEAR AND ACTUATOR SCREW
GREASE
GUN
CPC MIL-C-18(73D I CORROSION PREVENTIVE COMPOUND
(ORADE1)
sao
OOP MIL-L´•7870 OIL, GENERAL PURPOSE LOW TEMP LURE
HOURS
g HAND
i CO~LN
HFA
OPW
I MIL´•H-560BA
MIL-G-B1321*
I HYDRAULIC FLUID, AIRCRAFT, PETROLEUM BASE
GREISE, OEHERIL PURPOSE WIDE TEHP R*NOE

O sao
HOURS
0 FELTWIPER
01 NAS516-1 FLUSH FITTING, USE STEWART-WARNEA NOZZLE

ADAPTER, P/N 314150 OR EOUIVALENT
O EACH TIME WHEEL IS REMOVED
0 LUBRICATE FLUSH FITTING (AFT INBD SIDE OF STRUT)
0 DISASSEMBLE AND LUBRICATE
O PARTIALLY RETRACTAND SUPPORT MAIN GEAR: THEN REMOVE

HYDRAULIC PRESSURE TO GAIN ACCESS TO FLUSH FITTING ON
AFT SIDE OF DOWNLOCK PIN. LUBRICATE FITTING UNTIL
GREASE IS OBSERVED BETWEEN PIN AND HOUSING.
0 SOME MLG CYLINDERS DO NOT HAVE GREASE ZERK PROVI-

SIONS. IF GREASE PROVISIONS ARE NOT PROVIDED, THERE ARE
NOLUBRICATIONREQUIREMENTS.
Figure 12-00-5 Lubrication of Main Landing Gear (Sheet 1 of 2)
12-00-00
Page 12
May 29/87 o COPYRIGHT, 1987 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
-´•I~
3Cj
DETAIL B
(LOOKING OUTED)
O
B
,II,
3 r_
.~i´•-´•
I
-i
~Y.
1i,. ´•;a~ "I

Y´•
I
i O
b’´•-e nrr.
~v ii
*F*
’C:
i~L
LH DOWNLOCK
d (RH TYPICAL)
OGP
OLI
s~ I´•.; i tl
GU
(-i
LH UPLOCK OGP
(RH MPICALI
~-Y" IceBREAKER O
ACTUATING CYLINDER
LANDING GEAR
PIN
Figure 12-00-5 Lubrication of Main Landing C;ear (Sheet 2 of

12-00-00
PPge 13
COPYRIGHT, 1991 BY SABRELINER CORPORATION Oct 4/91

NA-69-420
MAINTENANCE MANUAL
k(ls
nwo PLACES) I (THREE PLACES)
7-
g
GMD
ACEESSIIIl WITH DOOR OPEN

W
APPLICATION nICQUaNCr
TABLE OF LUBRICANTS
IYYIIOLO IrYIIOLI
IDENT
lPaOIPICATION I TTPI Or LUIIIICANT
LCTTLR
C*H
HAND
OQP
aND
I YIL´•L´•7110
ulL´•a´•n~u
1 OIL, OINWIIUL PUIIPOIILOW nYP LUII
o~ulk uoLrPDPNwlI OIPuLPNIOP

O 1M)
HDURS
cNIOH A Low nup,
Figure 12-00-0 Lubrication oi Main Entrance Deer
12-00-00
Page 14
May 29/87 O COPYRIGHT, 1987 BY SABRELINER CORPORATION
NA-69-420
iMAINTEN~NCE
JI’ J
OROVND ESCAPE DOOR HANDLE
(T‘IPIC*L BOIn SIOES) Ci
,oBD~
001
wl\ PICOT’S SIIDINO WINDOW
*rmc*nc~ IDecl rlcour*cl

YtaK*~IQII OI LWIClllr
I*MYW ImH ~lr´•OLI
OV OK. GmUL N~OSt LOW ’tW IW

uCli IS
i~ ccc;as
Lubrication of Pilot’s Sliding Window

and Ground Escape Hatch
Figure 12-00-7 12-0()-9
Page 15
0 COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL Har 15/93
NA-69-420
MAINTENANCE MANUAL
0O
oo
olo I 12
2 B
5’ 6~ /Z \8
o
O oio"
o o
TYPICAL ALL MINCED DOORS
APPLICATION IDENT FREPUENCY

SPEC TYPE OF LUBRICANT
SYMBOLS LETTER SYMBOLS
d CO~LN OGP MIL-L-7870 OIL GENERAL PURPOSE LOW TEMP LUB
Lubrication of Access Doors

12-00-0 Figure 12-00-8
Page 16
Mar 15/83 o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL
THRUST REVERSER INBD VIEW
t ralLPIPEnssv140-5401´•501. ´•502
t
GH GH
COHOAR
TCn H~r
i""" I
I I I
TYPICAL OPPOSITE SIDE
Gn
i
t t t SECOHDrRr LrTCH n33~
~OUHTIHr, STU3
GH/ \CH ~CH
SECONDARY LATCH
UNLOCK SOLENOID
TO LATCH HOOK
ATTACHING BOLT
:cr
BOGIE GUIDE
T TUBE
t
GH
THRUST REVERSER OUTED VIEW
~PPLICATION IDENT
SPECIFIC*T(OH TYPE OF LUI)RICICcT
SYMBOLS LETTER IIYBCLS
BRU.H OH G.EISE.~IO* ICYP
Figure 12-00-9 Lubrication of Thrust Reverser´• S/l\i ,170-~ Chl.u -6. -H, and -9
12-00-00
t’ay;c. I;
o
COPYRIGHT, 1986 BY SABRELINER CORPORATION ()rt 31 kfi
NA-69-420
MAI~TENANCE MANUAL
Consumables The proper remedy for a binding pneu-

matic latch is to Tspla´•ca the faulty
I~leclrical C:ontactClleanel´• available through local
mntic´• latch u,´•ith a sc?~-,,%cc!abla unit. As a
rlec´•tronic´•s supi,licr
vaRtssure ´•c~n.b´•il.
a
unit
is obtained, tr sticking
I)r4’ fi lm l~i\ M (;S-:l ol´• ecluivalcnt(l~A M Itslc~
ccrc.n
Chemicals, 210 E:ast Alondl´•a I~lvd., C;ardena, CA) be cleaned then lubricated by spraying
Permatex No, l~tiL)A lubricant (Wooclhill.
Methylethylketone (MEI~) Chemical Co., 18~31 (;reenwood Parkway,
To lubl´•icate thrust reverser, proceed as follows: Cleveland OH411a~3) into the air inlet po,´•t
and around the stem of the piston.
i. Stow thl´•ust reversers, and I´•emove the two upper
accessdoors on aft fairing. 3. Allow latch and roller to dry, then apply an adequate
amount of dry film lubricant (RAM GS-3 or equiva-
lent) to latch pivot point and roller.
On RH thrust ,´•everser, pneumatic latches 4. Deploy thrustreversers.
are oriented such that any cleaning solvent
6. Lubricate rack and beam assemblies of the trans-
spilled on or applied to up´•pe,´• end of the
lating structure with dry film lubricant (RAM (;S-~
pne2Llnatic latches is trapped. Vent holes in or equivalent).
the upper surface alloze the cleaning solvent
to enter the pneumatic latches possibly 6. Stow thrust reverser and install access doors.
damaging the pneumatic latches and infil-
trating into other parts of the pneumatic
sllsteln, damaging other components as well.
Positi~lely az,oid getting cleaning solvent
into the cupped area on top of the RH thrust
relsrs~,´• pneumatic latches.
2. Using a soft bristle brush, clean latch pivot point and

roller ~´•ith methylethyll´•;ctone (ME:E;) or a suitable
electrical contact cleaner.
lirmiiTli~ bCY~)/
Do not use RAM GS-3 on I,~le´•u,natic latch
ste1)1´•, seals, o,’ Ren´•r cci,´• inlet- port. RAIM ´•1
GS-;3 is incol,lpatible Ic.lith lubricant ap-

plied to stem, seal, and il2tel´•nal parts dur-
ing ,~la nufuct2c´•re. When the two lubricants
are a sticky gummlJ residue is
fo,´•,,aecl
that binds pne?lm.atic latch piston RACK ASSEMBLY
and ste,n and raanages seals.
TRANSLATING REAM
SPRING
NIPDEDAOL
LATCH
ROLLER
PIVOT POINT
Figure 12-00-10 Lubrication of Thrust Reverser S/N 370-1 and -7 and 380-1 and Subs
12-00-00
Page 18
SA-6I)-130
Ilir
POrER LEVER
CR(nS SH~FT
(t.
~yl
olr i I
c~r
APPLIC*TION FReOVEI(CI
T*BLEOFLUBRIC*NTS
BYMBOLS SIYIOLS
IDENT
j~ LETTER (IPECIFICATION TYPE OF LUBRIC*NT
(HANO) GLT I MIL-(i-B1827 I aREASE. GEAR *ND ICTUITOR SCREW
Figure 12-00-11 Lubrication of Power C1´•oss Shaft S/N thru -6. -H. and -9
12-00-00
1!1
(E,
COPYRIGHT, 1986 BY SABRELINER CORPORATION ()rt 31 H6
NA-69-420
,MAINTENANCE MANUAL
THRUST POWER
REVERSER LEVER
LEVER
THROTTLE
QUADRANT
SPRING PLUNGER
ASSEMBLY
ji
i; ACTUATOR
-q
O oio ~D 9
BLr
~CCESE
ACCESS
sip
FLAP
(TYPICAL BOTH FLAPS)
ACTUATOR--/ /--TRIM fAB
O NAS516-1 FLUSH FITTING. USE

STEWART WARNER NOZZLE
ADAPTER PART NO. 314150. OR EQUIVALENT
PIPPLICATION FRE~UENCY
TABLE OF LUBRICANTS
SYMOLS SYIL(BOLS
GREASE
IDENT
LETTER
GLr
SPECIFIC*TION
MIL-G-81827
TYPEOFLUBRICANT
GREASE. GEAR AND ACTUATOR SCREW

O 150
HOURS
GUN
´•1YI HAND
300
HOURS
Figul´•e t 2-00-12 Lubrication of Throttle quadrant, Flaps, and Aileron Trim Tahs
S/N 870-7 and ~80-1 and Suhs
12-00-00
Page 80
Oct 31/8fi o COPYRIGHT, 1986 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
C)
GLI
o´•´•´• I
GLT
RH SHOWN
(LH TYPICAL)
L6
1
i
i
I ~I\
i
rJ- $-
1: r
’t!
i:
LH SHOWN
O NAS516-1 FLUSH FITTING. USE NOULE
(Rn TYPIC*L!
ADAPTER. STEWART WARNER G(I
PART NO. 314150. OR EOUIVALENT.

NOZZLE AND FITTING MUST ALIGN
WITHIN 15 DEGREES.
APPLICATION TABLE OF LUBRICANTS

FREOUENCI
SYMOLS srusoLs
IDENT
SPECIFICATION TYPE OF LUBRICINT
GREASE
GUN
LETTER
GLT MIL-G-B1827 GREASE, GEAR AND ACTUATOR SCREW

a ~-´•B
Figure 12-00-13 Lubrication of Horizontal Stabilizer
12-00-00
0 COPYRIGHT, 1986 BY SABRELINER CORPORATION 0tt 81;H6
NA-69-420
MAINTENANCE MANUAL
ii
lj
W i\ RETAINER BOLT
U I LOCKWIRE
(MSZ0995F41)
NOTES
During installation of the outboard
0.800 IN. aileron hinge link, ensure that link is not
installed upside doum. Misalignment of
the aileron to the wing mold line will result
0.6; IN. I ´•if link is improperlll installed.
t Inspect hinge pin for corrosion, cracks,
wear, and damage ~efore i~etallatirm. Lubri-
OUTED AILERON HINGE LINK
cate with 1MIL-G-813~ grease. Install hinge
pin.
Figure 12-00-14 Lubrication oi Aileron Hinge Pin
12-00-00
Page 22
Jun 12/89 o COPYRIGHT, 1989 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAI,
RUDDER
-’-R.-.
~--fe
UPPER HINGE PIN
-n pCENTER
HINGE
RUDDER
RETAINER BOLT PIN
TRIU
ACTUATOR
DOOR
SAFETYWIRE ~CU I RETAINER BOLTS
r.-
ELEVATOR
MINCE PIN
ACCESS DOOR ELEVATOR TIP
CENTER HINGE PIN O
HINGE PIN I)
NOTE
RETAINER
It is recommended that the 97Ldder be removed BOLT
from the airplane in order to accomplish
this procedure.
I/
SAFETYWIRE
OINSPECT HINGE PIN FOR CORROSION, CRACKS,

WEAR, AND DAMAGE BEFORE INSTALLATION. LUBRI-
CATE WITH MIL-G-81322 GREASE. INSTALL HINGE PIN.
A-A
Figure 12-00-15 I,ubrication of Rudder and F,levator Hinge Pin
12-00-00
Page ~3
NA-69-420
MAINTENANCE MANUAL
AILERON HINGE BEARING INSPECTION COMPONENT LOCATION
Consumebles I Index No. I Bearing Nomenclature

Grease, MIL-G-81332A
1 I Aileron,inbdhinges
Procedun,
2 1 Aileron,outbd hinges
3 1 Rudder, top support hinge
NOTE 4 1 Rudder, center support hinge
5 1 Rudder, top of torque tube
Inspection procedures for LH and RH aileron hinge 6 Rudder, bottom of torque tube
bearings are identical. 1 7 Elevator, outbd hinges
8 Elevator, center hinges
9 Elevator, inbd hinges
O Rsm.ue aileron and hinge linko. (See chapler n.J 10 Elevator, torque tube assy, fwd
11 Elevator, torque tube assy, aft
O inspect inbd and autbd bearinpo far the following and replaos as
12
13
1 Elevator, torque tube assy, bottom
Elevator, torque tube assy, top
required:
Excessive roughness
Security
Excessive tightness
Dislodged or missing seals/retainers
NOTE
Self aligning bearings, when rotated in a misaligned

position, may ezhibit a tightness andlor roughness in
esces~ of that exhibited when bearing is rotated in an
aligned position. This additional tightness and/or

roz~hness is not cause for bearing replacement.
O Lightly COsI inner bare of bearings with prease.
O Inrtall aileron and hinge lin~s (See chapter 21)
Figure 12-00-16 Inspection of Flight Control Bearings (Sheet 1 of 3)
12-00-00
I 12/89Page
Jun
24
NA-69-420
~AINTESASCE
RUDDER BEARINGS INSPECTION
Consumables
Grease. MIL-G-81332A
Procedure
O Remove rudder hnd support hinges. LSse chapter 27.)
O Inspect bearings for the Iollowing and replace as required:
Excessive roughness
Security
Excessive tightness
NOTE

position, may ezhibit a tightness and/or roughness in O
ezcess of that ezhibited when bearing is rotated in an
aligned position. This additional tightness andlor

roughness is not eause for bearing replacement.
O iightly coaf inner bore ot beennge with grease
O InstPII rudder and nupp~n hinge., jSee chapler 21)
O Remove access iemors refainsrand lill torque
enough to inspect bearings.
O inspect too and bottom bearings lor the lollowing and replace as
required:
Excessive roughness
Security
Excessive tightness
O Lgntly cast inner bore with I

*CUTAToR
O Rsinnt,il torque tubs, retainer, and i,,,,,,, scceos door c~

RRAINER
TORQUE TUBE
Inspection of Flieht Control Bearings
Figure 12-00-16 (Sheet 2 of 3) 12-00-0

Page 25
0 COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAZ, liar 15/83
NA-69-420
MAINTENANCE MANUAL
ELEYATOR BEARINGS INSPECTION

O install elevator and hinge lin~s. /Ses cnapter 27
Consumables
Grease. MIL-G-81332A O Rsmoue fuselage access doon, vertical bol and bushing fiom
elevator torque tube assy, and through bolt. Separate hinge support
Procedure section from tube assy and inbd hinge support.
NOTE
Ilil Inspect inbd hinge bearing and four elevator torque tube assy
Inspection for LH and RH elevator bearings are the bearings for the following and replace as required.
same
Excessive roughness
n Remave elevator and hinge liokr. (See ohaplar 27j Security
Excessive tightness
O Inspecf outbd and center beanngs for Ihe ~oliowing and rsplacs as
Dislodged or missing seals/retainer

required:
Excessive roughness
NOTE
Security
Excessive tightness
position, may ezhibit a tightness andlor roughness in
ezceea of that ezhibited when bearing is rotated in an
aligned position. This additional tightness and/or
roughness is not cause for bearing replaeemenl.
NOTE
O L91111Y C.8t inner boars of bearing. *vfh grease,

position, may ezhibit a tightness and/or roughness in
ezceso of that ezhibited when, bearing is rotated in an
O Re nsta I hinge support section to elevator tarque lube assy and
fuselage access doors. (See chapter 27.)
aligned position. This additional tightness andlor
roughness is not cause for bearing replacement.
n Lightly coal Inner bore ol bearings w th grease.
ELEVATOR
TORQUETUBE 4~ o
ASSY O
IQ
Inspection of Flight Control Bearings

12-00-0 Figure 12-00-16 (Sheet 3 of 3)
Page 26
Mar 15/83 O COPYRIGHT, 1983 BY ROCKWELL IMTERNATTONAL
NA-fiS-il;tO
LUBRICATE ELEVATOR PUSHRODS

r3
Equipment/Tools ~h
Grease, Gun with high-pressure fitting
Grease
selbamusnoC72818-GLIM
Gear And Actuator Screw
-n\ 4-r
PROCEDURE
Lubricate as illustrated.
"i~(f
3\
LH SHOWW. RH TYPICAL
APPLICATION FREQUENCY
TABLE OF LUBRICANTS
SvIHBOLS svusoLs
IDENT
GREASE
LETTER 300
QUN
Figure 12-00-17 Lubricate Elevator Pushrods
12-00-00
Page 27
o COPYRIGHT, 1988 BY SABRELINER CORPORATION Sep 2/81(
NA-69-420
MAINTENANCE MANUAL
LUBRICATE AILERON SECTOR PUSHRODS
Equipment/Tools
Grease, Gun with high-pressure needle fitting
Consumables
Grease Gear And Actuator Screw MIL-G-81827 GLT
PROCEDURE
Lubricate as illustrated.
IHRO C~BLE SECTORS PUSHROD
ia,7 ll~k
1\/
111_\
PUSHROD
APPLICATION
TABLE OF LUBRICANTS
SYMBOLS
IDENT
LETTER
GREASE
GUN
GLT YIL-D-B1827 GREASE, DEAR AND ACTUATOR SCREW
la Fl~il Figure 12~0-18 Lubricate Aileron Sector Pushrods
12-00-00
Page 28
Sep 2/88 o COPYRIGHT, 1988 BY SABRELINER CORPORATION
NA-69-420
MGINTENANCE MANCAL
SERVICING TIRES
Servicing Nose Gear Tires
NOTES
Itisrecommendedthat only nitrogenbe
used for tire inflation to preclude pos-
sible condensation build-up with air
inflation; nitrogen will not a~tain com-
bustiora, and will reduce degradation of
innerliner material due to ozidation.
It is recommended that dry talc or a

water-free lubricant be used as an aid
for installation of tire during wheel
assembly.
Inflation pressure for nose gear tires is 75 (+5, -0) psi.
Servicing Main Gear Tires

Inflation pressure for main gear tires is 165 (+5, -0) psi for
S/N 370-2 thru -6, -8 and -9 and 180 (+5, -0) psi for 370-1
and -7, 380-1 and subs.
12-10-00
PaRe 201
0 COPYRIGHT, 1988 BY SABRELINER CORPORATION Sep 2i88
SABRE LINER
MAINTENANCE MANUAL
COMBINED AIR AND FLUID SERVICING PIWCTIrES
i, Servicing Main and Nose LandinqGear Shock Struts
A, Cleaning Landing Gear Shock Struts
(1) Clean shock strut piston polished surfaces and landF3q gear
cylinders exposed piston rod surfaces ty wiping with a j~ft =Itan
I cloth saturated with hydraulic fluid, SFeciZi=atl~jr
B, Main Gear Shock Strut Filling Procedure.
(1) Jack airplane, using outer wing and fuselage Ja~k goiots.
Chapter 7,)
(2) Remove air filler valve as follows:
(a) Slowly loosen swivel nut until air is released at desired rate.
(O) Cut lockwire and remove complete air filler valve
(3) Using a 5-ton axle jack at main gear ja--k point, f´•i;lly -´•;r.-,ress s-,r~-
I and fill with fluFd (Spe~ifiation is lev~l
filler hole.
i4) Onerate axle jack to fully extend and 3cjrcpress strut t~rte
bleed off any entrapped air, Check fluid level and refill if
sary0
i5) Replace air filler valve asseably and torque to 10C-11C

and safety with locknire,
(6) Inflate strut to correct dimension. iRefer t(j Fro~edure f~r
ing shock struts.)
C. ~ose Gear Shock Strut Filling Procedure
ii) Jack airplane. (Refer to Chapter 7.)
(2) Remove air filler valve. iRefer to main gear R~uck flllisq
procedure.)
(3) Fully compress strut and fill to level of filler hole wite Scecl’i-
cation MIL-H-5606A hydraulic fluid,
(4) Extend and =ompress strut three or four t,irnes to ~leed off sty
entrapped air, Check fluid level and refill if neressary.
iS) Replace air filler valve and torque to 100-110 ~ef

valve asseablynit~ lo~kwire.
(6) Inflate strut to ~orrect dimension, ’\Refer to f~"
ing shock struts.)
Jul 6/73
E>age 201
Sld~13 R E LI N E R
MAINTENANCE MANUAL
D. Main Gear and Nose Gear Shock Strut Inflating Procedure
WARNING: DO NOT INFLATE SHOCK STRUTS WITH OXYGEN, AS AN EXFLOSION ~AY

RESULT WHICB COULD RESULT IN SERIOUS INJ’JRY OR DEATH T~O PERI
SONNEL.
(1) Remove air filler valve cap and attach air filler chuck.
(2) Loosen swivel nut on filler valve one to two turns.
(3) I1 airplane is on jacks, service nose and main gees shock struts in
accordance with step (a), If airplane is resting on landing gear,
determine airplane fuel Lo~Ld, and then service main gear shock
strut as indicated by step (b) or (c), and service nose gear shock
strut in accordance with pressure versus gap inflation curve as
shown in figure 12-11~1.
(a) With nose wheel clear or ground and strut fully extended, Fn-
flate strut to ls0 psi. With main gear wheels clear of Xround
I and struts fully extended, inflate struts to 459 (f5) psi..
NOTE: This procedure provides optimum gear shock strut infla~

tion and should be followed whenever the shock struts
fire refilled. Steps (b) and (c) and 12-U-1 are
provided for convenience to determine the acce~table

shock strut Fnflation. Because or tem~erature and air-
plane weight-empty CG variationg, bottoming or over-
extension or the strut may occur when steps (b) and (c)
are met. If this occurs, the struts should be inf~lated
in accordance with step (a).
(b) With airplane fully fueled (no crew or baggage), inflate main
gear shock strut until upper and lower torque link attach bolts
are 5-3/4 inches apart, measured from center or each attach
bolt as shown on strut instruction plate. Inflate nose gear
shock strut until gap and pressure correspond to curve as shown
in figure 12-11-1 or on instruction plate on strut.
(c) With wing tanks full (no auxiliary fuel and no crew or baggage),
inflate nose gear shock strut until gland nut and shoulder on
inner cylinder are 5 inches apart.
(4) With wing tanks full. (no auxiliary fuel and no crew or baggage),
inflate main gear shock struts until upper and lower torque link
attach’oolts are 6 inches spare, measured from center of each
attach bolt. Inflate nose gear shock strut until gap and ~ressurs
correspond to curve as shown in figure 12-11-1 or on instruction
plate on strut.
~TOTE: If struts are airplane resting on the

serviced with the
landing gear, suggested that the wings be rocked up
it is
and down during inflation. This will. partially overcome
12-11-0 Aug 1177

Page 202
SA B R E L1 N E R
MAINTENANCE MANUAL
the binding tendency of the strut, and will LLi~ in obtaining

uniform strut inflation.
(5) Tighten swivel nut to 50-70 inch-pounds. Shut off air s~pply to
air filler valve and remove air filler chuck.
(6) C~heck valve for leaks and replace valve cap.
12-11-0
~ar 1/70 Page 20j
SABRELINER
MAINTENANCE MANUAL
AIR PRESS. VS GAP DIMEN.
i. MEASURE DIM. "A" ON STRUT.

2. ATTACH GAGE TO AIR VALVE AND READ STRUT DIM. "A"
PRESSURE.
3. MEASURED VALUES MUST CORRESPOND TO CHART.
4. ADJUST AIR PRESSURE AS REPUIRED (CAP WILL
CHANCE WITH CHANGE IN PRESSURE) UNTIL A CAP
DIMENSION AND PRESSURE CORRESPONDING TO
CHART VALUE (WITHIN t 20 P.S.I.) IS OBTAINED.
700
d 600
500
d
400
a: 300
200
3 4 5 6 7 8 9
CAP DIM. "A"- INCHES
s3l~aoo.lP
Nose Gear Shock Strut

Servicing Instnuctions
Figure 1~-11-1
Page eo4
Mar 1/70
SA B.R E LI N E R
MAINTENANCE MANUAL
FIRE EXTINGUISHER AGENT SERVIC~I\JC-
i. Servicing Fire Extinguisher System
A. Check Container Pressure
A fire extinguisher container Dressure gage ~s on each ~lre e
container. The gages are visioie on the aft bull~hesd of

Two discharge indicators are flush-mounted on the ler’t ;liJ f r’r.o
lage, inboard of the left engine nacelle. One in~l=stes ,hern~ll il;-
charge or the fire extinguisher system; the other

discharge.
(1) Check both fire extinguisher agent containers ~;r ~rccer
If pressure does not fall with limits as shown in the
table, rennove and replace contaiaer.
w. IC~IDDE FIRE: EXTINGUISHER AGETU7~ I BTL IMIUSTRIES

CONTAINERS P/N 892034 and 895724 AGENT
TEMP I CONTAI~ TIIESSUIIE

(PSI
TEMFERAIPtmE
ALU]WABI;E (OE‘) I MIN ~IAX
T)EGE~EES F.
PRESSURE
-40 100 -~o 110 1?4

-20 120 -40 127 1 1
0 ´•1 150 -20 180
20 180 o 174 1 212
40 230 20 207 251
60 280 40 249 x9
80 350 60 304 1 354
100 430 70 334 385
520 80 3t;7 417
140 630 100 442 492
120 532 582
Aug 1~77 12-1~-3

SA 13 R E LI N E R
MAINTENANCE MANUAL
WARNING: MONOBROMOTRZnUOROMETHANE (CF~13r) IS NONTOXIC AND CLASSED AS

NONPOISONOUS. HOWEVER, IT CAN BE HA?MFCTZ ~VD S90UL9 B;E HANDI%D
WS~TIICARE. DO NOT BREATHE VAPOR OR PERMI~T LI UTD TO COME IN
CONTACT WITH SXIN OR CLOTHING. IF IN A CLOSED SPACE IS
SUSPECTE~D, THIS SPACE NOT EE rJNTIL AU VPPOR 9AS
BEEN DISSIPATED AND TBF: AREA IS WELL VETJT~fLATED. USE A RALIDE
DETECTOR (PRES-O-LITE, OR TO ENSURE: THAT AREA IS SAFE.
(2) Check discharge indicators. If either disk is blown out, agent con-
tainers must be checked and the indicator replaced. The red indfca-
tor will be blown if either container has been discharged because
of thermal expansion. The yellow indicator will be blown if either
container has been manually discharged. A check of the agent cl3n-
tainer pressure gages will show whether one or both containers were
discharged,
12-12-0 A~5 Iln

t Page 202
SABRE LINER
MAINTENANCE MANUAL
FUEL SF;RVICING i´•L:,I!:TE;],’I;;:;:; rT11.~’T1;:!l
i, Servicing !.2-133-. ~ii;i i:i
A, Fuel Servicing Precautions
The following precautions yhculd ~e 3bserved. durin~ Tlre:´•:;~i’c- ´•Ir´•
refueling of the fuel tanks,
ii) Use two ground wires f’rom different ~ci:lis I:.e
prevent ungrounding becsuse of r.
wire. The fueling no~zie ari~ LL~iit i:.~´•;;..: :.i; -r;
the airplane during fueling
(2) A fire extinguisher, holding at ietist "O Fz;.:r,cis ~:i’ crrr;\r; IL.:´•I´•ii~
or equivalent, should be located wit:~in ~O :’eet ,-i’ .i~-r.-
tions.
B, Single-point Pressure Replenishing of Fuel ?arrks
The single-point refueling receptacle and refleli::,- -~e=_ :1:
the lower surface of the right wing leadir,tl ecge. Il;e :.r´•´•.ct;._L"c:
pressure replenishing of the f~e; tan-ks ir; ..;:cun i:_ fitl,rr: _L-__-L´•l_.
i:
NOTE: Ensure that fuel receptacle cap is Instsl_~s r; .rS"
alignment marks on caps are aligned:iit~i ~al´•ks ~li?:i: eki:1
C. Gravity Replenishing of Fuel Tanks
ON NA-370-2 THEOUGH -6, -8 AND -o ;CL CF TiiE

TANKS MAY BE FILLED THROUGH THE FUS~:L;I,:E -’-~I:il;
REFUELING, CN NA-370-1 ~ND -7, .-.ii~ L;i?’~
~"r´•-"’´•
THE WING FUEL I;nrST DE r’IL "’’i,~T-’i‘ i-~:r.
RECEI~TACLES ON THE CL"rBCAFD Efin~ E~T‘C"E

FUSELAGE FUEL TANK, THE FUSELAGE I´•’’IEL i-‘TL~::; IZ I:: -i7~
FUSELAGE, ABOVE THE RIGHT ENGINE ’~ES
NOTE: When servicing fuel tanks, observe !r~rkl:-´•c,

are designated on each wing near t~-e ´•1:;~ ~--ci_ er.-L::e
pylon
Station man at each wing to %ciii wing fill-cap

a I-;_r= -;e:.
to allow wing tank vent, Just before ruee,. sttirts t; iver~_it;, t;.e i--r~
should be closed, The men on the wing L wa~i t!.E; sta--~.r.e- s_
the hose nozale of fuel rising on the filler neck~ if Ft i~ lesire~
with an empty fuselage tank,
WARNING: BE SURE LEFT :i~D T)TC~iT F;JEL Tl,iI~ ~T

I--;u.
LEVEL, F~L ’;IL~,

IN FLIGIIT.
~’c?
Ld I
P a ti p i
´•;.C ~p AS
Jul 6/73
RECEIVED
r9;Y
SPIBRE LINER
MAINTENANCE MANUAL
2. Servicing Fuel System Under Icina Conditions
NOTE;: Jet fuels have stronger affinity for water than aviation gasoline.
a
The for water in jet fuel is five times as long as for

settling time
water in gasoline. The following recommended procedures can reduce
the suspended or free water to 30 parts per million. Suspended water
in a quantity of 40 parts per million is sufficient to cause icing in
a filter.
A, Corrective or Preventive Action Ground Handling
The acceptable water content for jet fuel is 30 parts per million.
Because fuel within this content is not available at all airports,
the following procedures are recommended:
(1) Water-drain main tanks only after each flight and before refueling,
This clears tanks of any water condensed in flight (See figure
12-13-202 for drain locations).
(2) Allow maximum possible time between refueling and take-off.
(3) Whenever possible, fuel. at or below ambient temperature should be

used.
(4) Drain engine fuel filters daily,
(5) Water-drain fuel system just before each flight.
I?
DefuelirrR Fuel Tanks’
For defueling procedure, refer to Chapter 28.
12-13-0 Aug 6/71

Page 202
SABRE LINER
MAINTENANCE MANUAL
´•_" i- WING REFUELING

VENT i
FWD i
RIGHT WING
FUSELAGE FUEL rliu~ rcx~
SHOWN, LEFT
VENT I I´•´• WING SIMILAR
O Check that airplane ground wirer ore attached, and

check that airplane fuel vents are not obilruct´•d.
Virually
Rernove refueling receptacle durt cover.
FUSELAGE
FUEL VENT
W(NC REFUELING VRSI
FUEL SERVIC~NG
13
~CROUNDINC JACK
GROUNDING
o
L TEST AND CONTROL
BUTTONS
WING
REFUELING
VENT
NOZZLE GROUNDING PLUG

Ell.´•.rt no.lls eroundine plug into i.ck on oirplon´•.
Connect ringle-poine refueling noirle

)a receptacle and turn noiile clotkwn´•. re
RECEPTACLE R NOZZLE hold it in place. Actuate nollle lever ~loci-
wire. to latch norlle and open nollle Valve.
turning on refueling
prorrure, he lure that refueling Vents under
wing tip and fuel Vent ouh´•f at furelage are
no) cavered or plugged. If thir ir not done,
the airplane could he ceriourir damaged.
Start
ground rervicing ´•quipm´•nt, and
permit fuelto flow into
airplane. Imm´•di-
ately check that there ir ercaping air flowing
front wing tip and furelage fuel ventl.
NOZZLE
NOTE The refueling prerrure Ihould no,
exceed 55 pri. Prerrure lower than 45 pi
LEVER
LRELEASED) will prolong refueling.
Pressure Ref~eiing
Mar 1/70 Figure 12-13-201 (Sheet 1 of
Pzge 2~_
SABRE LIN~R
MAINTENANCE MANUAL
SHUTOFF A_UX~JO Purh "SHUTOFF AUX" button, to

b´• lur´• lkut "rlll *UX" button ir
releored. Thir will allow the
and Iecondary diophrclgml of the fu,´•-
lage tank duol-lovel control valve to b,
::i:i::iiiii ii~’
(erted when "PR1 TEST" buttons ore nuX
SfF~LLPUXtEST
265-JB-22E
s01 Al roon or proper airplane vent-

ing ir verified, ch~ck’ ihot
the refueling
2s5-48´•228
rhutotf volver will rhut off fuel flow.
Puth and hold "PRI TEST" button. Vibrcl-
t)on and noire at noirle rhould ,top;
within 8 to 10 Ilconds the refueling
rupply unit rhould indicate no more
than 2 gpm flow.
TEST
zss-4e-nF
Releore "pPR TEST" button and

TEST "sEc TEST" button. Relulte rhould
be the lome or in rtep 6.
Bnth the primary and

operation of the valver mult
be checked.
´•Immediotely rtop refueling operation

it fuel rhutoif irnot obtained when
either tert button ir prerred; it th)r it
no, done, fuel may rpill overboard NOZZLE LEVER
through the furelage fuel vent. Retuel- (NOZZLE LOCKED
valw OPEN)
ing mov then be continued ofter the
difficulty har been corrected.
ass-4e-zz~ When volver rhut off refueling
operation, prompty rhut down refueling
unit. Actuate norlle lever count´•rclocic-
It furelage tank ir to be filled, ofter refueling rhutoff valver have b´•´•n
while pre,ring wire, to clore valve and unlock nozsle.
terted,prerr "3HUIOFF AUX" button and hold button
"FILL AUX" button; then releare "SHUTOFF AUX" button ilnt. The "FILL AUX" ~10 Rotate norlle counterclockwire;
button will be locked in, oilowing the furelage tonk to lill. 286-48-223( norrle will drop from receptacle adopter.
285-S8-22~A Remove ground plug from lock, andrtow
SHUTOFF ringle-point refueling nozrle.
AUX
6Bhl
Inrtoll refueling receptacle du,t
IIUILIIU~IIII
CF AU~" button.
IFILL AUX
flU ~FILL AUX
LIILI´•OCI1
Pressure
Refl~eling
12113-0 Figure 12-13-201 (Sheet 2 of 2) Mar 1/70
Page 2011~
SABRE LINER
MAINTENANCE MANUAL
OIL TANK SCUPPER DRAIN
FUEL PRESSURE AND DUMP VALVE DRAIN, FUEL PUMP DRAIN
ACCESSORY DRIVE GEAR CASE O1L BREATHER
BATTERY DRAINS t
COMBUSTION CHAMBER FUEL DRAIN

(NOT USED)
COCKPIT AREA WATER

DRAIN
nnc*r ~om WI~U

00
o
60iLECTDRTANK
BATTERY DRAIN
(PRaM DRAIN VALVEI
FUEL PUMP DRAIN
FRONt BIARINO DRAIN
oveRsPeeD oavENcR DRAIN
COLIECmRT~NKVENT
tlLN-~-V-ENt
FUEL DAAINS
oo
J I o
´•I I´•
TYPICAL BOTn
ENGINES 8 Lrtl
nOU"
AUX FUEL TINK SUMP
DRAIN
AUX FUEL TANK SCUPPER AUX FUEL TANK COwPARfrENT

DRAIN
WATER DRAIN
d] NIIROf
REFRIGERATION UNIT WATER
DRAIN
HYDRAULIC RESERVOIR SCUPPER’ I HYDRAULIC RESERVOIRPRESSURE

DRAIN DUMPDRAIN
I FUEL TANK SUMP DRAINS
FUEL LINE DRAINS
NA-370´•1 THROUGH ´•9

NA-330-1 AND LATER
NA´•370 -2 THROUGH ´•8. ´•B,AND ´•9
NA´•370´•1 ANO -7 AND NA´•380-1 AND LATER 1 Ja I-
Overboard Drain LocaCicns

Aug 1/77
Fi~re 12-13-26~ -3-´•-
~I
--E-
SABRE LINER
MAINTENANCE MANLIAL
DEHYDRATOR SYSTEM SERVICING
Servicing Cockpit and Cabin Window Dehydrator System
The dehydrating capsules contain a color agent to absorb any in the

air trapped between panels of the cockpit and cabin windows. -s t~e cclzr
agent changes from deep blue (dry condition) to opal~oid Zr bright
(moisture-saturated) the absorbent q~salitites of the caI;s~ies u.‘’
Replacement of desiccant or capsules is required when the cslcr
cates a high moisture content. The two capsules are in the cabin,
left side, near the floor and just aft of the entrance deer.
window dehydrator capsules are replaced as an assembly. ~ePer te Chh~ter
for dehydrator removal, dehydrator servicing, and installati_r crccedrrres.
.Is
I´•lar -/70
?scie 201
SABRE LINER
MAINTENANCE MANUAL
HYDRAULIC SERVICI~G
i, Servicing Hydraulic System
A. Servicing Accumulators (See figure 12-50-1.)
The accumulators and servicing panel are in the ~t

ment, The accumulators are serviced through the hinged sc~pas ~cor; 3C
the underside or the fuselage rear section, Check sFeeC jrabes

are retracted.
(1) With reservoir filler cap closed and locking td3 sc
later dump valves partially open, one at a time, a~,-,C slowly 51ec;,
off all hydraulic pressure,
CAUTION: TOO I~PID OF THE ~CCUMTWTORS ‘´•~Y ~Cr-3

VOIR PRESSURE RELLEF R4TE
(2) Check normal and au;ciliary accumulator air DrPssure PO
should be 1500 (f50) psi, On NA-370-2 through -6,

-8 and -9, check
thrust reverser aecumulator air pressuregage for 900 (tSO) Fs
(3) If air servicing is required, attach nitrogen or ´•l~rtJ-nir

~1
source chuck to filler valve stem and loosen ;ne- r)T. "~C
valve of affected accumulator nut r~re than t-~o
(4) Precharge accumulators with dry air or nitrogen: normal 32~
iary accumulators, 1T00 (+50) psi; thrust reverser on
NA-370-2 through -6, -8 and -9 airplanes, 900 (+50) ps~
(5) Tighten filler valve hexnut, and open accumulator 3e

check precharge, and service as reauired,
(6) Check filler valve he:mut for tightness, and ~lr -uF-:´•-
source.
B, Checking Reservoir Fluid Level
NOTE: The fluid in the accumulators must be into the re~er-.-clr in

order to check proper fluid level.
(1) With reservoir filler cap closed and locking tab do~, hol. sc
later dump valves partially open, one at a time sc~ ~lcvly

off all hydraulic pressure.
CAUTION: TOO EiPSD DUMPrJG OF L.v,,~ =Li-=.-
VOIR RELIEF V;U~
(2) Check fluid level in reservoir Jlght gage.

between the "FULL" and "REFILL"
(3) lZdd fluid if necessary. (Re~er to csraqrsch C.!
p"´•´• r’~ a ii n sa e
i iil~´•´•l
Aug 1/Ti ;r
~-iS-´•;
Page 3-01
SABRE LINER
MAINTENANCE MANUAL
C. Servicing Hydraulic Reservoir
(i) Dump reservoir air pressure as follows:
(a) Discharge air pressure from air storage tank (bottle) by

operating drain valve under tank.
NOTE: if excessive hydraulic fluid is noticed coming from

drain line, refer to Cha,pter~29 for corrective action.
(b) Discharge air pressure from reservoir by operating reservoir

pressure dump valve until air discharge stops.
(2) Remove reservoir filler cap and pour hydraulic fluid from a clean
container into reservoir. Fill reservoir to "FZn;L" mark on reser-
voir sight glass.
(3) Replace filler cap on reservoir and Fosition locking tab dGFT~.
(4) Precharge of t’rie hydraulic reservoir may be accomplished by using

the ground servicing panel or by operating an engine. These gro-
cedures should be performed prior to operating hydraulic pump.
Step (5) provides procedures to use the ground servicing panel
and Step (6) utilizes an engine.
(5) To precharge the hydraulic reservoir with an e;c-t;ernal air source,

Droceed as follows:
(a) On NA3a0-1 thru -38 airplanes

changed by Optional Kit No.
not
I ,7.gnittif
remove
ground service
APU sense
panel; then cap

"T"
"T"
fitting on the back of the
line from
(b) Connect a source or dry air or nitrogen (1~0 psi maximum) to

"SEAL REG" fitting on air conditioning ground test panel.
(c) ~pply air pressure until reservoir pressure gage indicates at

least 35 psi.
(d) Shut off air supply and disconnect from.panel and install cap.
Remove cap from "T" fitting and install APU sense line.
Tighten sense line "B" nut.
(6) To precharge the hydraulic reservoir using an engine, proceed as
follows:
(a) Precharge reservoir by operating one engine at 85 to 9SI)

rpm (cabin pressurization off) for 1/2 minute to supply reservoir
air pressure.
NOTE: Use emergency brakes or adequstely chock wheels for

this Drocedure.
nNA370-2 thru -6, -8 and -9
)NA370-1, -7 and NA380 Airplanes
12-15-0
Page 202
Aug 1/77
SA8RE L1NER
MAINTENANCE MANUAL
OIL SERVICING MAINTENANCE PR~CTICES
II´• Servicing Oil System Aircraft NA-370-2 Through -B, -8 and -9
A. Checking Engine Oil System
NOTE: The engine oil level must be checked within one hour after eng;,ne
shutdown. The engine shutdown should include an oil scavenging
is
run at 75~ rpm for 30 seconds just before the power lever
moved to OFF. With the engine shutdown, the oil level in the tank
will drop as oil seeps into the accessory gear case by gravity
flow. When the engine is started, the scavenge pump uill rapidly
clear the gear case, returning the oil level to normal. If an -i~
level check cannot be made within an hour after shutdown, it is
and nc~r?3al
necessary to start the engine and make a scavenge r~n
shutdown before servicing the oil system.
It is undesirable to intermix different brands or types of oil when add-
ing oil.
The oil used is synthetic type and is harmful. tc: some substances. Be
a
careful not to spill oil on electrical wiring, painted surfaces, r~bber

parts, etc. Spilled oil must be wiped off immediately with a ciear,
cloth saturated in aliphatic naphtha.
Prolonged contact with synthetic engine oil is very irritating to the

skin and eyes. Wash hands with soap and water before touching an,y food
after servicing oil system.
Containers and hoses used for petroleum-based oil must not be used for
synthetic oils.
To ensure cleanliness, individual one-time-use quart cans are recommended,

rather than bulk oil. If bulk is used, it should be filtered t,"souqh a
325 mesh (~4 micron) or smaller filter.
B. Oil Servicing Procedure (Each Engine)
(1) Open oil tank filler access door.
(2) Raise locking tab on filler cap and rotate counterclockwise unti~
cap is released, then remove cap.
CAUTION: Make sure wind, prop wash, and/or jet blast does not blow irt
or other foreign matter into oil tank while filler cap is off.
Jul 6/73 12-16-0

Page 201
SA R E bl N E R
MAINTENANCE MANUAL
(3) Remove dip stick, wipe it with clean cloth, and replace it in tank,
Remove dip stick and check oil level. When it is necessary to add
oil, do not overfill,
NOTE: Because about one quart usually remains

of oil in the engine
accessory gear case after shutdown, adding oil to bring level
up to "FULL" line will cause overfilling,
Lf oil tank cannot be serviced (proper brand or type of oil is not

available) a flight can be made if oil Level is not more than two
quarts below "FULL" line.
(4) Replace dip stick and filler cap, Rotate locking tab clockwise to
lock cap, then press tab down to its locked position, Make sure cap
is installed properly (cap flush with edge of recess in oil tank),
Then close and fasten oil tank filler access door.
2. Servicing Oil System Aircraft NA-370-1 and -7, NA-380-1 and Later
A. Checking Engine Oil System

NOTE: The engine oil level must be checked within 30 minutes after engine
shutdown. If an oil level check cannot be made within 30 minutes
after engine shutdown, it will be necessary to start the engine,
operate for two minutes at idle speed, then perform a normal shut-
down before servicing the oil system.
(1) Open engine lower access doors.
CAUTION: MAKE SURE WIND, PROP WASH AND/OR JET BLAST DOES NOT BLOW
DIRT OR OTHER ~FOREIGN MATERIAL INTO OIL TANK WHfLE FILLER
CAP IS OFF.
(2) Raise loc~ing tab on filler cap and rotate counterclockwise until
cap is released, then remove cap.
(3) Remove dip stick, wipe it with a clean cloth and.replace it in tank.
Remove dip stick and check oil level.
(4~ If oil Level is within one pint of the FULL mark on the dip stick
it will not be necessary to add oil. If the oil level is below one
pint from the FULL mark, add enough engine oil to bring the oil level
to the mn;L mark on the dipstick.
MOTE: Always add the same brand and type of oil as the existing
oil in the tank.
Replace dipstick and filler cap. Rotate Locking tab on cap clockwise
to lock cap. Make certain cap is properly installed,
~6) Close engine lower access doors.
12-16-0
Jul 6/13
Page 202
SABRE LINER
MAINTENANCE MANUAL
OXYGEN SERVICING MAINTENANCE PRACTICES
i. Servicing Owaen System
A. General
The system storage cylinder is mounted in the aft end of the

oxygen
passenger compartment, however some airplanes have two cylinders, which
are plumbed in parallel. (The mounting location of the oxygen cyli?d~rs
can vary as the result of various cabin interior and/or seat~g arracge´•
ments, but usually it is under the bench-type rear seat or behind the
left rear side closeout panel.) The cylinder has a direct reading
pressure gage and a manual shutoff valve which includes a frangibie
pressure relief valve. The relief valve ruptures if pressure in, the
cylinder exceeds 2700 to 2900 psi. This high-pressure oxygen discharge
from the relief valve ruptures a green frangible disc indicator on the
left side of the fuselage near the wing trailing edge and vents over-
board through the disc. An intact disc indicates the relief valve has
not blown. A walk around oyygen bottle is stowed in the coat conpart-
ment
B, Servicing Oxygen System
Most airplanes have an external oxygen filler valve. On ether ainlaaes

the cylinder(s) may be serviced in the airplane if equipment is available,
otherwise the cylinder(s) must be removed for servicing. During cqygen
servicing, one man must remain stationed at the o~cygen servicing unit to
shut off the valves immediately upon command of person who is watching
airplane oxygen cylinder pressure.
WARNING: THE OXYGEN SYSTEM SHOULD BE SERVICED ONLY EY PEE~SONNEL WHO ARE
FAMILIAR WITH THE SAFETY PRECAUTIONS ~U\ID TECHTSlaUES FY3R
GASEOUS OXYGEN, AND KNOW HOW TO OPERA~E; OXYGEN SERVICP!G
MENT
Personnel must remain clear of oxygen system disc-type disc~arge ~icatcr

(green) on the left side of fuselage while oxygen system is being serviced.
C, Servicing Oxygen (Airplane with External O~ygen Fille~ Valve)
WARNING: XEE~ OIL, GREASE, AND RYDRAUI~IC FLUID CLEAR OF OXYGEN.
Jul 6/73 12-17-0

Page 201
SA B R E LI Fl E R
MAINTENANCE MANUAL
NOTE: A man airplane cabin during o~ygen

must be stationed in the
servicing to watch oyygen cylinder pressure gage and report

pressure reading to prevent overfilling of cylinder.
(1) Bond airplane to o~ygen servicing unit.
(2) Close all cylinder valves on servicing unit. Record pressure in

each cylinder on separate tag and attach tag to corresponding
cyl inder
(3) Have man in airplane make sure bypass (emergency) lever, if

installed, on passenger oyygen control panel is at NORMAL (NOli~I)
position.
(4) open o~ygen filler valve access door. Remove dust cap and attach
servicing unit hose adapter to filler valve.
(5) open servicing unit panel valve, then open valve on the servicing
unit cylinder thatis tagged with the lowest pressure that is
higher than the pressure noted on the airF~lane oxygen cylinder
pressure gage.
(6) open valve onservicing unit hose, When servicing cylinder

end of
pressure gageshows no flow, the pressures in the servicing

cylinder and in the airplane storage cylinder are equal.
(7) Close servicing cylinder and actuate another cylinder, always using
a cylinder of progressively higher pressure until servicing unit
pressure gage indicates about 1800 psi.
(8) Continue filling airplane storage cylinder until man in airplane

reports pressure gage reads approximately 1850 psi. Then close
valve on end of servicing hose.
(9) Close servicing unit panel valve.
(10) Disconnect servicing unit hose adapter from airplane filler valve.
Open valve on hose slowly to allow hose pressure to be released.
12-17-0 Aug 6/71

Page 202
SAB F~ E L1 N E R
MAINTENANCE MANUAL
(11) Screw dust cover on airplane filler valve and close valve secess
door.
(12) Disconnect bonding.
D. Servicing Oxygen (Airplane Without ~xternal Cxygen Filler ~alve
WARNING: KEEP OIL, GREASE, PI~ND KYDRAULIC nvlD CLEAR OF OXYGE~J.
(1) Bond airplane to oxygen servicing unit.
(2) Close all cylinder valves on servicing unit. press~re
each cylinder on separate tag and attach tag to

cylinder.
(3) Remove cabin furnishings and/or trim-closeout panels

to gain access to airplane o~ygen storage cylic~erjsl. Z~ose
s~utoff valve on cylinder(s).
(4) Make sure by-pass (emergency) lever, if insttille~, =n ~asre-ger
oxygen control panel in cockpit is at (::(3~´•;: zzslsll
(5) Disconnect and remove airplane oxygen stipply line Pr~n
(6) Attach servicing unit hose adapter to storage cylinder s~Fp_y
fitting.
(7) Open servicing unit panel valve.
(8) Open shutff valve on airplane oxygen cylinder!s:, acd n~te
pressure indicated on cylinder pressure gage(s:
(g) Cpen valve on the servicing unit cylinder thacu is tti~-ger, f.;e
lowest pressure that is higher than the pressure ~cted ;n ti;e
pressure gage on the airplane cylinder.
(10) Open valve on end of servicing unit hose. When cylinzer

pressure gage shows no flow, the pressure in the servicin~
cylinder and in the airplane storage cylinder are eq~a-.
(11) Close servicing cylinder and actuate another cylin~er,

using a cylinder of progressively higher pressure ~r,til
unit pressure gage indicates about 1800 psi.
Jul 6/73
~hge ~OS
S~ehBRE LINER
MAINTENANCE MANUAL
(12) Continue ~filling airplane storage cylinder until pressure

gage on cylinder reads approximately 1850 psi. Then
close valve on servicing unit end or hose,
(13) Close shutoff valve on airplane o~ygen cylinder(s),
(14) Close servicing unit panel valve,
(15) Disconnect servicing unit hose adapter from storage cylinder

supply fitting.
(16) Connect airplane o~ygen supply line to

cylinder and open shutoff
valve on cylinder(s).
(17) Remove hose from airplane and slowly open valve on hose to allow
hose pressure to be released.
(18) Replace cabin furnishings and/or trim-closeout panels.
(19) Disconnect bonding.
Aug 6/71
Page 20!t´•
SABRE LI~NER
MAINTENANCE MANUAL
BATTERY SERVICING
MtZIN~NAeJCE PRACTLCES
i. Servicing Battery
NOTE: Because the batteries in the Sabreliner may be procu~-ed frsn

different manufacturers, the servicing procedures in Shis sec~Lc-
are general in nature and are not intended to supersede s~e
ufacturers specific requirements. For specific serriclng ~ro-

cedures applicable to the type of battery being serviced, re"er
to the applicable manufacturers servicing instr~cfisns.
A. General
The nickel-cadmium batc,eries used in this ai~olane

are ´•I ´•JaL-~ -~alr.-
tenance-free; however normal Drocedure rea_u3,=es t~at the jatte
service
electrolyte level be checked at whatever interval is dictated jj´• the
existing operating and climatic conditions.
CAUTION: NEVER SERVICE A A

OR HYDROMETER WHICH I~ilS BEEN PEinJICUSI;Y US"r3 TC
ACID BATTERY. SUCH PR4CTICE WILL TE´•I :TTZZrL1-
CADMIUM BATTERY ELECTROLYTE. ABSOLUTE ~i
SERVICING MUST SE ’iY) 5~
TO An’Y SUCH jiTT,T,
DAMAGE TO THE BATTERY AND RENDER IT USZI~:SS I:l A’T~3\’i
PERIOD OF
On aircraft rJA-370-1 through -9, the two batteries are in the lower ~arf
of the fuselage forward section, on the centerline of the 5e-
tween stations 206 and 223. They may be reached through an access door
on the bottom or the fuselage. The batteries are mounted on a movable
tray, which may be raised or lowered, in and out of the fuselage, to

facilitate servicing. On aircraft NA-380-1 and later, the batteries ~--o
located in the nose section forward of station 50 and are serriced in

place.
On aircraft NA-370-1 through -9, the batteries are positioned for se,--~--ln-
ing as follows:
(1) Disengage Camlock fasteners that support batterJ sump ?ar vent lines.
(2) Remove battery access door.
(3) Remove battery tray support locknuts.

(4) Use a 7/16-inch socket wrench to turn battery hoist fitting .l==e=ed
inbay adjacent to battery compartclent, and accessible
small spring-loaded access door).
(5) Turn fitting clockwise to lower tray.
(6) Turn fitting counterclockwise to return batterJ tray to ´•u~Fcrcs,

engaging guide pins until ends ~r tray support bolts thas ex=ec~
below lower surface of tray.
Aug 1/77
Nb 3~e
SABRE LINER
MAINTENANCE MANUAL
CAUTION: DO NOT TURN HOIST FITLIING UNTIL TRAY IS FORCED TO a0~SII

AGAINST TRAY SUPPORTS, BECAUSE OF POSSIBLE
AND DAE~AGE TO HOIST.
(7) Attach tray cradle locknuts, and tighten until tray re sec´•1-red
against cradle.
I"" Page ’C)~12-’1a-0

SABRE LINER
MAINTENANCE MANUAL
(8) Install access door, and secure sump jar vent line support Camlock
fasteners.
B. Battery Servicing Precautions
Before attempting to service airplane batteries, observe the following

precautions:
(1) locate airplane in an area approved for maintenance.
(2) Place all airplane switches at OFF or airplane-parked position.
(3) Disconnect all external power from airplane.
(4) Tag airplane external power receptacles with a danger sign.
C. Determining Serviceability or Baeteries
The serviceability or the airplane batteries can be determined while

they are installed in the airplane. To determine serviceability, pro-
ceed as follows:
(1) Observe steps (1) through (3) or battery servicing precautions.
1 (2) Gain access to battery; disconnect airplane wiring harness

from one battery. Temporarily insulate and stow this wiring harness
quick-disconnect.
(3) Ln airplane cockpit, place "ELE’CTRIC MASTER" and "BATTEXY" snitches

at ON.
(4) Create an approximate load on battery or 25 amperes by turning on

art fuselage lights (3.0 amperes), position lights (5´•8 amperes),
and one landing light (when extended, lamp only, 16.1 amperes).
Note airplane "DC VOLTS" meter ton copilot’s electrical power con~
trol panel). The voltmeter Least 22 volts de if the
should read at
battery is serviceable.
NOTE: A de voltmeter reading or less than 22 volts de indicates

that serviceability of the battery is not acceptable.
the A
reading of approximately 24 volts de indicates a fully
charged battery.
(6) Turn off the airplane lights turned on in step (4), and place
"BATTERY" and "ELECTNC MASTER" switches at OF’F.
(7) Reconnect airplane wiring harness quick-disconnect plug to air~lane

battery.
(8) Re´•peat steps (2) through (7) ~or other battery.
i2-le-o
J~ ~/73
Page 202
SABRE tlNER
MAINTENANCE MANUAL
D. Charging Batteries in Airplane
Partially discharged batteries can be charged while they are in t~e air-
plane. Charge batteries as follows:
(1) Obsert´•e steps (1) and (2) of battery servicing prechuti~ns.
(2) Connect an external de power source to airplane external de

power receptacle.
(3) Turn external de power source,

on and adj’ust to an ou~p´•J-l ~f
volts de.
Place airplane "ELECTRIC MASTER" and switches st ~;i.
(5) Note de voltmeter on external power source. if meter dces nci

read 28.5 volts de, adjust output voltage of external ~e xwer
source to obtain this reading. hIaintain, output voltage st
volts de throughout this entire procedure.
(6) Note ammeter reading on external power source; write down ti~is
value. The meter should indicate the airplane de current
(7) Place airplane "BATTERY" switch at CFF, and note smmeter rea~Ln;
external power source; write down this value.
(8) Figure difference between ammeter steps (j) ar,e -:7:

readings in
If difference is greater place airplane
than 10 amperes,
switch at ON and continue charging procedure. (:´•hke s~rs -,l;as c
external power source output is 28,5 v~lts de.)
(9) Interrupt charging procedure periodically and repeat steps i~: ar,d
(7)´• When difference in ammeter readings is less than 10 smceres
[step 8)1, discontinue charging procedure snd ~lace sr.l
"ELECI~IC IYASTER" switches at ~FF.
NOTE: Batteries are considered charged sr~en they srw les~ 1~
amperes (8 amperes each) of current f,--,~ ex-
ternal de power source,
(10) Turn off external do power source and disc~nnect it from sirplsne.
E. Checking Electrolyte Level in Battery
When batteries are installed in airplane, check electrolyte level i~

cells as follows:
(1) Place all airplane switches at OFF or i~1 airplane-parke~ p;s’i~ ti~-j n,
and disconnect all external power from airplane.
Mar 1/70
Page ;03
SAB RE L31NER
MAINTENANCE MANUAL
NOTE: Batteries should be fully charged, and then remain idle for
at least 3 hours before electrolyte level in battery cells can
be checked. The idle period is required because the charging
operation drives the electrolyte out of the cell plates, and
the level or the does not stabiliae until at least
electrolyte
3 hours after completion or the charging operation.
(2) Remove lids from battery cases,
(3) Remove vent caps from battery cells. (Use Sonotone Corp vent cap
wrench.
Insert one end of glass tube, about 6 inches long with an

a inside
diameter of 1/8 inch, into cell vent. Lower tube into cell until
it contacts nylon barrier inside cell.
(5) While holding glass tube in a vertical position, cover upper end
of tube w´•ith a finger tip. Press finger down on tube and hold it
firmly in this position.
Remove glass tube from cell, while maintaining finger-tip pressure

on end of tube.
(7) Note amount of electrolyte captured inside lower end of tube. If

captured electrolyte extends up inside glass tube a distance of
1/16 to 1/8 inch, the level of the cell electrolyte is satisfactory.
(8) Lower end of glass tube back into cell and release finger pressure
from top of tube, releasing captured electrolyte into cell. Remove
tube from cell.
(9) Replace vent cap on battery cell and tighten, using vent cap wrench.
(Do not overtighten cell vent cap.)
(10) Repeat steps(i;) through (9) for remaining cells in both batteries.
NOTE: If any cell does not have required amount of electrolyte, re-
move battery from airplane, cycle battery, and add distilled
water to electrolyte after an idle period of at least 3 hours.
(II) Install lids on battery cases and secure lids in position with tie-
clown rods.
F. Adding Distilled Water in Battery Cells
When a battery requires addition of distilled water in electrolyte,

pruceed as follows:
CAUTION: NEVEn USE SYR1NGE, DROPPER, ~IYDROMETEEl, C7R DISTILLED WkT~R

WIIICII FIAS BEEN PltEVIOUSLY US%D TO SERVICE ,1 LEAD-ACID BATTEnY.
SIICII PRACTICE WILI, CONTAMINATE TILE NICICEL-CilDMZliM BATTERY ELEC-
TROLYTE. CONTA~TTNATZON WILL CAUSE PERMANE;NT TO TIE
BATTERY f~D RENDER IT ITSELESS IN A TSERY SIICRT PEnIOD OF TI~IE.
i.~i-;8-o Mar 1/70

"age ~JO-t
SABRE L1NER
MAINTENANCE MANUAL
WARNING: IF ANY ELECTROLYTE IS SPILLED ON CLCTHI;IC 219 :C~;GS, .-r"-

FECTED ~itEA IMMEDIATELY WITH Ir" .-1;Y
IS SPLASHED INTO EYES, FLOOD EYES I:´•I~-IEDI;;.TSLY ;´•;I’i’ii JLYr,l
:;IT~-"
(OR 5 PERCENT SOLUTION OF BORIC ACID ~JD WIITER)

A
TIMES; THEN SEEK FIRST AID AS SOON kS POSSIBLE.
(1) Observe battery servicing precautions.
(2) Gain access battery´•

to Disconnect, tempora;rifg insulate, and
stow airplane wiring harness quick-disconnect plug f r3Il_ C83e~
(3) Remove battery from airplane and place in an upright D;siti~n -n
bench in shop area. Remove lid from battery case.
Cycle battery (Refer to 24-30-2).
(5) Allow battery to remain idle for at least 3 hours after

of cycling procedure.
(6) Remove vent caps from battery cells (use Sonotone Ccrp ver,c, cap
wrench) and check electrolyte level in each cell.
(7) If electrolyte level is low in a battery cell (or cells;, slculy

add distilled water to cell, using a syringe, dropper, or
meter
(8) Recheck level of electrolyte in battery cell. levei,

necessary, using a syringe or hydrometer,
(g) battery cells. Use vent cap wrench; do not

Replace vent caps on
overtighten caps.
(10) Before replacing battery in airplane, cycle battery to

mix distilled water with cell electrolyte.
(11) Install lid on battery case and Install battery in Bir319~e,
t~ ’sa’,tery
(12) Reconnect airplane wiring harness quick-disconnect plug
receptacle.
(13) Perform an operational check-out of battery system.
G. Checking Specific Gravity of Battery Cell Electrolyte
NOTE: The specific gravity of the battery cell electrolyte cannot be

checked until after the battery has been removed from the air-
plane, discharged, and then disassembled. This procedure is
necessary because the small amount of electrolyte present atcvs
the cell plates is not enough to operate the hydrcmeter ficat.
After the battery is disassembled, the electrolyte i? each cell
must be carefully dumped into an absolutely clean container
before the specific gravity reading can be taken. For further
information concerning this procedure, refer to 24-30-2.
Jul 6/73
Page 205
SABRE L,INER
MAINTENANCE MANUAL
Cleaning batteries
To remove accumulated corrosion from batteries, proceed as follows:
CAUTION: BEFORE ATTEMPTTNG TO REMOVE: ANY CORROSION FROM BATTERY ((jR

BATTERIES), ~WXE SrJF~E ALL CELL UENT CAPS ARE PROPERLY IN-
STALLED ~IND
a DO NOT USE A WIRE BRUSII TO REMOVE: CORROSION FROM TOP OF

BATTERY CELLS; SEVERE PRCING WILL OCCUR. USE A DRY, STIFF-
BRISTLED FIBER BRUSH TO LOOSEN CORROSION. REMOVE CORROSIOB
FROM BATTERY BY WdSHINCr BATTERY WITII CLEAN WATER.
(2) Cain access battery tray. Disconnect, temporarily insulate, and

to
stow airplane wiring harness quick-disconnect plugs from battery
receptacles.
Remove batteries from airplane.
(LL) Temporarily cap or plug disconnected battery vent and drain lines to
prevent dripping any accumulated electrolyte on airplane structure.
(5) Remove covers from battery cases; then check tops of batteries for
evidence of corrosion.
(6) If any corrosion is present on tops of battery cells, loosen cor-

rosion by brushing cell tops with a dry stiff-bristled fiber brush.
(7) Remove loose corrosion from tops of battery cells and inside o~
battery cases by washing w´•ith clean water.
(8) Dry battery cell tops and inside of battery cases.
(9) While batteries are still removed from airplane, check battery cell
leakage current. (Refer to procedure for checking battery cell
leakage current.)
(10) Replace covers on battery cases and install batteries in airplane,
(11) Remove temporary caps or plugs from vent and drain lines; then
connect lines to battery cases.
(12) Connect airplane wiring harness plugs to battery

receptacles.
(13) Perform operational check-out of battery system.
12-18-0 Mar 1/70

Page 20t;
SA B R E LI N E R
MAINTENANCE MANUAL
I. Checking Battery Cell Leakage Current
NOTE: The battery cell leakage current should not exceed 50 clil~i-
amperes (0.050 ampere). Batteries having a cell leakage c_~rre:;t
in excess of this amount should be replaced by a services~_e
battery.
To check battery cell leakage current, proceed as follows:
(1) If battery is installed in airplane, observe batterS´• servicl:;,

precautions.
Ifbattery is installed in airplane, disconnect airplane wirir-~

harness quick-disconnect plug from battery receptacle; tiler. te~-
porarily insulate and stow quick-disconnect plu~.
(3) Use a mu3_timeter to check battery cell leakage c-ilrrer.-; i’lo~ 1-

battery positive terminal (or negative terminal: t~ ~EtterZr csre.
(4) If leakage current is more than 50 milliamperes (0.0=0 arnc-ere:;,

replace battery. Be sure c~ver is installed on
(5) Reconnect airplane wiring harness quick-disconnect p:iug t~ ttiflterZ´•

receptacle.
(6) If remaining battery is instal!.ed in airpl~ine, ~teI’s

through (5).
(7) Perform an operati~nal check-out of battery systen;.
J. Servicing Battery Sump Jar
MOTE: During sump jar removal, keep jar in an upright positi~r; t;

avoid possible spillage of contents onto airplane
This is necessary because the sump jar lid is net ~eld c~
securely after the tie-down rods have been i’r~;: Ir
As soon as drain tubes are disconnected from sump jar, c´•;; ilr
plug tubes and secure them s~ that they cannot drip tir:y
accumulated moisture onto airplane structure.
CAUTION: MAINTENANCE PERSONNEL SIIOULD WEtVZ RUBBE~R. CLi3VE~, II
APRON, ~ND A FACE SIIIELD TO PROTECT TI~EI´•I FRi:‘:´•:

POSSIBLE CONTACT WITII ANY ACCUI;IUI~ATED B~TTEL1Y -~T"Z-
SOLUTION IN SIT~IP JAR.
(2) Disconnect drain tubes from jump jar, cap or plug t~es, bllc~ sec~rt;
them so that they cannot drip onto airplane structure.

(3) Remove sump jar from airplane.
(4) Remove lid from sump jar.
Mar 1/70
i’ttEe
SABRE LINER
MAINTENANCE MANUAL
(5) Note condition of pad inside sumj~ jar. The pad should be moist with
a solution of boric acid (3 percent by weight) and water. The jar
should not contain any accumulation of electrolyte from battery case.
(6) If sump jar contains an accuinulation of battery electrolyte,

thoroughly wash out sump jar, and clean pad with clean water. Dry
inside of sump jar, and squee~e excess moisture out of pad. Moisten
pad with a 3 percent solution of boric acid and water; then return
pad to inside of sump jar.
(7) Position lid on battery sump jar.
(8) Hold sump jar in an upright position, and placejar in its installed
position on airplane structure.
(9) Secure sump jar to airplane structure with tie-down rods. (Be sure
to safety tie-down rod wing nuts with lockwire,)
(10) Remove caps or plugs and connect drain tubes to drain connections
on sump jar lid.
K. Servicing Battery System Vent and Drain Tubes
WARNING: DO NOT PUT MOUTH IN DIRECT CONTACT WITH AN OPEN END OF A

BATTERY SYSTEM ~ENT DR DRAIN TUBE AS A MEANS TO BLOW CLEAR
Af´•JY OBSTRUCTION IN TUBE. FAILURE TO OBSERVE THIS WARNING
CAN RESULT IN SEVERE MOUTH AND THROAT BURNS TO MAINTENANCE
PERSONNEL.
(2) Disconnect Lower end of vent or drain tube and place it in a glass
jar.
NOTE: Do not permit any accumulation of electrolyte or moisture

in vent or drain tube to drip onto airplane structure.
(3) Apply dry air pressure to upper end of vent or drain tube.
NOTE: Use a to 5 psi dry-air pressure source to clear any

obstructions in vent or drain tubes.
Continue blowing dry air down vent or drain tube to remove obstruc-
tion.
If obstruction cannot be removed, completel.y disconnect section of

vent or drain tube and remove it from airplane. Replace faulty
section with a new tube,
(t;) Connect lower end of vent or drain tube; then remove glass jar
from airplane.
1~-18-0 Mar 1/70

Page 208
SA e a E rr N E a
MAINTENANCE MANUAL
ACCESS DOORS AND PANELS DESCRIPTION
I, General
A. Access and Inspection Provisions
Removable panels and inspection doors are installed to provide access
for inspection and maintenance of the airplane. The appropriate access

doors or panels to use are referred to in pertinent chapters. .-:ccess
door locations are shown in Chapter 6, figure 6-00-3.
Mar 1/70 1~-2C-G

Psge 1
NA-69-420
MAS(´•A1.
AIRCRAFT CLEANING
MAINTENANCE PRACTICES
Refer to the Corrosion Control Manual, Report No.

SR-76-023 for aircraft cleaning.
W~SHING AIRPLANE EXTERIOR
Wash airplane exterior including wheel wells and landing

gear.
m!m~raa
Close wing slats while washing airplane to
prevent washing lubrication from slat
bearings.
Accomplish the following lubrication procedures immedi-
ately following the airplane exterior wash:
i. Lubricate Brake Control Valve per section 12-00-0,
page 11.
2. LubricateNLGand Doorspersection 12-00-0, pages

8 thru 10.
3. Lubricate NLG Uplock per section 12-00-0, page 8.
4. Lubricate LH and RH MLG and Doors per section

12-00-0, page 12.
12-21-00
Page 1!2 Blank
COPYRIGHT, 1986 BY SABRELINER CORPORATION Aug 1/86
CHAPTER
STANDARD
PRACTICES
(AIRFRAME)
NA-GY-4~o
Mn I SI‘F~A S(‘E ~f X~I 1.
CHAPTER 20
STANDARD AIRFRAME PRACTTCES
TABLE OF CONTENTS
Sul,jcel Chapler/Sectiun/Sui,jccl
Standard Airframe I’raetices ~0-00-00
Description
Ceneral.......................................´•..´•..´•´•´•´•´•´•´•´•´•´•´•´• 1
Repairs...............................................´•´•.´•´•. 1
Painling.........................................´•...´•´•´•´•-´•. 1
Flared Tubing and Flex Hose B-nut Torque Values
Torque Wrenches and Converting Torque Values
Torque Values of Wiggins Fittings i
PO-CONTENTS
I’age Hlank
o
COPYRIGHT, 1986 BY SABRELINER CORPORATION Oci S1 H~j
NA-69-4~0
CHAPTER 20
STANDARD AIRFRAME YRACTICES
I,IST OF EFFECTIVE PAGE:S
THIS ENTIRE CHAPTER HAS BEEN RE:VISEI)
Chapter/
Section Page Date
20-I1.E.P. 1/2" Oct 31/86

20-CONTENTS 1/2 Oct ~1/86
20-()0-00 1* Oct 81/86

2* Oct 31/86
3* Oct 31/86
4* Oct 31/86
*The asterisk indicates pages revised, added, or deleted by the current rc\´•ision.
PO-L.E,P.
t’;lyt´•
o COPYRIGHT, 1986 BY SABRELINER CORPORATION ()c´•t:ll kti
~j A-69-420
MA I.V?’~:S A S(-E M XS IJ’~f.
STANDARD AIRFRAME PRACTICES
DESCRIPTION
GENERAL consists of a sheet-metal channrl ariti a

wich panel trailing t’ctKc. esccpt iri rht~ arc:ll t~f :nl´• ´•rr7
(:e rtai n rf rame structu ral repai r practices may be cans i
ai
t:,l,. The trim lal, is ;I hont~\´•c´•orlll, -:lrii];\ ll´•:t: 1~;1!;1.:
tlercd new or unique for this airplane. The use of Chcm-
ture with a shect-n~ct;il charlncii Ic;cclinp c’iiRc.
Milled and machine milled aluminum alloy skins in the
t,asic: airrrame structure asseml.,lies make their repair
three hinges antf is I,y ;i tuitl
practices nonstandard. The rel>ai r of the aluminum honey-
comb sandwich panels used in this airplane also may be the root rib. The rudder i~ bo~h ;trT(KiSrallil~lll I:, ;i:i-! -lir
considered nonstandard practice. tically balanced. Static balance i; i!:, -~tii´•]
weights attached to the inside of the It´•atfine tidRc; -k!~
The fuselage is of all-metal semimonocoque construction. Th, trim tab is staticailv itala:lct´•cl ;Inrj -i,
Chem-Milled aluminum allay stressed skins, along with
degrees.
formed sheet metal and extruded frames (some of which
are Chem-Milled), carry the shear loads. The major por- The horizontal stabilizer is of full cantiii~vt´•r Tii!i-i ri;i.t iiJ:i
tion of the bending loads is carried by the four main It consists of two areodynamicali~ ncutrai
longerons. The remainder of the bending loads is carried nected by a pivoted beam through the zi:ir::
by the various stringers, intercostals, and secondary lon- plete assembly rotates about a pi\´•ot as is at FS I,it;..i:f ar;,:
gerons. The thinned areas of the Chem-Milled fuselage water plane ´•LO for longitudinal trim. The SITUc~:llrt´•
skins have been reduced to a minimum gauge consistent single-cell box with a rear beam. 1?~´•o fur~´•ani ionpl:udi
with the applicable load and fatigue factors and crack nal stringers, and transver~e rii).i. The c~-
propagation resistance, upper and lower skins, and a lead i ng edge ~k i r.. anti a r.;i
The upper and lower skins are Chcnl-S~illed,
The basic structure of the wing consists of front and rear
spars, transverse ribs, and upper and lower machine-
The elevators are interconnected throuuh a tort;uc´•:ubl-
milled skins. This forms the main box beam which The structure is a single-cell lortlur bos
extends from wing tip to wing tip. The slats and leading rear beam, two forward lonpitud inaj .trinprrP.;in-,j :r:i::--
ed ge sk i ns are Chem-Milled. The trai I i ng edge canti levers verse ribs. The rear beam a -ht´•´•r-::.rr;il
from the rear spar of the main box section and is con- channel and a honeycomb sanciwic´•h I,1-lne~ ~raiiir.C ~idpi´•
structed of beams, ribs, skins, and honeycomb sandwich The structure is covered \~´•ith ill,prr anil Il,:~-t´•r ;i;in-. a
panels. l’he flaps and ailerons consist primarily of beams, leading edge skin, and ;t tip. l’he :ii’l’iir ;Intl iii
transverse ribs, skins, and honeycomb sandwich panel are Chem-Milleti.
trailing edges. Aileron aerodynamic balance is obtained The elevator is suspended from the Jtabilizer ri´•;1!- !it´•;iri
by a series of steel weights attached inside the leading by three hinges. The elevator is both at´•rod!namicall!- and
edge skin.
statically balanced. Static balanc~ is achifveii 1,1´•
The empennage consists of a fixed vertical stabilizer, a rud- of steel weights attached to the inner side of the leatiinC
der, a rudder trim tab, a trimmable horizontal stabilizer, edge skin.
an elevator, and fillets. The vertical and horizontal stabil-
izers are swept back 30 degrees at the 25 percent plane. REPAIRS
The vertical stabilizer is an all-metal, fully cantilevered Repairs must be accomplished in ;iccc,rdanci~ :~-i:h
structure. The main box structure consists of a full-length liner Structural Repair ~-Ianuai I~cCHlrr Z´•i S.~ -´•;i:- 1 i !:i~ i
rear beam, a short lower front beam, transverse ribs, two instructions or by Federal Aviarlun ;:l!ii’"’rif
longitudinal stringers, and side and leading edge skins. The repair procedures for safe life structu rt´•.
box section above the rudder is formed by the rear beam, a
honeycomb panel trailing edge, and side skins. The side PAINTING
skins are Chem-Milled. The vertical stabilizer is attached
It has been determined that polyurt´•thane topc~at finisitr-
to the fuselage by bolts at the front and rear beams,
are sufficient for all surfaces of the airplane. Kt´•ft;r ~o
The rudder is a single-cell torque box consisting of a rear Sabreliner Corrosion Control Manual. SR-;fi-i)LI:i. Ior a
:1
beam, two forward longitudinal stringers, transverse detailed description of painting procedure~ for nil ´•ur-
ribs, and side and leading edge skins. The rear beam faces of the airplane.
20-00-00
PaR~1
o COPYRIGHT, 1986 BY SABRELINER CORPORATION ()ct 31 H6
NA-69-420
MAISTEN ANCE MAN UAL
DESCRIPTION (Continued)
FI,AKED TURING ANI) FI,EX HOSE B-NUT and below electrical cables, ii’ possible, to pr´•cvenl fire tiuc
TOKC~UE VALVES to line leakage.
The tot´•que table is to be usetl as a guide in assembling Refore assembly, inspect tube flares for cracks, ~,ul´•rs,
flareti tubes and flexible hoses.
sharp edges, and equal roundness with sleeves.’l’ighl
It is absolutely necessary that open ends of tubing and all sleeves will not be considered cause for rejection. Nuts
fittings on units be kept capped right up to the time they should turn freely on the sleeves.
al´•e connected into the system.
When tube is in position, the tube flares should meet the
Route tubing and flexible hose that they clear adjacent
so fittings squarely and fully. Never use nut to draw a Flare
structul~e, hot-air ducts, electrical cables and equipment, to fitting, as flare might be easily spun off or damaged.
flight control cables, and oxygen lines and equipment. All Start nuts on fittings, and turn until flares and sleeves are
fluid and fuel lines should be routed at least 6 inches from
firmly seated. Never use a wrench until nut is finael´•
tight. Use a wrench on the hex or flat of the body of the!
NOTE fitting to prevent turning of the fitting.
The torgzce values given apply to the tubing
mate´•rial, ´•regardless of the fitting or nut
nlaterial. (t2efer to "ldent´•i,fication of Tub-
ing 1Material" in this section.)
FLARED TUBING AND FLEX HOSE B NUT TORQUE VALUES

TUBE "B" 6061-T6 AL ALLOV ALUMINUM ALLOY
OD I NUT 52S-0 AL TUBING AND MIL-T-6845 TUBING FOR USE
INCHES WRENCH ALLOV TUBING EQUIVALENT FLEX STAINLESS ON OXYGEN LINES
SIZE HOSE ASSEMBLY O STEEL TUBING ONLY
IN. LB IN. LB IN. LB IN. LB IN. LB IN.LB i IN.LB I \N. LB

MIN MAX MIN MAX MIN MAX MIN MAX
1/8 3/8 20 25
3/16 7/16 25 35 30 70 90 140
1/4 1 9/16 40 65 70 120 135 185
5/16 5/8 60 80 70 120 180 230 100 125
3/8 1 11/16 75 125 130 180 1 270 345 200 250
1/2 1 7/8 150 250 300 400 450 525 300 1 400
5/8 1 200 350 430 550 650 750
3/4 1-1/4 300 500 650 800 900 1100
1 1-1/2 500 700 900 1100 1200 1400
1-1/4 2 600 900 1200 1450 1500 1800
1-1/2 2-1/4 600 900 1550 1850 2000 2300
1-3/4 2-5/8 700 1000 2000 2350 2600 2900
2 2-7/8 800 1100 2500 2900 3200 3600
O GENERALLY NOT USED IN FUEL, ENGINE, AND ACCESSORIES, OR HEAT AND VENT SYSTEMS. GEN-1GE
Figure’LO-00-1 Flared Tubing and Flex Hose H-nut Torque Values
20-00-00
Page 2
Oct 31/86 o COPYRIG~-1T, 1986 BY SABRELINER CORPORATION
SA-tiS-´•i~O
MAIS~I‘ESXKC’E
TORQUE WRENCHES AND CONVERTING The 1200 to 480() inch-pountl~ tci,’cl;it. intlicali!ip
TORQUE VALUES listed in Table I has:1:(lll- i sc~u ~i:´•t´• ct I´•ivc.
square-drive adapter’ l,e rl~t´•c: ~\hen thi-
Any type of torque wrench which is adequate for the job used with any of the AN8~I,K ncLtl,r:´•r> Ij-ttii iri Taillr i i
may be used for tightening "R" nuts. Table I lists several
torque indicating handles that may be used. torque i,(´• a;c´•tf f~ll- I:pi.r~t:--
inK"I3" nuts. E:ach of tli~´•\c´• i- I’re~tlI II!;; \;jcc´•:i;?
Table II lists adapters (AN8508 crowfoot flare nut
torclue value.
wrenches) which may be used with the torque indicating
hantlles given in Table I.
TOROUE VALUES *USr

Bf RECOMPUltO LS
r>\ AOAPTIR LflGTntWS
SHOWN AT RIGHT ARM Or TOROUf WRtlCH
ANGLE. NEEO NOT
BE COMPUTEO. ~Z
AB ~i
CONVERTING TORQUE VALUE
Using any of the adapters listed in Table II lengthens the Example: A on a Il,rque ii 1~.´•1
arm of the torque wrench. If such an adapter is used at inches. With an adal,ter dimenzio:! H i-
right angles to the wrench handle as shown, it does not 14.3 inches. A n 1".5 2 1;.:i il.H;. Thi- i- ~r..:
effectively lengthen the arm. However, if the adapter is conversion fac´•tc,l’.
used in such a way that it lengthens the arm of the torque
I,et’s assumc´• t)~ci Iorcluc n-ltJ1 the ali:1~ rrl
wrench, torque values should be recomputed as follows: installed is t(, t,c´• a~cd to "Ii" n:~le fo!. !;;~´•i
I. Measure the length of the torque wrench from the the torque i~ I:(L’T, i:;c´•:-lh,unc~-. Th~´•r(´•_:l!-l
centcr´• of the d rive to the center of the handle. This is 0.87 x 1 i~ tli~´• rorclue r~-acting :t :i~ I
dimension A. used when this Icuticul;trr ati;Y,lcr is ~l?e

torque handle auti i he torque calleti fr.ir- i´•
2. Measure the length of the torque wrench with the
1325 inch-pountl~.
adapter attached. This measurement (dimension B)
is taken from the center of the handle to the center- If the torque inrlicating haliclie and adapter ir, !nt´•
line of the adapter, preceding exam pie are useti. nd the torque vat ur i
not recomputed, actual applied to tiir-
Divide dimension A by dimension B to get the con-
would be approsimatel? I.il~; inch-poundz. ~jt’n
version factor.
tolerance of i":? i ne h-l,ou n i actual torqur ;~i´•a:ii
I
4. Multiply the conversion factor by the torque value exceed the m;is im um I,t´•rnl j,,,t,ic b~´• alll,rlj~
given for the "B" nut to get the torque reading that imately 66 inc´•l,-l,l,llnd~
should be used with the adapter on the wrench.
SOCKET WRENCH AN8508 ADAPTERS
TORQUE INDICATING HANDLES (CAOWFOOT FLARE NUT WRENCHES)
CAPACITY 1 S(IUARE 8TOCK SoUARE STOCK
SPECIFICATION HEX SIZE PIRT NO.
(IN.LB) I DRIVE NO. O~IVE NO.
5-150 1 1/4 MIL-H-4034 5120-221-7944 1 1 9/16 1 1/4 1 AN8508A9 1 5120-541-4074
TABLE I 100-750 3/8 I MIL-H-4034 1 5120-904-1022 1 1 11/16 1 3/8 1 AN850B-ll 5120-189-7896 1 TABLE II
700-1600 1/2 MIL-H-9034 1 5120-170-31211 1 118 3/8 468508-14 5120-191-g765
1200-4800 1 3/4 1 MIL-H-4034 5120-221-7945 1-1/2 1/2 668508-24 5120-11)16755
2 1/2 468568-32 5120-181-6247
2-1/4 1/2 668508-36 5(20-164-8385
Figure 20-00-2 Torque Wrenches and Converting Tortlue Valuer
20-00-00
(c, COPYRIGHT, 1986 BY SABRELINER CORPORATION H6Pa~-r I
()rt 31
:I
Pu’A-69-420
R´•IAINTENA~CE MANUAL
TOR$UE VALUES OF WI(;GINS FITTINGS
Sire
Connector
-8 -10 -12 -16 -20 -24 -28 -32 -40
3605
3615
3655 Torque In
3665 4 5 7 13 18 30 32 33 35 Foot-Pounds
3608
3658
Indicates dash number of fitting.
NOT~S
Ref~r to nlustraten Paris Catalogfor

conrponPnt ~n.rtR of enrh fitting.
Lubricalt’ O-,´•in~s ,rill, I/lr-I’-~Qn
Yet ro
,,,tfs to c´•rcc´•l, oll/r´•r o´•r to the!

fi.\´•c´•d (strcf io ncL,´•~ filt i,,!/.
20-00-00
I Page 4
CHAPTER
AIR
CONDITIONING
NA-69-420
MAINTENANCE MANUAL
CHAPTER 21
AIR CONDITIONING
TABLE OF CONTENTS
Subject Chapte r/Section/Subject Page

Air Conditioning 21-00-00
Description
General..................................................................................... 1
Compression 21-10-00
Description and Operation

AirSupply......................,.........................................................., 1
Emergency Air Supply
Ram Air Supply
Engine Bleed-air Shutoff Valve 1
Engine Bleed-air Duct Reverse-flow Check Valves 1
Emergency Bleed-air Shutoff Valve Z
Emergency Bleed-air Overpressure Switch 2
Emergency Ram Air Supply Valve 2
Door Seal and Sensing Air Dehydrator 2
Trouble Shooting ,,21-10-01 101
Replacement of Engine Bleed-air Shutoff Valve 21-10-02 401
Replacement of Engine Bleed-air Duct Reverse-flow Check Valves 403
Replacement of Emergency Bleed-air Shutoff Valve 404
Replacement of Wheel Seal, Door Seal, and Sensing Lines Dehydrator 404
Servicing Wheel Seal, Door Seal, and Sensing Lines Dehydrator 405
Distribution 21.20-00

Air Distribution System S/N 370-2 thru -6, -8 and -9 1
Air Distribution System S/N 370-1, -7, 380-1 and Subs 2
Flow Limiter Valve
Cabin Flood Flow Valve 3/4
Trouble Shooting, 21-20-01 101
Maintenance Practices 21-20-02 201
Replacement of Cabin Flood Flow Valve............, i 201
Replacement of Flow-limiting Control 201
Air Distribution System Checkout Procedure i01
Functional Check of Cabin Flood Flow Valve 204
Pressurization Control 21-30-00

Cabin Pressurization Control System I
Rate-of-Change Control
Isobaric Control and Ground Test Valve 3
Cabin Pressure Regulator (Air Outflow Valve) 4
Pneumatic Relay
Vacuum Pump
Cabin Air Dump and Safety Valve 5
Trouble Shooting, 21-30-01 101
P1-COMIENTS
Page 1(
a COPYRIGHT, 1990 BY SABRELINER CORPORATION Jun22/90 1
NA-69-420
MAINTENANCE MANUAL
TABLE OF CONTENTS (Continued)
Subject Chap ter/Section/Subject Page

Pressurization Control (Cont’d) 21-30-02
Replacement of Cabin Pressure Regulator 401
Replacement of Cabin Air Dump and Safety Valve 402
Cleaning Cabin Pressure Regulator and Cabin Air Dump and Safety Valve 403
Replacement of Cabin Air Dump Solenoid Control Valve 403
Inspect Cabin Air Dump and Safety Valve Area 403A
Replacement of Cabin Pressure Regulator Filter Cartridge 405
Inspect Cabin Air Pressure (Outflow) Valve Area 405
Replacement of Vacuum Pump.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
I Inspection/Check 21-30-03
Air Leakage in Pressurization Control System 601
Pressurization Control System Checkout Procedure External Air Source 602
Electronic Nose Compartment Pressurization Checkout (External Air Source)--
(S/N 370-1 thru -9, 380-1 thru -23 Not Changed by S/L 7)........................................................ 604
In-flight Pressure Leakage Check 604
Flight Check of Cabin and Cockpit Compartment Pressurization S/N 370-1, -7,
380-1 and Subs 605
Operational Checkout of Vacuum Pump 605
Ground Pressure Leakage Check Engine Operating 605
Functional Check of Flow Limiting Control 606
Fuselage Auxiliary Fuel Cell Bay, Pressurization and Leakage Test 606
Electronic Nose Compartment Pressurization 21-31-00
Electronic Nose Compartment Pressurization System (S/N 370-1 thru -9,
380-1 thru -23 Not Changed by SrL 7) 1
Trouble Shooting 21-31-01 101
Maintenance Practices 21-31-02
Replacement of Nose Compartment Pressure Regulator 201
Replacement of Nose Compartment Relief Valve 201
Replacement of Nose Compartment Air Pressure Regulator Filter Cartridge 202
Replacement Cabin Air Pressure Regulator Filter Cartridge 202
Electronic Nose Compartment Pressurization System Checkout Procedure 202
Innatable Door Seals 21-32-00
Inflatable Door Seal System 1
~ouble Shooting 21-32-01 101
Replacement of Door Seal Pressure Regulator 201
Adjustment of Cabin Door Inflatable Seal Switch 201
Inflatable Door Seal System Checkout Procedure 201
Replacing Inflatable Door Seal 204
Inspection of Entry Door Seal and Sensing Lines Filter 204
Cooling 21-50-00
Cooling-air System S/N 370-2 thru -6, -8, and -9 1
Water Separator S/N 370-2 thru -6, -8, and -9.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Water Separator Delta P (Pressure Differential) Sensor S/N 370-2 thru -6, -8, and -9......., 1
Water Separator Anti-ice Valve SM 370-2 thru -6, -8, and -9.................................................. 1
Cooling-air System SN 370-1, -7 and 380-1 and Si~bs 2
35’F Temperature Control Valve S/N 370-1, -7, 380-1 and Subs 2
Pressure Regulator SM 370-1, -7, 380-1 and Subs 2
35’F Temperature ControVSensor SR\T 370-1, -7, 380-1 and Subs 2
Trouble Shooting 21-50-01 101
21 -CONTENTS
Pagee
Nov 12/93 O COPYRIGHT, 1993 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
TABLE OF
Subject Chapter/Seetion/Subject Page

Cooling (Cont’d)
Maintenance Practices ......................................................21-50-02
Replacement of Refrigeration Unit 401

Replacement of Refrigeration Unit Cooling Turbine S/N 370-2 thru
-6,-8,and-9 401
Lubrication of Refrigeration Unit Cooling Turbine S/N 370-2 thru
-6,-81and-9 402
Lubrication of Refrigeration Unit Cooling Turbine S/N 370-1, -7,
380-1 and Subs
Replacement of Water Separator 404
Replacement of Water Separator Anti-ice Valve S/N 370-2 thru
-6, -8, and -9
Replacement of Water Separator Delta P Sensor Filter Element
S/N 370-2 thru 6, -8, and -9
Replacement of 35"1" Temperature Control/Sensor S/N 370-1, -7,
380-1 and Subs 404
Replacement of Refrigeration Unit Cooling Turbine S/N 370-1, -7,
380-1 and Subs
Cleaning Water Separator Condenser 405
Nose and Electronic Equipment Compartment Cooling 21-51-00

Nose Compartment Cooling in Flight 1
Nose Compartment Cooling on the Ground 1
Electronic Equipment Compartment Cooling 1
Trouble Shooting 21-50-01..,..,
Replacement of Ground Cooling Blower 201
Electronic Equipment Compartment Cooling System Checkout Procedures 201
Temperature Control 21-60-00

Cabin Temperature Control System 1
Cabin Air Temperature Control Network 1
Cabin Temperature Hot-air Mixing Valve 2
Cockpit Temperature Control System S/N 370-1, -7, 380-1 and Subs 2
Cockpit Air Temperature Control Network S/N 370-1, -7, 380-1 and Subs 2
Cockpit Temperature Hot-air Mixing Valve S/N 370-1, -7, 380-1 and Subs 3
Trouble Shooting. 21-60-01.....,..
Replacement of Cabin Hot-air Mixing Valve 201
Replacement of Cockpit Hot-air Mixing Valve S/N 370-1, -7, 380-1 and Subs 201
Cleaning of Cabin Temperature Sensor/Blower 201A
Cabin Temperature Control System Checkout Procedures 202
Cockpit Temperature Control System Checkout Procedures
S/N 370-1, -7, 380-1 and Subs
21-CONTENTS
Page 3/4 Blank
0 COPYRIGHT, 1990 BY SABRELINER CORPORATION Jan 19/90
NA-69-420
IMAINTENANCE MANUAL
CHAPTER 21
AIR CONDITIONING
Section Figure No. Title Page

21-00-00 21-00-1 Air Conditioning System Aircraft NA-370-2
through -6, -8 and -9 5
21-00-1A Air Conditioning System Aircraft NA-370-1, -7,
NA-380-1 and Later 6
21-00-2 Air Conditioning System Electrical Schematic Aircraft NA-370-2
through -6, -8 and -9 8
21-00-2A Air Conditioning System Electrical Schematic Aircraft NA-370-1, -7,
NA-380-1 and Later 10
21-10-02 21-10-401 Check Valve Spanner Wrench (Locally Manufactured) 402

21-10-402 Dehydrator, Sensing Lines
Door Seal and 406
21-30-02 21-30-401 Cabin Air Dump and Safety Valve and Cabin Outflow Valve 404
21´•50-03 21-30-601 Fuselage Auxiliary Fuel Cell Bay Pressurization and Leakage Test
Equipment Hookup 609
21-30-602 External Tube Type Manometer 610
21-30-603 Leak Test Unit Procedure A 611
21-30-604 Leak Test Unit Procedure B 612
21-30-605 Leak Test Unit Procedure C 613
21-30-606 Cabin Pressurization Cent. Sys. Leakage and Structural Test Components.. 614
21-31-00 21-31-1 Electronic Nose Compartment Pressurization System 2
21-31-02 21-31-2 Cabin Air Pressure Regulator Filter Cartridge 202
21-32-00 21-32-1 Door Seal Pressure Regulator with Solenoid Valve Aircraft NA-370-2
thru -6, -8, -9 (Not changed by Optional Kit No. 5) 2
21-31-1A Door Seal Regulator With Latching Solenoid Valve Aircraft NA-370-1,
-7, and NA-380-1 and Later land NA-370-2 thru -6, -8 and -9 That Are
Changed by Optional Kit No. 5) 3
21-50-00 21-50-1 35’F Temperature Control Valve S/N 370-1, -7, 380-1 and Subs 4
21-50-2 Pressure Regulator SM 370-1, -7, 380-1 and Subs...................................... 5/6
21-50-02 21-50-3 Lubrication of Refrigeration Unit Cooling Turbine 403

21-50-4 Cooling Turbine Installation SM 370-1, -7, 380-1 and Subs 406
21-50-5 Water Separator Condenser 407/408
21-50-6 Pressure Regulating Valve 3 Wheel Cooling Turbine 409/410
21-51-00 21-51-1 Electronic Equipment Compartment Cooling System
Electrical Schematic 2
21-60-02 21-60-1 Temperature Sensor Resistance Value Chart Curve I 206

21-60-2 Temperature Sensor Resistance Value Chart Curve II 207
21-ILLUS.
Page Y2 Blank
Q COPYRIGHT, 1993 BY SABRELINER CORPORATION Nov 12/93
NA-69-420
MAINTENANCE MANUAL
CHAPTER 21
A~R C ONDITIONIN G
LLST OF EFFECTIVE PAGES
Chapterl Chapter/
21-L.E.P. 1 Feb 29/96 21-30-00 (Cont’d) 4 Jul 6/73
2 Feb 29/96 5 Sep 20/85
21-CONTENTS 1 Jun 22/90 6 Sep 20/85
2 Nov 12/93 21-30-01 101 Mar 1/70
3/4 Jan 19/90 102 Jul 6/73
21-ILLUS. 1/2 Nov 12/93 103/104 Sep 20/85
21-30-02 401 Jul 6/73
21-00-00 1 Oct 11/76
402 Jul 6/73
2 Nar 1/70
403 Jul 12~89
3 Aug 1/86
403A Oct 11/76
4 Aug 1/86
404 Oct 11/76
5 Oct 11/76
405 Oct 11/76
6 Oct 11/76
406 Oct 11/76
7 Oct 11/76
8 Oct 11/76 21-30-03 601 May 29/87
9 Oct 11/76 602 Nov 12/93
10 Oct 11/76 603 Nov 12/93
11 Oct 11/76 604 Nov 12/93
11A/11B Oct 11/76 605 Jun 22/90
21-10-00 606 Nov 12/93

1 Sep 20/85
607 Nov 12/93
2 Sep 20/85
608 Nov 12/93
21-10-01 lot Jul 6/73 Nov
609 12/93
21-10-02 401 Oct 5/92 610 Nov 12/93
402 Mar 1/70 611 Nov 12/93
403 Jul 6/73 612 Nov 12/93
404 Jul 6/73 613 Nov 12/93
405 Oct 11/76 614 Nov 12/93
406 Jul 7/78
21-20-00 1 Oct 11/76 21-31-00 1 Sep 20/85

2 Oct 11/76 2 Sep 20/85
3/4 Sep 20/85 21-31-01 101 Jul 6/73
21-20-01 101 Jul 6/73 201 Jul 1/91
21-31-02
10’L Jul 6/73
202 Jan 19/90
21-20-02 201 Sep 20/85 21-32-00 1 Oct 11/76
202 Sep 20/85 2 Oct 11/76
203 Sep 20/85 3 Oct 11/76
21’32-01 101 Oct 11/76

21-30-00 1 Oct 11/76
2 Mar 1/70 21-32-02 201 Sep 2/88
3 Mar 1/70 202 Sep 2/88
203/204 Sep 2/88
21-L.E.P.
Page 1
0 COPYRIGHT, 1996 BY SABRELINER CORPORATION Feb 29/96
NA-69-420
MAINTENANCE MANUAL
LIST OF EFFECTIVE PAGES (Continued)
Chapterl
Section Page Date
21-50-00 1 Sep 20/85

2 Sep 20/85
3 Sep 20/85
4 Sep 20/85
5/6 Sep 20/85
21-50-01 101 Ju16/73
21-50-02 401 Sep 20/85
402 Sep 20/85
403 Sep 20/85
404 Feb 29/96
405 Sep 20/85
406 Sep 20/85
407 Jun 12/89
408 Jun 12/89
409/410 Jun 12/89
21-51-00 1 Oct 11/76

2 Oct 11/76
21-51-01 101 Oct 11/76
21-51-02 201 Oct 11/76

202 Mar 1/70
21-60-00 1 Oct 11/76

2 Oct 11/76
3 Oct 11/76
21-60-01 101 Jul 6/73
21-60-02 201 Oct 11/76

201A Oct 11/76
202 Oct 11/76
203 Oct 11/76
204 Oct 11/76
205 Oct 11/76
206 Mar 1/70
207 Mar 1/70
208 Oct 11/76
209 Oct 11/76
210 Oct 11/76
C
21-L.E.P.
Page 2
SAB TZ EhlNEI;Z
MAINTENANCE MANUAL
AIR CONDITIONING DESCRIPTION
i. General
Air for the environment and pressurization system is extracted from the
engine compressors. This bleed air is manifolded at each engine and is routed
through the engine nacelle pylon into the fuselage rear section. At this
point, the ducts from each engine are joined at one common duct which sup-
plies the air for the environment and pressurization system. In this manner,
either engine is capable of furnishing air to the complete system.
Air to the cabin and crew compartment is a mixture of bleed air which has
been cooled by refrigeration unit and
the bleed air which is routed directly
from the extraction ports of the engine.
Air from the extraction ports or the left engine is manifolded, passed through
an engine bleed-air shutoff valve and a reverse-flow check valve, and joined
with the air which was similarly routed from the right, engine. The engine
bleed-air shutoff valv~s are energized to open, and are controlled by the
CABIN AIR rotary switch located on the environmental control panel of the
engine control lever pedestal in the cockpit. The shutoff valves may be
closed separately if a downstream duct ruptures, if air contamination occurs,
II or if an engine fails. The reverse-flow check valves located at the "T"

fitting, downstream of the engine bleed-air shutoff valves, protect against
reverse flow during single-engine operation. (See figures 21-00-1 or
21-00-1A and 21-00-2 or 21-00-2A.)
Because the engine bleed air has been put to various uses, the air condition-
ing and pressurizing system consists of the following subsystems:
Air supply
Emergency air supply
Ram-air supply
Air distribution system
Cabin pressurization control system
Electronic nose compartment pressurization system
Inflatable door seal system
Cooling air
System
Electronic equipment compartment cooling system
Cabin temperature control system
Cockpit temperature control system Aircraft NA-370-1, -7, NA-380-1 and
later
InflatabLe wheel seal system Aircraft NA-370-1 through -8 not changed
by Service Bulletin 72-8
The components of these systems and their locations are as follows:
Oct 11/76 If3$C:Esgjl~l’:? ~1-00-0
P95e 1
SABRE LINER
MANUAL
COMPONENT NO. ~PER

NOMENCLATURE AT~RPLAf\SE LOC~TION
Engine bleed-air shutoff 2 Right and left engine compres-

valve sor bleed-air supply ducting
Emergency bleed-air shutoff 1 Right engine pylon, station 363

valve
Emergency bleed-air overressure 1 Rear section or fuselage,

switch station 357, right side
Emergency ram-air supply valve 1 Rear section of fuselage, in

duct downstream from ram-air
inlet duct
Flow limiter va?-ve 1 Rear section of fuselage,

upstream from refrigeration
unit
21100-0 Kar 1/70

Page 2
NA-69-420
MAINTENANCE MANUAL
COMPONENT NO,PER
NOMENCLATURE AIRPLANE LOCATION
Cabin flood flow valve 1 Rear section of fuselage, downstream from heat
exchanger
Rate-of-change control 1 Cockpit/right console or center pedestal
Isobaric control and ground test valve 1 Fuselage station 30, right side
Cabin pressure regulator 1 Fuselage station 76, right side
Pneumatic relay 1 Fuselage station 86, right side
Cabin air dump and safety valve 1 Fuselage station 76, left side
Air filter 1 Fuselage station 85, right side
Limit control 1 Fuselage station 85, right side
Cabin air dump solenoid control valve 1 Fuselage station 76, left side
Nose compartment absolute-pressure 1 Fuselage station 32, left side

controller O
Nose compartment pressure regulator O 1 Fuselage station 50, left side
Nose compartment low pressure switch O 1 Fuselage station 45, center
Nose compartment relief valve O 1 Fuselage station 45, right side
Door seal pressure regulator 1 Rear section of fuselage, on bulkhead, left side,
aft of refrigeration unit
I)oor seal pressure reservoir 1 Rear section of fuselage, left side, outboard of
refrigeration unit
Door seal manually operated dump valve 1 Bulkhead aft of entrance door
Water separator 1 Rear section of fuselage, part of refrigeration

unit
Water separator delta P sensor O 1 Rear section of fuselage, above water separator
Water separator anti-ice valve O 1 Rear section of fuselage, upstream of water

separator
Refrigeration unit 1 Rear section of fuselage
Ground cooling blower 1 Fuselage station 25, center
Nose compartment check valve 1 Fuselage station 23, center
Cabin hot-air mixing valve 1 Rear section of fuselage, center, inboard and
forward of refrigeration unit, station 360
370-2 thru -6, -8 and 9

B S/N
S/N 380-1 thru -23 Airplanes not changed by S/L 7 or S/B 74-1
21-00-00
Page 3
0 COPYRIGHT, 1986 BY SABRELINER CORPORATION Aug 1/86
NA-69-420
MAINTENANCE MANUAL
COMPONENT NO.PER
NOMENCLATURE AIRPLANE LOCATION
Vacuum pump 1 Fuselage nose section station 30
Vacuum regulator 1 Fuselage station 99, right side
II Vacuum regulator valve 1 Center pedestal
Dehydrator 1 Fuselage station 365, right side
Filter 1 Fuselage station 365, right side
350F temperature control valve O 1 Fuselage rear section on refrigeration unit
Pressure regulator O 1 Fuselage rear section
350F temperature control sensor E~ 1 Fuselage station 364 RH
Cockpit temperature control unit O 1 Fuselage station 194 RH
Cockpit duct air temperature sensor 1 Fuselage station 333 RH
Cockpit hot-air mixing valve 1 Fuselage station 357
Cabin air temperature control 1 Center pedestal
Cockpit air temperature control O 1 Center pedestal
Cabin air temperature sensor/blower 1 Aft side of forward cabin bulkhead LH
O S/N 370-1, -7, and S/N 380-1 and Subs
21-00-00
Page 4
Aug 1/86 o CO´•PYRIGHT, 1986 BY SABRELINER CORPORATION
SABRELINER
MAINTENANCE MANUAL
16 -7- T
T r
7
Mnx cnllN PaeSS
SISlEM CONTIOL P*NLL
(INSTIIUMENT P*NEL--
CINTrssiOLS~Y
L1 I AIRPLANES NOT CHANGED
SE 7427
BY
O ELKTlKALLl
OPElnrED vn~ve
PRESSLllE LIMITING AND
SnUTOR VAIVE
12
lo
(1III I~YI
,ulO
7 121 AIRPLANES CHANGED
SE 7427
BY
B mlumnncnlu
OPElArED VALVE
Eji VEMUlI-nPE ~n NINE
MIN CABIN PIIESS.
ul
rr
3
g
1
nmalENr Panss.
l.os 0.2)
I
(01D
011- o
D SOLENOID-PILOTED
PNEUM*TK VALVE All ALTEI
PNEUMATIC VALVE Wm(

ca MANUAL SOLENOID
NOSE COMPT PIIESS. SCCIIDULL I~ntrG

111
Bnir6 Ml I
lNELIMATK PICSSUIL
CONROL
c3 NEAT SENSING
ELKnKAL INDKATION
1 Born
UI
NOSE COMn’LOZS dF PIES~. tlG
OWIIQRI(WUIL) OC~R.V*LYS
O UIL (01 110~
20 25 30 35 40 45
5 10 DWI) L IUTO (OWT J
GROUND PRESSURE TEST )~NEL
PRESSURE ALTITUDE--1000 FT SWITCnPRESSURE DUMP VALVE (LUI(U*L)
61
CONSTANT BLEED LINE
2 3 4 5 6 7 60 8 O 10 11 12 13 14 IS 16 17 18 54 19 20 21
FUS
22 PRESSURE RECULITOR
L~S
j
STA 50 MANUAL DUMP VALVE
WD RELIEF VALVE
ENGINERH
anm at
I~ r
(1:x, CI- TO DEIC~R

BOOT SYSTEM.
OVERBOARD
ETC
TT_i 2 (I
22
To
246
AMBIENT
AIR
ELECTRONIC F V,
17 MUIPMENT ro CABIN *IR
26
a-
i
COMPARTMENT lt-’f71 OVERnEAT 22
CAUTION LIGnT RAM-AIR
7
1~ 22
PRESSURIZED
NOSE
CREW fOlUPARTMENT
1
II I
O
tABIN
I I
18
29
30
ro DEICER
BOOT SYSTEM. ETC
31
I-pupl\ I I t ´•II i I I I I I I I I
ENG1NE OVERBOARD
DRAIN
Y
52 51 so 49 48 42 46 45 5 44 59 43 42 41 40 39 38 36 87 35 58 56 n 34 3j 20 22
53
14 tRWI(D FITT(IIC- SEAL REGULATOR 27 DOOR SEAL PRESSURE RESERVOIR 40 CABIN AIR TEMPERATURE CONTROL BOX
53 DEHYDRATOR
I VACUUMPUMP 15 WATER SEPARATOR 28 MANUALLY OPERATED AUR DRAIN VALVE 41 CABIN AIR SUPPLY OVERHEAT THERMOSWITCH
54 PRESSURE REGULATOR MANUAL DUMP
2 CABIN PRESSURE REGULATOR 16 WATER SEPARATOR DELTA P SENSOR 29 *111 STm~M 42 CABIN AIR TEMPERATURE SENSOR 6 BLOWER
AND RELIEF VALVE
3 PNEUMATICRELAY 17 WATER SEPARATOR ANTI-ICE VALVE 30 AIR FILrrR-nrDR*UUt’Srrm# 43 CABIN AIR TEMPERATURE SELECTOR
55 RIGHT HAND WHEEL SEAL
4 UMRCONTROL 18 REFRIGERATION UNIT 31 Alil PRESSURE REGULATOR-HYDRPUUC SrSf~M 44 CABIN AIR DUMP AND SAFETY VALVE
56 LEFT HAND WHEEL SEAL
5 AIRHLTER 19 EMERGENCY ULH)-*S~ 91CttOiF VALVE 32 PRESSURIZED HYDRAUUC RESEIIVCIIR 45 CABIN AIR DUMP SOLENOID CONTROL VALVE
57 PRESSURESWITCH
6 RATE-OF-CHANGE CONTROL 20 ENGINE MEED-AIR SHUTOFF VALVE 33 REVERSE-HOW CHECK VALVES 46 CABIN AIR ISOBARIC CONTROL AND GROUND TEST VALVE
58 FILTER
7 COCKI(T COOUNG-AlR OUnn 21 EMERGENCY BLEED-AIR OVERPRESSURE SWITCH 34 HOW UMmll VALVE 47 GROUND TEST SHUTOFF VALVE
59 VACUUM REGULATOR
AIR EYEBALL OUTLETS 22 PNMIMATIC PRESSURE CCIKK VALVE 35 CABIN HOOD ROW VALVE 45 NOSE COMPARTMENT PRESSURE REGULATOR
M) HEATING PAD
O DUCT AIR TEMPERATURE SENSOR 23 MAIN CABIN DOC8 SEAL 36 EMERGENCY RAM-AIR SUPPLY VPliVP 49 NOSE COMPARTMENT ABSOLUfE-PRESSU~E CONTROUER
61 COLD AIR DUCT MUFFLER
10 ClblN COOUNG-AlR SUPPLY CHECK VALVE 24 MA~UAI11 OPERATED DUMP VALVE 50 NOSE COMPARTMENT LOW-PRESSURE SWITCH
37 ~mxmG vALVl- 62 CONDITIONED AIR MUFFLED
11 EMERGENCY CAWN AIR PRESSURE SUPPlY CHEKK VALVE 244OISOONmCT FOR DOOR SEAL TEST 38 *LTITUDfnLSSURfSWITCn 51 NOSE COMPARTMENT PRESSURE REUEF VALVE NA370-2 THROUGH -6. AND s AIRPLANESI
11 GROUND FITTIWO ClgN PRESSURE 25 -OOOR-SEALFRESSURE REGULATOR 39 CABIN AIR 5110017 CHEER VALVE 52 ELECTRONIC EOUIPMENT COOUNG-AIR BLOWER 6 CHECK VALVE NOT CHANGED BY SERVICE BULLETIN 728
11 CROUWD FITTInG -CI~IN *111 26 fK~fR
8370-2-53-3B
Air Conditioning System SEE BLOF~-UP FICHE NO, A

Aircraft NA-370-2 through -6, -8 and -9
~1-00-0
Figure 21-00-1
Page 5
Oct 11/76
SABR ELINER
MAINTENANCE MANUAL
HOSE a
TRIM31NC
RUD
LIGHTS
oslx*T
MAIM
O O 0´•´•´• CABIN COCKPIT

o
ReTR*CT LH ON
b
ST*NDBY TEMP TEMP
*uro AUTO 1
RUD
PRESSURIZATION Q
~6d
TRIM
RnENe
4 jC
R*uF F
O
u:
s
C*BIN Y*N AMBIENT PLlESS. s.e~P

tOCKPIT
a COLD ,-CO T W (MAX AT
TEMP DUUP TEMP
I NOSE GR
LH
CABIN ,i,l 45.WO FTI
;p.
-I*UTO UITO STEER ENC
RN ENG
OFFCoL6
to)
OFF OFF
Y*IN
g To
Z8A 29 30 16
M*H T*NDB
12 e.z h
HOT COLD *uio COHT~ CABIN MAX PRESS. E
COLD
14
NA-37O-1. -7 AND NA-3B0-4
NA-380-1.-2. AND -3
t
SL GROUND PRESSURE TEST PANEL
7
AND LATER st ta to 30 Ao 50
PRESSURE ALTITUDE THOUSANDS OF FEET 2LI

~I
1 2 3 4 5 ~1 6 7 8 9 10 fl 12 1) 15 13 16 17 18 16 19 20 21 22 23 21 25 26 264 27
i_
31
’9 I I I II r-
__1
32
-r rtle
33
-71
Is
TO HYD
TO CABIN AIR RESERVOIR
01 IC
w___l
-1
,1
I
L __
,7
-J
O.HEAT CAUTION
LIGHT
L
1~ DOOR
SEAL
34
r
~--t---- t Lr;i 1~
55 54 53 52 51 50 49
L -I
46
I.
41
,I- ,_LL,~
46 45
_
44
_
_I_
46
_
-I- _
_ _
43
_
42
_1~
41 16 40
)I
39 38
35 DISCONNECT FOR
DOOR SEAL TEST
1 CHECK VALVE 14 COCKPIT TEMP CONTROL BOX 27 EMER BLEED AIR OVER PRESSURE SWITCH 41 CABIN AIR TEMP CONTROL BOX
GROUND COOLING AIR BLOWER COCKPIT OVERHEAT THERMOSWITCH
8
2 15 28 EMER BLEED AIR VALVE 42 CABIN AIR SUPPLY OVERHEAT THERMOSWIT!:H
3 VACUUM PUMP CHECK VALVE FUEL HEATER EIEcralcnuv
16 28A 43 DUCT AIR TEMP SENSOR
OPEIIATED VALVE
4 NOSE COMPARTMENT PRESSURE RELIEF VALVE* 17 MUFFLER 29 BLEED AIR SHUT-OFF VALVE 44 CABIN AIR TEMP SENSOR
5 NOSE COMPARTMENT PRESSURE LOW SWITCH’ 18 COCKPIT HOT AIR MIXING VALVE 30 ENGINE INLET ANTI-ICING VALVE (REF CHAP 301 45 CABIN TEMP SENSOR BLOWER 3j ~A 16 j, is ’is is is
6
7
8
CABIN AIR OUTFLOW
AIR FILTER
LIMIT CONTROL
VALV~ 19
20
21
GROUND TEST FITTINGS
ALTITUDE PRESSURE SWITCH
350 F TEMPERATURE CONTROL/SENSOR
31
32
33
DOOR SEAL TEST FITTING
DEHYDRATOR
FILTER
46
47
48
FLOOR HEATING PADS
AIR OUTLETS
CABIN AIR TEMP SELECTOR
8 PNruMnrlCA(Lv
OP~IIArED VILVE
PRESSUIIE tlMITING FIND
T-EXCIWUO(Y TUIU1IIE
SHUTOrr
9 PNEUMATIC RELAY 22 WATER SEPARATOR 34 RELIEF VALVE 49 CABIN DUMP SOLENOID CONTROL VALVE SOLENOID PILOTED C´•COI~PRESSOR
VACUUM REGULATOR 35 DOOR SEAL PRESSURE REGULATOR
10
11 CABIN PRESS. a RATE OF CHANGE CONTROL
23 FLOOD FLOW VALVE
36 DOOR SEAL RESERVOIR
50 FILTER PNEVMATIC VALVE
R CHECK VI\IVE F-FIIY-DR~LVIS AMBIENT AlR
24 350 TEMPERATURE CONTROL VALVE 51 CABIN AIR DUMP SAFETY VALVE OVER SECONDARY HEAT
37 FLOW LIMIT CONTROL PNEUMAIIC VIV~ WlrH
12 COCKPIT AIR TEMP SELECTOR 25 3 WHEEL REFRIGN PACK 52 CABIN AIR ISOBARIC CONTROL 8 GROUND T1IST VALVE EXCHANGER
MANUAL SOLENDID
13 COCKPIT DUCT AIR TEMP SENSOR 38 CABIN HOT AIR MIX VALVE 1
~fi
26 PRESSURE REGULATOR 53 GROUND TEST SHUTOFF VALVE
~n WATER INJECTOR (ASPIRATOR) 39 EMER RAM AIR SUPPLY VALVE 54 NOSE COMPARTMEhIT ABSOLUTE PRESSURE LONTROLLER+
PNEVMATlC PPESSUP~
CONrPOL DUMP VALVE (MANU*L)
NRIYIRI nE*TEXCn*IYCIR
.ON~7•´
ON AIRPLANES NA-370-1.
40 MUFFLERS HEAT EXouN;ER
55 EOUIPMENT BAY OUTFLOW VALVE NA-3B0-1 THRU -23 THAT ARE
NOT CHANGED BY SSL´•7 5380-2-53-1A
Air Conditioning System

Aircraft; NA-370-1, -7, NA-380-1 and Later
21-00-0 Figure 21-00-1A Oct 11/7~
Page 6
SA B R E LI N
MAINTENANCE MANUIAL
ESSENTIAL 28V DC BUS

CABIN EMER ~S LDG FIRE CONT SYS g FUS OVHT CONT ENG ENG EMER CABIN PRESS DUMP FIRE CONT SYS g FUS OVHT-- DR SEAL 8
AIR CABIN GEAR- BLEED AIR -LH BLEED AIR RH RAM AIR VACUUM 8 PRESS DUCT FAII
SHUT-OFF AFT FUS OVHT IND LOCK ’IND
OVHT PRESS POS ESSENTIAL 11SV AC BUS
IND FAIL
aH
PNEU CABIN AIR D2
ENG CABIN TEMP CONT
8 LH ENGINE
NOSEBOOT ENG
I~
I~
15
OFF
(CENTER PEDESTAL)
i". )3
36
43
(LH OvnD aFT nC
ESSENTIAL CKT BKR PANEL)
D3 o
MASTER SWITCI´•I MAIN DOOR
´•5
,1 J1 IIHOWN OPEN
(PNEUMATIC SEkL)
anM o~a ]O 1 I51*1POi
caHcowsoul O ´•6
10
IZ 20 30 ’2 IO
52
50
0)~
OFF
<5512)
o 27 31 119 o 17 D2 (NOT
~1 57 D1 an ENGINE (LOCKED)
DUMP
MASTER SWITCH
C55538)
55538 NO. 1
D3 5553
04020
55539 NO~ 2
c
(G~ NO. 3
r- B
03 UF
C501 C500 8511 2
PHASI
A CAP
J4015 To "ooOR OPEN
VV502 8 ~55541)
55541
NO~ 4 APU TURBINE CAUTION LIGHT
I) CONTROL O 6
8 6 C:i
8 CI
START NO 2 STnRT NO 1 00550
NOSE
I
it´•´•
I
~I
55542
AFT
BLEED-AIR xl xl BLEED-AIR (STA 206 LH) FUSELAGE
(STA 40 LH) t
1 SHUTOFF VALVE
,,TO..CABIN
sa nor´•´•
SHUTOFF VALVE
INOIIMI\LLI
j~(K500) <K679) 7
K501
(NO~*LLY CLOLED)
5604
(ss54i)
55543 NO d
OVERHEAT
5ENSORS
4
DuMP
CAUTION CLOSED) (574 352) 6 K1089
LIGHT LH ENG EMER PRESS. RH ENG A3
(STA 352) CABIN
CABIN SUPPLY FIRE FIRE SHUTOFF FIRE SHUTOFF nz
55544 LDG POS SEL MON I~7
PRESSURE NO. 7 6
(REF5) B
AIR OVERHEAT TO "NOSE (LEFS) (EPFS) GROUND I´•Al
r
RAM-AIR VALVE
(574 330) PRESS FAIL" TEST I ~K650) 8
C*UTION LIFHI (5504) (5505)
CABIN AIR DUMP
(GROUND
I xl
(55545)
55545
NO 8
I
GROUND OPEN
*2 ANCI SAFETY (RnvGO)
*I .*1
PRESSURE
VALVE
TEST PANEL)
LH RH (NORMALLY CLOSED) (ST* 412) lX2 NO. 9 5 b 6.
B (STA 761
PUMP
(s6sa) CONTVACUUM A B A B C
I.CTU*TI~ *nr* rlRr PULL´• *U,LE ,ULLIDI (YP~) (s~l
SS547 Nora
(5J1P)
1MIRG BLCE[I´•~R ilLI*.UIE IN~LIU.DI.LI
OVERPRESSURE
8 *2 DOOR SEAL DOOR SEAL
(OPENS AT 60 8SI) TO .’AFT FUS HOT"
(STA 357 RH) MOTOR VACUUM I
SOLENOID VALVE LATCHING
A CAUTION LIGHT
I (ENERGIZED WHEN TYPE VALVE
C’
A PUMP ~sslooo)
SS1000 J
MASTER CAUTION
I
Iro
’TOCABINPRESSVRE ALL DOORS LOCKED AND (STA 359)
LIGHT (1615280668617 MAIN GEAR
FAIL RELAY FOR 8523 UNLOADED)
EMER BLEED-AIR A I I
PANEL SHROUD)
OXYGEN WARNING B (STA 359)
CABIN SHUTOFF VALVE FROM TEST SWITCH
HORN AND SIGNS I
PRESSURE
To..cnslN PRESS
csra 3~2 Rn)
t
!CLOSCI
*2 *1
VV520
12
CA K690
ON tNGINE FIRt
CONTROL PANEL AUTO
FAIL A 7
FAIL" CAUTION *I
(STA 80) OFF
LIGHT
03 CABIN AIR ALTITUDE PRESS. CABIN
A7 I CABIN
DI
~2 FLOOD VALVE SW IST1\ 3n PH) AET FUS TEMP
10.000 (r 400) II I ´•1 PRESS OUMP
FOOT ALTITUDE. R? (VY503)
VV5O3 *IOT D
81
(srn 368 LH) (OPENS AT 14.300 FOOT OVERHEAT (CENTER
st I 3
ALTITUDE) SYS TEST PEDESTAL)
CONTACTS OPEN (UNLOAD)
(UNLOAD)Z
BELOW 9500- (1618) (*FOST) M~N MIIN
roor ~mruod ,3 "’07A co~o Har

*I (OPEN)
(LOAD) (LOAD) GROUND ELEC
(LHDLEO) (RHOLEO)
xl
CONTROL
I~7 EMERGENCY RAM-AIR RAM-AIR ~#f
MAIN LANDING GEAR
GROUND ELEC.
(GEC)K1~9 (REF)
SUPPLY V/ILVE
(NORMALLY CLOSED)
VALVE OPEN
(RVO) RAM-AIR VALVE O AIRPLANES WITHOUT APU ~3 AIRPLANES NOT CHANGED BY SSB 73-7 OAIRPLANES5 IAIRPLANES NOT CHANGED BY SOK-5
LOAD SWITCHES
TIE-IN fi (STn 365) GROUND OPEN
OAIRPL/INES LVITH APU L~L\IRPLANES CHANGED BY SERVICE I~AIRPLANES CHANGED BY OPTIONAL KIT SDK-B
(GETI:) LDG POS SEL (RAVGO) BULLETIN SSB 73-7
S370-2-53-4B
Air Conditioning System Electrical Schematic

Aircraft NA-370-2 Through -6, -8 ana -g
Figur~ 21-OQ-2 (Sheet 1 nf 2) 21-00-0
Oct 11/76 i
Page 7
SABRELINER
MAINTENANCE MANUAL
LSSfNT141 ~HY DC BU~
LDG FIRE CONT SYS 8 FUS OVHT CONT ENC~ ENG EMER t~ CABIN PRESS DUMP ~n FIRE CONT SYS 8 FUS OYHT
BLEED AIR -CH BLEED AIR RH RAM AIR VACUUM 8 PRESS DUCT Fnii AFT FUS OVHT IND
GEAR SHUT-Off PUMP
p05 ESSENTIAL IISV AC BU5
OFF
08804 D1
ail 51
ENG
CABIN AlR L I \P CABIN TEMP CONT LH EFiCINE
LH D?~
(CENTER PEDESTALI II
llH OvHD nFT nC MASTER SWITCH
ENG OFT
)3 ESSENTIAL CI(T BLP PANEII
I, I, )3 .3
5548
BOTH
ENG II 1 d -s~ d
o’O
RnM al~ 316 d I o´•~
EMER
PRESS
11
,o
II
RAM 8
,1
~1
30
oil 31
U) II
410
lO
O11
,1II,, )I
OFF
D? D1 RH EN~INE
DUMP i 1 I I I t I ~o-l MASTER SWITCH
<55538)
55538
FjNO D1
C~
5553
R550
Pdblll
<55~39)
55539
~jNO 2
O
CI I 1*
(v~Md)
vv500
03Ur
(55540)
55540
C~NO 3 B
2
C5~1 CsOO 8511
n 1-1I. 1 I I ´•IH* CaP
VV502 NO 4 *PU ~Uk4SO:NSE

B COEITROL ~7
B c,
c, CI s c,
START NO 2 START NO 1 54006
;tr 55542
LH ENGIN~ ~lfi If: ENCIINE CIZB(N *1R SENSOR BLOWtR NO 5 AFT
BLEED-AIR .I 1 81EED-nlR I I I I tSTn 206 Lni I I I I a I FUSELAGE

OVLRHE~T
ac~ SHUTOFF VALVE
I
Y*LVL
8500 K679 KS01
LNORMAILY CLOSEOI
(CLM~D: (SbOd)
5604 55543 NO 6 SENSORS
lNORMALLY
DUMP
CtOSED~ (STA 3)21 1 I I I
LH ENC´• En~ER PRESS RH ENC *3
ISTn 3)),
FIRE SHUTOFF FIRE SHUTOFF FIRE SHUTOFF (´•´•´•1) nZ
<55544)
55544 NO 7
s
(LEFS) (EPFS) (REFS) GROUND I I I´•nl
TEST
(ssoa) ’1
C5505)
CaelN AIR DUMP
tGROUND
XI
lI ANDSAFETY
PRESSURE
~I I I I I VALVE
TEST PANELI
Ln IRn I I I I I (NORMPILLY CLOSEDI (STA 412) SS5P6
lyl NO. 9
8 (STA 761
ENGINE FIRE EMER vacuuu puap
SHUT-DOWN co~r
(VPC) <sssa7)
555´•27 NOI 10
IACTUATED WHEN ’FIRE PULL’ HANDLE PULLED) A
EMERG BLEED-AIR I I I I I I I r c
I OVERPRESSURE
’3pl *I
<W527)
W527
(OPENS
(STA 357 RH)
AT 60 PSI)
MOTOR VACUUM
II
I To ´•~nrr FUS HOT~
CAUTION LIGHT
A PUMP TO MASTER CAUTION
EMER BLEED-AIR
~32T)
8523
A 8
IIlcHr (INSTRUMENT
PANEL SHROUD)
i
SHUTOFF VALVE FROM TEST SwlTCH
t ON ENGINE FIRE
VV520
3
(STA 362 ,H)
(CLOSE)
~1 ’3 B 8603 A K690~
K690 CONTROL PANEL
o, CABIN AIR ALTITUDE PRESS.

CABIN AFT FUS
DI FLOOD VALVE SW sTa 377 RH
or ~I PPESS DUMP
II
(YV503) MOT D
Il
15ln 3~8 IHI IOPENS AT 1J~?00 FOOT OVERHEAT
aLTITUCE: SYS TEST
ivNLOnDi I I IVNLOAD, *3
11
(nFOsr,
K618
IlOnDi
r3
(LOAD)
*1 (OPEN) (K640)#
K640
GROUND ELEC
~ln OLEOI /PH OLEOI
8624 CONTROI RAM-AIR K650
ii; EMERGENCY RAM-AIR
(GEC) SUPPLY VALVE VALVE OPEN
MAIN LANDING GEAR
LOAD SwllCHES
GROUND ELEC
TIE-IN
(REJ~! cNonMnLlr CLoSEol
(STA )65)
(RVO) RAM-AIR VALVE
GROUND OPEN
I i O AIRPLANES WITHOUT APV
O AIRPLANES WITH APU
AIRPLANES NOT CHANGED BY SSB 73-7
~7 AIRPLANES CHANGED BY SERVICE
(GETI) ILDG WS SEL (RAVGO) BULLETIN SSB 73´•7
.4ir I:o~l:iitisning System Schematic

:u’r2 371)-2 tliru -6, -Y and -9
~irirraft
2L-0O-2 :She~´•r 1 of L) Oct 11/76
21-00-0 lii:!"
Page 8
SASRE LINER
MAINTENANCE ‘MANUAL
I ~´•L hltlnl 18v DC 8115
CABIN EMER oror lo DR SEAL B

HOT 8~
AIR CABIN LOCI( 1ND I F
OvHT PRESS I I I I I 1~ I I I I z
IND FAIL
PNEU A )-------IG
COLD 6~
BOOT d 8+
MAIN 000R
NOSE AUTO CONT (C~slN uR TEMPERATURE SELECTOR
tSHOWN OQEN.
PRESS (CENTER PEMSTAL-S~A 95 CL)
IPNEUMATY SEAtl (P(NS’A" AND "8" FUU COUFrmQOaOMSE
FAIL IND
tST* IW. POSITION 31.1(( ~O M01(]
cm~arracl 5512
(NO~
ILOCKEDI r
IOCKEDI
A’ ’5
(55s0o)CABIN AIR TEMPERATURE SENSOR

(STA 206 LH)
<51011)
51011
I I I I IS~ Ir
TO ~’000R OPEN
C
I
(CRBO)
00550
NOSE I~-----IR
PRESS FAIL
<SMP)
5509 1 151 It
ISTI 10IHI
WCIBIN A’ ’P
Y C*UTIONAIP
uCHr
,,~i (Ic~oas)
KlOg9
SSS01
HIGH LMT
AIR TEMPERATURE SENSOR

cnst~ SUPRI
LocrmnruoH~
AIR OVERHEAT TO ~NOSE
RAM-AIR VALVE
(lr* I)Or 1 llSS1*11- K650
L
tIIOnND OIEN
CAUTK3N LIGH~
(RUvMI
C m
f
‘Z 1 1 r~I1
c
Q MOT
’I(
~wMs)
WM5
(5529)
5529
D
~FLATE a
H "I I+ I I r Z
RLOdAAX
DOOR SEAL WOR SEAL T
15
SOLEN3ID VALVE LATCHING E
A
1ENERG(IED WIIEN TYPE VALVE
I-
C 10 CASIN PRESSURE ULOOORS~OClfOANO (STA3591
WS04
~HOT-A1R MD3NC´•
r~ssEWrOl *~w GIII VNCOWDI
(STA 360 11~0
OXICEN W*RMNG 1576. 359
TEMP
CABIN HORN AND SIGNS
tONT
PRESSURE
*UTO
FAIL TO -CA~N PRESS AUTO CO(ITIKX
FAIL’ CAUTK)N OFF
tSTA 801 CABIN
LK;HT
~clOSEo Ar TEMP I
’h
10.000
(CENIER
FOOT ALTITUDE MAN. HOT CONTROL
PEDESTALI 1 1
CONTACTS OPEN L~C4) I+ 8+
MAN MAN
8ELOw P~OO-
COLD I HOr~ MAN. COL~ CONTROL
FOOT ALTITUDE]
MANUAL
TEMP COHI
;rw I
CABIN AIR TEMPERATURE CONTROL (STA #1 MO r´•rruu
OAIRPUNES NOT MANCED BY 501(-5

m ´•1´•´•UNCS CHINGED BY OPTIONAL Y(1 50K-5
bir Conditioning Systen Elecfrical Schematic

Aircraft NA 370-2 thru -6, -8 and -9
oct 11/76 Figure 21-00-2 (Sheet 2 of 2) 21-00-0
Page 9
SABRE LINER
MAINTENANCE MANUAL

DC
1, ENG ENG ’t.

CABIN
AIR
EMER
CABIN
LDG
GEAR
FIRE CONT
T~ BLEED AIR LH BLEED AIR RH
EMER
RAM AIR VACUUM
CABIN PRESS.
DUCT FAIL 8 VAC
AFT FUS OVHT IND
DR SEAL 8
SHUT-OFF
OVHT PRESS POS I I I I PRIMARY 11SV AC BUS PUMP PUMP CONT LOCK IND
IND FAIL I I I r I I OFF
RH D1
PNE.U
ENG CABIN AIR CABIN TEMP CONT D2
BOOT 6 LH LH ENGINE
’4 (CENTER PEDESTAL) 14 34 (1H OVHD AFT AC 2 2 030
NOSE ENG OFF 5~ MASTER SWITCH
a tSI~NIIII CIT I*I( P*NTI)
11 Ir )1 ii II .1 D
PRESS II
53, ss UIIH CKTR*NCE
BOTH IYi DOOR
FAIL IND
ENG 12 R*M
(54110b)
Z10o~
(STA 159)
(MCONIOLEI 0ia .2. 11 lb
a ~e ~20 056 Apu START
(5510)
5510
EMERII
10 i. 70 to 1 4 1O
RUN CONT OFF
RAM 8 21 01~ 31 (NOT
(10 O~T 510 ST* 135 117
-ro "0008017 1. I I I PRESS DUMP
57 D1 RHENGINE (LOCKED)
4 LOCKED)
AIR nOT" MASTER SWITCH
CAUTION
141 BLOWER a
LIGHT
3
a
(55538)
55530 NO~
D3
(553j)
5553
131 Rssa 0505
COCKPIT SUPPLY
AIR OVERHEAT
l000n q (5553~
55539 NO.Z LDG POS
(ST* 333)
<51011) r,
MONITOR
W500 (ENERGIZEO WITH
SS540
csol csw asll CR551 TO
A A
C~p "DOOR OPEN’~
a (vvsoz) ~7 I~J a I153 (85541) CAUTION
~´•,n NO~ 1 6 v
LIGHT
3
B B
p 11
~3 i ,1
START NO. 2 START NO
r (CR550)
00550
NOSE 4 la~i 51)j 15~ itl3
LH ENGINE RH ENGINE CABIN AIR TEMPERATURE SENSOR BLOWER
131 55542
PRESS FAIL NO. 5 AFT
(S509)
5509
BLEED-AIR Is 15 BLEED-AIR (STA 206 L~i)
RAM-AIR VALVE
(STA 40 LH) FUSELAGE
TO "CABIN
AIR HOT"
SHUTOFF VALVE
(NORMALLY 2
K500)
K500 K679
2
I~ K5O1
SHUTOFF VALVE
(NORMALLY CLOSED)
TEST o1 S604 55543 NO´• 61
OVERHEAT
SENSORS I I I
GROUND OPEN
IENERGIZED ON GROUND)
IRAVGOI
caunou
c~mrol (sm 352)
LIGHT LH ENG EMER PRESS. RH ENG ~7" ~7
(STA 352) A3
caslN SUpply FIRE SnUTOFF VV 501
FIRE Y(VTOFF FIRE SHUTOFF PRESSURE (55544)
SS544
NO. 7
AIR OVERHEAT TO "NOSE (EPFS) (REFS) B
(LEFS) (374 lso RH) GROUND 8
(5r~ fMI I ~ui’ (ITI I~i´• RH1 ilTI 110 .HL
iEST
10
(i<’6’;5~)
CAUTION LIGHT (55M) ´•c(ssos)
5505
CABIN AIR DUMP
;x~o czs~
55545
c SOLENOID CONTROL(GnOUNo 15~
NO. 8
No PRESSURE
SW NO. 2 VALVE
TEST PANEL)
(IT1198CLI 111 lan rr No.
(NOPM*LLI CLOSEU)
490 AIRPLANES (574 38 CL)
B (STA 76)
(lr*112Ln)
X2151 <SS54~ NO. 9
.,o,,-,;, nrro ENGINE
NA-380-1 THRU -23 I
SHUT-DOWN
N6T CHANGED BY A
SERVICE LETTER (ACTUATED WHEN "FIRE PULL" HANDLE PULLED) A
VACUUM PUMP~ NO.1O1 B C A
SSL-7 CONT
5529
EMERG BLEED-AIR /VPC)
B (STA 143 RH)
s~k I OVERPRESSURE
(OPENS AT 60 P51) "AFT FUS HOT"
A <VV527) VACUUM PUM? OTTHGIL
CAUTION
DOOR SEAL
rolENoIo vnLvE
n (sr* to)
C’ TO CABIN PRESSURE TO MASTER CAUTION (LATCHING RELAY
FAIL RELAY FOR
OXYGEN WARNING
EMER BLEED-AIR 11
8523
A
B
I LIGHT (INSTRUMENT
PANEL SHROUD)
TYPE CONTROL VALVE)
(S7A 3591
CABIN HORN AND SIGNS SHUTOFF VALVE 13
FROM TEST SWITCH
(STA 362 RH) w520 C
PRESSURE ON ENGINE FIRE
(CLOSE) B K603
Is
A
Lb~ 1<690
FAIL ,ro "CAB1N PReSS
FAIL" CAUTION
b- I I 1’1 CONTROL. PANEL AUTO
1574 83 RH) OFF
6Los~o AT
LIGHT CABIN AIR ALTl~jDE PRESS. CABIN
CABIN
10,000 (r400) FLOOD VALVE 5WIST*snRHJ *FT EUS TEMP 5508
PRESS DUMP
POOT *mruoE. (WM3)
W503 Y01 D
(576 368 LH) (0PENS AT 14,300 FOOT OVERHEAT (CENTER
CONTACTS OPEN ALTITUDE) SYS TEST PEDESTAL)
EELOW PSOO-
OUIPLWEIIITHOUT
hITITUMl
(UNLOAD)
(LO*D)
1
2 2 (UNLOAD)
110*01
Is
#CK’6Ts~
K618
(OPEN)
B
(AFOST)
COLDt
MAN MAN
s
HOT
IPU GROUND ELEC

(LH OLEO) (Rn o180)
CONTROL
1 2 I*IRPLINES WITH APV (Kbi4)
K624 EMERGENCY RAM-AIR RAM-AIR (K650)
K650
1 3 1 NA-370-1.-7 AND NA-380-1 THRU ~721 (GEC) SUPPLY VALVE VALVE OPEN
MAIN LANDING GEAR
1 4 1 Nn-380-73 AND LATER GROUND ELEC (NORMALLY CLOSED) (RVO) RAM-AIR VALVE
LOAD SWITCHES
(STA 365) GROUND OPEN
1 5 1
1 6
N~-380´•1 THRV 4. BTHRU 9. AND 11
1 w*-3sas. -To.
TIE-IN
(GETI) (K1089)
K1089 d~ TO CDC GEAR POS
SE L~CTOR f EN ERCI ZED
(RAVGO)
-12 AND LATER
FIZ, WnEl~ GEAR HANDLE 5380-2-53-2B
LDG POS MONITOR TrTP DOWN)

Aircraft NA-370-1, -7, NA-380-1 and Later
21-00-0 Figure 21-00-2A (Sheet 1 of 2)
Page 10 Oct 11/7~
SABRELINER
MAINTENANCE MANUAL
ESSENTIAL 28V DC
AFT FUS OVHT IND

P\9 DRSEAL(L Or I (SEE RSOI I B F
REFRIG I FOR INTERN*L

LOCK IND
UNIT CIRCUITRYI I I i
G
(Rn OUTED OVWJ
anculrsaux!:a
r
PANEL)
D
COCKPIT AIR TEMPERATURE CONTROL E
MAIN ENTRANCE (CENTER PEDEST*L)
DOOR n
8
IsT* lss,
(5512)
5512 El I I
H
(NOT
(LOCI(LD) C
LOCKED,
’I I I cseE VVMI I I I IL I,
FOR IHTERN*C
i
(55538)
55538 NO
G CIRCUITRY)
(55~39)
55539 NO 2
LDG POS I I I i.l I I I"
MONITOR R
(SEE CHMO FOR
I ~i
(tNERGIZEO IVITH
055540)
55540 NO 3 Grnn HlhiOLt 0011hil
i (vvsoa~
vvsos
P
INTL.**L
CIRCUITRY)
I (CR551) TO
,1 I COCKPIT HOT AIR MIXINt VALVE (Srn ,571
(K1089) yl DOOR OPEN
(SSV1)
55541 NO 4 5 I~ ~CnUIION
LIGHT
(CR55O)
CR550 (VVIMIS)
VV1008 (ISiOOl)
551001 D
TEYRRATURE CONTROL TEMPERATURE CONTROL SENSOR

~sswz)
55542 NO 5 AFT RAM-AIR VALVE YILVE (STI M4 Rn)
(SEE 55501 C
FOR INTERN*L
FUSELAGE I I I GROUND OPEN IOW THREE´•VnfFL
CIRCUITRYI I B
OVERHEAT I I I liNERGIZED ON REFR(tER*TION
(555~3) NO6 SENSORS InavtO; PICX*GE ST* 380 LH)
0sssu)
55544
i (yyll)
55502
(X650)i
K650
COCKPIT DUCT AIR TEMPERATURE SENSOR
csr* 143RH)
(55545)
55545 NO 8
~sss16‘)
55546 NO PI I I I
B OFF\IHOT
<55547)
555l7 NO.1
OEFLITE 4
COLD
B
(WS05)
VVSO5
*UTO
I rO ~’wr FVS MOT..

CAUTION LIGHT
DOOR SEAL
SOLENOID VALVE (5511) COCKPIT TEMPERATURE CONTROL
UNIT(rr~ Ip~ RHI
TO mASTER C~UflON ILATtHING COCKPIT P,IR IEMPERATURE Cc7T3~i)
CNSOZ
LIGHT (INSTRUMENI TYPE CONTROL VILVEI (CENTER PEDESTIL)
PANEL SHROUD) (STI 359)
FROm TEST SwlTCH
(~6W)1
8690
ON ENGINE FIRE
CONTROL PANEL
AFT FUS
OVERHEAT
SrS TEST
(AFOST)

Aircraft NA 370-1, -7, NA 380-1 and Later
Oct 11/76 Figure 21-00-2A (Sheet 2 of 3) 21-´•00-0
Pa~e Il
SABRELIINER
MAINTENANCE MANUAL
nor so;r
8 f
AL IC
COLD M)’F )J I I I I I I I 8~
(PS07) *UTO CONT (c~.N ua

(CENTEII PEDESTAL-ST* 95 Ct)
(PINS AND ’~B" PULL COVNTEPCLOCIW1SE
POSITION 3211: TO 36.4~)
et~r
A’ ’5
(ss~oalcAsIN
55500 alR TEMPERATURE SENSOR
(STL~ 206 Ln)
o~d
B~R
’P
H1CH LIMIT
~sssoi)
55501 Dyer AlR TEMPERATURE SENSOR
(51* 330)
E ~NHB´•
MOT
C M
I Bt
o ~-------(H T~ T3
8- a~
rEED-SACl;
POTENT(OMETER
I:
Ts
B~E
(WSO~
wS04 CnBln H0r-aln HIXlnC vnLvE
II i
isrI )601 AUTO

TEMP
CONT
AUTO AUTO CONTROL
OF~
CABIN
TEMP(5508)
5508 h
ICLNTER
MAN. HOT CONTROL TZ
PEDESTAll 8+ 8t
MAN I MnN
COLD HOT COLD CONTROL

"I MCIN;~
TEMP CONT
j~t
rl
T
CABIN AIR TEMPERATURE CONTROL (5TA JJI RH) 580~533
(cNsoo)
CNSOO
Air Conditioning Systeu r;lectrical Schematic

Aircraft NA ,’70-1, -7, NA 380-1 and Later
Oct 11/76 Figure 21-00-2A -\~ueeL 3 oT 3) 21-00-0
Pag-e 11A/1IB Blank
NA-69-420
MAINTENANCE MANUAL
COMPRESSION
DESCRIPTION AND OPERATION
1. AIRSUPPLY above idle, on a hot day, to provide a cabin temper-

ature of 75"F.
Engine bleed-air comes from the engine compressor
th rough extraction ports on each engine. These ports The ram air, used as an emergency air source, is
are externally manifolded at each engine and form a directed into the main air supply ducting and is
single duct which is routed through the engine pod routed to the cabin through the normal pressure
pylon into the fuselage rear section. Atthis point, the distribution ducting.
single ducts from each engine are joined to one The ram air is routed from the ram-air inlet
source
common duct, supplying air for the air conditioning
scoop to an emergency ram airsupply valve and
and pressurizing systems. In this manner, either
through a pneumatic pressure check valve, from
engine is capable of maintaining the air supply to the where it flows into the main air supply line to the
various systems.
cabin. The emergency ram air supply valve opens
The major portion of the engine bleed air flows to the when the pilot selects the RAM DUMP position of
flow-limiting control valve. Downstream from the the CABIN AIR control.
flow-limiting valve, the air flow branches. A portion 4, ENGINE BLEED-AIR SHUTOFF VALVE
of it goes to the refrigeration unit to be cooled; the
remainder is used as heating air. Engine bleed air is The engine bleed-air shutoff valves are installed in
also ducted to the emergency bleed-air shutoff valve, each engine bleed-air supply duct. The valves are
cabin flood flow valve and differential-pressure solenoid-piloted, pneumatically actuated, and the
sensing valve, inflatable door seal system, de-icer fail-safe position is closed.
boot system, and hydraulic reservoir air pressure
At idle rpm, these normally closed valves open in
system,
approximately 4.5 seconds upon actuation of the
2. EMERGENCYAIR SUPPLY CABIN AIR rotary switch. Positioning the CABIN
AIR switch at RH ENG opens the right engine
The CABIN PRESS FAIL warning light and the
bleed-air shutoff valve, positioning at LH ENG
AFT FUS HOT caution light provide all necessary
opens the left engine bleed-air shutoff valve, and
duct failure warning indications. If leakage from the
positioning at BOTH ENG opens both (right and
pressurization air supply duct becomes excessive in left) engine bleed-air valves. A valve position indi-
the fuselage rear section, sensing switches near the
cater consists of a pin which protrudes from the
supply ducts may light the AFT FUS HOT caution actuator housing when the valve is open. If the valve
light. With either indication of trouble, the cabin should fail to open within the allowable time, the
pressurization selector switch should be positioned valve should be removed and the air-bleed hole
to EMER PRESS; this opens the emergency bleed-
cleaned. The valves are closed separately if an
air shutoff valve and admits engine bleed-air from
engine fire occurs, by use of the fire pull engine fire
upstream of the right engine bleed-air shutoff valve
emergency shut-down controls. The valves close in
only, through a smaller line and check valve directly 0.25 second. Electrical power for operation of engine
into the cabin, thus providing emergency pressur-
bleed-air shutoff valves is obtained from either the
ization. An emergency bleed-air overpressure switch
essential bus or the standby power bus ton NA 265-
closes the emergency bleed-air shutoff valve if the
70 airplanes equipped with a standby power bus.)
pressure exceeds 60 (f5) psi. Pressure about 60 psi
would supply excessive temperature. The maximum 5. ENGINE BLEED-AIRDUCT
temperature may be 3500F to the cabin. REVERSE-FLOW CHECK VALVES
3. RAM AIRSUPPLY The engine bleed-air reverse-flow check valves are

installed in the inboard ends of the right and left
The ram air system is provided to cool the engine
engine bleed crossover ducts. The valves are access-
bleed-air as it passes through the heat exchanger of
ible by removing the engine bleed crossover T duct.
the refrigeration unit, to furnish an emergency
The valve assemblies are threaded into each duct,
source of air to the cabin if engine failures occur, and
and seat against a washer and O-ring seal. The
to scavenge fumes or contaminated air from the
cabin. When the airplane is on the ground (with no
assembly includes a ring and valve seat asssembly on
which four spring-loaded flapper valves operate.
aerodynamically induced ram air), air is drawn Two 1/8-inch holes are provided in the ring to
through the heat exchanger by the compressor fan. accommodate a spanner wrench necessary for
This will make the system operational to provide
removal and installation.
cooling. Engine speed may have to be increased
21-10-00
Sep 20/85Page I
1
WA-69-420
MAINTENANCE MANUAL
DESCRIPTION AND OPERATION (Continued)
6. EMERGENCY BLEED-AIRSHUTOFF VALVE 8. EMERGENCYRAM AIRSUPPLYVALVE
The emergency bleed-air shutoff valve is similar to, The electrically operated emergency ram air supply
but smaller than, the engine bleed-air shutoff valves. valve is in the aft equipment compartment. It is
(Refer to description of engine bleed-air shutoff installed in a duct that is connected to the refrigera-
valves.) It has no position indicator. It is used, when tion unit ram air supply duct. It is downstream from
necessary, to bleed air from the right engine only the ram air inlet duct in the fuselage rear section.
and is positioned upstream from the right engine When the normally closed valve has been actuated
bleed-air valve. open, ram air flows into the duct that carries
conditioned air to the cabin. Positioning the CABIN
The emergency bleed-air shutoff valve is opened
AIR switch at RAM or RAM DUMP actuates the
when the airplane is airborne and the CABIN AIR
ram air supply valve to open, but the RAM DUMP
switch is positioned at EMERG PRESS. The emer-
position also actuates the cabin air dump and safety
gency bleed-air shutoff valve cannot be actuated valve to dump cabin air pressure.
when the airplane is on the ground because the
ground electrical tie-in (GETI) relay (K624) and This valve is a motor-operated iris-type valve com-
ground electrical control(GEC) relay (K618) are not bined with sectored swing check valves. The iris
energized until the main gear struts are extended. valve consists of six blades or disks actuated by a
When the valve is in the open position, it can be ring gear (similar to a camera stop adjustment ring)
closed when the right-hand ENGINE FIRE-- connected to a gear train and motor. Limit switches
EMER SHUT-DOWN handle is pulled or if the stop the motor at end-of-travel. The check valve
emergency overpressurization switch opens because sectorflappers are hinged at the circumference and
of pressure above 60 psi. swing open from the center to the side of the body.
7. EMERGENCY BLEED-AIR OVER-
They are spring-loaded closed. Their function is to
prevent loss of conditioned air if the iris valve should
PRESSURE SWITCH
remain open and to prevent reverse loading of the
The emergency bleed-air overpressure switch is in iris blades.
the fuselage rear section, station 357, right side. It is
diaphragm-actuated and pressure-controlled, differ- 9. DOOR SEAL AND SENSING AIR
entiating between ambient air and the air pressure DEHYDRATOR
within the emergency air supply plumbing.
The door seal and sensing air dehydrator is a silica-
When the CABIN AIR switch is actuated to EMER gel filled container mounted in the aft fuselage
PRESS, power from the ENG BLEED AIR LH equipment compartment. The dehydrator collects
and ENG BLEED AIR RH circuit breakers is and prevents moisture from entering the entrance
routed through the unenergized contacts of the door seal systems and distribution system sensing
I emergency pressure fire shutoff(EPFS) relay (K679), lines. The dehydrator must be inspected at periodic
the normally closed contacts of the emergency bleed- intervals and refilled with silica-gel when required.
air overpressure switch (opens at 60 psi), and the An in-line filter is installed at the output of the
energized contacts of the ground electrical control dehydrator.
(GEC) relay, to the emergency bleed-air shutoff
valve. The emergency bleed-air shutoff valve is
actuated open. When the emergency bleed-air over-
pressure switch senses an overpressure condition,
the circuit is broken and the emergency bleed-air
shutoff valve will go to a closed position.
21-1’0-00
Page 2
sep 20/85 o COPYRIGHT, 1985 BY SABRELINER CORPORATION,
SASRE LINER
MAINTGNAN~E MANUAL
COMPRESSION TROUBLE SHOOTING
i. Trouble Shooting Ram-air Supply
PROB~BL;E CAUSE ISOLATION PROCEDURE EIE~EIIY
A. NOT ENOUGH FRESH AIRFLOW TO CABIN WHEN RAM AIR IS SELECTED.
(1) Faulty emergency See figure 21-00-2 or Replace faulty

I´• am-air supply valve or 21-00-2A and check elec- emergency ram-air
electrical control cir- trical control circuit supply valve, or re-
cult, or obstruction in to If power is
valve. pair electrical control
ram-air inlet ducting. available at valve discon- circuit, as required.
nect plug and valve does
not respond, valve is
faulty. Check for ram-air
inlet duct obstruction.
(2) Control relay mdl- Check relay for burned Replace relay.
function. points.
Ae
jul 6/73 ~1-10-1
Psge 101
RECEIVED
NA-89-420
MAINTENANCE MANUAL
COMPRESSION
REPLACEIMENT OF ENGINE BLEED-AIR

SHUTOFF VALVE
Removing Engine Bleed-air Shutoff Valve

1. Remove accesses on lower sides of either in-
board pylon.
2. Disconnect electrical control wires.
3. Loosen clamps at both ends of valve and slide
clamps back on ducting, allowing valve to be
removed.
4. Cover openings of valve and ducting to prevent

entry of foreign material.
Cleaning Engine Bleed-air Shutoff Valve

i. Remove valve from airplane. (Refer to proce-
dure for removing engine bleed-air shutoff
valve.)
2. Wash valve body in dry-cleaning solvent
(Stoddard). Locate 0.026-inch bleed hole in nose
cone in upstream side of valve.
3. Clean out bleed hole. (Use a 0.025-inch wire, or
smaller.)
4. Install valve. (Refer to procedure for installing
engine bleed-air shutoffvalve.)
5. Check valve operation time by feeling for pro-
trusion of indicator on valve when valve is
operating. Normal operating time is 0.05 sec-
ond; maximum operating time is 2.4 seconds.
Installing Engine Bleed-air Shutoff Valves

1. Remove protective covering from valve and
ducting.
2. Placegaskets in position on valve flanges. New
gaskets (Marman 51134-175-A) should be used
for each installation.
3. Place valve in position between ducts, the valve
actuator in a horizontal position and extending
inboard, its arrow pointing aft.
4. Install twocoupling clamps (Marman 51394B-
175)with bolts parallel to pylon skin, and torque
them to 45-55 inch-pounds.
5. Connect electrical wires, and install terminal
cover.
21-10-02
Page 401
Q COPYRIGHT, 1992 BY SABRELINER CORPORATION Oct 5/92
SABRELINER
MAINTENANCE MANUAL
CHECK VALVE SPANNER WRENCH

(LOCAL MANUFACTURE)
2-1/4 INCHES
TO 5-1/2 INCHES
1/21N.T5 5/16 TO 3/8
I
I/8-INCH
WASHER
PINSo o
RADIUS
"O" RING
CORNERS
CHECK VALVE
I/1-INCH BAR STOCK
Check Valve Spanner Wrench (Locally Manufactured.)

21-10-~ Figure %1-10-401. Mar 1/70
Page 402
SBBRE L1N4R
MAINTENANCE MANUAL
2. Replacement of Engine Bleed-air Duct Reverse-flow Check V~lves
A. Removing Engine Bleed-air Duct Reverse-flow Check Valves
(1) Open aft fuselage access door.
(2) On NA-370 airplanes, remove battery.
(3) Remove insulation cover (when present) and Merman clamp on left end
or flow-limiting valve.
(4) Remove clamp insulation covers (xhen present) and Merman clamps
connecting right and left engine bleed-air ducts to "T" duct.
(5) Remove the two AN3 bolts holding "T" duct to bracket.
(6) Separate ducts and carefully work crossover "T" duct with valve out
from between right and left ducts, without damaging check valves in
right and left ducts.
(7) Using spanner wrench (figure 21-10-401), turn check valves counter-
clockwise and remove valves.
(8) Lift out 0-ring seal and washer, and check condition for re-use.
B. Installing Engine Bleed-air Duct Reverse-flow Check Valves
(1) Place washer, then 0-ring seal, in air duct.
(2) Turn check valve assembly into air duct. Use Spanner wrench. Valve
ring should be flush with flanges of duct coupling. Do not over-
tighten.
(3) Visually check to see that valve flappers all seat properly after
installing.
(4) Insert "T" duct with valve attached’oetween left and right engine
bleed-air ducts.
(5) Carefully place Conoseal gaskets in coupling flanges of "T" duct

and pressureilimiting valve.
(6) Install Merman clamps over coupling flanges with clamp bolts posi-
tioned so that lap on insulation covers will not catch liquids.
(7) Install the two AN3 bolts through duct support and bracket.
(8) Torque "T" duct and

valve coupling clamps to 60-70 inch-pounds.
(9) Install duct clamp insulation covers with split in cover to the
bottom.
(10) Secure clamp insulation covers with two clamps each.
Jul 6/73 21-10-2

Page 403
~jA R f L~,I E j~Z
MAINTENANCE MANUAL
(11) Reinstall any other equipment removed,
(12) Close accesses.
3´• EZe~lacement of Emeraencs Bleed-air Shutoff Valve
A. Removing Emergency Bleed-air Shutoff Valve
1 (1) F.emove access door on lower side of right hand pylon.
(2) Disconnect electrical connector to valve.
(3) Remove ~larman clamps connecting valve to lines.
Remove valve from bay.
(5) Cap lines and valve openi~gs.
B. Installing E$rergency Bleed-air Shutoff Valve
(1) Remove caps from valve and ducts.
(2) Place gaskets (Conoseal in flanges of valve.
(3) Place valve in position between ducts. The arrow on the body must
point to the fuselage.
(4) Install clamps (Marman 51394-KL00, using Conoseal 51134-1000 gas-

kets). Torque bolts to 35-40 inch-pounds.
(5) Connect electrical connector to valve; then safety with lockwire.
(6) Check electrical operation or valve by feeling valve for solenoid

operation.
(7) Install access.
Xeplacen4nt of Wheel Seal’.Door Seal. and. Se_nsine Lines Dehydrator
A. The dehydrator is located in the aft fuselage equipment, compartment on

the right side. The dehydrator contains a silica gel dessicant which
must be replaced when moisture saturated (when it changes color from blue
to pink). To replace dehydrator, proceed as follows:
(1) Open aft fuselage access door.
(2) Disconnect inlet and outlet lines from dehydrator capsule.
(3) Remove bolts securing capsule to ~helf bracket and remove capsule.
(4) Remove line fittings from capsule and install in replacement capsule
I"Aircrart ~A-370-1 through -a not changed by Service Bulletin 72-8
21-10-2 Jul 6/73

Page 404
SABRE LINER
MAINTENANCE MANUAL
NOTE: The capsule may be installed with either end facing forward.
(5) Position capsule on shelf bracket, and install and tighter! attaching
bolts.
(6) Connect and tighten inlet and outlet lines to capsule.
(7) Perform check-out of pressurization system.
(8) Close access doors.
5. ServicingWheel Seel", Door Seal, and Sensing T,ines Dehydrator
A. The following materials are required for servicing the dehydrator: two
gaskets, Part No. RB8089-1; and silica gel, Specification MIL-D-37i6,

Grade H, Type IV. The RB8089-1 gaskets may be purchased from Lear
Siegler, Inc, Romec Division, Fort Worth, Teres. Service dehydrator
capsule as follows:
(1) Remove dehydrator capsule from airplane.
WARNING: CAPSULE END PLATES ARE SPRING LOADED.
(2) Remove nuts and washers from the bolts and remove capsule end plates.
(3) Remove compression spring, spring plate, felt pads, filter pad,and
sieve; retain for reinstallation.
(4) Remove dessicant.
(5) Remove and replace RB8089-1 gaskets. (See figure 21-10-402.)
Place end cap with new gasket on one end of capsule.
(7) Install filter pad and sieve, respectivel.y; then install tie bolts
with washers.
(8) Fill capsule with desiccant (about 13 ounces) so that compression

spring must be compressed when installing end cap.
(9) Install felt pad, spring plate and compression spring, respectively.
(10) Install end cap with gasket over tie bolts and capsule, and secure
with washers and nuts. Torque nuts to 12-20 inch-pounds.
(11) Install dehydrator in airplane.
"Aircraft NA-370-1 through -8 not changed by Service Bulletin 72-8
Oct 11/76 21-10-2

Fsge 405
SAB R E LI N I~ R
MAINTENANCE MANUAL
GASfCET DEHYDRATOR TUBE IIIDESICANT ~FELT PAD

(RB8089-1) (RB18571) (RA15989) (RB18658)
GASKET
(EiB8089-1)
I!I OUT
´•r ;‘:ld 111111 I ill (AFT)
ii
END PLATE
(RDS0047)
FfLTER P DEHYDRATOR SIEPE SPRING PLATE COMPRESSION

(RA9tj61) (RA8356) (RB18657) SPRING (RA18656)
Dehydrator, Door Seal and Sensing Lines

21-LO-2 Figure 21-10-402
Page 406 Jul 7/78
MAINTENANCE MANUAL
DISTRIBUTION DESCRIPTION AND OPERATION
i. Air Distribution System Aircraft NA-370-2 Through -6, -8 end -9
Bleed air from one or both engines passes through the flow limiter valve,
then divides into two duct branches. One branch routes the hot air to
a hot-air mixing valve; the other branch routes air to the refrigeration
I unit for cooling. (See figure 21-00-1.)
The hot-air branch from the flow limiter valve passes through the hot-air
mixing valve, then rejoins the cooled air from the refrigeration unit. The
hot-air mixing valve operates automatically to admit the proper amount of
hot air into the cool air supply line in response to the cabin air tempera-
ture selector in the cockpit center pedestal and a cabin air temperature
sensor in the cabin.
Cooled air from the refrigeration assembly is routed into a "Y" duct. This
divides the airflow into two branches. One branch joins the main system hot-
air line downstream of the hot-air mixing valve. The other branch routes
the air directly into the cabin and cockpit through a cabin cooling-air
supply check valve. This cabin cooling air is then ducted to two cooling-
air eyeball outlets in the crew comI?artment. These outlets are operated
individually at the discretion of the crew.
The mixed, thermostatically controlled air, which has been limited to the
desired airflow by the flow-limiting control and mixed to the proper tem-
perature by the action or the hot-air mixing valve, enters the cabin and
cockpit through a cabin cooling-air supply check valve. The air is routed
through ducting, entering the cabin at low velocity through flush cutlets
at about head level, withadditional air outlets at floor level locations.
The right-hand section of the conditioning air supply duct continues through
the cabin into the crew compartment. The crew compartment has two adjustable
eyeball air outlets located on the compartment art bulkhead, one behind and
to the left or the pilot’s seat, the other behind and to the right of the
copilot’s seat. Foot outlets are provided in the left and right side con-
soles and are sized for maximum effect without adjustment.
1A. Air Distribution System Aircraft NA-370-1, -7, NA-380-1 and Later
Bleed air from one or both engines passes through the flow limiter valve, then
divides into two branches. One branch routes air to the cabin hot-air mixing
valve. The other branch routes air to the cockpit hot-air mixing valve
through a smaller branch duct, but the major portion is supplied to the
refrigeration unit for cooling. Duct size properly proportions the distri-
bution or hot air from the flow limiter to the mixing valves and refrigeration
p unit. (See figure 21-00-1A.)
Oct 11/76 21-20-0

E)age 1
SABRE LINER
MAINTENANCE MANUAL
The from the refrigeration unit is also divided into two

cooled air output
branches major portion routed to the cabin and the remainder to the
with the
cockpit, again properly proportioned by duct size. Prior to entering the
cabin and cockpit the cooled air ducts are rejoined by the hot air ducts
from the hot air mixing valves. 4t these junctions the cooled and hot air
are mixed. Duct air temperature sensors, cabin and cockpit air temperature
sensors and the cockpit and cabin air temperature selectors work in cocjunc-
tion with the cockpit and cabin temperature control boxes (see figure
to regulate the opening of the hot-air mixing valves. The valves are opened
only enough to add the hot air required to raise the temperature of the
cooled air to the temperature setting of the air temperature selectors.
Check-valves in the separate air ducts are provided to prevent reverse air-
flows and in-line mufflers reduce airflow noises. Outlets are branched off
the tempered air ducts throughout the cabin and in the cockpit to properly
distribute the conditioned air.
Two air supply overheat switches are provided, one for the cabin air supply
and one for the cockpit. They are installed in the separate air supply
ducts downstream of the reverse airflow check valves. The switches ar’ set
O
to close at 265 F. II either switch closes, the corresponding "CABIN ~IR EOT"
or "COCKPIT AIR HOT" warning light will come on to warn the pilot 09 the
overheat condition.
The cabin flood valve

provided to permit air which has been partially
is
cooled in the heat exchanger to bypass the expansion turbine and water
separator and enter the cabin and cockpit air supply lines downstream of the
7 hot-air mixing valves. valve is normally open being closed when bleed
ehTa
air pressure is applied, and operates pneumatically in response to
decrease in bleed-air pressure, bypassing the two high-pressure-drop items
(expansion turbine and water separator). The valve automatically provides
an adequate amount of air to the cockpit and cabin even though the supply
bleed air pressure is only slightly higher than cabin pressure. This con-
dition could occur during a rapid descent from high altitude. With
decreasing bleed-air pressure, this valve will start to-open at 15 psi and
will be fully open at 12 psi. When the airplane is below 1L,300’ or on the
ground, a barometrically controlled altitude pressure switch closes an
electrical circuit to the valve, energizing it. When energized,the valve
will not start to open until the bleed air pressure decreases to a psi,
being fully open at .5 psi. The change prevents bumps in cabin pressure
during approach power setting changes.
This pressure switch also keeps the cabin flood rlowvalve in the closed
position until the airplane reaches a 14,300-foot altitude. At this alti-
tube the switch opens, allowing the valve to operate normally on bleed air
pressure.
21-20-0
Page 2 Oct 11/76
NA-69-420
MAINTENANCE MANUAL
2. FLOW LIMITERVALVE
The pneumatically operated flow-limiting control is

installed in the bleed-air supply ducting, automa-
tically maintai ning the proper bleed-air flow rate to
the air conditioning and pressurizing systems at all
airplane altitudes. The flow varies with the tempera-
ture and pressure present at the valve inlet. The
Flow-limiting control valve is in the rear fuselage
section.
3. CABIN FLOODFLOWVALVE
’I’he c´•:lbin Flow valve! is installed in the engine

comp~’c!ssor´• I,lced-zlir ducting and is provided to
permit air´• which has been partially cooled in the
heat exchanger to bypass the expansion turbine and
water separator and enter the cabin and crew
compartment main air supply line downstream of
the hot-air mixing valve. The cabin flood flow valve
operates pneumatically in response to a decrease in
bleed-air pressure, bypassing the two high-pressure-
drop items (expansion turbine and water separator).
The valve automatically provides an adequate
amount of air to the cabin even though the supply
bleed-air pressure is only slightly higher than cabin
pressure. (This condition could occur during a rapid
descent from high altitude.) With decreasing bleed-
air pressure, this valve will start to open at 15 psi
and will be fully open at 12 psi. When both engines
are switched off, the cabin flood flow valve pressure
setting of 12 to 15 psi is changed by an internal

solenoid action to 3.5-8 psi.
An altitude pressure switch controls the electrical

circuit to the cabin flood flow valve. This barome-
trically controlled pressure switch keeps the cabin
flood flow valve electrically energized and in the
closed position until the airplane reaches a 14,300
foot altitude. At this altitude the switch opens,
allowing the valve to operate normally on bleed-air
pressure. When the altitude pressure switch is not
actuated (below 14,300-foot altitude), the cabin flood
flow valve pressure setting is 3.5 to 8 psi. Valve is
fully closed when the sense pressure line pressure is
15 psi or higher (solenoid de-energized). Solenoid
energized, pressure sense line pressure of 3.5 or
above will allow the valve to close. The valve allows
bleed air to enter the cabin (valve modulates open)
when the supply pressure is lower than normal.
With normal pressure, the valve will always be
closed.
When the airplane is on the ground, the solenoid of

the flood flow valve is energized through the altitude
pressure switch. This will allow the flood flow valve
to close when 5 psi air pressure is applied during
APU operation.
21-20-00
Page 3/4 Blank
SABRE LIMER
MAINTENANCE MANUAL
DISTRIBUTION TROUBLE SHOOTING
i. Trouble Shooting Air Distribution System
PROBABLE CAUSE ISOLATION PROCEDURE REMEDY

A. NO HEATED OR COOLED AIRFLOW TO C~BIN´•
(1) Faulty engine If engine compressor bleed Remove engine bleed-

bleed-air shutoff valve air can not be obtained air shutoff valve,
or valves. Faulty first, check that engine and che~ 0.026-inch
valve electrical oper- fire emergency shutdown bleed hole in nose
ating circuit, or controls have not been ac- cone. If it is

loose pneumatic control tuated; then see figure clogged, remove ob-
I line fittings. 1 21-00-2 or 21-00-2A structions with a
and check for elec- smaller wire than the

trical power at both engine hole size.
bleed-air shutoff valve
disconnect plugs´• Also, If electrical power
check pneumatic control line is at valve discon-
fittings for tightness. nectplugs and if
pneumatic control
line fittings are
tight, remove and
replace engine bleed-
air shutoff valves.
B. EXCESSIVE CABIN PRESSURE FLUCTUATION DURING RAPID DESCENT FROM ALTITUDE AND
NOT ENOUGH FRESH AIR ENTERING CABIN AFTER LANDING AIRPLANE.
(1) Faulty cabin Check cabin flood flow valve Make necessary checks
flood flow valve, position. Valve should be to determine proper
loose pneumatic If valve is valve operation,
open on ground.
con-
trol lines, faulty found in closed position, check electrical and
Ielectricsl
circuit, faulty
or
control see figure 21-00-2 or
21-00-2A and check for

i pneumatic control
circuit and lines,
flow-limiting control, proper operation or valve and replace any
control circuit. If elec- faulty units.
trical power is found at
valve disconnect plug, the
valve may be checked for
electrical operation.
However, it does not prove
valve pneumatic operation.
21-20-1
Jul. 6/73
Page 101
SABRE LINER
MAINTENANCE MANUAL
Therefore, it may be nec-

essarg to perform a pneu-
matic check for proper valve
operation. For valve pneu-
matic check, refer to air
distribution check-out
procedure.
(2) Faulty operation Check for fluctuating flow Replace relay or
or relay, indicated by or exhaust air and loose tighten loose

erratic operation of connections on control line, connections.
regulator.
C. FCG FROM Al?i DISTRLBUTION SYSTEM PET CAB~N.
(1) Clogged water Remove fitting (with screen) Clean screen esd blow
drain line and/or fit- and Line, and check for out line.
Iting.n obstruction.
(2) Contaminated Check water separator drain, Clean or replace

Iwater separator." on bottom of fuselage just rater separator con-
aft or station 357´• if denser.
fuselage skin is streaked
with dirt or foreign matter
in the area of the drain
discharge, the water sepa-
rator condenser is contam-
illaeed.
NA-370-2 through -6, -8 and -9
21-20-L Jul 6/73

Page 102
NA-69-420
MAINTENANCE MANUAL
DISTRIBUTION
ItF:I"I I~(:EMEN’I‘ OE‘CARIN FI,OOD FI,OW VAI,VE IW!1I11~1ZI
Removing Cabin Flood Flow Valve Ensure that Poro-lim´•iting control is p~ro-
door.
perl~dpositioned in ducting.
i. Open aft fuselage access
3. Check that mounting flanges are clean, then position
2. Disconnect sensing line and electrical wires from limit control between duct openings.
flow valve. Loosen clamps at flow valve inlet and
outlet duct joints, and slide clamps back on ducting. 4´• Place clamps on flanges with connecting bolts posit-
ioned to clear insulation covers.
3. Remove flow valve from ducting and, to prevent
entry of foreign material, cover flow valve, sensing 5´• Torque clamp bolts to 60-70 inch pounds.
line, and ducting openings. 6. Place clamps on flanges with connecting bolts posit-
ioned to prevent entry of fluids inside of cover.
Installing Cabin Flood Flow Valve 7. Install clamp insulation covers.
1. Remove protective seals from valve, pneumatic pres- 8. Operate engines and check for excessive air leaks.
sure line, and ducts. 9. Closeaftfuselage accessdoors.
2. Insert gaskets in flanges of valve; then place valve in
position between ducts, checking that pressure line AIR DISTRIBUTION SYSTEM CHECK-OUT
and pneumatic pressure fitting align. PROCEDURE
X. install clamps (Marman clamp, 5113441-200, using Checking for Proper Operation of Control Valves,
C:onosc!al-M:trman gasket, f,t134-200A). Torque Check Valves, and fur Airflow (S/N 370-2 thl´•u -6,-8
clamps with steel flange to 55-60 inchrpounds; with and -9)
aluminum flange, to 40-50 inch-pounds.
IW9111D1~1
4. Connect pneumatic pressure line to outboard side of
valve. Torque pneumatic pressure fitting to 40-65 The cockpit is to be occupied by qualified
inch-pounds. (medicall~ approved) personnel. All open-
ingsmust be closed, including main door.
5. Connect electrical wires to cabin flood flow valve.
Cheek that DOOR OPEN caution light is
6. Close accesses. off.
1. Push in the following circuit breakers:
REPLACEMENT OF FLOW-LI1MITING CONTROL
ENGBLEED AIR-LH
Removing Flow-Limiting Control
ENG BLEED AIR RH
1. Open aft fuselage access doors.
CABIN TEMPCONTROL
2. Remove clamp insulation covers.
EMERRAMAIR
3. Disconnect clamps at both ends of control and slide
clamps back on ducting. Note position of clamps to CABIN PRESS DUMP PRESS DUCT
ensure proper positioning during installation. FAIL
4. Remove flow-limiting control from airplane. CABIN AIR OVHT IND
5. Cover openings in duct to prevent foreign object DRSEAL&LOCK IND

entry.
E&UIP GRD BLO SECOND CONT
installing Flow-Limiting Control E&UIP GRD BLO POWER
I. Remove protective coverings from serviceable con- NO.1INVCONT

trol and ducting. NO.1INVPWR
2. Placegaskets in valve connecting´•flanges.
21-20-02
Page 201
NA-69-420
MAINTENANCE MANUAL
MAINTENANCE PRAC~ICES (Continued)
Checking for Proper Operation of Control Valves, shutoff valves close at either switch position. Return
Check Valves, and for Airflow (S/i\J 370-2 thru -6,-8 switch tq BOTH ENG and check that valves open.
and -9) (Cont’d)
NOTE
2. Set environmental and pressurizing controls as
follows: No airflowfrom the cabin air outlets ind´•i-
cates that both engine bleed-air shutoff
CABIN TEMP switch at AUTO
valves close.
AUTO CONT rheostat at COI,D
8. Move CABIN TEMP switch to MAN HOT; hold at
C:ABIN AIRswitch atOF’F MAN HOT for about ~O seconds and check that
3. Connect external DC electrical power to airplane te"perature of cabin supply air inere~yes.
and position INVERTER switch at NO. 1. Start both
NOTE
engines and operate them at 80% to 85% rpm or
higher. Check that no airflow is obtained at the cabin Increase in cabin air temperature indicates
air outlets. that the hot-air miting valve o~ens when
the switch is moved to IMAN HOT.
NOTE
9. Move CABIN TEMP switch to MAN COLD; hold it
No airflow indicates that the engine bleed- at MAN COLD for about 30 seconds and check that
air shutoff valves are closed. temperature of cabin supply air decreases.
4. With both engines operating at 80% to 85% rpm or
NOTE
higher, position CABIN AIR switch in turn to RH
ENG, OFF, LH ENG, OFF, and BOTH ENG. Check Decrease in cabin air temperature indi-
that cool air emits from cabin air outlets when cates that the hot-air miting valve closes
switch is placed at RH ENG, LH ENG, and BOTH when the switch is moved to MAN COLD.
ENG, and that there is no airflow when switch is
10. Return CABIN TEMP switch to OFF. Shut down
placed at OFF.
engines.
NOTE 11. Remove DC power from airplane bus system, turn
off AC power, disengage circuit breakers used for
This check indicates that the engine bleed-
this check, and position control switches at OFF or
air shutoff valves open and close properly
and that the refrigeration unit operates normally maintained positions.
properl~
Checking for Proper Operation of Control Valves;
5. Pull cotter pins and disconnect landing gear load Check Valves, and for Airflow (S/N 370-1 and -7, 380-
switches, on right and left oleo torque links, position 1 and Subs)
to flight configuration, engage LDG GEAR-POS
circuit breaker, and position CABIN AIR switch at
EMER PRESS. Check that air ceases to flow from
The cockpit is to be occupied by qual´•ified
cabin and cockpit outlets and enters through a single
outlet in aft end of cabin. The air will be warm-to- (medicc;cll~ approved) personnel. All open-
hot. Reconnect landing gear load switches, install ings must be closed, including main door.
Checle that DOOR OPEN caution light is
cotter pins, and pull out LDG GEAR-POS circuit
breaker. Off.
1. Push in the following circuit breakers:
6. With CABIN AIR switch at BOTH ENG, rotate
AUTO CONT rheostat between COLD and HOT, ENG BLEED AIR LH
and check that cabin supply temperature changes
ENG BLEED AIR RH
accordingly. Select a comfortable cabin temperature.
CABIN TEMPCONTROL
NOTE
EMERRAMAIR
Changes in temperature! indicate that the
CABIN PRESS DUMP PRESS DUCT
hot-air mi~ing valve and cabin air tempera-
FAIL
ture control sllstem operate properly.
CABIN AIR OVHT IND
7. Position CABIN AIR switch at KAM and then at
RAM DUMP. Check that both engine bleed-air
21-20-02
I Page 202
NA-69-420
MAINTENANCE MANUAL
MAINTENANCE PRACTICES (Continued)
Checking for Proper Operation of Control Valves, 6. With CABIN AIR switch at BOTH ENG, rotate
(:heck Valves, and for Airflow (S/N 370-1 and -7, CABIN TEMP AUTO CONT and COCKPIT
880-1 and Subs) ((:ont’d) TEMP AUTO CONT rheostat between COLD and
AFT FUSOVHTIND
HOT, and check that cabin and cockpit supply
temperature changes accordingly. Select a comfort-
DR SEAL LOCK IND able cabin and cockpit temperature.
FIRF~DETTEST
NOTE
EQUIP (;RD BLO SECOND CONT
Changes in temperature indicate that the
E&UIP GRD BLO POWER hot-air valves and the air temper-
ature control systems operate properly.
NO. 1 INV CONT
7. Position CABIN AIR switch at RAM and then at
NO.1INVPWR
RAM DUMP. Check that both engine bleed-air
KEFItIGUNIT shutoff valves close at either switch position. Return
SWitCh to BOTH ENG and check that valves open.
2. Set environmental and pressurizing controls as
follows:
NOTE
CABIN TEMP switch at AUTO
No airflowfrom the cabin and cockpit air
COCKPIT TEMP switch at AUTO outlets indicates that both engine bleed-air
Cabin AUTO CONT rheostat at COLD

shutoff valves close.
8. Position CABIN AIR switch to EMER PRESS.
Cockpit AUTO CONT rheostat at COLD
Check that both engine bleed-air shutoff valves close
CABIN AIR switch at OFF and the emergency bleed-air shutoff valve opens.
3. Connect external DC electrical power to airplane

NOTE
and position INVERTER switch at NO. 1. Start
both engines and operate them at 80% to 85% rpm or Airflow from the emergency air pressure
higher. Check that no airflow is obtained at the outlet in cabin indicates that emergency
cabin and cockpit air outlets. Check the position bleed air shutoff P~alve opens.
indicator of the cabin flood flow valve. It should be
9. Position CABIN AIR switch to BOTH EN~ and
closed.
check that the engine bleed-air shutoff valves open
and the emergency bleed-air shutoff valve closes.
NOTE
10. Move CABIN TEMP and COCKPIT TEMP switch
No airflow indicates that the engine bleed- to MAN HOT; hold at MAN HOT for about 30
ail´• shutoff valves are closed.
seconds and check that temperature of cabin and
4. Check that the forward fuselage equipment ground cockpit supply air increases.
cooling blower is operating.
NOTE
5. With both engines operating at 80% to 85% rpm or
higher, position CABIN AIR switch in turn to RH Increase in cabin and cockpit air temper-
ENG, OFF, LH ENG, OFF, and BOTH ENG. ature indicates that the hot-air miting
Check that cool air emits from cabin and cockpit air valves open when the switches are moved to
outlets when switch is placed at RH ENG, LH ENG, MAN HOT.
and BOTH ENG, and that there is no airflow when
11. Move CABIN TEMP and COCKPIT TEMP
switch is placed at OFF.
switches to MAN COLD; hold at MAN COLD for
about 30 seconds and check that temperature of
NOTE
cabin and cockpit supply air decreases.
This check indicates that the engine bleed-
air shutoff valves open and close properly
and that the refrigeration unit operates
properly.
21-20-02
0 COPYRIGHT, 1985 BY SABRELINER CORPORATION Sep 20/85Page 1
203
NA-69-420
MAINTENANCE MANUAL
Check for Proper Operation of Control Valves, Check 11. Install serviceable valve in airplane.
Valves, and for Airflow (S/N 370-1 and -7, 380-1 12. Leak check valve during engine run.
and Subs) (Cont’d)
NOTE
Decrease in cabin and cockpit air temper-
ature indicates that the hot-air mixing
valves close when the,uuui.tches are moved to
IWAN COLD.
12. Selecta comfortable cabin and cockpittemperature.

Position engine power levers at IDLE and position
the ANTI-ICE-ENGINE INLET switches to ON.
13. If the RH LH ENG DE-ICE FAIL caution lights

or
illuminate, advance engine power levers until both

caution lights extinguish. Both caution lights should
go out before 65% engine rpm is reached.
14. Position ANTI-ICE-ENGINE INLET switches to

OFF. Check that both caution lights remain out.
Position CABIN TEMP and COCKPIT TEMP
switches to OFF.
15. Shut down engines and remove DC power from

airplane bus system, turn off AC power, disengage
circuit breakers used for this check, and position
control switches at OFF or normally maintained
positions.
FUNCTIONAL CHECK OF CABIN FLOOD FLOW
VALVE
To perform a functional check of the cabin flood flow

valve, proceed as follows:
I. Remove cabin flood flow valve from airplane.
2. Apply a 5 psig regulated sourceof dry air to supply
(pressure) port. Check that valve is open.
3. Using 24 VDC electrical power, energize solenoid of
valve. Check that valve closes.
4. De-energize valve. Check that valve opens.
5. Increase supply pressure to 12 psig. Check that

valve is open.
6. Energized solenoid of valve. Check that valve closes.

7. De-energize valve. Check that valve is open.
8. Increase supply pressure to 15 psig. Check that

valve starts to close from 12 to 15 psig and is fully
closed at 15 psig.
9. Decrease supply pressure to zero. Check that valve

opens.
10. Remove air and electrical source from valve. Replace

valve if above checks are not met.
rLT
21-20-02
Page 204
Sep 20/85 o 1985 BY SABBELlNBR CORPOR~ION
SABRE L1NE~I
MAINTENANCE MANUAL
PRESSURIZATION CONTROL DESCRIPTION AND OPERATION
i. Cabin Pr_essurization Control System
The pressure in the cabin and compartment is controlled by the rate-or-

crew
change control and maintained by the cabin pressure regulator. (See figure
_1 21-00-1 or 21-00-1A.) Pressurization and rate of change may be selected by
setting the rate-of-change controls. A cabin altitude of sea level to 8000
feet, and the desired rate or pressurization to the selected altitude, may
be chosen up to an 8000-root altitude. As the airplane climbs, the cabin
altitude will also climb at the rate selected, about 50 to 2000 feet per
minute until a differential pressure of 8.20 (f0.1) psi and/or an altitude
or 40,000 feet is reached. A sea level altitude can be maintained up to an
airplane altitude or about 21,200 feet.
The cabin outflow valve is regulated to a 15,000-root isobaric schedule

by the limit control in case or failure in the open position at altitudes
in excess of 13,500 i
+1500) feet. The pneumatic´•relay, in the line between
the controller and the outflow valve, increases the sensitivity to altitude
and/or pressure changes, thereby reducing cabin fluctuations. The vacuum
pump supplies the negative pressure required to operate the outflow valve at
l’ow altitude.
The cabin air dump and safety valve, commonly called a dump valve, servesas
a combination pressure relier, vacuum relier, and, pressure dllm7~ ~ralve. It is

on the forward cockpit pressure bulkhead and discharges into the electronic
equipment compartment. If the cabin air pressure regulator or cabin air
isobaric control should fail, this valve would prevent cabin pressure from
exceeding 9.1 ("0.1) psi above outside atmospheric pressure.
The vacuum relief feature of the cabin air dump and safety valve prevents
the atmospheric pressure from exceeding cabin pressure during rapid descent
from altitude.
The emergency dump feature is operat(3d by the cabin air dump solenoid con-
trol valve. If it is desired to durm~ the pressure in the cabin, the "CABIN
AIR" control is positioned at RAM DUMP. The engine bleed-air shutoff
valves will close, and the emergency ram-sir supply valve will open to admit
ram air into the cabin simultaneously with the opening of the cabin air dump
and safety valve.
Provisions are made in the air

conditioning and Pressurizing system ducting
to permit ground pressurizing and
conditioning by external means. The ground
fittings are accessible through fuselage rear section access doors. A cabin
pressure dump switch is provided, on the ground pressure test panel, to check
cabin air dump valve operation.
Oct 11/76 21-30-0

Page 1
SABRE LINER
MAINTENANCE MANUAL
2. Rate-of-Change Control
The rate-or-change control consists of a housing assembly enclosing three

separate pressure control systems: selective isobaric, selective pressure
rate of change, and fixed differential. The housing assembly is provided
with a front panel containing rate control and altitude selector knobs, a
dial with an isobaric pointer, and a window for indicating airplane altitude
at maximum pressure differential. All system connections and a rate filter
are at the rear of the housing assembly. An electrical connector for dial
lights is mounted on the side of the housing assembly.
The selective isobaric system contains an isobaric bellows with rocker arm,
fulcrum, and isobaric calibration spring, positioned on the rate-or-change
reference chamber side of the rate control diaphragm. An isobaric metering

valve contacts the diaphragm on the reference chamber side.
The selective pressure rate-of-change system consists of a rate control

diaphragm containing two poppet valves, a capillary tube, the rate filter,
and a rate metering valve. The diaphragm divides the housing assembly into
two chambers, a reference chamber and a rate-of-change reference chamber.
The capillary tube intercor7nects both or these chambers.
The fixed differential system is positioned on the reference chamber side of

the unit and consists or a differential metering valve.
diaphragm This
and
system also incorporates a fail-safe feature consisting of an emergency
differential control seat and orifice.
The cabin altitude is controlled by turning the altitude selector until

the isobaric pointer indicates the’ desired altitude on the dial. The maxi-
rmun airplane altitude for the selected cabin altitude is shown in the window
cutout on the dial face. The rate at which the cabin altitude increases to
the selected altitude is then set by adjusting the rate control lanob.
Sefore the start of operation, pressure on both sides or the rate

control
control diaphragm at approximately atmospheric pressure.
is equalized The
isobaric bellows is compressed, and the isobaric metering valve is open.
Cabin air flows through the orifice into the reference chamber and out
through the isobar4e metering valve. The reference chamber pressure is
sensed by the outflow valve which operates according to the control schedule´•
of the outflow valve control. During this phase or operation, the airplane
cabin will remain essentially unpressurized, provided that the rate of air-
plane ascent does not exceed the selected rate.
When the airplane rate of climb exceeds the selected rate, the pressure in
the reference
chamber is reduced, causing a corresponding decrease in the
rate-or-change reference chamber. The rate or decrease or pressure in the
rate-of-change reference chamber is limited to a fixed value as determined
by the position or the rate metering valve, which is adjusted by the rate
control knob. Pressure change in the rate-or-change reference chamber lags
behind that of the reference chamber, resulting in a pressure differential
across the rate control diaphragm. In response to this pressure differential,
the rate control diaphraCgn moves the isobaric metering valve to limit the
21-30-0 Mar 1/70

Page 2
~ABRE LINER
MAINTENANCE MANUAL
flow of air from the reference chamber until the pressure in both chambers
is substantially equal. The cabin outflow valve acts to control the rate of
change of cabin pressure accordingly.
As the pressure in the reference chamber continues to decrease and as the

selected cabin altitude is approached, the isobaric bellows expands to over-
ride the rate control diaphragm and operate the isobaric metering valve.
Action of the isobaric bellows during this phase of operation keeps the ref-
erence pressure at an essentially constant value. The outflow valve then
reacts to variations in cabin pressure to maintain the selected cabin
altitude.
As the airplane continues to ascend and reaches an altitude at which the

pressure differential between cabin and atmosphere approaches the calibrated
setting, the pressure differential across the differential diaphragm opens
the metering valve and releases air in the reference chamber to atmosphere.
This results in a decrease in reference chamber pressure and causes cabin
pressure to open the outflow valve. The unit incorporates a fail-safe fea-
ture which prevents loss of reference pressure in case of a ruptured differ-
ential diaphragm by sealing off the reference chamber. With the diaphragm
assembly seated on the emergency differential control seat, the reference
pressure loss is through the orifice only. During a rapid descent, the
differential metering valve closes because of increased atmospheric pressure.
If the resultant rate of increase in reference pressure exceeds the selected
rate, the rate control diaphragm opens the isobaric metering valve and air
from the reference chamber is discharged to atmosphere. The outflow valve
reacts to the reference pressure to limit the rate of increase in cabin
pressures.
3´• Isobaric Control and Ground Test Valve
When the airplane is on the ground and from ground up to 8000 feet and with
an 8000 feet cabin selected, altitude air flows from the cabin through the
cabin pressure regulator outflow gate; therefore, no pressure is built up
in the pressure compartments. This air flows to the reference pressure
chamber of the absolute pressure control and manual shutoff valve. During
the unpressurised range of operation, reference pressure in the absolute
pressure control and manual shutoff valve is enough to hold the isobaric
metering valve open by preventing the isobaric control bellows from expanding,
thus allowing reference pressure air to flow to atmosphere. At this time,
reference pressure is about the same as atmospheric pressure. Reference
pressure is sensed by the cabin pressure regulator outflow gate through a
sensing line connected to the pneumatic relay and the isobaric control and
ground test valve. Cabin pressure is slightly higher than atmospheric pres-
sure during this range of operation even though it is considered to be the
unpressuril;ed range.
When the rate-of-change control is used to select a desired altitude between

sea a 21,200-foot altitude,
level and the rate-of-change control programs
to the isobaric control the desired pressure ratio differential, causing the
cabin air pressure regulator to control the cabin air accordingly.
When the airplane approaches the isobaric range (40,000 to 45,000 feet), pres-
sure in the isobaric control reference pressure chamber decreases to allow
Mar 1/70 21-30-0

Page 3
SABRE LINER
MAINTENANCE MANUAL
the isobaric control bellows to expand. This force, aided by the isobaric
calibration spring, moves the isobaric metering valve toward its seat. The
movement or the isoba;ric metering valve toward its seat limits flow or ref-
erence pressure air to atmosphere. This controls reference pressure at a
substantially constant pressure throughout the isobaric range of operation.
During this range or operation, variations in cabin pressure cause compen-
sating movements of the system isobaric control (outflow valve control),
pneumatic relay, and cabin air pressure regulator to mainta,in pressure within
the compartments at a constant value.
NOTE: The absolute pressure control and manual shutoff valve must be
safetied at flight position for proper in-flight operation.
When the airplane reaches altitude where the pressure differential between
inside and outside atmosphere approaches an isobaric pressure differential
control setting of 8.2 (+0.1) psi of the isobaric control and ground test
valve, the pressure differential between reference pressure and true static
atmosphere is enough to cause the differential control diaphragm to overcome

force of the differential calibration spring. This moves the differential
metering valve off its seat, allowing reference pressure air to escape to
atmosphere. The resulting decrease in reference pressure is enough to further
expand the isobaric control bellows and seat the isobaric metering valve.
With the isobaric control system thus made inoperative, cabin-to-atmosphere
pressure differenti&l is governed by the differential control system and is
maintained at essentially a constant value. This is done by metering ref-
erence pressure air through the differential metering valve to the pneumatic
relay, resulting in a constant rererence-to-atmosphere and cabin-to-

atmosphere pressure differential while the airplane remains in the differen-
tial range.
)4. Cabin Pressure Re~ulator (Air Outflow Valve)
When the airplane pressure system is being used, cabin air bleeds into the
reference chamber of the
cabin air pressure regulator, through the air fil-
ter. Cabin air also flows through passages in the poppet valve into the
regulator cabin pressure chamber. The pressure differential between the
reference chamber and the cabin pressure chamber controls the opening, and
closing or the regulator air outflow gate during unpressurized or pressure
relief range from ground up to 6000 feet altitude.
During this time, with any increase in cabin pressure in the cabin pressure
chamber, cabin-to-atmosphere pressure differential across the differential
central diaphragm also increases. When this pressure differential reaches
the calibrated pressure relier setting, the pressure relier valve unseats,
allowing reference chamber air to flow to atmosphere, in turn decreasing
reference pressure. The pressure differential across the regulator outflow
valve cover plate and outflow valve diaphragm increases, opening the regu-
lator poppet outflow valve. The outflow valve modulates open and closed to
control outflow of air from the cabin, releasing pressure and preventing
build-up in the pressure compartments. When the airplane is at8000 feet
and above, cabin air bleeds through the regulator air filter and orificed
into the regulator reference chamber, into the pneumatic relay, and on
through the isobaric control and ground test valve to atmosphere. The cabin
21-30-0 Jul ~/73

Page 4
NA-69-420
MAINTENANCE MANUAL
4. CABIN PRESSURE REGULATOR (AIR valve on the ground and at altitudes below 14,300
()II’I’FI,()W VAI,VE) (Cant’d) feet. On the around and with one or two ~nRines
operating, the v:lcuunl I,uml, cn:Lbles l)le
;lil´• I,;lssinK Ihl´•ough the orificcd fitting reduces Ihe valve to be open, thus preventing a cabin pressul´•e
creating a reference pressure in the refer-
I,rc!ssurc,
bump when the entrance door is closed and air
cnce chamber. To maintain reference pressure at an
inflow into the cabin is initiated. The vacuum pump
approximately constant value, the cabin air isobaric does not operate if both effines are switched to OFF
control limits the outflow of reference pressure air.
or if airplane altitude is above 14,300-feet. The
The pneumatic relay amplifies the reference pres-
vacuum pump, on airplanes S/N 380-57 and subs,
sure. Any change in cabin pressure changes the
and airplanes changed by S/L 36, incorporates an
cabin-to-reference pressure differential to modulate
internal circuit breaker with a reset push button.
the cabin air pressure regulator poppet outflow
valve open and closed, limiting and regulating
7~ CABINAIRDUMPAND SAFETYVALVE
outflow of cabin pressure.
The cabin air dump and safety valve is identical to
5. PNEUMATIC RELAY the cabin air pressure regulator in operation but is
set to relieve at a higher pressure. The safety valve
In normal operation, three pressures are applied to
relieves at 9.1 (f0.1) psi at any altitude. However,
the pneumatic relay: a control reference pressure
the valve can be dumped at any time it is necessary
from the cabin air pressure isobaric and differential
whenever the CABIN AIR switch is positioned at
control unit, atmospheric pressure, and reference DUMP.
RAM
pressure of the cabin air pressure regulator.
During normal operation of the cabin air dump and
Air at cabin pressure enters the isobaric control
safety valve, the pressure differential acting on the
through an orifice, creating a reference pressure at differential control diaphragm is not enough to
a value slightly less than cabin pressure. This
overcome force exerted by the pressure relief cali-
refc rence pressu re is sensed i n the relay through the
bration spring. When cabin-to-atmosphere pressure
control connection on the relay. Reference pressure
differential reaches or exceeds the calibrated value,
in the regulator is sensed in the relay through the
cabin pressure in the cabin pressure chamber is
outflow valve (regulator) connection on the relay,
enough to force the differential control diaphragm
Th is reference pressure is the same as cabin pressure
in a direction that opens the ball pressure relief
until a specific pressure differential exists across valve. When this occurs, air escapes from the refer-
the relay diaphragm assembly. As cabin pressure
ence chamber to atmosphere through the outflow
increases, reference pressure in the relay control valve guide and the atmosphere sensing line. This
pressure chamber is less than cabin pressure within establishes a cabin-to-reference pressure differential
the relay outflow valve (regulator) reference pressure
across the outflow valve cover plate and actuator
chamber. When this pressure differential (regulator
section of the outflow diaphragm, opening the poppet
reference pressure to isobaric control reference
outflow valve and allowing cabin air to flow to
pressure) increases sufficiently to overcome the atmosphere. Once a reference pressure has been
force of the relay calibration spring, the relay
established, the poppet outflow valve is held in the
diaphragm moves toward the calibration spring approximate position that maintains differential
and allows the metering valve to move toward a
pressure at the calibrated value.
metering position. This metering action of the meter-
i ng valve regulates the flow of the regulator reference When atmospheric pressure exceeds cabin pressure,
chamber air to atmosphere to establish the regulator pressure the vacuum relief and balance section of
on
pressure for operation of the regulator. When atmos-

the outflow valve diaphragm overcomes cabin pres-
phcric pressure exceeds cabin pressure, the check sure on the opposite side of the diaphragm. The
valve i n the relay is positioned against the valve seat outflow diaphragm is forced against the outflow
and prevents the reverse flow of air from the valve cover plate and overcomes the pressure in the
atmopsphere through the relay regulator reference reference chamber and the force of the poppet valve
chamber to the regulator. return spring. The poppet outflow valve moves toward
the reference chamber, and enough air to restol´•e the
6. VACUUMPUMP calibrated ratio of cabin pressure to atmospheric
pressure flows through the valve and into the cabin.
An electrically driven vacuum pump and a vacuum If the pneumatic control line to the cabin air dump
regulator provide a reliable vacuum source or 5.5 to and safety valve is open during vacuum relief
6.0 in. Hg. This constant vacuum supplies the
operation, a check valve prevents air to atmospheric
negative pressure required to operate the outflow
21-30-00
Page 5 1
0 COPYRIGHT, 1985 BY SABRELINER CORPORATION Sep 20/85 :1
NA-69´•420
MAINTENANCE MANUAL
7. CABIN AIR DUMP AND SAFETY VALVE

(Cont’d)
pressure from entering the reference chamber and
closing the poppet outflow valve.
The cabin air dump and safety valve dump operation
is done by electrically or manually opening the
pneumatic control line. This allows air from the
reference chamber to rapidly escape to atmosphere.
The cabin-to-reference pressure differential across
the outflow valve cover plate then causes the outflow
poppet valve to fully open, allowing cabin air to flow
(dump) to atmosphere.
81~;00
I 20185´•PageG
´•Scp o COP:YRIGMT, 1985 BY SABRELINER CORPORAT’ION
SABRE L1NE1R
MAINTENANCE MANUAL
PRESSURIZATION CONTE~OL TROUBLE SHOOTING
1. Trouble Shooting Pressuri2;ation Control System
A. REGULATOR OR CABIN AIR DUMP VALVE FAILS TO RELEASE AIR.
(1) Pneumatic line to Feel for Loose or damaged Tighten nuts or re-
controller loose or lines and "B" nuts. place damaged lines.
defective.
(2) Associated cabin Replace suspected item and Replace defective

pressure control equip- check operation. item.
ment does not function
properly.
(3) Ground-test valve Position valve to

at ground-test position. flight position and
safety with iocknire.
B. P_N13 ISOB~II1IC CONTROL FAILS TO CONTROL PRESSURE.
(1) True static Check for restrictions or Tig~ten, remove

atmosphere line to loose lines, restriction, or re-
pneumatic relay loose I j place lines.

or obstructed.
(2) Pneumatic con- Check for loose connections. Tighten connections.

nections leaking.
C. LOSS OF PRESSURIZATION WHILE IN FLIGHT.
(1) Inflatable pres- See figure 21-00-2. Refer Adjust main door
sure seals deflated. to procedures for pressure switch when necessary.
and leakage check of in-
flatabie seals and adjusting ~eDlace cabin door
cabin door inflztable seal se~l.
switch.
(2) Faulty door seal Seefigure 21-00-2 and run i Replace seal pressure
solenoid pressure continuity check. Refer to I regulator if r"aullty.
regulator. check-out Drocedure.
(3)
Faulty cabin air Refer to check-out pro- i Replace faulty cabi~
dump and
safety valve, j cedure. ~lso, make sure i air dump and safety
or this valve dumping all electrical control i valve or correct
cabin pressure throug-~ switches and control cir- cabin air dump manual
improper control of i cults affecting cabin air control valve

electrical or manually dump and safety valve cper- ad:’ us tment
controlled pneumatic j ation are not faulty.
control line.
Mar 1/70
Tage 101
SA B R E ~J E R
MAINTENANCE MANUAL
(4) compart-
Pressure Refer to procedure for Refer to procedure for
ment leakage exceeding checking cabin I cleaning surfaces and
normal leakage rate. pressurization. repairing leaks in
compartment pressure
sealing.
D. CABIN FAILS TO PRESSURIZE.
(1) Excessive cabin Listen for leaks. Locate and seal cabin
leakage. leaks.
(2) Inadequate air Check engine bleed-air Clean or replace

supply to czbin. supply. va~ve.
(3) Filter clogged. Check filter inlet. Replace filter

element.
(4) Foreign objects Check visually. Remove objects and

between outflow valve clean valve seats.
seats or regulator or
dump valve.
(5) Defective regu- Check air exhaust from Replace regulator or

later or cabin air dump regulator or dump valve. cabin air dump ~ralve.
and safety valve.
(6) Differential- Check for proper ground- Positionproperly,

pressure and isobaric test or flight position. andsafety with lock-
control Lever improperly wire for flight.
Dositioned.
nL. ~ND SUIIGING OF CARIN Aircraft NA-370-2 Through -o’, -8

ana
ii) Plugged or re- Ck,-L ,,,,,7-,

orF- Clear supply pras-
stricted supply pressure fice in delta P sensor for sure orifice and
orifice in water szpara- contaminants. Check delta clean in-line filter
tor delta P sensor. P sensor supply line in-line
filter for contami~ation. NO?IE: Filter is in-
stalled with rree-
now to supply pres-
sure orifice.
21-30-1 Jul 6/73

E)sge 102
NA-69-420
MAINTENANCE MANUAL
TROUBLESHOOTING (Continued)
F. VACUUM PUMPINOPERATIVE
(1) Vacuum pumpmotor With power applied to airplane, If 28 VDC is available at pin
burnt out. position either engine master A or P889, replace vacuum
switch at ON. Check for 28 VDC pump motor.
at pin A of electrical plug 889 on
vacuum pump motor.
(2) (:ircuilbre;lkeron vacuum Check reset pushbutton. Reset pushbutton on pump motor.
pump released. PI
VACUUM PUMP DOES NOT OPERATE WHEN EITHER ENGINE MASTER SWITCH IS TURNED ON
(1) Faulty vacuum pump With power applied to airplane If 28 VDC is available at
control relay. and both engine master switches terminal X1 of relay K1040,
at OFF, check for 28 VDC at replace faulty relay.
terminal X1 of vacuum pump
control relay (K1040).
H. RAPID LOSS OF PRESSURIZATION WHEN CABIN AIR SELECTOR IS POSITIONED AT OFF
(1) Faulty cabin conditioned air Remove outlet duct from water Replace check valve.
check valves, separator; then apply air source to
eyeball outlet and check that no air
flow exists from separator duct.
I. POPPING SOUNDS IN CABIN DURING TAKEOFF
(1) Faulty waterseparator Remove valve and inspect for Replace spring or complete
by-pass valve. properspring tension, valve.
(2) Faulty delta P anti-ice Replace applicable valve.

valve or 350 temp. sensor.
01 S/N ~80-57 and subs, and airplanes changed by S/L 36.
21-30-01
Page 103/104 Blank
SABRE LINER
MAINTENANCE MANUAL
PRESSURIZATION CONTROL MAINTENANCE PRACTICES
i. Replacement of Cabin Pressure Re~ulator
A. Removing Cabin Pressure Regulator
(1) RBntoveaccess9. (BefartoChapter6.)
(2) Remove the three lines attached to regulator. Cap and/or plug "B"
nuts and fittings.
(3) support regulator; then remove clamp attaching regulator to duct.

Remove regulator.
B. Cabin Pressure Regulator Noise Suppression Ring Maintenance
If the polyurethane noise suppression ring should become disconnected

from the valve baffle or if a new ring is to be installed, proceed as
follows:
(1) Remove cabin pressure regulator from the airplane.
(2) Clean both surfaces to be cemented.
(3) Apply dement to both surfaces.
Coating thickness should be medium and two coats should be applied.

When the adhesive obtains a tacky condition, the surface ~should
be joined.
NOTE: Stabond 0242 is manur~actured by Stabond Corporation.

14010 So. Western Avenue, Cardena, q0249,
(4) The 146037 noise suppression ring is mounted level with the outer-
of the baffle
lip plate.
(5) A torn or loose ring may be recemented using the above method.
Normally ring is assembled and bonded to the baffle when the
the
valve is disassembled, With care a new ring could be attached by
the above method if split once. However, because of the confined
area of the ring in the valve, ring replacement is not recom-
mended as a standard field repair.
(6) Reinstall cabin pressure regulator.
Jul 6/73 21-30-2

Page 401
SABRE LINER
MAINTENANCE MANUAL
C. Installing Cabin Pressure Regulator
(1) Remove caps, plugs, or coverings from regulator, lines, and fittings.
(2) Place gasket in position on duct flange. Support and position Segu-
lator to duct flange; then install clamp loosely.
(3) Shift regulator as necessary, to align it with pneumatic control

lines. Start "B" nuts and tighten with fingers,
(4) Torque mounting clamp to 25-35 inch-pounds.
(5) Torque "B" nuts to 40-65 inch-pounds.
(6) Install access,
Reolacement of Cabin Air DumT, and Safety Valve
a. Removing Cabin Air Dump and Safety Valve
I (1) Openaccsssl2. (RefartoChapter6.)
(2) Disconnect pneumatic control lines from cabin air dump and safety
valve.
(3) While supporting body of safety valve, Loosen mounting clamp. Dis-
connect flex line from safety valve and remove cabin air dump and
safety valve through access,
(4) Cap and/or plug all lines and ffttings.
B. Installing Cabin Air Dump and Safety Valve
(1) Remove all coverings, caps, and/or plugs from valve and lines,
(2) Place gasket in groove on adapter.
(3) Connect hose assembly to fitting in spider of outflow gate. Torque

"B" nut to 40-65 inch-pounds.
21-30-2 Jul 6/73

Page 402
NA-69-420
MAINTENANCE MANUAL
MAINTENANCE PRACTICE$ (Continued)
Removing Cabin Air Dump and Safety Valve (Cont’d) 4. Install valve in airplane. (Refer to Replacement of
Cabin Pressure Regulator or Replacement of Cabin
4. Place valve in position on adapter, and loosely install Air Dump and Safety Valve.)
mounting clamp.
5. Rotate regulator as necessary to align fittings with REPLACEMENT OF CABIN AIR DUMP
lines. Install lines and torque to 40-65 inch-pounds. SOLENOID CONTROL VALVE
6. Tighten mounting clamp; then torque it to 25-35 Removing Cabin Air Dump Solenoid Control Valve
inch-pounds. i. Remove access 13. (Refer to chapter 6, Figure
7. Install access. 6-00-3.)
2. Remove necessary electrical wires and
CLEANING CABIN PRESSURE REGULATOR
equipment.
AND CABIN AIR DUMP AND SAFETY VALVE
3. Work rubber cap on top of valve back onto wires;
To clean valves use dry cleaning solvent(Federal Specifi- then disconnect terminals from valve.
cation P-D-680 or equivalent) or a suitable household
detergent (Joy) mixed one part detergent to two parts
water. Proceed as follows:
1. Remove valve from airplane. (Refer to Replacement

of Cabin Pressure Regulator or Replacement of
Cabin Air Dump and Safety Valve.)
IW9111MZI
Do not disassemble valve.
IW!1IIII1~
Do not use any tools or other objects to open
the poppet valve(s). 1Move valve withfir~ers,
avoid uneven loading which will place a
side load on the poppet valve guide.
Bending of this guide will result in valve
malfunction. To hold valve open during
cleaning use a soft padded horseshoe-
shaped spacer which will assure even
loading of poppet.
Avoid using escessive solution. Use care to

prevent solution from entering vent bleed
holes and areas which cannot be wiped clean.
2. Open valve as required. Apply cleaning solution to

valve spider, diaphragm, and seat with a soft lint-
free cloth. (See Figure 21-30-401.)
3. Allow solution to stand until dirt and tar are loosened;

then wipe parts with a soft lint-free cloth. Repeat
cleaning procedure as required.
21-30-02
Page 403
SABRE L1NER
MAINTENANCE MANUAL
(4) Remove mounting screws and remove valve.
(5) Remove filter screen and fitting from bottom or valve. Clean screen
and check for re-use.
B. Installing Cabin Air Dump Solenoid Control Valve
(1) Check O-ring gasket on filter assembly, and install filter fitting
in bottom or valve.
(2) Place valve in position on bulkhead and install two screws and
washers, being sure to clamp wire.
(3) Attach line and torque "B" nut to 40-60 inch-pounds.
(4) Connect electrical wires to valve; then install rubber cap.
(5) Install electrical wires.
(6) Install access.
4. Inspect Cabin Air Dump a_nd Safety Valve Area
cabin air dump and safety valve proceed as follows:

A. To inspect area,
(1) Open applicable access doors.
(2) Inspect accessible flight control bellcrank and push-pull control

rods for security, chafing and proper safeties.
(3) Inspect pneumatic lines for kinks, chafing, proper routing and
security.
(4) Inspect structure for corrosion, cracks and distortion.
(5) Inspect cabin air dump valve static air line filter as follows:
(a) Remove filter screen from static line fitting.
(b) Clean screen with dry cleaning solvent and dry.
(c) Replace screen if damaged.
(d) Install filter on static line fitting and torque "B" nut.
(6) Clean dump and safety valve as required. (Refer to "Cleaning

Cabin Pressure Regulator and Cabin Air Dump and Safety Valve".)
(7) Remove cabin air safety valve chamber screen (plug) and
and
clean unit with dry cleaning solvent. Reinstall chamber screen
(plug) and safety.
(8) Inspect accessible cables, cable pulleys, End teleflex controls

for security chafing and proper safeties.
Oct 11/76 21-30-2

Pay;e 403A
SABRE LINER
MAINTENANCE MANLIAL
SCREEN
DIAPH RAGM
POPPET
~----i
SPIDER
SEAT
CAB IN A IR DUM P AN 0 SAFEN VALVE PI N 103238-()
DIAPHRAGM
PO PPET’
5 PI DER
SEAT
CAB IN O~TFLOW VALVE PI N 103316-())
306-2-53-~9
Cabin Air Dump and Safety Valve and Cabin Outflow Valve
21-30-2 Figure 21-30-401 Oct 11/76
Page 404
SA B ~Z E LI N E R
MAINTENANCE MANUAL
4( (9) Check area for foreign objects and install access doors.
5´• Replacem_ent of Cabin Pressure Regulator Filter Cartridge
(1) Remove access door 9.
(2) Remove cartridge from filter housing.
(3) Install new cartridge. Ensure that cartridge is firmly seated in

housing with small screened opening out.
(4) Install access door 9.
SA. Inspect Cabin Air Pressure (Outrlow) Valve Area
A. To inspect cabin air pressure (outflow) valve area, proceed as follows:
(1) Open applicable access door.
(2) Inspect accessible Sligat control bellcranks and push-pull control

rods for security, chafing and proper safeties.
(3) Inspect flex lines for deterioration, kinks, security, proper rou~-
ing and chafing. Check pneumatic (hard) lines for security and damage
(4) Inspect limit control for security and shock mounts for deterioration
(5) Inspect structure for corrosion, cracks and distortion.
(6) Clean outflow valve recluired.

as (Refer to "Cleaning Cabin Pressure
Regulator and Cabin Air Dump and Safety Valves".)
(7) Inspect outflow valve and components for damage, cleanliness, cracks,
corrosion, security, and proper safety.
ca, Inspect all electrical wiring and connections for cleanliness,

deterioration, chafing, and security.
(9) Check for foreign objects and install access doors.
6. Replacement of Vacuum Pump
A. Removing Vacuum Pump
(1) Remove access door. (Refer to Chapter 6.)
(2) Remove electrical plug from vacuum pump motor.
(3) Remove and cap vacuum line attached to pump.
(4) Remove four mounting screws securing vacuum pump to structure.
(5) Remove vacuum pump from airplane.
Oct 11/76. 21-30-2

Page 405
SABRE LINER
MAINTENANCE MANUAL
fittings in pump,~then fittings and retain

(6) Note position or remove
for installation in ~eplacement pump.
B. Installing Vacuum Pump
(1) Install fittings in pump.
NOTE: Before installing vacuum pump, ensure that rubber mounts
are serviceable, and that pipe plug on side of pump is

tight. ’Remove the filter screen fitting from the outlet
port (if installed).
(2) Install vacuum pimp in airplane with four mounting screws and
eight washers. Place the one-inch diameter washers (2WLC1L-la-32-63)
between screw heeds and grommets and place the other washers
(L0153-0011-0012) between grornmets and pump support bracket.
(3) Install and tighten vacuum pump line.
(4) Connect electrical plug to vacuum pump motor. Locktrire electrics~
plug to pipe plug on side of vacuum p~r,F.
(5) Install access door.
(6) Perform operational check out of vacuum pump.
21-30-2 Oct 11/76

Page 406
NA-69-420
MAINTEWANCE MANUAL
AIR LEAKAGE IN PRESSURIZATION CONTROL

SYSTEM
Anezperienced operator should be present
Locating Leaks in Pressure Compartment Sealing at theground tester pressurizing equip-
ment control panel at all times while the
1. All possible pointsof air leakage aroundthe pressur-
compartments are pressurized
ized compartment areas must be sealed to maintain
pressure. Three methods of sealing are used. Rubber
seals are used at all points where frequent breaking
of the seal is necessary (such as entry and escape With personnel inside pressure ~ompart-
doors). Sealing compounds are used at points where ments, the pressure change should never ep
no breaking of the seal is expected, except for main- ceed I 000-foot-per-minute altitude change,
tenance. Special seals are used for passing cables, as shown on a rate-of-change indicator.
tubing, mechanical linkages, and wiring out of the

Cleaning Surfaces and Repairing Leaks in Compart-
pressurized area. The wires and tubing are passed ment Pressure Sealing.
through pressure seals on bulkhead fittings to which
the wires or tubes are fastened from each side. The 1. To ensuremaximum adhesion between the sealing
flight controls are passed through the bulkheads by compound and the surface, all surfaces
to be sealed
special seals. must first be cleaned.
2. With thecompartmentspressurized, isolate leakson 2. With a vacuum cleaner, thoroughly clean all loose
inside by running a piece of rubber tubing or a steth- dirt from surface.
oscope along seams in leakage area. Listen for a 3. Moisten a clean cloth with naptha solvent. Clean
or
change in sound when tube is passed over a leak. area around spot to be sealed.
Leaks may be verified by an assistant on outside of
airplane. 4. To clean thoroughly, repeat step 3 as often as neces-
sary. Never use a soiled cloth. Discard cleaning
While the compartments are pressurized, a thorough
cloth as soon as it becomes soiled.
interior and exterior inspection of all accessible
fuselage seams, structure and points of attachment NOTE
to and through the exterior surfaces of the pressur-
ized area should be accomplished. Particular atten- Repair sealing compound should not be
tion should be given to proven areas of leakage to usedfor basic sealing, because ofmarginal
determine thatleakage is not the result of cracks, adhesion to bare or metal primed surfaces.
loose or missing fasteners or damaged seals. However, adhesion of the repair sealing
compound to that of basic sealing compound
is ezcellent. There/ore, beads of repair
CVhen anyone is inside, the compartments

sealing compound should be limited to a
of& inches in length on bare or
must never be sui~jected to a hiaPer
primed metal
than hc~ Irreviously been safely established
with the compartments empty. 5. Seal holes and gaps up to 1/16 inch in width with a
fillet of repair sealing compound. No backing strip is
necessary.
It Is that on(ypcreo;cnel~ho
NOTES
are medically checked and approved be
permitted to occupy compartments when Reference the Structural Repair or Corro-
they are pressurized on the ground, sion ~bntrol Manwllfor sealant types.
Sealing Eompoundntwrt always be applied

on the pressure side. A second coat ofseal-
Anyone who has recently had a cold, or who ing compound may be applied after thefirst
has sinusitis or nasal congestion should coat has been allowed to cure completely.
not work in the compartments when they Curing time is 24 hours at about 770F, pro-
are pressurized vided 6-hour work-life material is
zcsea ~f applicator guns are used to apply
the sealant, ULey should be Gleaned as soon
21-30-03
Page 601
o COPYRIGHT, 1987 BY SABRELINER CORPORATION May 29/87
NA-69-420
MAINTENANCE MANUAL
Cleaning Surfaces and Repairing Leaks in 1. Make sure the following circuit breakers are
Compartment Pressure Sealing (Cont’d) pushed in:

DRSEAL& LOCKIND
NOTES (Cont’d) CABIN PRESS DUMP PRESS DUCT
aspossible with cleaning solvent; otlteruise, any FAIL
sealant that cures inside tire gun must be cleaned
LDG GEAR--POS
out by hand Do not apply sealing compound by
picking it up after Hteftingfingers in water, soap or

protective hand cream. A film from any ofylese
solutions willcause Iliccompoundto adlrerepoorly. To prevent damage to equipment and insldla-
Leaks can be repairedfrom inside wkile the cock- tions, make certain tltat step 2 is completed
pit is pressurized Repairing under pressure is before proceeding witl~ cabin pressurization
recommended because it isfader and Be results check~
can be checked immediately.
2. Remove the following instruments (refer to

6. Seal holes and gaps from V16 inch to 3/16 inch chapter 31) and plug or cap all lines discon-
in width with a backing strip of pressure-sensi- nected from removed instruments:
tive tape. Apply tape over opening on pressure Cabin altimeter and differential pressure
side, and apply a frllet of general-purpose seal- indicator
ing compound over tape, allowing a 1/8-inch
Cabin pressure rate-of-change indicator
overlap from edge of tape.
NOTES
Remove compoundfrom fools will~in one hour To prevent damage fo equipment andpossible
after use. Removal of the compound is injurytopersonnel, observe allinsrructionsgiven
after it begins to cure. To prevent skin irritation, on groundpressure lestpanel,
personnel slrould wear gloves wl~ile using clenn-

ing compounds. 3. Connectacontrollable sourceofairpressureto
CABM AIR fitting on cabin ground pressure
7. To repair cracks or damage in structure, refer to test panel. Do not apply pnaumst~e pressure.
Sabreliner Structural Repair Manual Report No. NA- (See Figure 21-30-606.) I
66-1032.
4. Installa 1 to 10 psi pressure gauge (capable of
3. Within one hour after mixing repair compound
providing pressure differential readings in 0.1
and accelerator, the sealing equipment should
psi increments) to CABIN PRESS fitting on
be cleaned, using toluene solvent. Otherwise, cabin ground pressure test panel.
the compound will harden and can only be re-
5. Remove access panel 7 (see Figure 6-00-3,
moved by mechanical means. However, cleaning
sheet 2 of 4 or Figure 6-00-4, sheet 2 or 4).
of equipment may be delayed for about 72 hours,
provided the uncleaned equipment is placed in 6. Remove lockwire from groundressure testvalve
refrigeration at zero to 10’F. on cabin air isobaric valve and gound test shutoff
valve. Turn valves to test position.
PRESSURIZATION CONTROL SYSTEM
CHECKOUT PROCEDURE
Checking Cabin Pressurization

NOTE
The marimum allowable leak rate is 144 cubic
feet per minute (cfm).
21-30-03
Page 602
Nov 12/93 (O COPYRIGHT, 1993 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
MA~NTENANCE PRACTICES (Continued)
PRESSURIZATION CONTROL SYSTEM 18. Afterobserving placard on ground pressure test

CHECKOUT PROCEDURE (Cont’d) panel and being thoroughly acquainted with
warning preceding step 10, pressurize cabin to
7. On ground pressure test panel, cut lockwire to
8.8(+-0.1)psi above atmospheric pressure. Check
release guarded DUMP switch. Position switch
that leakage rate does not exceed 10.8 pounds
at power-off position,
per minute, or 144 cubic feet per minute.
8. Disconnect right and left main landing gear load
switchlinks (refer to 32-60-01). Leave load switch
links in load (struts compressed) position.
To pre,teal possible inju~y to personnel, nrake
9. Connect external 28 VDC electrical power to certain tl~at allpersonnel Itave left tire cabbl and
airplane (refer to chapt~r 24). cockpit before proceedi~tg witlt tlte next step.
19. If the Auxiliary Fuel Cell (Bladder) is removed
from the fuselage, spray the aft side of the
Duri~tg steps IO thru 21, only nredically cl~ecked F.S. 333 bulkhead with a Non-Corrosive Gas and
and approved personnel sl~ould be allowed to Leak Detector, Sherlock, P/N CG1, or equiva-
chtls. Pres- lent. Any leaks that are discovered should be
sure occupiedconrparln~ents a ust marked and repaired from inside of the cabin
not exceed1000-foot-per-nc t~ute altitude cltmtges after the test is completed. If no leaks are de-
as slrown o~ta pressure indica- tected on the F.S. 333 bulkhead, proceed to
tor. Wltile con~partnlents pressurized, an
are step 21.
experienced operator nlusl beposted at all tintes
at ~llepressurizing
Absolutely no leakage is allowed tl~rouglr Il~e
10. Close all doors and windows in the cabin and
F.S. 333 bulk8ead because, in tlte evenl ofafuel
cockpit. Make sure that entrance door handle is cell bladder leak, fuel orfuelfum es could enter
in fully locked position. Check that floor drain
Ihe cabin environnte~r.
valve is closed.
20. If the Auxiliary Fuel Cell (Bladder) is still in-
11. Close all accesses in the nose section (S/N 370-1 stalled on the aircraft, open the gravity refueling
thru -7 and 380-1 thru -23 not changed by S/L port on the right side of the fuselage above the
No. 7). pylon. Use a strong flashlight and examine the
12. Connect a 25 to 200 psi, controllable, air pressure inside of the auxiliary fuel cell for signs of coi-
source to SEAL REG fitting on the ground pres- lapse. If there is a pressurization leak through
the F.S. 333 bulkhead, the auxiliary fuel cell may
sure test panel. Apply 90 psig air pressure at
SEAL REG fitting. be compressed to the point where the mounting
springs pull free of their attach points, allowing
the fuel cell bladder to fall away from its normal
location (droop). If the auxiliary fuel cell (btad-
Pressure at thisfittiiig should not 4xceed 175
.der) is found to be even partially collapsed, it
psig or be less tltan 30psig. must be completely removed from the aircraft
13. Position and leave left main gear load switch in and the leak in the F.S. 333 bulkhead repaired.
unload (airborne) position, Check to ensure that If this condition is found to exist, fueling of the
no change takes place, auxiliary fuel cell should be avoided until repairs
are made, preventing a puncture and subse-
14. Position and leave right main gear load switch in
quent fuel leak condition. Repeat this test until
unload (airborne) position. Check to ensure that
no leaks are detected in the F.S. 333 bulkhead.
main entrance door seals inflate.
NOTE
15. Position either main gear load switch to load Tltis allowable leakage rate includes 6 7-cubic-
position. Check that seal deflates. Reposition feet-per-minute leakage from cabin pressure
switch to unload position. Check that seal in-
regulator, 6 leakage
flates.
front safety a~td dump valve, and 2.4-
16. Move entrance door handle out of locked posi- cubic-feet-per-ntinuIc leakagefron~ watersepa-
tion. Check to ensure seals deflate. rater drain line. ifleakage is excessive, refer to
seals paragrapk Ifor on locating leaks,

17. Lock main entrance door. Check to ensure
inflate. andfor cleaning and resealin~ procedures.
21-30-03
Page 603
0 COPYRIGHT, 1993 BY SABRELINER CORPORATION Nov 12/93
NA-69-420
MAINTENANCE MANUAL
PRESSURIZATION CONTROL SYSTEM 6. Remove equipment installed for test, then install
CHECKOUT PROCEDURE (Cont’d) cabin pressure regulator and access doors.
IN-FLIGHT PRESSURE LEAKAGE CHECK

21. Increase pressure in cabin and check that pres-
Perform an in-flight pressure leakage check of the
sure relief feature of cabin air dump and safety
air conditioning and pressurization systems as fol-
valve maintains the pre ssure between 9.0 and 9. 2
lows:
psig. The valve must relieve cabin pressure at 9. 1
(-c0.1) psig. 1. Conduct the following test at 25,000 feet without
passengers, with pilot, copilot on oxygen, and
with inspector tif applicable) on portable oxygen
bottle supply.
Exercise extreme care to ensure tltat only e~ouglt
airpressure is applied to permit pressure relief
2. Prior to takeoff, check that both engine bleed-air
valves close properly las indicated by no air flow
Il~rougR valve. Under no circumstance is rke
cabin pressure to exceed 9.5psig. If 9.5psig is
from cockpit air outlet ports).
exceeded, all equipment vented to cabin sltould 3. With cabin air selector switch at BOTH ENG, set
be removed and checkedfor calibration. cabin pressure controller at 8,000 feet, and rate
of change control to 2,000 feet.
NOTE 4. Position passenger oxygen switch at CLOSED.
Ifinflatable doorseals require replacem ent, refer NOTE
to 21-32-02.
Closeal(cabin andeockpitfresh airoutlel valves
ELECTRONIC NOSE COMPARTMENT PRESSUR- prior to step
IZATION CHECKOUT (EXTERNAL AIR SOURCE)
5. Check that cabin altitude is 8,000 ~240) feet,
(SM 370-1 THRU -9, 380-1 THRU -23 NOT
then position cabin air selector at OFF. Cabin
CHANGED BY S/L No. 7)
altitude should not exceed 19,000 feet in three
Perform nose compartment leakage test as follows: minutes.
1. Remove cabin pressure regulator lair outflow NOTE
valve) tref. 21-31-01) and replace and seal with a Accomplislr step provided step 5 limit is satis-
d
plate having an external air fittirig. factory.
2. Install access doors and covers required to close
6. With cabin PRESSURIZATION OFF, open one
out pressurized nose compartment. cabin fresh air outlet valve. Using hand, piece of
paper or cloth, check for reverse flow of cabin air
into supply line due to leaking one-way check
Do not exceed 3.30psig during steps 3 and 4. valve at FS 333.
3. Pressurize nose compartment to 2.43 psig NOTE
(through plate fitting) and note leakage. Maxi- Accomplislt step 7 provided step 5 limit was
mum allowable leakage tin-service airplanes) is satisfactory during step 6.
1.05 pounds per minute (14 CFM based on stan-
dard pressure at 70’ Fl. If leakage is found exces- 7. With cabin PRESSURIZATION OFF, close all
cabin fresh air outlet valvesarnd open one cockpit
sive, reseal compartment as required following
fresh air outlet valve. Using7hand, piece of paper
procedures outlined under Cleaning Surfaces
or cloth, check for reverse flow of cabin air into
and Repairing Leaks in Compartment Pres-
sure Sealing.
supply line due to leaking one-way checkvalve at
FS 333.
4. After leakage rate has been established within
8. Reduce right engine power to 75% rpm. Position
limits, gradually pressurize compartment to 3.05
cabin air selector switch to EMER PRESS. Cabin
(~.2) psig and verify that relief valve relieves
altitude should decrease. Position right engine
within noted range las evidenced by no further
increase in compartment pressure), power lever as required.
9. Position cabin air selector switch to BOTH ENG.
5. Open access doorjustforward oflanding lightand Cabin altitude should descend rapidly to 13,500
reset relief valve (per instructions on decal acija-
cent to valve). (+1500) feet, may hold up to 6 minutes, then rate
towards 8,000 feet. Cabin altitude should reach
8,000 (-t240) feet in about 8 minutes total elapsed
times.
21-30-03
I Page
Nov 12/93
604
Q COPYRIGHT, 1993 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
INSPECTION/CHECK(Con~nued) I
IN-FLIGHT PRESSURE LEAKAGE CHECK 10. Position CABIN AIR switch to BOTH ENG. Check
(Cont’d) that cabin altitude returns to 8000 feet in approx-
imately 9 minutes.
10. Resumenormal flight.
11. Reduce right engine rpm to 75%. Position CABIN
FLIGHT CHECK OF CABIN AND COCKPIT AIR switch to EMER PRESS. Check that cabin
COMPARTMENT PRESSURIZATION (S/N 370-1, altitude decreases to 13,500 f1500 feet for approx-
-7, 380-1 and Subs) imately 4 minutes, then rate toward 8000 feet.
To perform a flight check of cabin and cockpit pressur- 12. Position CABIN AIR switch to BOTH ENG. Cabin
ization system, proceed as folows: altitude should return to 8000 feet.
1. Position environmental system controls as follows: 13. Climb to 45,000 feet. Check that cabin altitude
remains at 8000 f240 feet. Select a sea level cabin
CABIN TEMP and COCKPIT TEMP switches
setting.
at AUTO.
CABIN TEMPand COCKPITTEMPrheostatat NOTE

desired temperature.
~ffield of departure and landing is at an
CABIN AIR switch BOTH ENG. altitude greater than sea level, set the cabin
altitude for 500 feet higher than field
CABIN PRESSURE CONTROL cabin alti-
elevation.
tude 8,000 feet. Rate otchange 500 feet/min.
2. With airplanefiyingat20,00O feet, thecabin pressure 14, Position environmental system controls as required.
should reach 8,000 feet after approximately 16
15. Resumenormal flight.
minutes.
3. Select sea level cabin altitude and adjust the rate of O PERATIONAL CHECKOUT OF VACUUM PUMP
change controller to a cabin rate of descent of 250
1. Check that VACUUM PUMP circuit breaker is
feet per minute.
engaged (pushed in).
4. Observe the rate of change for 2 minutes (by stop
2. Connect external 28 VDC power to airplane.
watch) and note that the cabin altitude decreases 500
feet. 3. Position LH ENG MASTER switch to ON.
5. Readjust rate of change controller to give a cabin 4. Checkthatvacuum pumpisoperating.
rate of descent of 1000 feet per minute and note rate
5. Position LHENG MASTERswitchtoOFF. Vacuum
of change for one minute (by stop watch). Check that
the cabin altitude decreases 1000 feet. pump operation should cease.
6. Disconnect external 28 VDC power Irom airplane.
6. Allow cabin pre~nure to stabilize at sea level f240
feet.
GROUND PRESSURE LEAKAGE CHECK
7. Selectacabin altitudeof 4000 feetand checkthatthe ENGINE OPERATING
cabin altitude stabilizes at 4000 feet in 4 minutes.
8. Select a cabin altitude of 8000 feet and: set the rate of
change control to 2000 feet ´•per minute and´• check Anyone who has recently had a cold or who
that cabin altitude stabilizes st 8000 feet in 2 has sinusitis or naealcongestiolz should
minutes. not work in the compartments zahen they
are pressurized.
1. Position airplane in a location where ground runup

Ozygen masks must be worn during the/ol-
is permitted.
lowing test,
2. Pull the landing gear position circuit breakers.
9. Climb to 25,000 feet. The cabin pressure should
remain constant at 8000 f240 feet. Position CABIN
3. Open access panel 7. (Refer to Chapter 6.)
AIR switch to RAM DUMP. Check that cabin 4. Remove lockwire from ground pressure test valve.
altitude increases from 8000 to approximately Set valve to ground test position.
25,000 feet. 5. Open pilot’s sliding window. Close main entrance
door. Start right engine.
21-30-03
Page 605
NA-69-420
MAINTENANCE MANUAL
INSPECTION CHECK (Continued)
GROUND PRESSURE LEAKAGE CHECK 7. Position cabin heat control to manual hot and
ENGINE OPERATING (Cont’d) hold for approximately 10 seconds. This will fully
6. Set pressurization switch to RH ENG. Toggle open the heat control valve which allows maxi-
mum air flow.
CABIN TEMP control to MAN COLD and hold
for 10 seconds, then return to OFF. 8. While monitoring clevis end of flow limiting
7. Slowly close pilot’s sliding window and allow control, advance RH engine power lever until 81
to 85% engine RPM is reached. Check that valve
cabin pressure to build to 5 psi differential,
clevis moves slowly and smoothly form 318 to Y2
8. ToggleCABINTEMP control towardsMANHOT inch.
(helps prevent pressure bump) and increase en-
gine rpm until cabin pressure is 8.2 psi differen-
9. Slowly reduce RH engine power lever to IDLE.
Check that valve moves smoothly to the full open
tial.
position.
9. Extend speed brake.
10. Shut down both engines (Refer to Chapter 71).
10. Secure RH engine. Select cabin air to OFF. Set
Il. Position all switches and controls in their normal
inverter to OFF.
OFF position.
NOTE
12. Close access doors.
Ifballery switcl~ is selected to OFF, cabft pres-
sure will dump.
FUSELAGE AUXILIARY FUEL CELL BAY
11. Ensure battery switch remains ON. PRESSURIZATION AND LEAKAGE TEST
12. Check for fuselage air leaks, especially around NOTES
the sealed escape door and at all duct connections
Rentoval of F.S. 333 is required to
in the aft fuselage compartment. Mark any leaks
for later resealing. perform tl~is test
A UXFuel tlris
13. After fuselage leak check, slowly release cabin
lest.
pressure.
ContactSabrelincr Corporationfor TeslCover
14. Push in LDG GEAR POS circuit breaker. Set
plate-Bit (PflV265-048001)
ground test valve to OFF and resafety wire.
sl~is test
FUNCTIONAL CHECK OF FLOW LIMITING Use Non-corrosive Gas and Leak Detector,
CONTROL Slterlock, PmT CGI, or e~uivalent, orAmprobe/
Pasar-TMULD-100 Testmasler gil by
The functional check of the flow limiting control
AMPROBE-Ly~brook, NY. Mlrasonic)
verifies that the control is operating smoothly. To
perform a functional check of the flow limiting Procedure A Utilizing Standard NR leak
control, proceed as follows: test panel No. TSC-10083 or equivalent.
1. Open the pilot’s sliding window and close the I. Install test cover plate (Kit PM 265-048001). See
main cabin entrance door.
Figure 21-30-601.
2. Setcabinpressurization controller5,000ft. above 2. Connectanexternaltube typewatermanometer
field elevation, and rate at maximum. Set cabin with a water level of60 to 80 inches ofwater, and
air selector to OFF.
a O to 15 psi air pressure gauge.
3. Open aft lower fuselage doors (access to flow
limiting control).
4. Start both engines (Refer to Chapter 71). Select Do not exceed 2.5 psi as AUX Fuel Cell Bay
NO. 1 or main inverter. structural danrage could occur.
5. Position CABIN AIR selector to BOTH.
3. Connect Test Panel No. TSC-10083 to the test
6. Station a helper in the aft fuselage to monitor
cover plate as illustrated on Figure 21-30-601.
operation offlow limiting control.
4. Pressurize Fuel Cell Bay as follows:
NOTE
To preventpossible injury to personi~el, use The leak test unit conZai~ts two systems, a R.H.
extreme caution wl~en worki~tg adjacent to an systenr color coded blue anda L. H.sysien~ color
operating codedyellow. Use only tAe blue systen~. Tlte red
colored controls andgage in tlte center are used
for testcrsupply airpressuritatio~r. Tire manont-
ofO to
21-30-03 eterfbr tke blue coded systenl Itas a
16.5 inches ofwaler.
Page 606
NA-69-420
MAINTENANCE MANUAL
FUSELAGE AUXILIARY FUEL CELL BAY 12. When a successful test has been done, open shut-
PRESSURIZATION AND LEAKAGE TEST off valves 2 and 4 to relieve the pressure in the
(CONT’D) system.
k Check to ensure air shut off valve No. 1 and 13´• Disconnect Leak Test Unit and Water Manom-
shut off valve No. 2 are closed. Open shut off eter/l?ressure Gage.
valve No.’s 3 and 4. See Figure 21-30-603. 14. Remove test cover plate, and secure aircraft as
B. Connect an air pressure source to the leak desired.

tester unit. PROCEDURE B Using locally fabricated Leak Test
C. Open the single point pressurization valve Panel (See Figure 2130-604) and Cabin Pressurization
(red trimmed). Open the refueling regulator Tester PM 1126-17-’I~ype MB-3.
(red handle) until 25 psi is indicated on the 1. Install test cover plate (KitP/N 265-048001) (See
red colored pressure gage. Figure 21-30-601).
D. Slowly open shut off valve No. 1, Monitor the 2. Connect an external tube type water manometer
Fill Pressure Gage, Sensing Pressure Cage, with a water level of 60 to 80 inches ofwater, and
and external water manometer unit (pres- a 0 to 15 psi air pressure gage.
sure relief) to determine that pressure is nlralmzl

being supplied and that the pressure does
not exceed 2.5 psi,
Do not 4xceed 25 psi as A UX Fuel Cell Bay
dan~age could occur.
structural
3. Connect leak test panel to the test cover plate as
Na leakage is allowedfron~ befuel cell bay illustrated on Figure 21-30-601.
forward into il~e cabin, because in Il~e eve~t ofa 4. Connect Cabin Pressurization Tester to leak test
Fuel Cell bladder leak, fuelfumes could enter
panel as illustrated on Figure 21-30-604.
ihe cabin enviro~ment.
5. Pressurize Fuel Cell Bay as follows:
5. Apply leak detector to the entire forward surface A. Check to ensure that test panel valves No. 1
of the F.S. 333 bulkhead and check for leaks. If
and No. 2 are closed. Open test panel valves
leaks are detected, depressurize, seal leaks, and
No. 3 and No. 4.
retest until no leaks into the cabin are detected.
B. With Cabin Pressurization Tester in opera-
NOTE
tion, close Tester Regulator Valve (No. 5) so
Proceed to Step 6 only ifno leaks are detected on that air can be supplied to the test panel.
rite F.S. 333 bulkl~ead C. Slowly panel valve No. 1. Monitor
open test
6. Both pressure gages should be stabilized at 2.5 the Fill pressure Gage, Tank Pressure Gage,
psi, and external water manometer should be and external Water Manometer Unit (Press.
stabilized at 68 to 70 inches of water to verify Relief) to determine that pressure is being
pressure gages. supplied and that the pressure does not ex-
coed 2.5psi.
External water manometer is to be used ONLY
as pressure reliefprotection. DO NOT use tlte No leakage is allolvedfrom tkefuel cell bay
external water manonteter as a gressure forward tl~e cabi~t,because in tlte event ofa
monilor. Fuel Cell bladder leak, luelfun~es could enter
rl~e
7. Close shut-off valves 3, 4, and 1 in the order
listed. 6. Applyleakdetectortothe entireforwardsurface
8. Close single pointpressurization valve, and main of the F.S. 333 bulkhead and check for leaks. If
air supply valve (red handles). Disconnect air leaks are detected, de-pressurize, seal leaks and
retest until no leaks into the cabin are detected.
supply from tester unit. Check fitting at leak
tester unit for leakage with a bubble solution. NOTE
9. Monitor the test unit water manometer and Proceedro Step 7only ifno leaks are detected on
record pressure value indicated. tlte F.S. 333 bulk8ead
10. After 30 minutes has elapsed, record pressure 7. Both pressure gages should be stabilized at 2.5
again, If pressure has decayed more than 4.0 psi, and external water manometer should be
inches of water, leakage is excessive. stabilized at 68 to 70 inches of water to verify
11. If leakage is excessive, locate the leakage areas pressure gage.
using bubble solution or Ultrasonic Leak Detec-
tor. De-pressurize, reseal and retest until pres-
is within allowable range (O to 4.0 in.
of 21 -30-03
Page 607
0 COPYRIGHT, 1993 BY SABRELINER CORPORATION Nov 12193
NA-69-420
MAINTENANCE MANUAL
FUSELAGE AUXILIARY FUEL CELL BAY 5. Pressurized Fuel Cell Bay as follows:
PRESSURIZATION AND LEAKAGE TEST k Check to ensure that Test Panel valves No.l
(CONT’D) and No. 2 are closed, open Test Panel valves
No. 3 and No. 4.
Exlentnl water nlanonleter is be used ONL Y
to B. With Shop Vacuum in operation, close the
as apressure reliefprotection. DO NOT use il~e Regulator Valve (No. 5) so that air can be
exlen~al manonteter as a pressure supplied to the test panel.
8. Close shut-off valves, 3,4, and 1 in the order C. Slowly open Test Panel Valve No. 1. Monitor
listed. t.heFillPressureGage TankPressureGage,
9. Open Tester Regulator Valve (No. 5) and shut and external water M)anomet~r Unit (Pres-
down cabin Pressurization Tester unit. sure Relief) to determine that pressure is
being supplied and that pressure does not
10. Disconnect Pressure Tester Unit from the Leak exceed 2.5 psi.
Test Panel. Check fitting at Leak Test Unit for
leakage with a bubble solution.
11. Monitor TestUnit water manometer and record No leakage is allo~ued from the fuel cell bay
pressure value indicated. fonuard into II~L? cabin, because in fl~e event ofa
Fuel Cell bladder leak, fuelfun~es could enter
12. After 30 minutes has elapsed, record pressure
tlte
again. If pressure has decayed more than 4.0
inches ofwater, leakage is excessive. leak detector to the entire forward surface
F.S. 333 bulkhead, and check for leaks. If
13. If leakage is excessive, locate the leakage areas
leaks are detected, de-pressurize, sealleaks, and
using bubble solution or Ultrasonic Leak Detec-
retest until no leaks inta the cabin are detected.
tor. f)e-pres8urize!
reseal, and retest until pres-
sure decay is within allowable range (0 to 410 in. NOTE
of water). Proceedto Step 7 only ifno leaks are detectedon
the F.S. 333 bulkltead
14. When a successful testhas been done, open shut-
off valves 2 and 4 to relieve the pressure in the 7. Both pressure gages should be stabilized at 2.5
system, psi, and external water manometer should be
15. Disconnect Leak Test Unit and Wat~r Manom- -~tabilized at 68 to 70 inches of water to verify
Gage.
eter/Pressure pressure gages.
16. Remove Test Cover Plate, and secure aircraft as

desired. Water Manometer is to be used ONLY
as a pressure reliefproteclion. DO NOT use tire
PROCEDURE C Using locally fabricated Leak Test exfenralwolerma~,on,eteras apressure monitor.
Panel (See Figure 21-30-605) and a Shop Vacuum
8. Close shut-offvalves 3, 4 and 1 in the order listed.
(Sears Craftsman 3.0 HP-16 gal-O to 3 Psig Max. or
equivalent) 9. Open Regulator Valve (No. 5) and shut down the
NOTE Shop Vacuum unit.
A No. 200 Mesh Screen Jlould be installed in 10. Disconnect Shop Vacuum unit from the Leak
line between slrop vacuum artdleak Test panel. Test Panel. Check fitting at Leak Test Unit for
(SparkArrestor), Leakage with bubble solution.
1. Install testcover plate (Kit PM 265-048001) (See 11´• Monitor Leak Test Unit water manometer, and
Figure 21-30-601). record pressure value indicated.
2. Connectanexternaltube typewatermanometer 12´• After 30 minutes has elapsed, record pressure
with a water level of 60 to 80 inches of water, and again. If pressure has decayed more that 4.0
a O to 15 psi air pressure gage. inches of water, leakage is excessive.
13. If leakage is excessive, locate the leakage areas
using bubble solution or Ultrasonic Leak DetRc-
Do not exceed 25 psi. as A UX Fuel Cell Bay tor. De-pressurize, reseal, and retest until pres-
structural dan~age could occur. sure decay in within allowable range (0 to 4.0
inch of water).
3. Connect Leak Test Panel to the test cover plate
14. When a successful testhas been done, open shut-
is illustrated on Figure 21-30-601.
off valves 2 and 4 to relieve pressure in the
4. Connect Shop Vacuum to the Leak Test panel as
system.
illustrated on Figure 21-30-605.
15. Disconnect Leak Test Unit and Water Manom-
eter/Pressure Gage.
21 -30-03 16.
~oeVde.Test aircraft
.derisedsa
Cover Plate, and secure
Page 608
Nov 12/93 Q COPYRIGHT, 1993 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAt
,oa´•~
u’ F~
´•33~
AIR PRESSURE
SENSE LINE
(TU 6AU6E)
’O I
LINE
EXTERNAL
AIR PRESSURE
FILL LINE
AFT FUSELAGE FUEL CELL BAY

REFUELING TEST RECEPTACLE
CONNECTIONS INSTALLATION
Figure 21-30-601 Fuselage Auxiliary Fuel Cell Bay Pressurization and

Leakage Test Equipment Hookup
21-30-03
Page 609
NA-69-420
~IWNTENANCE MANUAL
AFT FUEL CELL
80 in. H,O
60 in. H,O
AIR PRESSURE FILL LINE
TO AUXILIARY CELL BAY
UPPER LINE
AFT CELL PRESSURE RELIEF

EXTERNAL TUBE PIPE WATER
MANOMETER WITH A 60 TO
so IN. H,O RANGE
(SAFETYPRESSURE RELIEF)
A WATER MANO~CETER, P/N
266460020 ~USTBE USED
INCONJUCTIONWrrHLEAK~
TESTER UNIT PER PROCE-
DURES A, BAND C.
Figure 21-30-602 External Tube Type Manometer
lur
yLr ´•21~1111
21-30-03
Page 610
NA-69-420
MAINTENANCE MANUAL
LEAK TESTER
UNIT NO. TSC 10083
AIR SUPPLY
PLANT AIR
FILLING PRESSURE GAGE

AIR SUPPLY PRESSURE GAGE
(3 TO 15 PSI)
(3 TO 150 PSI)
SHUT OFF
SINGLE POINT
REFUELING r SHUT OFF r SHUT OFF VALVE NO. 4
REGULATOR I I M I VALVENO.1
(RED)
TO AUXILIARY
CELL BAY
UPPER LINE
t FILL PRESSURE I I WATER MANOMEITR

FILTER
REGULATOR
(\n I=I~(OT01651N.tLP)
SHUT OFF
VALVE NO. 3
TANK PRESSURE GAGE

(3 TO 15 PSI)
SHUT OFF VALVE NO. 2

PRESSURE DUMP VALVE
AIR CYLINDER
PARTS LIST
PART NO. rmE VENDOR MISC.
TSC10083 TESTER. PANEL SPRAGUEENGINEERINO
NASHUA NH 03066
263488)2) MANOMETER RIEL TANK SABREUNEACORP.
DISCHARGE LINE I ITEsT I CHESTERRELD.MO 83005
265048001 KIT COYER PLATE SABREUNERCORP.
CHESTERFIEU). MO 63005
Figure 21-30-603 Leak Tester Unit Procedure k
21-30-03
Page 611
OCOPYRIGHT, 1993 BY SABRELINER CORPORATION
Nov 12/93
NA-69-420
MAINTENANCE MANUAL
LEAK TESTER
CABIN PRESSURE PUMP
AIR SUPPLY
CABIN PRESSURE PUMP
(O TO 15 PSIG)
REGULATOR VALVE NO. 5

(O TO 15 PSIG)
SHUT OFF \B(

VALVE NO. 1 7 r SHUT OFF VALVE NO. 4
TO AUXILIARY
CELL BAY
UPPER LINE
WATER MANOMETER
TANK PRESSURE GAGE 1 1 (9 TO 165 IN. ~O)
(9 TO 15 PSIG MAX.)
PARTS LIST
PART NO. TITLE VENDOR UISC.

SHOT OFF VALVE NO. 2
GZs~ TANK PORTABLE UR W~W.GRANGOI INC. 6GAL
NORTH BROOKE, 11 60062
WVGEPRESSURE DTOISP8l
AIR CYLINOER 1 (~738b65
9217 VALVE. BRASS BALL W.W.GRANGER. INC. (INCH
NORTHBR001(E.ILMK162
3AW0201W MANOMETERUECTRONK: MITCHELL INSTRWENT 0 INCH TO 20 INCH H1O
SAN MARCOS. CA 92069
1126-17 TESTER. PRESSURE SPRAGUE ENGINEERING TYPE MB3

NASHUA.NH 61060
265480020 MANOMETER--NELTANK SABREUUERCORP.
TEST CHESTERFIELD.MO 63005
DISCHARGE LINE 1 265048001 IKIT--COVERPLAfE I SABRELINERCORP.
CHESTERFIEU). MO 63005
Figure 2150-604 Leak Tester Unit Procedure B.
21-30-03
Page 612
Nov 12/93 O COPYRIGHT. 1993 BY SABRELINER CORPORATION
NA-69-120
IITAZNTENANCE ~IANUAL
LEAK TESTER
SHOP VAC. FOR AIR SUPPLY
AIR SUPPLY
SHOP VAC.
(9 TO 3 PSIG MAX.)
REGULATOR VALVE NO. 5

(O TO 15 PSIG)
SHUT OFF
VALVE NO. 1 7 ~1 r SHUT OFF VALVE NO. 4
TO AUXILIARY
CELL BAY
UPPER LINE
WATER AIANOIWETER
TANK PRESSURE GAGE I i (9 TO ~65 IN. H,O)
(9 TO 15 PSIG MAX.)
PARTS LIST
PART NO. TmE VENDOR MISC.
SCREEN. FLAME ARRESTOR 200 MESH SCREEN TOBE INSTL

SHUT OFF VALVE NO. 2 I I r I I 1 I IN OUTLET OF SHOP VACUUM
62492 TANK PORTABLE AIR W.W. GRANGER. INC. 6GAC

NORM BAOOKE.K 60062
GAVGEPAESSURE OTD1SPSI
AIR CYLINDER 16~0138065
5)(717
VALVE BRASS BALL W.W.GRANGER. INC.
NORTH BROOIQ 11 60062
(ENCH
3AW0201W MANOMmRELECTRONIC MITCHELL INSTRUMENT 0 INCH TO20 INCH H,O

SAN LLARCOS. CA 92069
VACUUM CLEANER SEARS ROEBOCK 16GAL 2.0 PEAK HP

CHICAGO, L 60638
265480020 MANOMETER FUEL TANK SABREUNER CORP.
TEST CHESTERFIELD.MO63005
DISCHARGE LINE
265-048001 KIT COVER PLATE SABREUNER CORP.
CHESTERFIELD. MO 63005
Figure 2130-605 Leak Tester Unit Procedure C
21-30-03
Page 613
Q COPYRIGHT, 1993 f3Y SABRELINER CORPORATION Nov 12/93

NA-69-420
srn
MAINTENANCE MANUAL
ROTATED 270’
01)
"il
TESTVALVE
ST* 108
ISOBU1ICV*LVE
sr* i6
‘r-
fT" I n
I
~rr, w
,,,d
ISOBARIC AND
GROUND PRESSURIZATION TEST
VALVE LOCATiONS
I~
GROUND PRESSURE TEST PANEL
Figure 21-30-606 Cabin Pressurization Control System Leakage and

Structural Integrity Check Component Locations
21-30-03
Page 614
NA-69-420
MAINTENANCE MANUAL
ELECTRONIC NOSE COMPARTMENT PRESSURIZATION
ELECTRONIC NOSE COMPARTMENT PRESSUR-

IZATION SYSTEM. (S/N 370-1 thru -9 and 380-1
thru -23 Not Changed by S/L No. 7)
The nose compartment from station 50 forward is pressur-

ized to maintain 29,000 (f1000) feet altitude, at altitudes
above 29,000 feet. The cabin pressure regulator discharges
air, plus airflow from a constant bleed duct from the
cabin, supplies the necessary air to pressurize this area.
When the airplane is on the ground, a blower provides
cooling air to cool the electronic equipment within this
area.
A controller and a regulator maintain the desired pressure

within the nose compartment after the airplane climbs
higher than 29,000 feet. The controller is an absolute-
pressure control unit; the regulator functions as an out-
flow valve. When the area is pressurized, an overpressur-
i zation condition will cause a pressure relief valve to open.
A low-pressure switch is provided to light the NOSE
PRESS FAIL light on the caution-warning panel.
A sensing line, from the nose compartment absolute-

pressure controller to the cockpit, provides pressure
within the absolute-pressure controller to quickly close
the nose compartment pressure (outflow) regulator when
the airplane reaches 29,000 feet (2.43 psig air pressure).
The nose compartment pressure regulator will continue
to regulate at the 2.43 psig setting. If the area is
pressurized and the pressure increases to 3.05 (f0.20)
psig, the pressure relief valve will open. The pressure
within the nose compartment will then drop below 2.43,
actuating the pressure switch, causing the NOSE PRESS
FAIL caution-warning light to light. The relief valve
must be manually reset, when the airplane is on the
ground, before the nose compartment will repressurize.
21-31-00
1
0 COPYRIGHT, 1985 BY SABRELINER CORPORATION Sep 20/85Page
NA-69-420
MAINTENANCE MANUAL
NOSE n a c;
PRESS. Ef II RELIEF VALVE

FAIL SW 3.05 ~.2 PSI
ACTIVATES
32.000 FT
~IWO X j I II
:;i
VAC
PUNIP f
VALVE OPEN
0110 COOLIHO BLOWER

ICONTINUOUS OPER ON SEC
BUS OVRT OPER ABOVE
127"F ON ESS BUS)
NORMALLY
CLOSED
20\ DC ESSENTIAL BUS-PBVOC

OCLIS(lnUQUkZNOE
PRESS.
REGULATOR29.WO FT
01 S/N 370-1 ANO SUBS

S/N 380´•1 TNRU -23 NOT
CRANGEO 8Y S/L-7
22 OUTFLOW VALVE
(NORMALLY OPENI
CLOSES BEFORE O
A I I 33K FT OH INC
ALT AND OPENS 2
BEFOREBIKFT
ON DEC ALT. 4
B
IFS401
6 t nMelENT PRESS _-.~, -C-e
~------t---
~5.000 FT)
NOSEPRESS S1O11 8 t-----c-Gc--tl--------t-
P1O33 FAIL p t- ----i ct-c~-t--t cI t t
12
~--III t .U.INMIX~RIP
SL 10 20 30 40 50
PRESSURE ALTITUDE THOUSANBS OF FEET
Figure 21-31-1 Electronic Nose Compartment Pressurization System
21131-00
Page 2
SA R E LI N E R
MAINTENANCE MANUAL
ELECTRONIC NOSE COMPARTMENT PRESSURIZATION TROUBLE SHOOTING
i. Trouble Shooting Electronic Nose Compartment Pressurization System
PROBABLF: CAUSE i ISOLATION PROCEDURE I REMEDY
A. ELECTRONIC COMPAR’I~MF;NT WILL NOT PRESSURIIZ~.
(1) Pressure relier Manually cl ose pressure

valve open; I relief valve.
(2) Pressure relier Check valve condition. Repair or replace

valve damaged, causing relief valve.
leakage.
(3) Nose compartment Check for regulator being Repair or replace

pressure regulator will stuck in open position. regulator.
not close. (Debris prevents regulator
fromclosing.)
Check line from nose com-
Tighten "B" nuts or
partment pressure regula-
replace line.
tor to absolute pressure
regulator for looseness or
damage.
Refer to procedure for
checking cabin pressuriza-
tion for proper operation
of regulator.
B. "NOSE PRESS FAIL" LIGHT COMES ON WHEN AIRPLANE IS BELOW 29,000 FEET.
(1) figure 21-00-2 Repair electrical

I switch.
Defective pressure
I
See
21-00-2A and check
or
con- r circuit or replace

tinuity:of electrical pressure switch.
circuit.
Jul 6/73 21-31-1

Page 101
NA-69-420
MAINTENANCE MANUAL
ELECTRONIC NOSE
COMPARTMENT PRE SSURIZATION
REPLACEMENT OF NOSE COMPARTMENT Installing Nose Compartment Relief Valve

PRESSURE REGULATOR
1. Positionvalveand gasket; then installtheeightbolts
Removing Nose Compartment Pressure Regulator and washers.
1. Removeaccess7. (RefertochapterG, FigureG-OO-3.) 2. Make sure relief valve is in closed position.
2. Remove all electronic equipment from nose compart- 3. Install access.

ment.
Replacement of Nose Compartment Air Pressure
3. Remove sealant from head of regulator mounting
Regulator Filter Cartridge
screws.
4. Remove access 13. (Refer to chapter 6, Figure NOTE

6-003.) Tlisfiltsr is Zlurtalledforzoard of tlbe pilot’s
5. Remove inverter. instrument panel.
6. Remove baffle plate aft of regulator. Remove lines

1. Gain accesstofilter.
from regulator.
2. Remove cartridge from filter housing.
7. Reach in compartment and
nose remove all but one
regulator mounting screw. 3. Installnew cartridge in filter housing. Ensure that
cartridge is firmly seated in housing with small
8. Have assistant hold regulator; then remove last
screened opening out.
mounting screw. Remove regulator.
REPLACEMENT CABIN AIR PRESSURE
Installing Nose Compartment Pressure Regulator REGULATOR FILTER CARTRIDGE
1. Have assistant hold regulator in place; then reach door
1. Open access as shown in Figure 21-31-1.
through nose compartment and install mounting
screws. 2. Remove cartridge from filter housing.
2. Cover heads of mounting screws with sealant. Use
NOTE
I general-purpo~e sealing compound(No. 1422GB). It
may be purchased from Products Research Co., 3126 Ensure Ucat oartridge is firmly seated in
Los Feliz Blvd., Los Angeles, CA or Sabreliner Corp. wit~ sneall screened opening out.
A similar product may be used instead.
3. Install newcartridge.
3. Install electronic equipment in nose compartment.
4. Reinstall access door removed in step i.
4. Installtwolineson regulator.
5. Install baffle aftof regulator. ELECTRONIC NOSE COMPARTMENT PRES-
SURIZATION SYSTEM CHECKOUT
6. Install inverter.
PROCEDURE
7. Install accesses.
Refer to 21-30-3, page 604.
REPLACEMENT OF NOSE COMPARTMENT

RELIEF VALVE
Removing Nose Compartment Relief Valve
1. Remove access 30. (Refer to chapter 6, Figure

6-00-3.)
2. Remove the eight attach bolts and washers.
3. Removevalveand gasket.
21-31-02
Page 201
~b COPYRIGHT, 1991 BY SABRELINER CORPORATION Jul 1/91
NA-69-420
MAINTENANCE MANUAL
oO
Figure 21-31-2 Cabin Air Pressure Regulator Filter Cartridge
21-31-02
Page 202
Jan 19/90 a COPYRIGHT, 1990 BY SABRELINER CORPORATION
s~a B a E LI N E ~i
MAINTENANCE MANUAL
INFLATABL*E DOOR SEALS DESCRIPTION AND OPERATION
I, Inflatable Door Seal System
provide sealing or the cabin door, an inflatable rubber

To
seal is used.
Air for pressurizing this seal is obtained directly from each main engine
bleed line downstream or the air extraction ports. A pressure regulator
rl (figure 21~32-lor 21.-32-1A) and pressure reservoir-are used in this system..
The air for this system is routed through pneumatic pressure check valves,
where the two lines are joined together. The check valves prevent airnow
back through the engine during ground pressurization of the seal, and pre-
vent lass or pressure in the seal. The air then passes through another
pneumatic pressure check valve to a door seal pressure regulator (rigure
21-32-1 or 21-32i1A), which regulates the seal air pressure or 25-29 psig’with
the landing gear load switch in the air-borne position. The regulated sir
pressure is used to pressurize the door seal.
The door seal pressure reservoir stores the higher engine bleed-air pres-
sure for use if engine pressure should decrease below the required 25 psig.
On NA-~’TQsirplanes not changed by OptionalKit No. 5, the door seal pressure

regulator´•incorporates a solenoid-actuated shutoff valve, which, when energized
(figure 21-00-2 or 21-00-2A), allows airflow to the seal. The solenoid is
energized only when the main cabin door is closed and locked and the main gear
load switches, are in flight position (struts extended). When the solenoid is
de-energized; the shutoff valve is closed and the air is vented from the seal.
~ZI On NA-380 airplanes and NA-370 airplanes changed by Optional Kit No. 5, the
door sealpressure regulator incorporates a latching type solenoid valve
which, when energized, ctllowsairflow to~the seat. The solenoid is energized

when the main cabin door is´• closed and locked and the main gear load switches
are in flight position (struts extended). Electrical power is also required
to close the valve which in turn vents the door seal. In the event of electri-
c&2, power failure during flight, the doorseal will not de-pressurize; however,
after landing, the door seal may be de-pressurized by actuating the manually
operated relief valve.
A manually operated relier valve, installed on the bulkhead just art of the
entrance door, relieves the door seal pressure in case or failure or the
seal regulator to move to the vent position when on the ground.
Oct 11/76 21-32-0

Page-i
SABRELINER
MAINTENANCE MANUAL
ADJUJTMENT SCREW AND LOCKNUT

EXHAUST AIR
SPRING
~g RrCULAIED b~lR 1211019 IYI /-UP~ER
HIGH-PRESSURE AIR (127 PSI MAX) PISTON
UPPER CHAMBER UPPER

DIAPHRAGM
O-RING SEAL
FROM ENGINE
COMPRESSOR
CONTROL
CHAMBER
LOWER
CHAMBER
LOWER VALVE
DOOR SEAL
DIAPHRAGM (SWUT~R
GROUND
AND DUMP)
PRESSURE
BALANCING
s,lalJd~l
CHAMBER LLOWER SPRING OVERI)O*RD VENT
Door Seal Pressure Regulator with Solenoid Valve

Airplanes NA-370L2 thru -6, -8, -9 (Not Changed by Optional Kit No. 5)
21-3~-C; FTigure 21-32;1 ~ct 11/76
Page 2
MAINTENANCE MANUAL
:i:i:::::::i:I:l:l Z
ijiiijiiiiiiiaiiiti:
il’:;´•:::::l::::1:
ii ~I
:~i
ti
B ijdi6iii~
f;K
~ijiji 3
ii 4
n ii
n ~j
S: (1
14 ii
2"" ~1
id
5
:´•:´•:´•:´•:´•:´•:´•:i
09
:i
ii 7
n
~lu of j
;t::: :~:::::::::::::::::1i
Y
1
ii. CL~ 4x´•1:
3~:
~sis
."48
17 ;´•;K´•
I~ ::i:::::::’8::t:~:i:2 i:S81:W :´•~X.:i
:~:::s
rii~
1
5~
:I::"i::::,.,,,,,:,: ~:::’I
8:iSj::
s~
i~ILi rO DOOR
INLET
FROM SEAL
ENGINE "s:::::
jiiiiji 3i
COMPRESSOR ~s:
~:1:i
:’:::I:l:jl:i:i :i:i:i:i::::::::1:I:ll:I:1
8:::::::~::::::.´•.´•.´• h~i
~J ii ii
io
iiEiiiil liiiijlilii
i. ELECTRICAL CONNECTOR 11. PRESSURE VALVE
2. VENTING PLUNGER 12. RELIEF VALVE
3. VENTING SOLENOID 13. BALANCE DIAPHRAM
4. POPPETSHAFT 14. BALANCINGCHAMBER VENT
5. PRESSURIZING SOLENOID 15. STRAINER

6. LATCH BALLS(4) 16. PRESSURECHAMBER
7. PRESSURIZING PLUNGER 17. REGULATED CHAMBER
9. SEAL PRESSURIZEVALVE is. CONTROLDIAPHAAM
9. POPPETSHAFT 19. REFERENCECHAMBER
19. SEAL VENT VALVE 20. REFERENCE AND RELIEF PORT
21. ADJUSTMENT SCREW AND LOCKNUT
S370-2-56-2
Door Regulator With Latching Solenoid Valve

Seal Airplanes
NA-370-1, -7, and NA-3~0-1 and Later land NA-370-2 thru -6, -a,
Oct 11/76 and -9 That Are Changed by Optional Kit No. 5) 21-32-0
Figure 21-32-LA Pe.ge 3
SABRELINER
MAINTENANCE: MANUAL
INFLATABLE DOOR SEALS TROUBLE SHOOTING
i. Trouble Shooting Innatable Door Seal System
A. LOSS OF COMPARTMENT PRESSURIZATION WHILE IN FLIGHT.
(1) Inflatable pres- See figure 21-00-2 or Adjust main door

sure seals deflated. 21-00-2A. switch.
1
Check seals for proper in- Replace seal. Refer
flation. Refer to inflata- to procedure for re-
ble door seal system check- placing inflatable
out procedure. door seal.
(2) Faulty door seal Check electrical circuit. Repair or replace

pressure regulator (See figure 21-00-2 or faulty components in
I solenoid." 21-00-2A.) electrical circuit.
Repair or replace
regulator.
(3) Faulty main door Check electrical. circuit. Repair or replace

switch. (See figure 21-00-2 or faulty components in
21-00-2A and refer to electrical circuit.
Wiring Diagram Manual.)
Replace switch.
Adjust switch for

proper actuation’by
main door.
~YAirplanes NA-370-2 through -6, -8 and -9
Oct 11/76 21-32-1

Page 101
NA-69-420
MAINTENANCE MANUAL
INFLATABLE DOOR SEALS
REPLACEMENT OF DOOR SEAL IW!mlQ1~1

PRESSURE REGULATOR
Do not allow pressure to door seal to ezceed
Removal: IE9 psig during this cheek.
1. Open accesses 1 and 55 (refer to chapter 6). 5. Pressurize door seal line to 28 fl psig. Allow at least
two minutes for air pressure to stabilize, then close
2. Disconnect electrical wires and pressure control
shutoff valve. Check that gauge indication is 28 fl
lines from pressure regulator.
psig.
3. Remove mountingboltsfrom pressure regulator and
6. After a e0-minute period, check that gauge indica-
remove from mounting bracket.
tion is not less than 21 psig. If less than 21 psig, check
4. Cover openings on pressure regulator and pressure seal pressure line, manual relief valve, test equip-
controllines. ment, and door seal for source of leak. Repair as
necessary and repeat steps 5 and 6.
Installation:
7. Relieve pressure and remove pressure test equip-
1. Remove protective covering from pressure regula- ment.
tor and pressure lines.
8. Reconnect seal pressure line to outlet of door seal
2. Place pressure regulator in proper mounting posi- pressure regulator. Proceed to next portion of check.
tion; then install mounting bolts.
Operational Check of Door Seal S/N 370-2 Thru -6,
3. Connect pressure lines to regulator; then torque B
_8.,d ~g
nuts to 40-65 inch-pounds.
1. ConnectexternalB8 VDCpowertoairplane.
4. Connect electrical wires leading to solenoid; then
install rubber cap. 2. Connect an air pressure source with pressure regu-
lator and gauge (0-200 psig or equivalent) to SEAL
5. Close accesses.
REG fitting of cabin ground pressure test panel.
ADJUSTMENT OF CABIN DOOR INFLATABLE

NOTE
SEAL SWITCH
On airplanes eguip´•ped with an APU but
1. Close and lock cabin door.
not incorporating SOK No. r, it is Izeces-
2. Make sure door locking pin is contacting switch; sar21 to disconnect the APU sensing line
then adjust limit switch to allow l/l&inch over- and cap the teefitting on line leadilzgfrom
travel before switch is bottomed. SEAL REG fitting.
3. Pressurize system to 82-115 psig. Do not exceed 115

INFLATABLE DOOR SEAL SYSTEM
psig.
CHECK-OUT PROCEDURE
4. Check that LANDING GEAR POS and DOOR
Pressure and Leakage Check of Inflatable Door Seal SEAL LOCK IND circuit breakers are engaged.
1. Open accesses 1 and 55 (refer to chapter 6). 5. Position both main landing gear switches ton gear
2. Disconnect door seal pressure line at outlet port of scissors)at an unloaded (gear extended) condition.
door seal pressure regulator. Cap regulator outlet
6. Open main cabin door. Check that DOOR OPEN
port. amber caution light comes on, and that the door seal
3. Install test line to disconnected door seal pressure is deflated.
line and connect a source of dry pressurized air, a
7. Manually depress and hold cabin door locked (seal
pressure regulator, a shutoff valve and a gauge (0-60
pressurizing) switch. Check that door seal inflates
psig acurate to 1% of full scale, or equivalent). Install and that DOOR OPEN caution light goes out.
gauge between shutoff valve and door seal line.
4. Close and latch main cabin door.
21-32-02
Page
102 I
peS2/88
NA-69-420
MAINTENANCE MANUAL
INFLATABLE DOOR SEAL SYSTEM 6. Open main cabin door. Check that DOOR OPEN
CHECK-OUT PROCEDURE (Cont’d) amber caution light comes on, and that door seal is
deflated.
8. Release, then depress and hold door switch. Seal
should deflate then reinflate. 7. Manually depress and hold cabin door locked (seal
pressurizing) switch. Check that door seal inflates
9. Release switch then close and latch door. Check that
and that DOOR OPEN light goes out.
seal inflates and that DOOR OPEN caution light
goes off. 8. Releasedoorswitch. Sealshoulddeflate.
10. In aft fuselage, check the following for air leakage: 9. Depress and hold door switch. Seal should reinflate.
all airplane lines connected to SEAL REG fitting of
10~ While holding switch, disengage DOOR SEAL
cabin ground pressure test panel, related check
LOCK IND circuit breaker (LH outboard overhead
valves and fittings, door seal regulator, water separ-
circuit breaker panel).
ator delta P sensor (disregard air flowing into cold
air duct), cabin flood flow valve, emergency bleed air 11. Release door switch. Check that door seal does not
overpressure switch, door seal and hydraulic air deflate.
reservoir tanks, hydraulic system air pressure regu-
12~ Engage DOOR SEAL LOCK IND circuit breaker.
later and filter, dehydrator, and air hydraulic reser-
Check that door seal deflates (DOOR OPEN light
voir tank drain valve. (Disregard air flowing from
comes on.)
regulator vents or air flowing into deicer boot sys-
tem.) Repair air leaks as necessary. 13. Close and latch main cabin door. Check that seal
inflates and that DOOR OPEN caution light goes out.
11. On main landing gear, place both load switches at
loaded position and install cotter pin. Check that 14. In aft fuselage, check the following for air leakage:
main cabin door seal has deflated. (DOOR OPEN all airplane lines connected to SEAL REG fitting of
caution light should remain out.) ground pressure test panel, related check valves and
fittings, door seal regulator, cabin flood flow valve,
12. Disconnect test equipment and recennect APU sens-
emergency bleed air overpressure switch, door seal
ing line (if applicable), and hydraulic air reservoir tanks, hydraulic system
13. Open main cabin door and close accesses 1 and 55. air pressure regulation and filter, dehydrator, and
hydraulic air reservoir tank drain valve. (Disregard
Operational Check of Door Seal S/N 370-1, -7, and air flowing from regulator vents.) Repair air leaks as
380-1 and Subs necessary.
1. Connect external 28 VDC power to airplane and 15. On main landing gear, place both load switches at
disengage (pull out) LH and RH PITOT HTR, loaded position and install cotter pin.
STALL WARNING INBOARD and OUTBOARD
16. Checkthatmain cabindoorseal hasdeflated. (DOOR
VANE HEATER, and EPR PITOT STALL
OPEN caution light should still be out.)
WARN HTR CONTROL circuit breakers.
17. Disconnect test equipment and reconnect APU sens-
2. Connect an air pressure source with pressure regu-
ing line (if applicable.)
later and gauge (0-200 psig or equivalent) to SEAL
REG fitting of cabin ground pressure test panel. 18. Remove external electrical power and engage cir-
cuit breakers (refer to step 15.)
NOTE
19. Open main cabin door and close accesses 1 and 55.
On SIN3r0-1, -r, and 580-~ thru -38 that do
not incor~porate SOKNo. r, it is necessary REPLACING INFLATABLE DOOR SEAL
to disconnect the APUsensing line and cap
Refer to chapter 52 for inflatable door seal replacement.
the tee fitting on line leading from SEAL
REGfitting. REPLACEMENT OF ENTRY DOOR SEAL AND
3. Pressurize system to 82-115 psig. Do not exceed 115 SENSING LINES FILTER
psig. 1. Open aft fuselage access doors on aft fuselage lower
4. Check that LANDING GEAR POS and DOOR centerline.
SEAL LOCK IND circuit breakers are engaged.
2. Disconnect dehydrator lines from each end of filter
5. Position both main landing gear switches ton gear and remove filter from airplane.
scissors) at an unloaded (gear extended) condition. 3. Remove safety wire and unscrew filter head (outIet
end) from filter body.
21-32-02
Page 202
NA-69-420
MAINTENANCE MANUAL
REPLACEMENT OF ENTRY DOOR SEAL AND

SENSING LINES FILTER (Cont’d)
4. Remove filter element from filter case. Discard fil-

ter element.
5. Install new filter element (Purolator P/N 37820) in

filter body.
6. Install new gasket (P/N 54694-Purolator) and coat

threads of filter head with a solid film lubricant
(MIL-L-8937C). Install filter head to filter body and
torque 45-55 ft-lbs; then safety with lockwire.
7. Install filter in dehydrator lines with flow arrow on
filter body pointing downstream from dehydrator
unit.
8. Close aft fuselage access doors.
21-32-02
Page 203/204 Blank
NA-69-420
MAINTENANCE MANUAL
COOLING
COOLING-AIR SYSTEM (S/N 370-2 thru -6, -8 drained overboard through a drain line attached to the
and -9) bottom of the separator. If icing occurs on the filter, a
delta P (pressure differential) sensor detects the pressure
Bleed-air from either or both engines passes through the
flow limiter valve and is then divided and routed in two droP across the separator and automatically opens the
water separator (pneumatic) anti-ice valve, allowing hot
directions. A portion of the hot bleed-air is ducted to the
hot-air mixing valve; the remainder is ducted to the engine compressor bleed-air to flow through the water
separator until the ice is cleared from the filter. The
refrigeration unit for cooling.
water separator may be reached through the lower
The refrigeration unit consists of a heat exchanger and an fuselage rear section equipment access doors.
expansion cooling turbine. Initial cooling is accomplished
in the heat exchanger; final cooling is accomplished WATER SEPARATOR DELTA P (PRESSURE
withm the expansion cooling turbine. Ram air-cooled DIFFERENTIAL) SENSOR (S/N 370-2 thru -6, -8
tubes within the heat exchanger provide a path for the and -9)
initial cooling of the hot bleed-air. The ram air comes
The water separator delta P sensor is mounted above the
from the ram air inlet duct at the leading edge of the
water separator and has pneumatic sensing lines connec-
dorsal fin. To increase the ram air flow, an axial-flow fan
ted across the water separator. These sensing lines and
(driven by the cooling turbine) accelerates ram air flow
delta P sensor operate the water separator anti-ice valve
through the heat exchanger to an overboard duct.
to allow hot engine compressor bleed-air to flow through
Engine bleed-air, partially cooled by the heat exchanger, the water separator if ice has collected on the water
is normally routed to the expansion turbine for final separator filter. When icing condition has been cleared
cooling. However, if air pressure within the duct down- from the water separator filter, the water separator anti-
stream from the turbine drops to 15 psi or lower, the cabin ice valve closes.
flood flow valve will open. When the cabin flood flow valve
An in-line filter is installed in the pressure supply line to
is pneumatically actuated to the open position, the part-
the water separator delta P sensor. This filter will reduce
ially cooled air from the heat exchanger will bypass the
the possibility of contamination entering and restricting
expansion turbine and the water separator thigh-pressure
the delta P sensor orifice. Restriction of the sensor orifice
drop areas) and automatically supply an adequate supply
could result in insufficient pressure to actuate the water
of air to the cabin.
separator anti-ice valve in case of water separator icing
Partially cooled air is ducted to the expansion cooling and could cause rapid oscillation and surging of cabin
turbine for final cooling. This is accomplished when pressurization.
partially cooled air drives the cooling turbine, expends
heat energy, and expands to its final cooled condition. The WATER SEPARATOR ANTI-ICE VALVE (S/N
cooled air is then ducted to a water separator, where the 370-2 thru -6, -8 and -9)
excess moisture is extracted. The resultant dry, cool air is
The water separator anti-ice valve hot-air line is connected
then ducted to the air distribution system.
to the turbine cooled-air duct on upstream side of the
The water separator delta P sensor prevents freezing water separator. The water separator anti-ice valve is
conditions within the water separator. The sensor senses opened to allow hot engine compressor bleed-air to flow
the increase in pressure drop across the water separator through the water separator when icing conditions have
when ice forms within the separator. When this condition clogged the water separator filter. The water separator
exists, the sensor pneumatically actuates the water sepa- anti-ice valve is pneumatically opened or closed by
rater anti-ice valve to an open condition. The water operation of the water separator delta P sensor, depending
separator anti-ice valve is positioned in a small branch of upon possible pressure drop across the water separator.
the hot bleed-air duct upstream from the heat exchanger.
Opening this anti-ice valve provides sufficient hot air to COOLING-AIR SYSTEM (S/N 370-1 and -7, 380-1
melt the ice within the separator. and Subs)
Bleed-air from either or both engines passes through the
WATER SEPARATOR (S/N 370-2 thru -6, -8 flow limiter valve and is then divided and routed in three
and -9)
directions. A portion of the hot bleed-air is ducted to the
The water separator is installed downstream from the cockpit and the cabin hot-air mixing valves; the remainder
cooling turbine to remove moisture from the system air is ducted to the primary section of the refrigeration unit
supply. Moisture is collected by the separator filter and for cooling.
21-50-00
Sep 20/85Page
1
0 COPYRIGHT, 1985 BY SABRELINER CORPORATION
NA-~9-420
LMAINTENANCE IMANUAL
COOLING-AIR SYSTEM (S/N 370-1 and -7, 380-1 airstream. The cold turbine discharge air from the
and Subs) (Cont’d) refrigeration un it is passed th rough a water separator for
removal of entrained moisture. Protection against ice
The refrigeration unit consists of a heat exchanger, three- formation in the water separator and downstream ducting
wheel cooling turbine, 35"F temperature control valve,
during all modes of operation is achieved by the action or
350F temperature control/sensor, and a bleed air pressure
the 35"F temperature control/sensor and the 3Fj"F teml>-
regulator. The cooling turbine consists of a vane-axial erature control valve.
fan, a centrifugal compressor, and a radial expansion
turbine. These three units are mounted on a common The latent heat of the condensed water collected in the
shaft. water separator is utilized to increase the heat sink
capability of the heat exchanger cooling air. An aspirator
The heat exchanger is a single core unit in which the core
which uses a small quantity of bleed-air from the heat
is split into two sections to obtain a compact primary and
exchanger outlet pan functions to spray this water into
secondary heat exchanger. Approximately one-third of the secondary heat exchanger section of the heat ex-
the ambient cooling air flows through the primary heat
changer core, thereby enhancing the heat sink capacity of
exchanger section and two-thirds through the secondary the cooling air by evaporation.
heat exchanger section.
The 35"F temperature control/sensor functions to mod-
During normal operation, bleed-air from either engine ulate the electro-pneumatic 35"F temperature control
passes through the bleed-air shutoff valve, through the valve to control the flow of compressor inlet air that is
flow control valve, and to the refrigeration unit. Bleed-air
mixed with turbine discharge air to maintain,a minimum
entering the refrigeration unit passes through the primary
temperature of 35"F into the water separator.
section of the heat exchanger where it is cooled and then
through the pressure regulator which controls bleed-air 35"1" TEIMPERATURE CONTROI, VALVE (S/N
pressure to a nominal value of 25 psig. The cooled air then 370-1, -7, 380-1 and Subs)
enters the compressor component of the three-wheel
The 35"F temperature control valve, is a normally closed,
cooling turbine and undergoes an increase of pressure
actuated right angle poppet type
electro-pneumatically
and temperature in the compression process. Upon leaving
modulating and shutoff valve. The valve controls the
the compressor the air flows through the secondary
refrigeration unit cold air outlet to a minimum value of
section of the heat exchanger where it is cooled to nearly
350F (nominal) by modulating the flow of compressor
the temperature of the ambient cooling air. This air is
inlet air to the anti-ice muff at the turbine discharge.
then expanded through the turbine component of the
Valve position is controlled by a torque motor which
three-wheel turbine. This expansion process not only
varies the valve actuator pressure in response to electrical
reduces the bleed-air temperature but produces shaft
signals from the 35"F temperature control/sensor.
power to drive the compressor and the fan. About 70
percent of the power produced by the turbine is absorbed
PRESSURE REGULATOR (S/N 370-1, -7, 380-1
by the compressor and the remainder by the fan, the main .,d Subs)
function of which is to provide ambient cooling air for the
heat exchanger during ground operation. A door in the Th e pressu re regul ato r i s a pne u matical ly-ac tu ated
ram air inlet duct is opened during ground operation to spring-loaded butterfly type valve which functions
open
provide a lower resistance path than the ram air scoop to control the compressor inlet pressure to 25 psig.
inlet.
35"F TEMPERATURE CONTROL/SENSOR (S/N
A segmented, circumferential flapper type check valve 380-1 and
air outlet connection of the
370-1, -7, Subs)
installed between the ram
refrigeration package and the fan Serves to prevent fan This solid state controller, which in conjunction with the
air recirculation during ground operation. Also, during 350F temperature control valve, consists of a tem peratu re
certain flight conditions when the fan tends to impede sensor and an electronic control packaged as an integral
ram airflow, the check valve allows a lower resistance assembly. The unit is boss mounted to the water separator
flow path around the fan, thereby preventing undesirable outlet duct with the sensor probe immcrsctl i n Ihe airf’low.
decrease of ram airflow.
The sensor probe con tai ns two glass-head type therm i stor
If the bleed-air is cooled below the dew point during the sensing elements. The thermistors are mounted in the
expansion process in the turbine, water vapor in the air stainless steel probe using a ceramic potting compound.
will condense out as small droplets (fog), or, if the Windows in the end of the probe expose the tips of the
temperature is below 320F, ice crystals will form in the thermistors to the duct airflow.
2169-00
I Sep 20/85Page
2
o CQPYRIGMT, 1985 BY SABRELINER CORPORATI~N
NA-69-420
MAINTENANCE MANUAL
3S"F TEMPERATURE CONTROL/SENSOR (S/N

370-1, -7, 380-1 and Subs) (Cont’d)
In the control circuit, the sensing elements are connected
into a voltage divider network whose ouptut is fed to an
integrated-circuit differential amplifier. The amplifier
output is proportional to the difference between 350F and
sensed temperatures.
The temperature error signal is fed through a dynamic

compensation network to drive the output stage. Since the
torque motor of the 35"F temperature control valve is a
current-operated device, the control circuit employs a
current output stage. Output current is proportional to
temperature error, so that the 35"F temperature control
valve is modulated from closed to full open over a
proportional band of sensed temperature about the 350F
contr´•ol point.
21-50-00
Sep 20/85Page
3
0
ai;
TORIUE 1
NIUTOA FLAPPER
SUPPLY PRESSURE
VENT NUZZLE
SUPPLY CHAMBER "A"

NOZZLE
AMBIEWT
VENT ~L
ACTUATOR
DIAPHRAGM
ACTUATOR
SPRING
tc~
POPPET
OUTLET
Description:
This unit Is a normally closed electro-pneumatically
actuated shutoff and modulating valve. The poppet is Inlet
pressure balanced and spring loaded in the closed posi-
tion. The valve is opened by applying pressure to Chamber
"A" and overcoming the spring load.
Supply pressure Is ported to the torque motor supply

nozzle and with zero electrical signal applied, this nozzle
is closed. Chamber "A" is then vented through the torque
motor vent noule. As the electrical signal to the torque
motor is increased, the flapper moves to open the supply
nozzle and close the vent nozzle raising the pressure in
Chamber "A" and opening the valve. For a given value of
input signal there Is a predetermined valve position.
Figure 21-50-1 35"F Temperature Control Valve S/N 370-1, -7, 380-1 and Subs
(Icrb81
21-50-00
Page 4
Sep 2~85 o COPYRIGHT, 1985 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
FILTER
DOWNSTREAM
PRESSURE
CONNECTOR
ORIFICE
YENT
OPEI
~--I I
ADJUSTMENT
PNEUMATIC
BLEED-OFF
ACTUATOR
REGULATOR
CHAMBEA OPE
AIR
FLOW
BUTTERFLY
INON-SEALINO)
2
CLOSE
STOP
ADJUSTMEI(T
Description:
This unit isa spring loaded open, butterfly type pressure
regulating valve.
The bleed off regulator maintains a constant pressure
downstream of the orifice. This pressure is applied to
Chamber "A" and serves to reduce the required spring
load.
When the downstream pressure increases end reaches

the predetermined valve, It overcomes the forces which
are the sum of the spring force and the Chamber "A"
pressure force. The butterfly closes to maintain the

desired downstream regulated pressure.
Figure 21-50-2 Pressure Regulator S/N 370-1, -7, 380-1 and Subs
21-50-00
Page 5/6 Blank
sAe~ P~ L1 N E R
MAINTENANCE MANUAL
COOU~G TROUBLE~ SROOTlNC
1. Trouble Shooting Cooling Air System
PROBABI;E: CAUSE ISOIATION PROCEDURE I REMEDY
A. NO COOIIF;D AIRFIIIW TO CABIN.
(1)
Faulty cooling Check for abnormal noise ´•If cooling turbine
turbine or clogged water from refrigeration unit failure’ is evident,
separator; sir not cooling turbine, or check replace turbine or
bypass ing through for clogged water separator refrigeration unit.
separator. filter. Also, check for
plugged separator over-
board drain line.
(2) Faulty water Check for loose connections

separator anti-ice on pressure-sensing Lines
I valve’
ture
or 35~F tempera-
control velvet not

at water separator anti-ice
valve and delta P sensor.
clearing ice from water

separator.
(3) Cooling turbine Check for oil mist in cool- Replace cooling
frozen because of lack of ing turbine exhaust duct turbine or refrig-
oil to bearings. denoting turbine seal damage eration unit.
(4) 350F temperature Remove sensor electrical If 28 VDC is present

control/sensort inopera- plug and check for 28 T~DC st electrical connector~
tfve. at pin "D" of electrical replace sensor.
connector.
B. HUMIDITY TOO HIGH (HIGH MOISTURE CONTENT) IN COOLED AIRFLOW TO CABIN.
Water separator Remove separator; Mb j Clean or replace

filter clogged, allowing check condition of filter. separator filter and
cooled airflow to b~mass Check separator overboard clear overboard drain
filter, or plugged drain line for obstruction. I line.

separator drain Line.
I *Airaraft NA-370-2 through -6, -8 and -9

tAircraft NA-370-1, -7 and NA-380-1 and later
33 ~73 21-50-1
page 101
NA-69-420
MAINTENANCE MANUAL
COOLING
REPLACEMENT OF REFRIGERATION UNIT m!nllr~al
Removing Refrigeration Unit Do not disengage refrigeration unit upper

support hooks while shifting unit to align
NOTE the ducting. The refrigeration unit securing
bolts on lower support bracket may be
The refrigeration unit consists of an air-
loosel´•Il installed ´•if desired.
to-air heat szchanger and cooling turbine.
The cooling turbine mall be removed separ- 3. After ducting is properly aligned, install all unit
ately b1/ removing the turbine attaching duct connectors and ground straps.
bolts and disconnecting the turbine hot-
4. Place gaskets between flanges, and install Marman
engine bleed-air duct expansionjoint and clamps. Torque clamp bolts as follows:
cooled-air outlet duct.
Clamp P/N Steel Flanges Aluminum Flanges
1. Open fuselage accesses 1 and 51 for S/N 370
airplanes, and 1 and 59 for S/N 380 airplanes.(Refer 51394B100 35-40 in-lbs
to Chapter 6.) 51394B175 50-55 in-lbs
51394H200 55-60 in-lbs 45-50 in-lbs
NOTE 51394B250 65-70 in-lbs 50-55 in-lbs
The refrigeration unit is self-supported b~y 5. Torque hose type clamps on fiberglas ducts to 25
the attaching bracket, and does not require inch-pounds.
support while ducts are being disconnected. 6. Tighten bolts on lower mounting bracket, and safety
2. At refrigeration unit, disconnect all high-pressure with lockwire.
duct clamps, and slide clamps back on ducts. Connect water drain line and,
7, on S/N 380-1 and
3. Disconnect all intermediate pressure and ram air Subs, connect water separator drain line to water
ducting clamps, and slide back on ducting; then, to injector.
prepare for removal of refrigeration unit, work the
8. Close accesses.
seal off duct joints.
REPLACEMENT OF REFRIGERATION UNIT
4. Disconnect water drain line from bottom of refrig- COOLING TURBINE (S/N 370-2 thru -6, -8 and -9)
eration unit.
Removing Refrigeration Unit Cooling Turbine
5. On airplanes S/N 380-1 and Subs, disconnect line
from water separator. i. Disconnect hot-air line to turbine by removing
clamp from expansion joint; then work clamp spring
6. From outboard side of refrigeration unit lower
up on duct flange, away from turbine inlet duct.
attach bracket, loosen and remove two securing
This allows duct clearance when turbine is pulled
bolts. Then lift refrigeration unit upward to free the
forward out of the heat exchanger unit.
upper attaching hooks. Do not damage ducting
flanges when displacing the refrigeration unit. 2. After disconnecting clamp and seal from turbine
cooled-air outlet duct, disconnect two lines attached
7. Cover all refrigeration unit openings, ducting, and
tothis large cooled-air outlet duct; then loosen clamp
drain line, to prevent entry of foreign material.
on this same duct (second clamp from turbine),
allowing duct to be rotated around elbow part of

Installing Refrigeration Unit duct. The turbine can then be pulled forward later
i. Remove protective covering from refrigeration unit, in this removal procedure.
ducting, and drain line. 3. Remove lockwire and turbine attaching bolts around
2. ~arefully lift refrigeration unit into proper mounting periphery of turbine.
position, taking care not to damage attaching ducting 4~ Remove lower refrigeration unit support bracket,
flanges. Engage upper mounting hooks only. This
allowing turbine to be pulled forward out of heat
leaves the unit free to be shifted while the unit
exchanger.
ducting is being attached.
5. Pull turbine forward and out of heat exchanger.
Retain sealing O-ring gasket for reinstallation of
turbine.
21-50-02
o COPYRIGHT, 1985 BY SABRELINER CORPORATION Sep 20/85Page I 401
NA-69-420
MAINTENANCE MANUAL
REPLACEMENT OF REFRIGERATION UNIT properly drain off excess oil. The cotton will retain
COOLING TURBINE (S/N 370-2 thru -6, -8 and -9) the proper amount of oil.
(Cont’d) 6. Using S8316A2 gaskets, replace and tighten drain
Installing Refrigeration Unit Cooling Turbine and filler plugs. Safety both drain and filler plugs
with lockwire. (AiResearch gasket S8316A2 is equi-
1. Place O-ring seal in groove on heat exchanger. A
valent to AN920-2 or MS29512-2.)
small amount of petrolatum may be used to retain
O-ring during installation. LUBRICATION OF REFRIGERATION UNIT
2. Lubricate O-ring on air guide and lift turbine into COOLING TURBINE (S/N 370-1, -7, 380-1 and
heat exchanger housing. Align turbine inlet fitting Subs)
with duct.
NOTES
3. Install bracket to bottom of heat exchanger. Install
three screws through turbine flange and install two a Refer to Chapter Sfor intervals of lubri-
AN5-5A bolts from airplane bracket into turbine eation.
bracket.
The oil level mall be checked by using the
4. Install remainder of turbine attach screws, and filler plug dip stick.
safety all screws with lockwire. Install turbine hot- 1. If turbine oil is to be drained, provide a small
air inlet duct expansion coupling. This is done by
receptacle under drain plug to catch oil.
working expansion joint spring down from duct
flange. (The expansion joint spring was worked up 2. Remove drain plug from turbine and allow oil to
on duct flange during step 1. of the removal proce- drain.
dure.) Install the two screws securing expansion 3. Using gasket(NAS1595-2), install and tigh ten d rain
joint clamp.
plus. and safety wire.
5. Align turbine cooled-air ducting; then install silicone 4. Removefiller plug.
couplings, ground straps, and Marman clamps.
Torque clamps to 25-30 inch-pounds. Reconnect line 5. Fill turbine with approximately 100 cubic centi-
and duct disconnected during removal procedure, ounces) MIL-L-23699 oil (Mobil Jet
meters (3.4 fluid
Torque clamps and "B" nut. II, type II) or equivalent (see Chapter 12).
LUBRICATION OF REFRIGERATION UNIT NOTE

COOLING TURBINE (S/N 370-2 thru -6,-8 and -9)
Although locking pin cannotfall out when
the dipstiek plug is installed in the turbine,
NOTE
it canfall out of the plug during oil servie-
At intervals (refer to Chapter 5), it is ing while it hangsfrom the retention chain.
necessarll to drain and replace the oil in 6. Check oil level using dipstick. Add additional oil if
the refrigeration unit cooling turbine. Re-
oil level is below line on dipstick.
moval ofthe coolinZlturbine is not necessarZ!.
1. Provideasmall receptacletocatchoil. LU!flUIim

2. Removedrain plugatbottom of turbine housingand The dipstick plug can be inserted into the
filler plug on tap of housing to allow any water and turbine with the locking pin missing. This
any other residue to drain. Reinstall drain plug condition can allow the dipstick to come
finger-tight. loose, during turbine operation, and will
cause a loss of oil resulting in turbine
3. Fill turbine with approximately 100 cubic centi-
failure.
meters (3.4 fluid ounces) of aircraft instrument
lubricating oil. (Refer to Chapter 12 for "Table of NOTE
Approved Refrigeration U nit Cool ing Turbi ne Oils".)
lfdipstick plug lockpin is loose or missing
4. Replace filler plug finger-tight and permit oil to
P/NIMSSO1 S-O1Y plug, and I~N NA SI.SHA-OX
remain in turbine for approximately 15 minutes.
packing mal/ be installed. Thereafter at
5. Remove drain plug and insert a clean piece of wire each oil service interval, the oil level should
(0.040- to 0.060- inch diameter) approximately 1/2 be maintained to the top of the casting hole.
inch into sump cotton to facilitate drainage. Remove
7. Using gasket (NAS1593-012), replace oil filler plug.
filler plug. Allow approximately 20 minutes to
8. Check assembly for oil leaks.
21-50-02
Page 402
NA-69-420
MAINTENANCE MANUAL
FILLER PLUG Y r
nOT FILL PLUG
O 0) MOLO LIKE
DRAIW P1UG
VIEW LOOKING AFT
REFRIGERATION TURBINE AIRPLANES S/N 370-2
THR~I -6, -8 AND -9
IT~i
PLUG
(OIP STICK)FILER I)RAII PLUG
REFRIGERATION TURBINE AIRPLANES S/N 370-1, -7,

S/N 380-1 AND SUBS
53~0-2-53-9C
Figure 21-50-3 Lubrication of Refrigeration Unit Cooling Turbine
21-50-02
Page 403
0 COPYF(I GHT, 1985 BY SABRELINER CORPORATION Sep 20/85
NA-69-420
MAINTENANCE MANUAL
REPLACEMENT OF WATER SEPARATOR 2. Place Conoseal gasket (51134-100A) in flange of

Removing Water Separator
duct coupling and while supporting valve in
position, loosely install Marman clamp.
i. Open accesses 1 and 55. (Refer to chapter 6,
3. Place gasket (265-533365) on mounting flange
figure 6-00-3 or 6-00-3A.)
of valve; then bolt valve in position, Torque
2. Loosen clamps at both ends of separators and bolts to 25-35 inch-pounds.
slide clamps back on ducting. Then, to allow
removal of separator, work the seal off duct 4. TorqueMarman clampbolt to 35-40 inch-pounds.
joint. 5. Install line support clamp, spacer and bolt.
3. Disconnect water drain line from bottom of 6. Connect sensing line. Torque "B" nut to 40-65
separator. inch-pounds.
4. While supportingseparator, loosen large clamps 7. Close accesses.
around body of separator and slide clamps off
over ends of separator supportingbracket. Then REPLACEMENT OF WATER SEPARATOR
lift separator from mounting position. DELTA P SENSOR FILTER ELEMENT
5. To prevent entry of foreign material, cover sepa- (S/N 370-2 thru -6, ´•8 and -9)
rater, duct, and drain line openings. I. Open access doors 1 and 51.
2. Disconnect lines from each end of filter case and
Installing Water Separator remove filter from airplane.
I. Remove protective coverings from separator and filter.
3. Disassemble filter case remove
and duct openings.
4. Discard filter and replace with Purolator P/N
2. Place separator in position by engaging right
37820 and gasket P/N 54694.
coupling first and then left lower duct coupling.
5. Assemble and torque filter head in filter case to
3. Install support clamps loosely around separa-
45-55 inch-pounds. Install lockwire between
tor body and support brackets.
filter head and filter
4. Shift separator until it is in alignment with
case.
I
6. Install filter in line with flow arrow on
sensor
ducts. Installground straps and connector filter body pointing up. Tighten "B" nuts at both
clamps. Torque clamps to 25-30 inch-pounds,
ends of filter,
5. Tighten clamps around body of separator to 25-
7. Close access doors 1 and 51.
30 inch-pounds.
6. Connect water drain line. Install hose clamps. REPLACEMENT OF 35"F TEMPERAT~RE
Torque nut on swivel fitting to 15-25 inch- CONTROWSENSOR (S/N 370-1, -7 and 380-
pounds. 1 and Subs)
7. Close accesses. doors 1 and 51.
1. Open access
REPLACEMENT OF WATER SEPARATOR 2. Disconnect electrical plug from sensor.
ANTI-ICE VALVE (S/N 370-2 thru -6, -8 and -9) 3. Remove sensor by using hex portion of switch.
Removing Water Separator Anti-Ice Valve 4. Install and tighten new sensor in duct.
i. Open fuselage accesses 1 and 51. (Refer to 5. Connect electrical plug to sensor.
chapter 6, figure 6-00-3.) 6. Close access doors 1 and 51.
2. Disconnect sensing line from anti-ice valve and
loosen clamps at valve inlet and outlet; then REPLACEMENT OF REFRIGERATION UNIT
slide clamps backon ducting and remove anti- COOLING TURBINE (S/N 370-1, -7, 380-1
ice valve. and Subs)
3. Cover anti-ice valve, sensing line and duct open- Removing Refrigeration Unit Cooling Turbine
ings.
i. Disconnect hot air line at turbine by removing
Anti-Ice Valve 3 screws around flange securing hot air line to
Installing Water Separator
turbine case.
i. nemove protective covering from anl;i-ice valve,
sensing line and duct openings.
21-50-02
Page 404
NA-69-420
MAINTENANCE MANUAL
REPLACEMENT OF REFRIGERATION UNIT 4. Remove the’eight screws securing condenser support

COOLING TURBINE (S/N 370-1, -7, 380-1 and toseparator, then remove condenser support from
Subs) (Cont’d) separator.
2. Loosen clamps from the four turbine air outlet 5. Remove springs securingcondenser (sock) to support.
ducts, then slide hose up on ducts. Remove the
6. Remove sock and wash in a solution of warm water
turbine forward duct.
and mild soap. Rinse thoroughly.
3. Remove the forward attaching bolts (turbine to heat
7~ Inspect poppet and poppet seating surface of by-
exchanger) around periphery of turbine,
pass valve for corrosion, nicks, and freedom of
4. Loosen turbine support bracket(bracket to fuselage operation.
bolts) bolts to permit bracket to be moved. Install sock and
8. springs on support.
5. Remove the eightexhaustductscrews.
9. install support in separator housing and install S
6. Remove exhaustduct. screws. Tighten screws.
7. Remove flappervalve dampener. 10. Assemble separator housing and install clamp.
Tighten clamp.
8. Remove flappercheckvalve.
11. Disassemble water drain line swivel fitting and
9. Remove flapper valve retainer halves. clean finger screen. Blow out fitting. Reassemble
10. Pull turbine forward away from heat exchanger and install drain fitting using new "0" rings
and remove from airplane. MS29513-111 as required, (see figure 21-50-5).
12. Install separator in airplane.

Installing Refrigeration Unit Cooling Turbine.
13. Check complete installation for security. Check
1. Positionturbinein heatexchanger.
installation for air leaks during engine run.
2. Install bolts around periphery of turbine. Tighten
bolts.
3. Tighten turbine support bracket bolts.

4. Lockwire applicable plugs from cooling turbine to
bolts around periphery of turbine.
5. Install flapper valve retainer halves.

6. Install flappercheckvalve.
7. Install flapper valve dampener.
8. Install exhaust duct and tighten screws.
9. Install turbine hot air and cooling air ducts. Tighten

clamps and bolts.
10. Check turbine oil level. Service as required.
11. Inspect complete installation for security and applic-
able safeties.
12. Perform operational check of cooling turbine.

13. Close accessdoors.
CLEANING WATER SEPARATOR CONDENSER
1. Openaccessdoors 1and55.
2. Remove water separator from airplane.
3. Remove clamp from end of separator, then remove
end of separator.
21-50-02
Page 405
NA-69-420
MAINTENANCE MANUAL
RETAINER FIAPPER VALVE O
FLAPPER CHECK VALVE P

RARIPENER FUPPER VALVE
FLANGE
sp
RI
I
61 USER ON P/I 22~0150-1 SERIES i, 2 OR 3 ii
21 USEO OW P/W rmOlwl, SERIES 4.

21 REVERSE INSTALLATION OF THE FUPPER VALVE ASSEMBLY
WILL RESULT IW IMPROPER OIRECTIOW OF COOLlNO AIR, AWO
INCREASEO RAM AIR SUPPLY CAUSING INCREASEO FLAPPER CHECK VALVE 21
TEMPERATURE AIO TURBIWE OVERSPEEO AS THE RESULT
OF FIN UNLOAOING.
Figure 21-50-4 Cooling Turbine Installation S/N 370-1, -7, 380-1 and Subs
21-50´•02
Page 406
NA-69-420
MAINTENANCE MANUAL
IP/N 6828513-110
BYPASS
YALYE
SUPPORT
c SCREW 18)
B ~:´•I´•-
rCrr
c~
(P/N 855-050-9314
AIRESEARCH AYIATIOIO
B
1
(P/N 83237-12
AIRESEARCH AVIATION)
SPRINGS
rr
P
i~ljl IJj
~d;
-~--7u
WATER BRAIN
A16P76
-f-$-C-~-
_. _ _
O INTERCHANGEABLE WITH 10MI-M)8-78.

INOUSTRIAL SCREW PROOUCTS,
LOS ANGELES. CI.
9 POPPET
84865
L_ SPRING
84849
(AIRESEARCHJ
NOTE
It is essential to install the housing in such
a wall that the water drain is parallel with
the ground. Failure to install this way will

IAIRESEARCH) not allow moisture to drain properly.
SPRING FREE LENGTH 8.48 IN.
LOAO REOUIREO TO COMPRESS
SPRING 2.50 INCHES MUST BE
9.5(~0.50)POUWOS.
Figure 21-50-5 Water Separator Condenser
21-50-02
Page 407
NA-69-420
MAINTENANCE MANUAL
CHECK REGULATOR SETTING PRESSURE

REGULATING VALVE 3 WHEEL COOLING
TURBINE (AiResearch)
i. Install a tee in the downstream pressure sensing line

and install a pressure gauge (0 to 100 psi) at tee
location (see Figure 21-50-6).
2. Operate one engine at approximately 90 percent

power and check that downstream pressure is
regulated from 22 to 26 ps.
3. Vary engine RPM from 78 to 95 percent and check
that downstream pressure remains regulated from
22 to 26 psi.
4. If the regulated pressure is not within limits
specified, regulating valve must be replaced.
ALTERNATE METHOD
i. Disconnect regulating pressure supply line from

pressure regulating valve.
2. Attach pressure gauge (0 50 psi) and air supply to
pressure supply line.
3. Valve indexer should move to closed position when
air pressure of 22 to 26 psi is applied to valve. See
Figure 21-50-6.
NOTE
Indezer is located on left side of valve. A
mirror is reguired to view indezer.
4. If valve does not meet the requirements specified in

step 3, in either the opening or closing position,
replace valve.
ILT
21-50-02
Page 408
Jun 12/89 o
NA-69-420
MAINTENANCE MANUAL
PRESSURE REGVLATIWO VALYE,
INSTALL TEE HERE
INDEXEA
o
oo
REFRIGERATION UNIT
Figure 21-50-6 Pressure Regulating Valve 3 Wheel Cooling Turbine

Jlcrm~
ILT
21-50-02
Page 409/410 Blank
SA ~3 W 1E kl N E W
MAINTENANCE. MANUAL
NOSE AND ELECTRONIC EQUIPMENT COMPARTMENT COOLING

1. Nose Comr~artment Cooling in Flight
The nose compartment, forward of station 50, is cooled in flight by cabin

air discharged through the cabin pressure regulator. In airplanes with a
pressurized nose compartment (N~-370 airplanes and NA-380 airplanes -1
through -23 not changed.by Service Letter No. 7) the cabin air circulates
through the nose compartment and is discharged from the nose compartment
through the nose compartment pressure regulator (outflow valve). In air-
planes with unpressurized nose compartment (NA-380 airplanes -1 through -23
changed by Service Letter No. 7, NA-380-24 and later), the cabin air circu-
lates through the nose compartment and flows unrestricted into the electronic
equipment compartment.
2. Nose Comeartment Coolingon the Ground
When the airplane is on the ground (n?ain landing gear loaded), a blower
located in the lower part of the nose compartment draws air from beneath the
fuselage and supplies it
through a check valve to the nose compartment. The
blower will not operate unless both the essential and secondary de busses are
energized, except that on airplanes ~JA-380-40 and later a thermoswitch S1001

(see figure 21-51-1) permits operation on essential bus power alone when the
nose compartment temperature rises above 1270 +20F.
Relay K1009 receives power normally from the secondary bus; however, when
thermal switch S1001 closes (1270 +2
O
Fl the relay is powered from the
essential bus. (See figure 21-51-1.)
3. Electronic Zqui~ment Compartment Cooling
The electronic equipment compartment, located between fuselage stations 50

and 76, is not pressurized but must be cooled. Cabin air, after circulating
through the nose compartment, enters the left side at station 50. Ram air
tin flight) enters the right side at station 50 from a ram air duct leading
from an inlet on the lower right hand side or the fuselage forward of
station 50. Both the ram air and the cabin (nose compartment) air flow through
openings between sections of the compartment, and are exhausted through outlet
vents, located on either side of the fuselage. On NA-370 and NA-380-1 thru
-37 airplanes not changed by Service Letter No. 10, a ram air duct, leading
air from an inlet on the lower left hand side of the fuselage forward or
station 50, provides cooling air for the left hand inverter. When the
airplane is on the ground, blower air from the nose compartment also cir-
culates through the electronic equipment compartment.
Oct 11/76 21-51-0

Tage 1
SABRELINER
MAINTENANCE MANUAL
ESSENTIAL 28V DC
28V DC SECONDARY
EOUIP ORD BLOWER
LDG GEAR POS EQUIP tRD
PRIMARY CONT.
(RnOVHD AFT BLO POWER
CKT BKR PANEL) EQUIP CRD (Rn CONSOLEI
o, CONSOL E)
BLO-SECOND
CONT
(Rn CONSOLE)
MAIN LANDING S1001 THERMAL SW

GE*R LOAD ~5sl
I Isra OP~ 121
<3519) LH t 1 RH
(STOWED) 2
OLEO OLEO
3 03 02
LOADED 2 UNLOADED
T"1
1IUP IN
CLOSES 127 1-’2)0 F
OPENS 30F BELOW CLOSE
LDG GEAR
POSITION
SELECT
2
SWITCH
C8566)
4;
2 11 13
6
7 15
LOO GEAR
CABIN PRESSURE
WS MONITOR
DUMP(CPD) (K603)
csTn 150 Rn)
ISTA 150 Rn)
cici’ij~
*I A
ONA-370´•1 ANO LATER

xl
NA380´•1 THRV ´•39
ELEC ECIUIP.
I 2 I NA-380-40 ANO LATER BLOWER IEBG)
(X!OOP) GROUND COOLING
BLOWER
INOSE30MP7)
(SiA 40)
S370-2-52-108
Elect,ronic EquiFment Compartment Cooling System El.ectrical Schematic

21-51-0 Figure g1-51-1 Oct i1/76
~ae;e 2
SPI, Ei3 R E kI N E R
MAINTENANCE MANUAL
I NOSE PmD ELECTI(ONIC E&UIPMENT COE~ARTMENT COOLING TROUBLE BIIOOTING
i. Trouble Shooting Electronic Equipment Com-partment Cooling System
PROB~BLF: CAUSE ISOLATION PROCEDURE REMEDY
A. E~UIPMENT IN ELECTRONIC E~UIPMENT COMPARTMENT OVERHEATING DURING FLIGHT.
(1) Ram-cooling-air Make visual check or ducting and Remove foreign

ducting and/or out- ram-air outlet vents. I matter.
let vents clogged.
B. EQUIPMENT IN ELECTRONIC E&UIPMENT COMPARTMENT OVEIWEATING DURING GROUND

OPERATIONS.
(1) Defective cooling- rrJith external de electrical power Remove and re-
air blower. on de essential bus (figure 21- place cooling-

51-1), engage proper circuit sir blower.
breakers and check for electrical
power at blower disconnect plug.
If power ispresent, blower motor
is defective. If power is not
present at unit, check circuitry.
(2) Defective relay See figure 21-51-1 and check for Remove and re-
(K603 and K1009). proper relay operation. place defective

relay.
(3) Defective Main Cabin pressure dump relay (K603) Remove and re-
gear load switches, or not energized. place defective

switches improperly switches, or
adjusted. make proper

switch
adjustments.
(4) Ram-codling-air Make visual check or ducting Remove

ducting and/or outlet and ram-air outlet vents for obstructions.
vents clogged. obstn~ction.
(5) Check valve for- Make visual check of check valve Repair or re-
ward or cooling-air for malfunction. place check

blower will not open. valve.
1 +(6) Nose pressure Check air exhaust rrorr, re~ulator. Xeplace

regulator defective. regulator.
I NA-370 and NA-38P-1 thru -83 Not Changed by Service Letter No. 7
Oct 11/76 21-51-1

Page 101
SAIBRE
MAINTENANCE. MANUAL
I NOSE AND ELECTRONIC EQUIPMENT COMPARTMENT COOLING MAINTENANCE PRACTICES
i. Replacement or Ground Cooling Blower
A. Removing Ground Cooling Blower
(1) Remove accesses 7 and 30 (Chapter 6, figure 6-00-3).
(2) ’Reachin through access 30 (Chapter 6, figure 6-00-3), and remove
sealing compound from eight mounting screws.
(3) Remove all but one top screw.
(4) Remove electrical connector from blower.
(5) Hold blower with one hand; then remove remaining mounting screw.
Remove blower and gasket. Cover electrical plug, blower rece~-
tacle, and blower opening.
B. Installing Ground Cooling Slower
(1) Remove covering or plug from blower receptacle, electrical plug, and
blower opening.
(2) Position blower and gasket in blower opening. Install top mounting
screw, but do not tighten.
(3) Install remaining screws; then tighten all screws.
(4) Seal screwheads. Use any of the following sealers, or equivalent,

for internal sealing:
PR-1222 Products Research Co, 3126 Los Feliz Blvd,

Los Angeles, California
Compound 707 Coast Pro-Seal Mfg Co, 2235 Beverly Blvd,

Los Angeles, California
EC-1528 and Minnesota Mining Mrg Co, Los Angeles, Calif.

EC-1941
(5) Install electrical connector.
I Perform electronic
procedure, then
equipment compartment cooling system
install applicable accesses.
check-out
2. Electronic Equipment Compartment Cooling System Check-out Procedures
A. Checking Electronic Equipment Compartment Cooling System
(1) Make sure the following circuit breakers are engaged:
Oct 11/76 21-51-2

Page 201
SA B 1R E L1 N E R
MAINTENANCE MANUAL
"LDG GEAR POS"
"E&UIP GRD BLOW SECOND COL~T"
"EQUIP GXD BLO POWER"
(2) Connect external 28-volt de power.
(3) Check that cooling-air blower is operating in the electronic equip-

ment compartment.
(4) Position both main landing gear switches, installed on main landing
gear scissors, at an unload (gear extended) condition. Check that
cooling-air blower stops operating.
(5) Alternately position right, then left, landing gear switch at

loaded (gear compressed) condition. Cooling-air blower should
operate with either switch or both switches in the loaded position.
(6) Remove electrical po~er from airplane bus system. DFaen~age cir-
cuit breakers used in this test.
(7) Position both landing gear load switches at loaded position and
install cotter pin.
21-51-2 Mar 1/70

Page 202
SA B R E LI N 1E W
MAINTENANCE MANUAL
TEMPERATURE CONTROL DESCRIPTION AND OP~RATION
i. Cabin Temperature Control System
The cabin temperature controls (figure 21-00-2 or 21-00-2A) consist of a
switch and rheostat electrical panel

on the on the art race of the power
control lever pedestal in the cockpit. The "CABIN TEMP" switch has four
settings: AUTO, OFF, MAN COLD, and MAN HOT. The "AUTO CONT" rheostat has
COLD and HOT settings as well as a number of intermediate positions between
COLD and HOT.
For normal operation, the "CAI3IN TEMP" switch is positioned at AUTO and the
"AUTO CONT" rheostat toward HOT or COLD to maintain the cabin temperature
between BOOF and 800F, as desired by the pilot. This temperature is auto-
a matically controlled by a cabin airtemperature sensor and blower and a
duct air temperature sensor. These sensors, in conjunction with the cabin
air temperature control box, position the hot-air mixing valve, thereby
proportioning the proper amounts of heating and cooling air to be supplied.
If the automatic temperature control fails, the hot-air mixing valve can be
opened or closed by positioning the "CAE~IN TEMP" control switch at MAN HOT
or MAN COI;D respectively, or may be stopped at any point between open and
closed by positioning the switch at OFF. A cabin air supply overheat ther-
moswitch in the conditioning air duct downstream or the hot- and cool-air
mixing point, a light to come on if an overheat condition lover
causes
265"F) occurs, alerting the pilot to take appropriate action. A control

system or a hot-air mixing valve failure is indicated if the light is on.
The cabin air temperature control box is mounted on the forward side of
the aft cabin pressure bulkinead.
2. Cabin Air Temperature Control Network
The cabin air temperature control network consists of the cabin air temper-
ature control, cabin air temperature sensor, sensor blower, duct air tem-
perature sensor, and cabin air overheat thermoswitch.
~11 The cabin air temperature control unit is a foam compound potted, transis-
torized, two-stage, push-pull s~mplirier, which is used with the cabin air
temperature sensor and dual-element duct air temperature sensor to modulate
theair conditioning system hot-air mixing valve for automatic temperature
control in the cabin. The cabin air temperature control is operated by a
115-volt, 400-cycle sc electrical power, and the hot-air mixing valve is

operated by ac power output from the cabin air temperature control.
NOTE: The cabin air temperature blower keeps cabin air circulating
sensor
around the sensor when the temperature control system is in operation.
The control, "AUTO CONT" selector, cabin air temper-

cabin air temperature
ature sensor, anticipator element (part or the dual-element duct air
and
temperature sensor) automatically control positioning of the system hot-
air mixing valve during lower temperature requirements in the cabin. A
rate reed-back potentiometer, in the hot-air mixing valve, supplies signals
Oct 11/76 2~-60-0

Page 1
SABRE LINER
MAINTENANCE MANUAL
to bridge compensating network in the cabin air temperature control,

a
preventing hot-air mixing valve overtravel for system stabilization.
When cabin temperature requirement exceeds 2200F, a diode switching network

in the cabin air temperature control cuts the cabin air temperature sensor
out or the control network and allows high-limit element (part of the
the
dual-element duct air temperature sensor) to supply temperature requirement
signals to the control. This in turn positions the
cabin air temperature
system hot-sir mixing valve as required. The cabin air overheat thermo-
switch, installed in ducting directly above duct air temperature sensor,
operates the overheat caution lights if an overheat condition (2650F)
develops in the air conditioning system ducting.
I3´• Cabin Temperature Hot-air Mixing Valve
The hot-air mixing valve is installed in the engine bleed-air ducting,

downstream flow limiter valve.
from the It regulates the flow or hot
engine compressor air that is mixed with cooled air coming from the refrig-
eration unit. The valve is electrically operated and is controlled by the
cabin air temperature control. (See figure 21-00-2.)
4. Cockpit Temperature Control System Aircraft NA-370-1, -7, NA-380-1 and

Later
The cockpit temperature controls (rigure 21-00-2A) consist of a switch and

rheostat on the electrical penal on the art face or the power control lever
pedestal in the cockpit. The ’~COCKPIT TEMP" switch as four settings: AUTO,
OFF, MILN COLD, and MAN HOT. The "AUTO CONT" rheostat has COLD and HOT
settings as well as a number of intermediate positions between COLD and HOT.
For normal operation, the "COCKPIT TEMP" switch is positioned at AUTO and the
"AUTO CONT" rheostat toward HOT or COLD to maintain the cabin temperature
between 600F and 800F, as desired by the pilot. This temperature is auto-
matically maintained by a cockpit air temperature sensor installed in the
-1 cockpit air supply ducting. This sensor in conjunctiod with the cockpit air
temperature control box, positions the cockpit hot-air mixing valve, thereby
the proper amounts of heating and cooling air to be supplied
to the cockpit.
If the automatic temperature control rails, the hot-air mixing valve can be
opened closed by positioning the
or "COCKPIT TEMP" control switch at MAN HOT
or MAN COLD respectively, or may be stopped at any point between open and
closed by positioning the switch at OFF. A cockpit air supply overheat ther-
moswitch in the conditioning air duct downstream of the hot- and cool-air
mixing point, causes a light to come on if an overheat condition occurs,
alerting the pilot to take appropriate action. A control system or a hot-air
I mixing valve failure is indicated if the light is on. The cockpit air temper-
ature controller unit is located at fuselage station 194, right side.
5. Cockpit_Air Temperature ControLNetwork Aircraft NA-370-1, -7, NA-380-1 and

Later
The cockpit air

temperature control network consists of the cockpit air temper-
ature control, cockpit duct air temperature sensor, and cockpit air overheat
thermoswitch.
21-~0-0
Page 2 Oct 11/74
SA 03 ~Z E LI N E R
MAINTENANCE MANUAL
I The cockpit air temperature control unit is a roam compound potted, transis-
torized, two-stage, push-pull amplifier, which is used with the cockpit air
temperature duct sensor to modulate the cockpit system hot-air mixing valve
for automatic temperature control in the cockpit. The cockpit air tempera-
ture control is operated by 115-volt, 400-cycle sc electrical power, and the
hot-air mixing valve is operated by ac power output from the cockpit air
temperature control.
The cockpit sir tPmperature control, "AUTO CONT" selector, cockpit air
temperature duct sensor’, and anticipator element (part or the dual-element
duct air temperature sensor) automatically control positioning or the cock-
pit hot-air mixing valve during lower temperature requirements in the cock-
pit. A rate reed-back potentiometer, in the hot-air mixing valve, supplies
signals to abridge compensating network in the cockpit air temperature
control, preventing hot-air mixing valve overtravel for system stabilization,
When cockpit temperature requirement exceeds 2200F,

a diode switching net-
work in the cockpit air temperature control cuts the cockpit air temperature
sensor out or the control network and allows the high-limit element (part or
the dual-element duct temperature sensor) to supply temperature re~uire-
air
ment signals cockpit air temperature control.
to the This in turn positions
the cockpit hot-air mixing valve as required. The cockpit air overheat
thermo-switch, installed in the cockpit ducting operates the overheat caution
light if an overheat condition (2650F) develops in the cockpit system
duct ing.
r 6. Hot-air Mixini[ Val~e -_Aircrah Nli-370-1, -7, Nn-380-1
The hot-air mixing valve is installed in the engine bleed-air ducting,

downstream from the flow limiter valve. It regulates the now or hot
engine compressor air that is mixed with cooled air coming from the refrig-
erator unit. The valve is electrically operated and is controlled by the
cockpit air temperature control. (See figure 21-00-~A.)
Oct 11/76 21-60-0

Page 3
SABRE e~NEIR
MAINTENANCE MANUAL
CONTROL TROUBLE SHOOTING
i. Trouble Shooting Cabin Temperature Control Sys_tem
PROBABLE CAUSE I ISOLATION PROCEDURES I NP(IEDY
A. AIRFLOW TO CABIN OR COCKPIT DOES NOT AGREE WITH "TEMP" SELECTION.
(1) Faulty hot-air See figure 21-00-2 or 21-00-2A Replace any

mixing valve, cabin or and, with external de electrical faulty units and
cockpit air temperature power on airplane bus system, re- repeat check-out
control, duct temperature fer to cabin or cockpit tempera- procedure.
sensor, "AUTO CONT" ture system check-out
control
selector, "CABIN d~ COCK- procedure. If hot-air
mixing
PIT TEMP’I selector, or valve does not respond when the
"CABIN AIR" selector. "AUTO CONT" selector is moved
from hot to cold, or from cold
to hot, check for presence of
sc voltage at mixing valve dis-
connect plus. Also, check for

mixing valve operation with
"CABIN or COCKPIT TE~P" Bvitch
at AUTO during engine operation.
If power is at disconnect
sc plug
of hot-air mixing valve, and
valve does not respond, replace
mixing valve. If no electrical
power is at plug, check for power
at cabin or cockpit air tempera-
ture control disconnect plug.
Make sure control selector
switches are properly positioned.
1 (2) Hot-airmixing Malre sure "CABIN or COCKPIT TEMP" If mechanical

valve stuck in closed control switch was not previously failure of’ hot-air
position. operated at MAN COLD ~tnd posi- mixing valve is
tioned at OFF. With "CABIN or indicated, replace
COCKPIT TEMP" switch at AUTO, valve.
check system as indicated in
isolation procedure of probable
cause (1).
B. CABIN AIR PRESSURE FLUCTUATION WHEN CABIN AIR TEMPERATURE SELECTOR IS ON AUTO.
(1) Faulty feedback Check that valve resistance at I Remove andreplace

potentiometer in hot-sir pins "B" and "D" is 900 to 1100, hot-air mixing
mixing valve, with valve open. Resistance valve.
must steadily increase on clos-
ing to between 8,5 and 12.0
kilohms,
Jul 6/73 21-60-1

Page 101
~iAB R E 61 ~N IR
MAINTENANCE MANUAL
TEMPERATURE CONTROL MAINTENANCE PRACTICES
j: Replacement of Cabin Hot-air Mixing Valve
A. Removing Cabin Hot-air Mixing Valve
(1) Open fuselage accesses 1 and 55. (Refer to Chapter 6, figure

6-00-3.)
Disconnect electrical wiring from mixing valve.
(3) Loosen clamps at both sides or mixing valve and remove mixing valve
from ducting.
(4) Remove gaskets, and check for re-use.
(5) Cover mixing valve and ducting openings to prevent entry of foreign
material.
B. Installing Cabin Hot-air Mixing Valve
(1) Remove protective covering from mixing valve and ducting openings.
(2) Insert gaskets in flanges of connections on valve; place mixing

valve in mounting position between ducting. Install mounting bolts.
(3) Install Merman clamps. Torque to 45-50 inch-pounds.
(4) Connect mixing valve electrical wires.
(5) Perfo~m cabin temperature control system check-out engines not
operating (rerer to paragraph 2, B), then close accesses.
Replacement of Cockpit Hot-air Mixing Valve Airplanes NA-370-1, -7,

NA-380-1 and Later
A. Removing Cockpit Hot-air Mixing Valve
(1) Open fuselage accesses 1 and 55. (Refer to Chapter 6.)
(2) Disconnect electrical wiring from mixing valve.
(3) Support curved outlet duct and remove four bolts (with washers)
from outlet flange or valve. Separate duct from valve and remove
gasket at flange. Discard gasket. Retain bolts and washers for
reinstallation.
(4) Support valve and remove four bolts (with washers) from inlet
flange of valve. Remove valve from airplane. Discard gasket.
Retain bolts and washers for reinstallation.
(5) Cover mixing valve and ducting openings to prevent entry of

foreign material.
E i~; II k~
0~1 I;:~ A6
Oct 11/76 21-60-2

RI:C~l\jFs
Page 201
SABR ELI II~ ER
MAINTENANCE MANUAL
B. Installing Cockpit Hot-air Mixing Valve
(1) Remove protective covering from mixing valve and ducting.
(2) Using a gasket (P/N ?80-533323-3) at inlet of valve, install

new
valve in upright
position on end of adapter. Loosely secure valve
inlet flange to adapter ducting with four bolts and washers.
(3) Using a new gasket (P/N 380-533323-3) at outlet of valve, attach

curved ducting to outlet flange. Loosely secure with four bolts
and washers.
(4) Tighten all eight bolts and install lockwire.
(5) Connect electrical plug and install lockwire.
(6) Perform cockpit temperature control system check-out, as applicable

(rerer to paragraph 3), then close accesses.
1B. Cleaning of Cabin Temperature Sensor/S~ower
NOTE: On all NA-370 and. NA-380 airplanes, the cabin temperature sensor/
blower is installed on the left rear side of the passenger compartme~t
forward bulkhead.
A. Removing Cabin Temperature Sensor/Blower
(1) Remove electrical power from airplane.
(2) Disconnect electrical leads from sensor/blower assembly.
(3) Remove screws securing sensor/blower assembly to mounting surface

and remove sensor/blower assembly.
(4) Remove fasteners securing sensor/blower assembly to cover and remove
sensor/blower. Remove blower cover.
(5) Clean blower blades and blower cover with a suitable cleaning sol-
vent and thoroughly dry using low pressure compressed air.
B. Installing Cabin Temperature Sensor/Blower
(1) Install blower cover.
(2) Secure sensor/blower assembly to cover.
(3) Install sensor/blower assembly to mounting surface using previously

removed fasteners.
(4) install electrical leads to sensorjblower assembly.
(5) Check complete installation for security.
(6) temperature control system check-out with engines running

I Perform cabin
(refer to paragraph 2, A).
21-60-2
Oct 11/76 Page 20YI
SABR
MAINTENANCE. MANUAL
Cabin Temperature Control System Check-out Procedures
A. Checking Cabin Temperature Control System With Engines Operating
NOTE: If any of the following checks fail to produce proper results,

perform check outlined in paragraph B.
These checks may be performed using the AP~ (if installed)
instead of engines.
(1) With engines operating, 115-volt ac system operating, and CABIN

TEMP CONT circuit breaker engaged (left hand aft overhead circuit
breaker panel), place PRESSURIZATION !or CABIN AIR) selector switch
at BOTH ENG position. (If only one engine is operating place selec-
tor switch at that engine position.)
(2) On center pedestal, lift switch cover and move toggle of CABIN TEI4P
switch toward ~LAN HOT. Check that air from cabin air outlets becomes
warmer.
(3) P/Iove CABIN TEE~IF switch to f~LN COLD. Check that air from cabin aLr
outlets becomes colder.
(4) Move CABIN TEMP switch to AUTO and close switch cover.
(5) Rotate CABIN TEMP (or AUTO CONTROL CABIN) rheos~at fully clock-
wise, then (arter a pause) fully counterclockwise. Check that air

from a cabin air outlet becomes first warmer then cooler.
(6) Select a comfortable cabin temperature. Check that control system

maintains temperature selected;
NOTE: If desired, procedures for checking cockpit system may

be performed at this time. Refer to paragraph 3.
(7) Shut down engines las required).
B. Checking Cabin Temperature Control System Engines Not Operating
NOTEr Each component of the cabin temperature control system should be

properly installed and connected for this test. The system must
be electrically energized with 115-volt, 400 Hz, ac power.
If any of these checks fail to produce proper results, perform the

non-operating resistance checks outlined in paragraph C.
(1) Check that circuit breaker CABIN TEMP CONT (left hand aft overhead
circuit breaker panel) is engaged.
(2) Place PRESSURIZATION (or CABIN AIR) selector switch at BOTH ENG
position.
21-60-2 Oct 11/76

Page 202
SA 1El 1R’E L1 N E R
MAINTENANCE. MANUAL
(3) On center pedestal, lift toggle of CABIN TEMP

switch cover and move
switch toward MAN HOT. Check that mixing valve

cabin hot-air
position indicator indicates that valve is fully open. (The valve,

located at fuselage station 360, is accessible through fuselage
accesses 1 and 55, refer to Chapter 6).
(4) Move CABIN TEMP switch to MPIN COLD. Check that cabin hot-air mixing
valve operates toward fully closed position. (Valve may be heard
to operate and indicator on valve moves toward S (shut or closed).
(5) Rotate CABIN TEMP (or AUTO CONTROL CABIN) rheostat fully clock-
wise (toward HOT or WARMER), then move CABIN TEMP switch to AUTO
and close switch cover. Check that cabin hot-air mixing valve
goes open (to O).
NOTE: On extremely hot or cold days, the automatic system may ndt
permit full valve travel. This condition is acceptable pro-
viding sufficient movement is observed to assure that valve

is operating properly.
(6) Rotate rheostat fully counterclockwise. Check that valve goes

closed.
C. Non-operating Resistance Check of Cabin Temperature System Components

and Wiring
A multimeter (Simpson 2~0, orequivalent capable of-20,000 ohms per volt sen-
sitivity) and a thermometer (N311,
or
equivalent) are required for these checks.
These checks should be made with the system non-energized and the cabin air
temperature control unit removed. All resistance checks are made from
the rear (autboard) or the central unit connector block. If any of these
checks fails to give proper results, the appropriate check of the related
component should be made as outlined in paragraph D.
CAUTION: IN ALL RESISTANCE MEASUREMENTS OF TEMPERATURE SENSORS, ENOUGH

TIME MUST BE GIVEN THE SENSOR, ESPECIALLY IN STILL AIR, TO
STABILIZE AT THE TEMPERATURE OF THE SURROUNDING AMBIENT AIR.
ALSO; TO AVOID SELF-HEATING, THE RESISTANCE MEASURING DEVICE
USED ML~ST LIMIT THE CURRENT THROUGH THE SENSOR. IN THE TEMPER-
ATURE RANGES SHOWN IN FIGURE 21-60-1, TKE CURRENT SHOULD BE
LIMITED TO 100 MICROAMPERES. THE CURRENT SHOULD BE LIMITED
TO 10 MICROAMPERES AT TEMPERATURES BELOW 300F.
(1) For cabin ("AUTO CONT") temperature rheostat (RDI R507), measure de
resistance between sockets "F" and "G" of airplane connector. With
the "AUTO CONT" temperature selector in the full clockwise (HOT)
position, than 150 ohms.
the resistance must be With the
less
"AUTO CONT" temperature selector in the full counterclockwise
(COLD) position, the resistance must be between 30 and 40 kilohms.
(2) For temperature sensor, measure de resistance between sockets

cabin
nSn and "T" of airplane connector. The resistance should fall
within the limits of curve I. (See figure 21-60-1.) (~lace
thermometer in vicinity of cabin air temperature sensor/blower.)
21-60-2
Oct 11/76
Page 203
SA 1B RE hi N1E]R
MAINTENANCE MANUAL
(3) For duct air temperature sensor, measure de resistance between soc-
kets "P" and "R" and between sockets "d" and "e" of airplane connec-
tor (P605). The resistance between "d" and "e" should fall within
the limits of curve I (figure 21-60-1), and the resistance between
"P" and "R" should fall within the limits or curve II (figure 21-60-2).
(Place thermometer as close to duct sensor as practical. If results
are not within limited curves, it may be necessary to remove sensor
from duct (with electrical wires connected) and repeat this check with
thermometer adj~acent to sensor probe.)
(4) For hot-air mixing valve, measure de resistance between sockets
indicated, and check that measured values are within the following
specified limits:
PIN SOCKETS RESISTANCE VALUES
Between "M" and "E" 600 to 900 ohms

Between "K" and "E" 600 to 900 ohms
Between "R" and "E" g to 14 kilohms
Between "R" and "E" 0.5 to 1.5 kilohms when valve is in
full-open position, or 7 to 14
kilohms when valve is in full-closed
position
(5) The temperature control unit (RDI CN500) cannot be checked

cabin air
without additional equipment. If system did not operate properly
during operation checks (paragraphs d or B), and if results of non-
operating checks or every other component were satisfactory, re-
place temperature control unit and repeat paragraphs B and A.
D. Checking Individual Cabin Air Temperature System Components

These checks are made on individual components. If proper results are
obtained here, when results of the corresponding check at the control
unit connector block were not satisfactory, the airplane wiring is
faulty.
(1) On cabin ("AUTO CONT") temperature selector, with system wiring
disconnected from at least one terminal, check that de resistance
between terminals "A" and "B" of selector is less than 150 ohms
when rheostat is at full clockwise position, and’oetween 30 and 40
kilohms when rheostat is
full counterclockwise position.
at If
unit does not meet this requirement, a new unit should be in-
stalled.
(2) On cabin air temperature sensor, with system wiring disconnected,

check that de resistance between terminals "A" and "B" is within
limits or curve r. (See figure 21-60-1.) If the unit does not
meet this requirement, a new unit should be installed.
(3) On duct temperature sensor, with system wiring disconnected, check

that de resistance between terminals "A" and "B" is within limits
of curve II (figure 21-60-2), and resistance between terminals "C"
and "D" is within limits of curve I (figure 21-60-1). If the unit
does not meet this requirement, a new unit should be installed.
21-60-2
Oct 11/76
Page 204
SAB IE hi N E ]R
MAINTENANCE: MANUAL
(4) On hot-air mixing valve, with system wiring disconnected, make
approximate de resistance measurements from terminals or actuator
connector as follows:
TERMINALS RESISTANCE VALUES
Between "C" and "B" 600 to 900 ohms

Between "A" and "B" 600 to 900 ohms
Between "E" and "B" 9 to 14 kilohms
Between "D" and "B" (VALVE bPEN) Valve fully open,the resistance meas-
ured must be 900 to 1100 ohms and must

steadily increase as valve goes toward
closed.
Between "D" and "B" (VALVE CLOSED) The resistancein the fully closed
valve position must be between
8,500 and 12,000 ohms.
If the unit does not meet these requirements, a new unit should be
installed in the airplane, and the check must be repeated.
CockDi~ Temperature Control System Check-out Procedures Airplanes NA-370-1,~

-7, NA-380-1 and Later
A. Checking Cockpit Temperature Control System wi~th Engines Operating
NOTE: If any ´•of the following checks rail to produce proper results,
perform checks outlined in paragraph B.
These checks may be performed using the APU (if installed)

instead of engines.
(1) With engines operating, 115-volt ac system operating and CABIN TEMP
CONT circuit breaker engaged (left hand art overhead circuit breaker
panel), place ~RESSURIZATION (or CABIN AIR) selector switch at BOTH
ENG position. (If only one engine is operating, place selector
switch at that engine position.)
(2) On center pedestal, lift switch cover and move toggle of COCKPIT
TEMP switch toward MAN HOT. Check that air from cockpit air
outlets becomes warmer.
(3) Move COCKPIT TEMP switch towards MP~N COLD, check that air from cock-
pit air outlets becomes colder.
(4) Move COCKPIT TEMP switch to AUTO and close switch cover.
(5) Rotate COCKPIT TEMP (or AUTO CONTROL COCXPIT) rheostat r’ully
clockwise, then (after a pause) fully counterclockwise, check
that air from a cockpit air outlet becomes first warmer, then
cooler.
(6) Select a comfortable cockpit temperature. Check that control sys-

tem maintains temperature selected.
Oct 11/76 2’1-6´•0-2

Page 205
SABRELINER
MAINTENANCE MANUAL
LCI*dLL~I i
i
:;I
Lii-?ILLli.;l!.i.L1 l.ii.liLLLii_l.U iLLU~1.:iii.li ?;!l~il_l I! ii LLLLLLL! i!

i i i i II i! i Ii i I I I I I II i I I I Iii I I I Il
:I I I ii I ii I i ii L1II I I I I i I I ILI II I I I i II I I i I I i i i
100 i! I I I I I I i !!I i I I I! li.lll II Ii I I I I i II !1! I~ i i I I I I i (I I I i I I I I I I I

I I I I I i 1
90 a´• rlL;-.~- RESISTANCE VS TEMPERATURE

(FrEtD USE ONLY)
:-i-- ´•-t~ ´•i´•-1-´•i-i-r-´•il-rli;~ ,*1´•´•k:i
60
ji
CABIN AIR TEMPERATURE SENSOR ~PINS "A" TO "8")
DUCT AIR TEMPERATURE SENSOR (PINS "d" TO "e"
p6aS) -I
ii
I ~I u´•sls-. ::i
40 ry
0:
1---
itr~
i~
i~1
.i.:i
’-i.
17
ll1!ll!1(((((’l~(i
II
,,1
i
´•´•.1,
´•´•-´•j :-i-$
I’:~:::::
I´•~-
ti~-i
ii L;.
:!iLllilll I i LU I III I i I iii i I II I I I1ITi I i IIN?)iTr~ ilit17

i’!TrnTTl’liT~1 Ti iri
10
;-t": ~-I i
p
i.--~
:C.II.
?~c´•
:12t?-~it’.
I i ´•c--t
-r-
´•1´•;- i r
I
´•1 ´•-i
6
~e. i:t´•
´•-i
L
5 7 1;;- i i-i i
30 40 SQ 60 70 80 90 100 ItO 190 rso 140 lso 160

TEMPERAtLIRE Or SENSOR-Oe 5370-2-53-11
,O
m
Temperature Sensor Resistance Value Chart Curve I
21-60-2 Figure 21-60-1 blar 1/70
Page 206
SABRE LIME TZ
MAINTENANCE MANUAL
~o
6.0
RESISTANCE VS TEMPERATURE
4.0 (FIELD USE ONLY)
D.UCT AIR TEMPERATURE

(PINS "P" TO "R", P605)
3.0 LI1. I!I L!
II.!111Ci~
,,B
0.98~
~Bel
0.i B"
0.6
0.5
0.4
I 1 I i
II1 II I I ’I L I III i I~I 1
I 1 I
III I i llil I (IIil II i I I !lil I’
llil ii ii i ii
0~311
i I
I I i
i i
0.2
0.15
30 40 50 60 10 80 90 100 110 110 130 140 150 160
TEMPERATURE OF SENSOR--OF
5370´•253.12
Temperature Sensor Resistance Value Chart Curve Il

blar 1/70 Fi~ure 21-60-2 ~1-60-2
Page 207
SAB CZ Ekl l\d E:FI
MAINTENANCE MANUAL
(7) Shut down engines las required).

B. Checking Cockpit Temperature Control System Engines Not Operating
NOTE: Each component or the cockpit temperature control system should

be properly installed and connected for this test. The system
must be electrically energized with 115-volt, 400 Hz, ac power.
If any of these checks rail to produce proper results, perform

the non-operating resistance checks outlined in paragraph C.
The cockpit hot-air mixing valve, located at fuselage station

357, is not readily visible; however, its operation may be
checked by touch or by listening for the sound or its response
to control signals.
(1) Check that CABIN TEMP CONT circuit breaker is engaged (left hand,
art, overhead circuit breaker panel).
(2) Place PRESSURIZATION (or CABIN ATR) selector switch at BOTH EETC
ao sit ion.
(3) Lift switch cover and move COCKPIT TEMP switch toggle toward MAN
HOT position. Check that cockpit hot-air mixing valve goes open..
(4) Move COCKPIT TEMP switch toward MAN COLD position. Check that ccckpit
hot-air mixing valve goes closed.
(5) Rotate COCKPIT TEMP (or AUTO CONTROL COCKPIT) rheostat fully
clockwise, then move COCKFIT TEMP switch to i~r0 (close cover).
Check that cockpit hot-air mixing valve goes open.
(6) Rotate rheostat fully counterclockwise. Check that valve goes

closed.
C. Non-operating Resistance Check of Cockpit Temperature System Components

and Wiring
A multimeter (Simpson 260, equivalent capable or 20,000 ohms per volt sen-
or
sitivity) and a thermometer (N3A,

or equivalent;) are required for these checks.
These checks should be made with the system nan-energized and the coc,lpit air
temperature control unit removed. All resistance checks are made from
the rear (outboard) side or the control unit connector block. If any
or these checks fails to give proper results, the appropriate check or
the related component should be made as outlined in paragraph D. Remove
and ~eplace terminal Cover as required.
CAUTION: IN ALL RESISTANCE MEASUREMENTS OF TEMPERATURE SENSOR, ENOUGH

TIME MUST BE GIVEN THE SENSOR, ESPECIALLY IN STILL AIR, TO
STABILIZE AT THE TEMPERATURE OF THE SURROUNDING AMBIENT AI.
ALSO, TO AVOID SELF-HEATING THE RESIST~CE MEASURING DE’rICE
USED MUST LIMIT THE CURRENT THROUGH THE SENSOR. IN THE TEM-
PERATURE RANGES SHOWN IN FIGURE 21-60-1 THE CURRENT SHOULD BE

LIMITED TO 100 MICROAMPERES. THE CURRENT SHOULD BE LIMITED
TO 10 MICROAMPERES AT TEMPERATURES BELOW 300F.
21-60-2 Oct 11/76

Page 20~
SA El R E L1 N E R
MAINTENANCE MANUAL
(1) Check cockpit temperature rheostat (RDI R518) by measur´•in~ de

resistance between terminals "F" and "G" of connector block. ~ith
the COCKPIT TE~ILP (AUTO CONTROL COCKPIT) temperature selector
rheostat (center pedestal) in full clockwise position (BCT or
WARMER) the measured resistance must be 2,250 to 2,750 ohms. With

the rheostat in full counterclockwise (COLD) position, the measured
resistance must be less than 150 ohms.
Check cockpit air duct temperature sensor (RDI SS502) by measuring

de resistance between terminals "P" and "R" and between terminals
"d" and "e" of connector block. The measured resistance between
"d" and "e" should fall within the limits of curve I (figu~e 21-60-1).
The measured resistance between "P" and "R" should fall within the
limits of curve II (figure 21-60-2). Place thermometer as close
to duct sensor as practical. If results are not within limits of
curves, it may be necessary to remove the sensor ’~om duct (with
electrical wires connected) and repeat this check with
adjacent to sensor probe.
(3) The cockpit air temperature control unit (RDI ~snnot be

checked without additional equipment and is not interchsrgseble
with the cabin unit (RDI CN500). If system did not ooersts properly
during operation checks (paragrsphs A or B) and. resul-~s oI’ jrep ii)
and (2) of this paragraph are proper, replace terr.po´•.atu2.e conti.ol
unit or replace cockpit hot-air mixing valve and reFeat
B and A.
(4) For hot-air mixing valve, measure de resistance between sockets
indicated, and check that measured values are within the following
specified limits:
PIN SOCKETS RESISTANCE VALUES
Between "M" and "E" 600 to 900 ohms

Between "K" and "E" 600 to 900 ohms
Between "N" and "E" 9 to 14 kilohms
Between "H" and "E" 0.5 to 1.5 kilohms when valve is in
full-open position, or 7 to 14 kil-
ohms when valve is in full-closed
position
D. Checking Individual Cockpit Air Temperature System Components
These checks are made on individual components. If proper results are
obtained here when results of the corresponding check at the control

unit connector block were not satisfactory, the airplane wiring is
faulty.
Oct 11/76 21-60-2

Page ~09
SABRE LINE ra
MAINTENANCE MANUAL
(1) On cockpit temperature selector rheostat (RDI R518), with system

wiring disconnected-(from at least one terminal) check that de
resistance between terminals "A" and "B" or rheostat is 2,250 to
2,750 ohms with the rheosta;t turned fully clockwise (HOT or
WARMER) and is less than 150 ohms with the rheostat turned fully
counterclockwise. If resistance measurements are not as required
a new unit should be installed.
(2) On cockpitairduct temperature sensor (RDI SS502) with system

wiring disconnected, check that de resistance between terminals
"A" and "B" is within limits or curve II (figure 21-60-2), and
that resistance between terminals "C" and "D" is within limits or
curve I (rigure 21-60-1). If unit does not meet these requirements
a new unit should be installed.
(3) On hot-air mixing valve, with system wiring disconnected, make

approximate de resistance measurements from terminals or actuator
connector as follows:
TERMINALS RESISTANCE VALUES
Between "C" "B"

and 600 to 900 ohms
Between "A" "B"
and 600 to 900 ohms
Between "E" and "Bn 9 to 14 kilohms
Between "D" and "B" (VALVE Valve fully open, the resistance measured
OPEN) must be 900 to 1100 ohms and must steadil
increase as valve goes toward closed.
Between "D" and "B" (VALVE The resistance in the fully closed valve
CLOSED) position must be between 8,500 and
12,000 ohms
21-60-2 Oct 11/76

Page 210
CHAPTER
AUTO FLIG HT
NOTICE
The following information applies

to NA 265-70 airplanes only.
M~IN’I‘ESASCE
CMAPTER 22
AUZ‘OPILOT
TABLE OF C:ONTENTS
Sul,jt´•ct Chapter/Section/Su,ject Page

t~utopilot 22-00-00
GenePa). . . . . . . . . . .´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´• 1
Autopilot EquipmentManuals 1
Maintenance Practices 201
Checking Autopilot Servo Torque AdJustments 201
170]22-CONTENTS
Page 1/~ Blank
o COPYRIGHT, 1986 BY SABRELINER CORPORATION Oct 51.´•’86
NA-69-420
MAINTENANCE MANUAL
CHAPTER 22
AUTOPILOT
THIS ENTIRE CHAPTER HAS BEEN REVISED
Chaplerl
Section Page Date
22-I,.F,.F. 1/2 Oct 31/86
22-CONTENTS 1/2 Oct 31/86

22-00-00 1* Oct 31/86
2" Oct 31/86
22-00-01 201/202 Oct 31/86
"’l’he asterisk intlicates pages revised, added, or deleted by the current revision.
(70]22-L.E.P.
Page 1/2 Blank
COPYRIGHT, 1986 BY SABRELINER CORPORATION Oct 31js6
NA-69-420
MAIN’rENANCE MANUAL
AUTOPILOT
(;I~N E ItA I,
A (:ollins A 1’-104 autopilot system is installed in the air- Ovel´•h~lnl and Illustl´•utctl Pat´•ts B1´•eakdo\~´•n
I,l;lnc;lntl is integrated with a (:ollins FD-IOI)H flight
clircc:lor I,rovitli,l~ visu;il tlisl,l;~vs on the pilol’s inslru-
mcnt I,anel.’l’ho (:ol I ins autol,i lot system uses electrical ly
operated servos, mechanically linked to the flight control Ovcl´•haul and Illustl´•ated IJarts Breakdown
system. Location of the autopilot components is shown in Manual, 583-0761478
Figure 22-00-1. J. 6143-4 autopilot controller
For information concerning installation, operation, main-
Overhaul and Illustrated Parts Breakdown
tenance, and trouble shooting of the equipment, refer to Manual, 523-075931´•5
the manuals listed in paragraph 2. (Instruction manuals
combine installation, maintenance, overhaul, and illus-
trated parts breakdown manuals.)
AUTOPILOT EQUIPMENT MANUALS
The following manuals are available for the AP-104 auto-

pilot system:
1. Pilot’s~uide, 523-0759526
2. Maintenance and Installation Manual, 523-0759319
A. IfilA-1B trim coupler
Unit Instruction Manual, 523-0756021
B. 161F-1 airdatacoupler
()vorhaul and Illustrated Parts Breakdown
Manual, 52~-0759318
C. :’,321)-11 verticalgyro(dual)
Maintenance Manual, 523-0757988
Manual, 523-0757989
D. 332(;-2yaw rategyro
Instruction and Overhaul Manual,
523-0755240
Illustrated Parts Breakdown Manual,

523-0756052
E. :~X4C-3B primaryservoand 351B-3servomount

523-0756054
Overhaul Manua1,523-0755470
F. :~rlT,A-´•l I~ two axis rate sensing unit

Instruction anti Overhaul Manual,
52H-(3755240

r,2:~-()7f,6054
G. ::4r,(:-2A acceleration sensor
()verhaul Manua1,523-0760121
170322-00-00 1
Page
0 COPYRIGHT, 1986 BY SABRELINER CORPORATION Oct 31/86
NA-69-420
MAI~TENANCE MA~I!AI,
AUTOPILOT AND FLIGHT

DIRECTOR MODE LI;HTS --7 1 rz~ r FLIGHT DIRECTOR
MODE LIGHTS
I\ I I
1TLhl
AUTOPILOT TRIM I--
AUTOPILOT CONTROL AND
INDICATOR PANEL FLIGHT DIRECTOR PANELS
;Sii
POI
PRIMARY SERVO
(RUDDER)
PRIMARY SERVO I PRIMARY SERVO

(AILERON) I_ (ELEVATOR)
TWO AXIS RATE

SENSI~G UNIT
ACCELERATION
STA
SENSOR
1(16 O
O
srn
,,3
Z,
STA
STA
YAW RATE
~J CYRO
NO. 1 VERTICAL GYRO
NO. 2 VERTICAL GYRO
AIRDATA "AUTOPILOT
COMPUTER AMPLIFIER
TRIM AIR DATA

COUPLER’ COUPLER
511~-751´•2
Fiaure 22-00-1 Autopilot System Unit Locations S/N 370-1 and Suhs
(70)22-00-00
Pag~e 2
Oct 31/86 o COPYRIGHT, 1986 BY SABREL\NER CORPORATION
NA-69-420
MAIIV’I’ENANCE MANUAL
AUTOPILOT
CHECKING AUTOPILOT SERVO

TOR&UE ADJUSTMENTS
The autopilot primary servos are set at the proper torque
values when initially installed. Should it become neces-
sary to replace any of the servo units, the torque values
will have to be adjusted.
Adjust primary servo torque settings as follows:
r. Apply 28 VDC power to pin "A," and ground pin "B"

of servo electrical connector (MS3102A-10SL-3P),
2. Ilock gears by inserting screwdriver into hole pro-
vided in servo.
X. Using a calibrated torque wrench, certified to 1-1/2

inch-pound accuracy, apply a very slow pull on
torque wrench, and check that clutch breakout is at
the following values:
A. Aileron servo 65 (f2) inch-pounds
B. ISlevatorserva 130(f2)inch-pounds
C. Rudderservol75(f2) inch-pounds
4. If val u e is not withi n preceding limits, adjust break-
out torque in accordance with Collins Autopilot
Maintenance and Installation Manual, 523-0759319.
5. After adjustment is completed, identify channel

("AII,," "ELE," or "RUD") and record torque setting
on name plate of unit.
g~ Refer to chapter 27 for Autopilot System cable

tensions.
(70122-00-01
n’age 201/202 Blank
COPYRIGtlT, 1986 BY SABRELINER CORPORATION Oct 31/86
NOTICE
The following information applies

to NA 265-80 airplanes only.
NA-69-420
MAIN’I’I~IVANCE MA~IUAI,
CHAPTER 2~
AUTOPILOT
TABLE OF CONTENTS
Suhject Chapter/Section/Subject Page

Autopilot 22-00-00
General..................................................................................... 1
Autopilot Equipment Manuals 1
Checking Autopilot Servo Torque Adjustments 201
JT
(80]22-CONTENTS
Page 1/2 Blank
0 BY SABRELINER CORPORATION
COPYRIGHT, 1986 Oct 31/86
NA-69-420
MAINTENANCE MANUAL
CHAPTER 22
AUTO PI LOT
THIS CHAPTER HAS BEEN ADDED
Chapter/
Section Page Date
22-L.E.P. 1/2 Oct 31/86
BE-CONTENTS 1/2 Oct 31/86
22-00-00 1* Oct 31/86

2" Oct 31/86
22-00-01 201/202 Oct 31/86
The aster´•isk indicates pages revised, added, or deleted by the current revision.
(80)22-L.E.P.
Page 1/2 Blank
o
COPYRIGHT, 1986 BY SABRELINER CORPORATION Oct 31/86
NA-69-420
MAIN’I’E:NAN<’E MANIT.L\I,
AUTOPILOT
GENERAL H. 614E-5A autopilotcontroiler

A Collins FCS-105 autopilot system is installed in the Overhaul and Illustrated Parts Breakdo~n
airplane and is inteffrated with a Collins FD-1OSZ flight Manual, 523-0762796
director providing visual displays on the pilot’s instru-
I. 590B-2airspeed sensol´•
ment panel. The Collins autopilot system uses electrically
operated servos, mechanically linked to the flight control Maintenance and Illustrated Parts Break-
system. Location of the autopilot components is shown in down Manual, 523-07:,8589
Figure 22-00-1.
For´• i n form ation concern i ng i nstallation, operation, main-
tenance, and trouble shooting of the equipment, refer to
the manuals listed in par´•agraph 2. (Instruction manuals
combine installation, maintenance, overhaul, and illus-
tr´•alcd I,ar´•ts t,rcak~lown mannnls.)
AUTOPILOT EUUIPMENT MANUALS

The following manuals are available for the FCS-105
autopilot system:
i. Pilot’sGuide, 523-0763450
2. Instruction Book,523-0762755
A. 161E:-2A modecoupler
Maintenance and Illustrated Parts Break-
down Manual, 523-0762683
B. 332D-l1A verticalgyro(dual)
Manual, 523-0757989
C. 5fi2C-8A yaw damper
Manual, 523-0762918
I). ::::4(:-6I I,rimary servo and 351B-6B/7C
servo mount
()verhaul and Illustrated Parts Breakdown

Manual, 523-0672690
E, r,62A-5M5 flightcomputer
Maintenance and Illustrated Parts Break-
down Manual, 523-0763110
F. 5fi2C-fj autopilotamplifier
OverhaulManual, 523-0764051 (Volume 1)
Illustrated PartsBreakdown Manual,
527-0770027 (Volume 2)
G. 590A-3H airdatacontrol

Manual, 523-0764343
I Icr
IQ ~rA1
(80122-00-00
Page 1
o
COPYRIGHT, t 986 BY SABRELINER CORPORATION Oct 31/86
NA-69-420
MAIIVTENANCE MA.UUAL
AUTOPILOT AFID FLIGHT

DIRECTOR MODE LIGHTS 1 IZ~ Y 1~ FLIGHT DIRECTOR
MODE LIGHTS
AUTOPILOT TRIM AUTOPILOT CONTROL AND

INDICATOR PANEL --C_ I FLIGHT DIRECTOR PANELS
/i/
PRIMARY SERVO
(RUDDER)
I PRIMARY SERVO
PRIMARY SERVO
(AILERON) n (ELEVATOR)
AIRSPEED SENSOR
O
rr*
~3
YAW DAMPER
sT
sTn
NO. 1 VERTICAL GYRO

NO.PVERTICALGYRO
AUTOPILOT
AMPLIFIER ‘FLIGHT
COMPUTER
MODE AIR DATA
COUPLER CONTROL
dr Figure 82-00-1 Autopilot System Unit Locations S/N 380-1 and Subs
1age 280122-00-00
NA-69-420
MAIK1’ENANCE MANUAL
AUTOPILOT
H E(: K IN(; A U’I’OI)I I,OT SE RVO

’I’()RQUE AI).IIISTMEN’I’S
Refer to Collins Service Information Letter 3-75,R2
any service or adjustments to the autopilot.
(1 1/15/76) for
To order, contact: Collins General Aviation Avionics Division

Attn: Service Parts Order Administration
1100 Hibiscus, m/s 310-100
PO Box 1060
Melbourne, FL 32901
TELEPHONE: (800) 327-0854
(305) 768-7230 (West Coast)

(305) 768-7236 (Midwest)
(305) 768-7232 (East Coast)
TF~LEX: 671-3069
JT
180)22-00-01
Page 201/202 Blank
c COPYRIGHT, 1986 BY SABRELINER CORPORATION Oct 31/86
CHAPTER
COMMUNICATIONS
NA-69-420
MA~NTENANCE MANUAL
CHAPTER 23
COMMUNICATIONS
TABLE OF CONTENTS
Sub;ject Chapter/Section/Subject Page

Communications 23-00-00
Description and Operation 1
General 1
Communications Equipment Manuals 1
StaticI)ischarger 23-60-00
Description 1
General 1
Removing Static Discharger 401
Installing Static I)ischarger 401
Installing Static Discharger Retainer(s) 401
Checking Static Discharger for Resistance 601
Checking Static Discharger for Possible Replacement 601
Repair H.F. Comm. Antenna (Wing To Nacelle) 602 1
23-CONTENTS
Page y2 Blank
0 COPYRIGHT, 1 993 BY SABRELINER CORPORATION Nov 12/93
NA-69-420
MAINTENANCE MANUAL
CHAPTER 23
C OMMUNI[CTIONS
Chapterl
Section Page Date
23-~.E.P. 1" Nov 12/93

8&CONTENTS 1/2 Nov 12/93
23-00-00 1 Mar u70
2 Mar 1/70
23-60-00 1 Mar 1/70
23-60-01 401/402 Oct5/92
403 Mar15/83
404 Mar15/83
405/406 Mar 15/83
601 Marl/’lO
Added 602 Nov 12/93
Added 603/604* Nov 12/93
23-L.E.P.
Page y2 Blank
SA B R E L1 N E R
MAINTENANCE MANUAL
COMMUNICATIONS DESCRIPTION AND OPERPITION
i. General
The communication system consists of dual Collins Airborne Master Audio

Control Centers and Collins VHF dual transceivers.
The intercommunication system provides a means of transceiver selection and

communication between the pilot and copilot and the passenger compartment.
The VKF system provides airplane-to-ground and airplane-to-airplane communi-

cation. For information concerning the maintenance and operation or these
systems, the following manuals are available:
2. Communications Equipment Manuals
A. 618M-2D VHF Transceiver
Maintenance and Installation Manual 523-0758 989
Overhaul and Illustrated Parts Breakdown Manual 523-0758 990
B. 346B-3 Airborne Master Audio Control Center
Maintenance and Installation Manual 523-0756 760
Overhaul and Illustrated Parts Breakdown Manual 523-0756 882
Mar 1/70 g3-oo-o

Page 1
ZJABRgLINER
MAINTENANCE MANUAL
NO. t mr CORN CONTROL PANEL .Z mF CORN CONTROL PANEL
PltOl AUDIO ,COPILOT AUDIO

CONTROL PANBL~ I I I COIIIROLPANEL
F´•’:
3
NO. 1 VHF ANTENNA
o~O
NO.ZVHPANfENNA
NO.I*UOIOC~HTROL
’O
CENTER (TOP)
NO. 1 VHF
IRWICEIYER\
~ia1
2 AUDIO CONTROL
CEHtER(BOTTOM)
HO. ZVHF
TRANSCEIVER
11)0-1-11´•1
Zocation
Cownunication System Unit Mar 1/70
Fi~ure 23-00-1
23-00-0
Page 2
,e ABR FILI N ER
MAINTENANCE MANUAL
STATIC DISCHARGER DESCXIPTION
i. General
I
Precipitation static is dissipated by static dischargers. Static dischargerg

are installed on the aft end or the two Lightning diverter rods attached to
the art end of the fuselage rear section, one above and one below the flreL
)vent outlet. Static are also installed on thehoTizontal stabil-
izers, elevators, vertical stabilizer, rudder, and wing tips.
I~"Z
~iIar 1/70
Page I
NA-69-420
MAINTENANCE MANUAL
STATIC DISCHARGER
1MAINTENANCE PRACTICES
REMOVING STATIC DISCHARGER NOTE
Procedure No cracks shouldbe visible ifairplane surface
1. Remove AN565B615 setscrew from end of

does not exactly conform to mounting base.
retainer.
9. Allow adhesive to cure at one of the following
2. Lift static discharger from retaining recess. intervals:
a. 75"Ffor 24hours
INSTALLING STATIC DISCHARGER
b. 120"Ffor 4 hours
Procedure
c. 150’F for 1 hour
1. Positionstatic dischargerinrecess.
d. 200"F for 1/2 hour
2. Install setscrew in threaded hole.
10. Apply af~lletofsealingcompound around entire
3. Check that static discharger is firmly mounted
and rigid. edge of mounting base. Use Product Research
and Chemical Corporation (Burbank, CA) seal-
INSTALLING STATIC DISCHARGER ing compound (PRC-341).
RETAINER(S)
IProcedure Rudder and elevator may need
i. Mark location of discharger retainer(s) on air- rebalancing
plane surface. Do not exceed 0.09 inch between after reinstallation of static discharger
trailing edge discharger retainers and trailing retainer(s).
edges.
NOTES
2. Remove all foreign material, including paint,
Rivers must be installed after sealant has
from airplane surface and bottom ofdischarger
cured to insure electrical bond between
retainer(s).
retainerand trailing edge skin thru rivets.
8. Clean airplane surface and bottomofdischarger
retainer(s) with MEK, Acetone, or equivalent. ~seapplicableporlion ofl;igure23-60-I
4. Mix resin and hardener thoroughly until mix- for rivet installation.
ture is smooth. Use Dayton-Granger, Inc. adhe-
sive kit (P/N 15348). 11. Drill rivet holes using an 1/8 in. (0.125) drill.
12. Install flush head rivets (NAS 1399B4-2) as
NOTE required.
Pot life of adhesive after mixing is one to two 13. Refinish surface per procedures in the Corro-
hours at 70"F. sion Control Manual, Report No. SR-76-023.
5. Clean both areas to be bonded with 400 to 600

grit silicone carbide paper. Clean until all oxide
is removed.
6. Apply a coat of adhesive cement to cleaned
surfaces within five minutes after completion of
step 5.
7. Position retainer and conductive gasket, P/N
16181, on surface and twist slightly while apply-
ing moderate pressure.
8. Remove excess adhesive, except for a fillet,
around the entire surface of mounting base with
a clean cloth dampened with trichloroethylene.
23´•60-01
Page 401/402 Blank
Q COPYRIGHT, 1992 BY SABRELINER CORPORATION Oct 5/92
NA-69-420
MAINTENANCE MANUAL
2.5 IN.
1.25 IN.
0.062 IN´•
FWD
t
0.157 IN. 1\1 RIVET
/four reqd)
0.625 IN.
0.062 IN.
RIVET
(four reqd)
1.0 IN.
0.187 IN.
R(VET
T 0.25 IN.
(four reqd)
1.0 IN.
It 1.0 IN.
0.75 IN.
0.812 IN.
WING TIP
(LH SHOWN)
1T
Installation of Static Discharger Retainers

Figure 23-60-1 (Sheet 1 of 3) 23-60-1
Page 403
0 COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAI, Mar 15/83
NA-69-420
MAINTENANCE MANUAL
0.625 IN.
1.0 IN.
0.187 IN.
0.062 IN.
24.00 IN.
RIVET
(four reqd)
tnm18
FWD
THIS RETAINER
INSTALLED ON 18.00 IN.
BOTTOM SURFACE
RIVET
(four reqd)
RIVET
(four reqd)
J\j
0.062 IN.
0.187 IN.
0.25 IN.
0.812 IN.
0.812 IN.
1.203 IN.
0.75 IN.
ELEVATOR
(LH SHOWN)
Installation of Static Discharger Retainers

23-60-1 Figure 23-60-1 (Sheet 2 of 3)
Page 404
NA-69-420
MAINTENANCE MANUAL
PICK UP
EXISTING
HOLES
0.062 IN.
0.187 IN.
RIVET
0.625 IN. 0.875

(foU’ reqd)
IN.
18.00 IN.
(FM)I
FWD
0.625 IN.
0.062 IN.
0.187 IN.
Pf
1.0 IN.
THIS RETAINER
RIVET
INSTALLED ON
RH SIDE OF RUDDER
(four reqd)
26.00 IN.
0.062 IN.
0.625 IN.
0.187 IN.
(four reqd)
1.0
IN.
VERTICAL STABILIZER
AND RUDDER
(LH SIDE SHOWN)
23-60-1
Page 405/406 Blank
0 COPYt~IGHT, 1983 BY ROCKWELL INTERNATIONhL Mar 15/83
SAE3R El LI N E R
MAINTENANCE MANUAL
i. Checking Static Dischasgers for Resi~tance
A. With a megohmmeter, measure resistance of static dischargers between
discharger pin and airplane structure; and replace the ones that are not
within tolerance as shown in the following schedule:
LENGTH I DISCHARGER TOLERANCE
Long NFD-~10-LO11 (trailing) 8 to 100 megohms
Short NFD-611-1008 (tip) 5 to 60 megohms
CAUTION: USE TEST CLIPS WITH CARE, AS DISCWARGER POINTS MAY BE EASILY
BENT OR DAMAGED.
B. On any discharger retainers that show any evidence of cracking or burning,

or which have been reinstalled, check that resistance of adhesive bond be-
tween retainer and airplane structure is less than 0.5 ohm. Check condi-
tion of sealant covering adhesive bond lines. Repair as necessary and
reseal if any exposed areas are noted.
2, Checking Static Dischargers for Possible Replacement
A. The following discrepancies are cause for replacement or the static

dischargers:
(1) Broken pins (broken plastic guards do not affect performance).
(2) Blunted or bent pins. Check as if pin were a phonograph needle.
(3) Lightning damage burning and roughening of the discharger black

conductive coating and/or pitting of the discharger retainer. Re-
sistance tolerances must be lower than the tolerances noted in
paragraph 1.
(4) Excessive erosion or peeling of the tip cap. Leading edge erosion
of the airfoil tip dischargers should not extend back over more
than one-third the width or the discharger.
Mar 1/70 23-60-1

Page 601
NA-69-420
MAIVTENANCEMANUAL
MAIINTENANCE PRACTICES (Continued)
RJEPAIR H.F. COMM. ANTENNA (WING TO 6. Subtract .65 inch from this total antenna mea-
NACELLE) surement and mark cable for swage ball position.
7. Remove tape marking place where cable enters
Equipment/Tools nacelle door. Apply silver solder to an area of the
cable extending 1 inch to either side of the mark
Torch-appropriate for Silver Solder application (See Figure 23-60-1)
Kearney Type I portable Swaging Tool (or equiva- 8. Threadcablethrudoor, andthrutensionerassy.
lent) 9. Swage ball into position (See Fiffure 23-60-1)
Consumables
using Kearney 5pe I portable Swaging Tool (or
equivalent.)
1 ea. MS20664C4 Ball 10. Crimp MS25036 Terminal Lug on cable end,
after correct cable length has been determined.
1 ea. MS25036-12 Terminal Lug
11. Install Terminal Lug on nut plate provided in
48 in. 1/8" Diameter, 6 x 19, Phosper Bronze-Fiber nacelle.
Core Cable
12. Install Nacelle Door.
1 ea. .032 Phosphor Bronze Sheet Mat’l: Comp A,
Cond: Soft QQ-B-750 (See Figure 23-60-1).
Solder MIL-S-45743.
Procedure
NOT~
Tltis repair is to be made only ifa d
incites of un-frayed cable ren~ains:
nteasaredfront tlte wing mast Lead to tlte poi~rl
ofsplice.
1. Silver solder broken end of cable and mating end

of replacement cable to prevent fraying and un-
winding when cut.
2. cable ends to accept splice.
During soldering, care sltould be taken to avoid

excessive keating Lat ntay dantagefiber core of
cable.
3. Mate cable ends within splice and solder in place.

Check splice with Milliohmeter for resistance.
Load test cable (See O on Figure 23-60-1)
4. Thread loose cable end thru hole in nacelle door
assy. Pull cable as tight as possible and mark
where it enters nacelle door with a turn or two of
narrow masking tape.
5. Remove nacelle door from nacelle. Determine
length of cable, from the taped mark, required to
accommodate the tensioner assy (60M-144-2797-
035) See Figure 23-60-1.
23-60-01
page 602
Nov 12/93 (O COPYRIGHT. 1993 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCEMANUI´•~L
ANTENNA (REF)
MS25036-12 TERMINAL LUG

1REQD
TO BE CRIMPED ON INSTL
NACELLE
DOOR (REF)
MS20664C4 BALL
1REQD
ii
(MAGNIFIED)
2.00"
TENSIONERASSY
WASHER
SOLDER ANTENNA
WIRE IN THIS AREA
PER Mll-S´•45743
VIEW LKG AT NACELLE DOOR
NACEUE
OCABLE 1 REQD DOOR (REF)
1/8 DIA, 6X19, PHOSPHOR BRONZE, FIBER CORE,
LENGTH TO BE DETERMINED ON INSTL
MAY BE PURCHASED FROM:

McMASTER-CARR, CHICAGO, IL OSPLICE 1 REQD
P/N 3462T21 (SEE DETAIL)
Q SOU)ER PER Mll-S-45743 ~V 48.8´• MIN.

CARE SHOULD BE TAKEN TO AVOID
EXCESSIVE HEATING THAT MAY DAMAGE
FIBER CORE OF CABLE. SPLICE TO BE
CHECKED WITH A MILLIOHMETER FOR
C
RESISTANCE WITH ONE END OF
ANTENNA FREE AND PROBES SET
WITH 14 INCH OF SPLICE MAX. ALLOW-
ABLE RESISTANCE.001 OHM. SPLICE
SPLICE O
TO BE CHECKED FOR STRENGTH
BY LOAD TESTING TO 150 LBS. 6’ MIN. .03 .13 ID
El MAY BE PURCHASED FROM:

SABRELINER CORPORATION,
UNFRAYED
F------~
_Je
P/N RS60275-003
.032 THK PHOSPHOR BRONZE SHEET

MATL: COMP A COND: SOFT
TOP OF 00-8-750
WING (REF)
Figure 23-60-1 Repair of H.F. Comm. Antenna
23-60-01
Page 603/604 Blank
CHAPTER
ELECTRICAL
POVVER
NA-69-420
MAINTENANCE MANUAL
CHAPTER 24
ELECTRICAL POWER
TABLE OF CONTENTS

Electrical Power 24-00-00
Description
General. . . . . . . . . . . . . . . . . . . . . . . . . ´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´• 1
AC Generation 24-20-00

AC Power Generation System S/N 370-1 thru -9 1
AC Power Generation System S/N 380-1 and Subs 2
Trouble Shooting, 24-20-01
Removing No. 1 and No. 2 Inverters (Aircraft Without Solid State Inverters) 401
Installing No. 1 and No. 2 Inverters (Aircraft Without Solid State Inverters) 401
Removing No. 1 and No. 2 Inverters (Aircraft With Solid State Inverters) 402
Installing No. 1 and No. 2 Inverters (Aircraft With Solid State Inverters) 402
Removing Instrument Inverter 403
Installing InstrumentInverter 403
Adjusting No. 1 and No. 2 Inverters Output Voltage and Frequency (Aircraft Without
Solid State Inverters 24-20-03 501
Adjusting Instrument Inverter Output Voltage and Frequency 502
Operational Checkout of AC Power Generation System

(Aircraft Without Solid State Inverters) 24-20-04 601
Operational Checkout of AC Power Generat~on System (Aircraft With Solid State Inverters) 602
DC Generation Model NA 265-70 24-30-00

General. . . . . . . . . . . . . . . . ´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´• I
Battery System
DC Generator Systems
DC Generator Overvoltage Protection Systems 2
DC Generator Overcurrent Protection Systems 8
DC Generator Overheat Detection Systems 8
DC Generator Failure Indicating Systems 9
Batteries
DC Generators
DC Generator Reverse-current Relays 10
DC Generator Field Control Relays 10
DC Generator Loadmeters
Trouble Shooting. 24-30-01
401
Checking, Cycling and Repairing Battery
Battery Vent System Servicing 402
Electrical Power Distribution Box Relay 403
DC Starters/Generators
DC Generator Brush
24-30-03 501
Testing Battery System
Testing DC Generator System
Starter/Generator Shaft Splines S/N 370-2 thru -6, -8, and -9 601
Inspect
24-CONTENTS
Page 1
a COPYRIGHT, 1989 BY SABRELINER CORPORATION Jun12/89
NA-69-420
MAINTENANCE nllANUAL

DC Generation Model NA 266-80 24-30A-00
General..............~.....................................t................................ 1
Battery System Airplanes Without SOK 17 1
Battery System Airplanes With SOK 17 2
Battery Temperature and Control System S/N 380-1 thru -24 Without S/B 74-22 7
Battery Temperature and Control Systems S/N 380-1 thru -24 with S/B 74-22 and
380-25 and Subs.
DC Generator Systems
Generator Control Unit(GCU)
Generator Feeder Protectors
Generator Switch/Circuit Breaker 11
DC Generator Overheat Detection Systems 11
DC Generator Failure Indicating System 12
DC Generator Voltmeter
Batteries i
DC Generators
DC Generator Reverse-current Relays 13
DC Generator Loadmeters
Trouble Shooting. 24-30A-01
Maintenance Practices 24-30A-02
Checking, Cycling and Repairing Battery 401
Servicing Battery Vent System 408
Nickel-Cadmium Battery Inspection 409
Battery Maintenance Following An Overtemperature Condition 410
Removing DC Starter-Generator 412
Installing DC Starter-Generator 412
Adjusting DC Generator System Output Voltage 414
Removing Electrical Power Distribution Relays 418
Installing Electrical Power Distribution Relays 419
Removing and Installing Feeder Protection Relays (Station 150) 419
Replacement of Battery Temperature Sensors 420
Checking Battery Temperature Sensor Resistance 422
DC Starter-Generator Brush Inspection 424
DC Starter-Generator Brush Run-In 424
Removing Starter-Generator Inner Shaft 430
Installing Starter-Generator Inner Shaft 431
Testing Battery System 24-30A-03 501
Testing DC Generator System
Operational Checkout of Battery Temperature System 503
I Inspect Battery Ground Cables/Bolts (S/N 380-1 and Subs) 601
External Power 24-40-00

External Power System
Electrical Load Distribution 24-50-00

AC Load Distribution System
DC Load Distribution System S/N 370-1 and Subs 1
Essential Bus Circuit Breaker Out Caution Light and Test System (S/N 370-1 thru -9
Changed by S/B 75-20)
DC Load Distribution System S/N 380-1 and Subs 2
Check-out of Essential Bus Circuit Breaker Out Caution Light System
S/N 370-1 and Subs changed by S/B 75-20 24-50-02 401
Essential Bus 28VDC Circuit Breaker Functional Check
S/N 370-1 and Subs Not Changed by S/B 11 403
Removal and Installation of Essential Bus Circuit Breaker Out Test Solenoid
S/N 370-1 and Subs Changed by S/B 75-20 405
P6CONTENTS
Page 2
NA-69-420
MAINTENANCE MANUAL
TABLE OF CONTIENTS (Continued)

Electrical Load Distribution (Cont’d) 24-50-00

Checkout of Essential Bus Circuit Breaker Out Caution Light System S/N 370-1 thru -9
´•Changed by S/B 75-20)
Essential Bus 28 VDC Circuit Breaker Functional Check (SIN 370-1 thru -9
Not Changed by S/B 11)
Removal and Installation of Essential Bus Circuit Breaker Out Test Solenoid (S/N 370-1 thru -9
Changed by S/B 75-20)
P4-CONTENTS
o
Page 3/4 Blnnk
I
NA-69-420
MAINTENANCE MANUAL
CHAPTER 24
ELECTRIC POMTER

24-20-0 24-20-1 AC Generation System Equipment Location NA-370 Airplances........ 4
24-20-2 AC Generation System Schematic S/N 370 Airplanes 5
24-20-3 AC Generation System Equipment NA 380 Airplanes 7
24-20-4 AC Generation System Schematic Model NA 265-80 (Without
Solid State Inverters) 9
24-20-5 AC Generation System Schematic Model NA 265-80

(With Solid State Inverters) 11
24-20-2 24-20-6 No. 1 and No. 2 Solid State Inverters 404
24-3-0 24-30-1 DC Generation System Schematic 4

24-30-2 Battery System Schematic 6
24-30-3 Battery Location Diagram 7
24-30-2 24-30-4 Deleted

24-30-5 Deleted
24-30-6 Thermoswitch Type Overheat Detector 415
24-30A-0 24-30A-1 DC Generation System Component Locations 3

24-30A-2 Battery System Electrical Schematic 4
24-30A-3 DC Generator System Electrical Schematic 5
24-30A-4 Battery Temperature System Electrical Schematic S/N 380-1
Thru -24 Without S/B 74-22 6
24-30A-5 Battery Temperature System Electricl Schematic S/N 380-25 and
Subs and Airplanes With S/B 74-22 9
24-30A-2 24-30A-6 Battery Exploded View 421

24-30A-7 G, E, Starter/Generator Brush Inspection 423
24-30A-8 Correct and Incorrect Brush Fit 425
24-30A-9 Battery Cell Puller 427
24-30A-10 Electrical Equipment Rack 428
24-30A-11 Removing Starter Generator Inner Shaft 432
24-40-0 24-40-1 External Power System Schematic S/N 370-1 and Subs.............., 2
24-40-2 External Power System Schematic Model S~N 380-1 and Subs 3
24-50-0 24-50-1 AC Electrical I,oad Distribution System Schematic 4

24-50-2 DC Electrical Load Distribution System Schematic
S/N,370-1 and Subs 6
24-50-3 DC Electrical Load Distribution System Schematic
S/N 380-1 and Subs 8
24-50-2 24-50-4 Essential Bus Circuit Breaker Out Caution Light and Test System 402
24-50-5 Essential Bus 28VDC Circuit Breakers 406
24-ILLUS.
Page 1/2 Blank
0 COPYRIGHT, 1989 BY SABRELINER CORPORATION dun 12/89
NA-69-420
MAINTENANCE MANUAL
CHAPTER i4
ELECTRICAL POWER
Chapterl Chapter/
24-L.E.P. 1" Nov 12/93 24-30-00 (Cont’) 9 May 15/81
2 ~Y Nov 12/93 10 May 15/81
21 May 15/81
BE-CONTENTS 1 Aug 1/86
12 May 15/81
2 Jun 12/89
3/4 Aug 1/86 24-30-01 101 Mar 1/70
1/2 Mar 15/83
202 Mar 1/70
24-ILLUS.
103 Mar 1/70
24-00-00 1 Mar 1/70 104 Mar 1/10
24-20-00 1 Oct 11/76 24-30-02 401 Mar 15/83
2 Oct 11/76 402 Mar 15/83
3 Jul 6/73 403 Mar 15/83
3A Oct 11/76 404 Mar 15/83
4 Jul 6/73 405 Jun 12/89
516 May 15/81 406 Jun 12/89
718 May 15/81 407 Mar 15/83
9/10 May 15/81 408 Mar 15/83
11/12 Mar 15/83 409 Mar 15/83
24-20-01 101 Mar 1/70 410 Mar 15/83
102 Jul 6/73 24-30-03 501 Mar 1/10
103 Jul 6/73 502 Mar 1/70
104 Jul 6/73 503 Mar Y70
105 Mar 1/70 601/602 Sep 2/88
24-20-02 401 Jul 6/73 24-30A-01 1 May 15/81
402 Jul 6/73 2 May 15/81
403 Oct 11/73 3 May 15/81
404 Jul 6/73 4 May 15/81
24-20-03 501 Jul 6/73 5 May 15/81
502 Jul 6/73 6 May 15/81
503 Oct 11/76 7 May 15/81
24-20-04 601 Mar 15/83
8 May 15/81
602 Mar 15/83
9 May 15/81
603 Jul 6/73
10 May 15/81
604 Jul 6/73 11 May 15/81
12 May 15/81
24-30-00 1 May 15/81
2 Mar 1/70 24-30A-02 401 May 15/81
3/4 May 15/81
402 May 15181
5 May 15/81
403 May 15/81
6 May 15/81
404 May 15/81
7 May 15/81
405 May 15/81
8 May 15/81
24-L.E.P.
PageL
Q COPYRIGHT, 1993 BY SABRELINER CORPORATION Nov 12/93
NA-69-420
1MAINTENANCE MANUAL
Chapter/ Chapter/
24-30A-02 (Cont’d) 406 May 15/81 24-50-02 401 Oct 11/76
407 May 15/81 402 Oct 11/76
408 May 15/81 403 Oct 11/76
409 May 15/81 404 Oct 11/76
410 May 15/81 405 Oct 11/76
411 May 15/81 406 Oct 11/76
412 May 15/81 407 Oct 11/76
413" Nov 12/93
414 May 15/81
415 May 15/81
416 May 15/81
417 May 15/81
418 May 15/81
419 May 15/81
420 May 16/81
421 May 15/81
422 May 15/81
423 Sep 2/88
424 Sep 2/88
425/426 Sep 2/88
427 May 15/81
428 May 15/81
429 May 15/81
430 May 15/81
431 May 15/81
432 May 15/81
24-30A-03 501 May 15/81
502 May 15/81
503 May 15/81
504 May 15/81
601/602 Jun 12/89
24-40-00 1 Sep 2/88
2 Sep 2/88
3/4 Sep 2/88
24-50-00 1 Sep 2/88
2 Sep 2/88
3 Sep 2/88
4 Sep 2/88
5 Sep 2/88
6 Sep 2/88
7 Sep 2/88
8 Sep 2/88
24-L.E.P.
Pagee
SABRE LINER
MAINTENANCE MANUAL
ELECTRICAL POWER DESCRIPTION
i. General
The electrical power systems comprise the ac generation, de generation,

external power, and electrical load distribution (ac and de).
The ac generation system is made up of a No. 1 inverter, a No. 2 inverter,

an instrument inverter, and the necessary relays and controls to provide
regulated ac power for use in variouS~
systems. (For more detailed. informa-
tion, refer to text covering description and operation of this system.)
The generation system supplies de power for use throughout the airplane.
de
During normal operation, this power is furnished by two de generator sys-
tems. During an emergency, a limited amount of de power is supplied by the
battery system. (For more detailed information, refer to text covering des-
cription and operation of this system.)
The external power system consists of an engine start external power recep-
tacle, a utility external power receptacle, an external power cutout relay,
and necessary relays and control circuitry. ~No provision is made for the
application of ac external power. (FoS more detailed information, refer to
text covering description and operation of this system.
The electrical load distribution systems (ac and de) are made up of busses,
tie-in and control switches, and circuit breakers to provide control
relays,
of the distribution of power to the using systems. (For more detailed infor-
mation, refer to text covering description and operation of these systems.
Mar 1/70 24-00-0

Page 1
SABRE LINE Fil
MAINTENANCE MANUAL
AC GENERATION DESCRIPTION AND OPERP~TION

i. AC Power Generation System NA-370 Airplanes
The ac system consists or a 2500-volt-ampere No. 1 inverter,

power electrical
a 2500-volt-ampere No. 2
inverter, a 750-volt-snrpere instrument inverter, an
inverter change-over control relay, an sc transfer relay, and associated
failure relays and control circuitry. (See figures 24-20-1 and 24-20-2.)
During normal operation ("INVERTER" switch at NO. i), the No. 1 inverter
supplies delta-connected sc power to all or the ac-operated equipment in the
airplane. Should the No. 1 inverter rail during normal operation, the in-
verter change-over control relay automatically selects the No. 2 inverter.
Manual selection or the No. 2 inverter is done by placing the "INVERTER"
switch at NO. 2. When selected (either manually or automatically), the No. 2
inverter also supplies delta-connected sc power to all or the sc-operated
equipment in airplane.the Should the No. 2 inverter then rail, the instru-
ment inverter will be automatically started to supply delta-connected ac
power to the primary (instrument) and secondary se busses.
EIOTE: The 2500-volt-ampere inverters may have been replaced with 3000-volt-
ampere inverters.
The No. 2 inverter and instrument inverter also provide sc power to the wind-
shield anti-icing system. During normal operation, when the No. 1 inverter
is powering the airplane sc distribution system, the No. 2 inverter powers
the windshield anti-icing system. If the No. 1 inverter should rail and the
No. 2 inverter is required to power the airplane systems, the automatic
change-over occurs, causing the No. 2 inverter to power the airplane systems
and the instrument inverter to power the windshield anti-icing system to one
windshield only, depending upon the position or the selector switch. Also
any time the No. 2 inverter is selected by the "INVERTER" switch, while the
windshield anti-icing syste~n is on, the instrument inverter will start auto-
matically to power the windshield anti-icing system. The No. 2 inverter can
be turned on either by the "INVERTER" switch or by the "FWD WSHIELD" switch.
During normal operation, the "INVERTER" switch is at NO. i. (See figure

24-20-2.) This connects de power to the "SW" terminal on the inverter
change-over control relay. The "SW" terminal. routes the de power to the
No. 1 inverter power relay coil, through a set or normally closed contacts
on the K3 relay inside the inverter change-over control relay. (The control
relay contains three relays. They are referred to as K1, K2 and K3 for
identification purposes.) The energized No. 1 inverter power relay connects
essential bus power to the No. 1 inverter, which becomes operational and
produces delta-connected sc power to the essential A-phase bus and the
instrument bus, through normally closed contacts on the sc transfer relay.
When a No.
1 inverter power failure occurs, or when the A-phase output volt-
age or the No. 1 inverter drops below 90 volts ac, K1 relay inside the invert-
er change-over control relay becomes de-energized. When de-energized, K1
relay connects de power to the heater element through normally closed contacts
of the K3 relay. Heat from the heater element actuates the thernoswitch
after a delay or about 5 seconds. When actuated, the thermoswitch connects
de power to the coil or the K3 relay, and to the coil of the ac
24-20-0
Oct 11/76 Page 1
SA B R E LI N 3E R
MAIN+ENANGE MANUAL
transfer control relay. The energized K3 relay locks itself

energizei in the
position and at the same sc time relay.
locks in the
When transfer control
locked, the K3 relay also disconnects power from the heater element and from
No. 1 inverter power relay. (Arter about 10 seconds delay time, the ther~mo-
switch contacts open; however, relay K3 remains locked and thereby keeps the
sc transfer control relay energized.) The energized sc transfer control re-
lay connects power to the coil or the sc transfer relay and the No. 2 inverter
power relay, causing these relays to energize.
The energized No. 2 inv’erter power relay connects de power to the No. 2
inverter, which becomes operational. The energized sc transfer relay trans-
I fers the primary (instrument) and secondary bus sc loads to the output of
the No. 2 inverter.
The No. 1 inverter rail relay becomes de-energized when the No. 1 inverter
fails, connecting de power to energize the inverter rail light control relay
and cause the "#1 INV OFF" light to come on.
Should the No. rail, the instrument inverter control relay

2 inverter also
becomes de-energized and connects de power to energize the instrument sc bus
control relay and instrument inverter power relay. The instrument inverter’
becomes operational and its output is directed to the sc instrument bus.
When the No. 2 inverter rails, the No. 2 inverter fail relay is de-energized,
connecting de power to the "#2 INV OFF" light, causing it to come on.
The instrument power fail relay becomes de-energized when the No. 1 or No. 2
inverter fails, and connects de power to the "AC INST PWR OFF" light, illumi-
nating the light.
When the No. 2 or instrument inverter becomes operational, the instrument

power fail relay becomes energized and disconnects de power from the indica-
tor light. The light goes out, indicating that ac power is available on the
sc instrument bus.
When the "INVERTER" switch is placed at NO. 2, de power is connected directly

to the coil of the sc transfer control relay. The sc transfer control relay,
when energized, connects power to the coils or the sc transfer relay and the
No. 2 inverter power control relay. This causes the circuit to operate in
the same previously outlined for the automatic function or the
manner as
No. 2 inverter power

relay, the sc transfer relay, and the instrument power
fail relay. Placing the "IPNERTER" switch at OFF disconnects de power from
the control circuitry and shuts down all inverters. The de-energized No. 1
inverter fail, No. 2 inverter rail, and instrument~power rail relays will
connect de power to the "#1 INV OFF", "Ar2 INV OFF", and 1’AC INST PWR OFF"
lights, causing them to come on.
2. AC Power Generation System NA-380 Airplanes
The sc power electrical system consists or a 3000-volt-ampere No. 1 inverter,

a 3000-volt-F~mpere No. g inverter, a 750-volt-RlnPere instrument inverter, an
inverter change-over control relay, an sc transfer relay, and associated
failure relays and control circuitry. (Earlier airplanes may have 2500-
volt-ampere No. 1 and No. 2 inverters.) (See figures 24-20-3, 24-20-4 or
24-20-5.)
24-20-0
Oct Ilj?~
page 2
SABRE LINER
MAINTENANCE MANUAL
During normal operation (with’either engine operating or external electrical

power applied to airplane and the "fNVERTER" switch at NO. i), the No. 1
inverter supplies (delta-connected") sc power to all or the ac-operated
equipment in the airplane. Should the No. 1 inverter rail during normal
operation, the inverter change-over control relay automatically selects the
No. 2 inverter. Manual selection of the No. 2 inverter is done by placing
the "INVERTER" switch st NO. 2. When selected (either automati-
cally), the No. 2 inverter also supplies (delta-connected" manpower
to rolla
of the ac-operated equipment in the airplane. Should the No. 2 inverter fail,
the instrument inverter will be automatically started to supply delta-connect-
ed sc power to the sc primary bus.
The No. 2 inverter and instrument inverter also provide sc power to the wind-
shield anti-icing system. During normal

operation, when the No. 1 inverter
is powering the airplane sc distribution system, the No. 2 inverter powers
the windshield anti-icing system. If the No. 1 inverter should fail and the
No. 2 inverter is required to power the airplane systems, the automatic
change-over occurs, causing the No. 2 inverter to power the airplane systems
and the instrument inverter to power the windshield anti-icing system to one
windshield only, depending upon the position of the selector switch. Also,
any time the No. 2 inverter is selected by the "TNVERTER" switch while the
windshield anti-icing system is on, the instrument inverter will start auto-
matically to power the windshield anti-icing system. The No. 2 inverter can
be turned on either by the "INVERTER" switch or by the "FWD WSHIELD" switch.
With external, electrical power applied to the airplane or either de generator

operating (see figure 24-20-2), when the "INVERTER" switch is positioned at
NO. i, 28 VDC power is routed to the "SW" terminal on the inverter change-
over control relay (CNS08). From the switch terminal, electrical power is
routed thkrough the closed K3 and K1 contacts which energizes relay K2 and
the No. 1 inverter power relay (K1067) coil. When relay K2 is energized,
inverter sc power is routed to the sc sensitive relay K1 which is then
energized and in turn removes power R´•om the heater circuit. The No. 1
inverter is now operational and supplies sc power to the primary and second-
ary buses.
When a No. 1 inverter power failure occurs,

when the output voltage or
or
the No. 1 inverter relay K1 tan sc sensitive relay)

drops below 90 volts sc,
inside the inverter change-over control relay becomes de-energized. When
de-energized, relay K1 connects de power to the heater element through
normally closed contacts or the K3 relay. Heat from the heater element
actuates the thermoswitch after a delay or about 5 seconds. When actuated,
the thermoswitch connects de power to the coil or the K3 relay, and to the
coil of the No. 1 sc transfer control relaJr (K1051). The energized K3 relay
locks itself in the energized position and at the same time locks in relay
K1051. When locked, the K3 relay also disconnects power from the heater
element. After about 10 seconds delay time, the thermoswitch contacts open;
however, relay K3 remains locked and thereby keeps relay K1051 energized.
The energized No. 1 sc transfer control relay connects power to the coil or
the sc transfer relay (K600) and the No. 2 inverter power relay (K1225),
causing these relays to energize.
"Airplanes without solid state inverters
Jul 6/73 24-20-0

Page 3
SA B R LINER
MAINTENANCE MANUAL
The energized No. 2 inverter power relay (K1225) connects de power to the
No. 2 inverter, which becomes operational. The energized ac transfer relay
(K600) transfers the secondary (A-phase") bus and primary (A and 0-phase")
bus sc loads to the output of the No. 2 inverter.
The No. relay (K646) becomes de-energized when the No.

1 inverter fail 1
inverter rails, connecting de power to the "#1 INV OFF" light which
illuminates the light.
Should the No. 2

inverter also fail, the instrument inverter control relay
(K1003) becomes
de-energized and connects de power to energize the instru-
ment sc bus control relay (K100s) and instrument inverter power relay (K1066).
The instrument inverter becomes operational and the API output is routed to
the primary bus.
When the No. 2 inverter rails, the No. 2 inverter rail relay (K1004) is de-
energized, connecting de power to the "#2 INV OFF" light, causing it to
come on.
The instrument power fail relay. (K602) becomes de-energized when the No. 1
or No. 2 inverter rails, and connects de power to the "AC INST PWR OFF"
light, illuminating the light.
When the No. 2 or inverter becomes operational, the instrument

instrument
power rail relay energized
becomes and disconnects de power from the indica-
tor light. The light goes out, indicating that sc power is available on the
sc primary bus.
When the "INVERTER" switch is placed at NO. 2, de power is connected directly

to the coil or the No. 1 sc transfer control relay (K1051). The No. 1 sc
transfer control relay (K1051), energized, connects power to the coils

when
or the sc transfer relay (K600) and the No. 2 inverter power control relay
(K1225). This causes the circuit to operate in the same manner as pre-
viously outlined for the automatic function of the No. 2 inverter power re-
1a3r, the sc transfer relay, and the instrument power fail relay. Placing
the "INVER~CER" switch at OFF disconnects de power from the control circuitry
and shuts down all inverters. The de-energized No. 1 inverter fail, No. 2
inverter fail, and instrument power rail relays will connect de power to the
"#1. INV OFF," "#2 INV OFF," and "AC INST PWR OFF" lights, causing them to
come on.
With the No. 1 and No. 2 inverter (windshield heat selected) operating, and
in the event generator rails,
that a de the No. 2 inverter will fail. When
the No. 2 fails, the No. 2 inverter fail control relay (K1228)
inverter
energizes. With relay K1228 energized, the instrument inverter power relay
(K1006) is energized, subsequently energizing’the instrument inverter. With
the instrument inverter operating and the windshield selector at "BOTH", "RH",
or "LH", the left hand windshield is provided with half power.
"Airplanes without solid state inverters
Oct 11/76 24-20-0

Page 3A
SABWELINER
MAINTENANCE MANUAL
INSTRUMENT TRANSFORMERS AND INDIRECT LIGHT
NO. 1 INVERTER FAILURE RELAY

~K646)
AC TRANSFER RELAY
(K600)
RH CONSOLE CIRCUIT-BREAKER PANEL

STA 143
INSTRUMENT INVERTER
POWER FACTOR
CORRECTION CONDENSER
NO. 3
(C1001)
INSTRUMENT INVERTER
POWER FACTOR Isr* 76
NO 2
(C1001) I i ~I V~
sm 67
INSTRUMENT INVERTER
POWER FACTOR
CORRECTION CONDENSER STA ~O
NO.
1(C1000)
INSTRUMENT INVERTER
POWER RELAY
(K1006) It
NO.IINVERTER
POWER RELAY
CKMI)
INSTRUMENT POWER
FAILURE RELAY
fUS STA 143 RH RELAY BOX

NO. 2 INVERTER POWER
RELAY
LH CONSOLE CIRCUIT-
INSTRUMENT BREAKER PANEL
INVERTER
C01002)
NO. 1 INVERTER
(DT OO1)
NO.ZINVERTER
INVERTER CH*NOE-OVER
CONTROCRELAY
(cNEOs)
CNSOB
537L1´•5C11
AC Generation System Equipment Location

NA-370 Airplanes
eil--~o-o Figure e4-20-1 Jul 6/73
~age 4
SABRELINER
MAINTENANCE MANUAL
NA-69-420
ESSENTIAL 2BV DC I ESSENTIAL 28Y DC ESSENTIA~ IV DC
INVERTER
NO 2BINST NO 1 CHANGEOVER NO IINV INST i*iiT
INVERTER INV OFF r
K1
IE(VERTER CONTROL POWER NO 2 INVERIER
INDt INVERTER PwR
COIITIOL t cowiaoit Moroa PouEn rI1Pt
CN5DB PYRL 3FF
´•´•iL *i-
INOt
HTR In
P*1
C
CO OUIPUT( I Ai
K3R I I-I I, a -T
I I e-c--~ n2 ~---Is I I I I ’Alrh
xl tAO OUTPUT
i’ I I I I I ´•tK1 I 2K
Ir Fl’al I
n3 nz;: 1 INV INV POWER
n NO
a 12
I I I POWER inouNo
CONINO 2
B
G id
K6dl K121~
NO 21NY ,pnRr S~TCH ualn 4C
83 P716 NO I!NVERTER
82 1(1004
B1
TO ..IND.. TERMINAL (01001)
D1DO1
RH DC GEN REVERSE
CURRENT RELAY i
RH GEN
MONITOR I Ae VOLT-
v
8
N01~
K526 NO. 1 INV I I I 1 TT--~7 1 I I I METERP~OB AC FREPUENCY Ai VOLTMETER
FAIL
METER
I
G i, t~C)ULj3
82
Aj ~M1O1Z) M539
INST PhlR FAIL Kt32

TO’~IND" TERMINAL
O C T3
fl~,, LH DC GEN REYERSE
CURRENT RELAY C?
i ,i
D? CB ourPu;f i i i i L;YC-~I- ~I
cc sus
,,,io
(n521~,1
P2 I IDIT5 Iw ro los
D1 TIE-IN SYS Di
02 LH GEN
MONITOR
,,,,,,,,,,_,, C3 791P Uhili
RH GEN *ONITOR C2 be
OFF HO. 1 B
C1 GROUND
*ir ICE
CONTROL+
A
;ur_n? LH GEN *02~
9648
(DECK 1) n3O I
o~
MONITOR YNDSHI (C10~2)
E1W2
02 K647 par c~ ai a rl
jFF s101 82 NO 1 01 P12
S~STEIL
BO:’1 lil a3 aQcurr,;
i10 :2
82
C2 i Tb
LH
]NVERTER
C1 4 62
TO DC PARALLING
sus 20 voc
I:
ItL (clml)
CIOC´•I
(sa,l)
clsl
io Dc 3US 70 Dc sus
5611 C?
TIE-iK SYS TIE-IN 5’15
RH
51(123 C2 C1
CZ EXTERN~L POWER EXTERNAL POWER
NO Z INV Mlj~Oil :cluaa)
C1~00
Cl 3_ i DELTA WYE
MONITOR NO 1 MONITOR I15VPRIMBRY
D2
NO Z INVERTER POWER K1005
82
KS16
NO
1(1(1015)
K1035 gl K1219
NO.ZINYERTER
(INSTRUMENT) AC BUS
(K122~
r)
K1225
u
<olaoa~
D10~0 u~-o?
P12
K600 xl
AC TRANSFER
PIFi
INST INY PWR
AC TR*NSFER
CDNTROL~ KIZ17
03
02 1 I I I C3
D1
I)
c?
115V SECONDARY ac sus

,P103J
c:
63
i
C:
83
:I Be
GROUND
5 8;
C: 5;
6 i
~3
INVERTER INVERTER
1 I I i I ro *:h3W
isri;E SYS
EiSnI´•Ai
f----~ i
ni ii
SEt rlN3S~!ELD liNiilCiht P13 I EiO. 1 OFF NO.ZOFF i i I I I xl-l~ I xi
Al I´•
GDOUNT
SYSTEM ELECTRICI1L SCHEMPli’C 1
X1
CAUTION WARNING
´•0a ornra iu rcn CEcri I--~II
1 INIT ~C BUI INSTRUMENT
,,4 PIF’ INSTRUMENT
t L- COSIOLI CISCJ i BRL*XEX P**IL
Klzze
i
INITIUYENT
CONT~nloos)
K1OOB
INVERTER
OELT* YIE
I?IYERTER
t;_i iia i,- ciicii i sarnnra pa,ii NO 2 inY K1229 TIISOI 1NVERTER
K1001 K1220
FAIL CONTROL CONTROL
f CCL1SOLE CIRCUIT BREPI<ER PANEL NO 2 INV TIME NO. 2 INV TIME
DELAY AUX DELAY
S370´•2-54-128
SE=E BLC~W-UP FICHE NO. ASE0411-ITECr~ I
AC Generation System Sc~ematic

S/N 370 Airplanes
l;lignre 24~-20-2 24-20-0
Page 5/61BPank
oCOPYILGHT, 1981 BY ROCICWELL INTERNATIONAL May 15/81
SABR~LINER
MAINTENANCE MANUAL
NA-69-420
STA 143
I
NO.IINVERTER
INSTRUMENT
INVERTER
STA 50
INVERTERCHANGE-OVER NO.ZINVERTER INSTRUMENT TRANSFORMERS AND

CONTROLRELAY INDIRECTLrGHTTRANSFORMERS
~´•´•´•8)
CN508
EGT
SPOOLS
K1220-INST INV DELTA WYE

2
K602-INST POWER
K646-NO. 1 INV FAILFAILUREi~ sTH4~,
K1008-INST AC BUS CONTROL
K1051-AC TRANSFER CONT NO. 1
K1004-N0.21NVFAIL
KGOO-AC TRANSFER
iC
K1219-NO. 2 INV DELTA WYE
K1228´•NO. 2 INV FAIL CONT.
K1229-NO. 2 INV TIME DELAY (AUX)
TM501-NO. 2 INV TIME DELAY
u"i~
KB02INST. FAIL
INSTRUMENTINVERTER Ire
K1D66-INST. INV PWR 1
POWER FACTOR
K1067-NO. 1 INV WVR
K1225-NO. 2 INV PWR i
NO. 3
(C1W~ R102B-RESISTOR C_
R1026-RESISTOR 1
INSTRUMENT INVERTER R1OP~-RESISTOR
POWER FACTOR
1.t:liI:´•:I
INSTRUMENT INVERTER
POWER FACTOR
K516-EXT. PWR MDN NO.

K647-LH GEN MONITOR NO. 2
K648RH GEN MONITOR NO. 2
K1022-LH GEN MONITOR NO. 3 I
K1023RH GEN MONITOR NO. 3
r-- CM502
STALLWRN
R.H. UNIT
5380-2-54-12A
AC Generator System Equipment Location

NA-380 Airplanes
Figure 24-20-3 24-20-0
Page 7/8 Blank
0 COPYRIGHT, 1981 BY ROCKWEEL INTERNATIONAL May 15/81
MAINTENANCE MANUAL
NA-69-420
ESSENTIAL 28V DC ESS 28V DC 115V AC PRIMARY ESS 28 V DC
TO 115V AC ~B INST PWR
NO. 2 AND INST

NO. 1 q )NVERTER s~coNDanv sus 4 OFF 1ND
VOLTMETER K1067
INVERTER CONTROL OFF ILH CONSOLE) 5.U2
INVERTER CONTROL IRHCONSOLE) r~ll
(LH CONSOLE) NO 1 INV PWR
(LH CONSOLE) (LH CONSOLE)
no. 1 INV IFUS STPI 150 RH)
TO NO. 2 NIAINI IAC TRIP
1 I I INVERTER I I I I I I cLn CONSOLEI
OFFCAUTION INVERTER
5 Tt
LIGHT IRE~FR CHIVIGEOVER
8
16
TO CHAPTER
CONTROL XI2~ K3
Z 7 7 Z C2
331
Nc
4 CN508
ct
(FUS STA 56)
C1
O Cz
INVERTER
O i(1004
K1 KZ
F V
NO ZINU
nl
C31
CONTROL K647
~U FAIL(FUS K3 K3
(MlOli)
M1012 M539
(00 POWE R LH GEN STn 65 RH)
Dire j 02 AC FREQUENCY AC
SWITCH
i,,
MONITOR T1
r METER VOLTMETER A
PNL) 1 I I I TO NO. 1 INVERTER
03 NO. 2 (AC DC PWR (AC DC PWR
(XF CIUTION LT 9 CRD SV SPARE F I T6
LFUS ST* 11 INSTPANEL) [NSTPANEL)
(REFER TO CHAPTER 33)
150) B T2 be
Al NO. 2
ja.
T3
C
OFF
n3
NO. 1 1 K1023+ DIT5
3 111 11)~
Blo
I
BZ 5
RH GEN
K646 MONITOR TOWINDSHIELD 51p I IC3 I NO. 1 INV

slo I Ils
16 n03 ,TIICI.C ,C TRlnSsER Dtooi
NO. 1 INV FAIL SYS (REFER TO 81025
4 (FUS STA 150) CONT NO. 2 INV (FUS STA 60 RH)
(FUS STA 65 RH) 2 7
b
CHAPTER 30)
WINDSHIELD
HEAT CONTROL
C~z)
K1052 TR1P
(K1225)
K1225
(LH CONSOLE) T1
(ANTI-ICE NO.21NV.PWR
7´•
CONTROL OVHD 9 (FUS STA 150 RH)
02
SWITCH PNLI Nc
K6488
o
(slmi)
S1023 nr GEN 83
O Kialzi 82 1)2
MONITOR B1
OFF D1
11 NO. 2 11~ i
BOTH C3 C3
(FUSSTA LHGEN 02 o----CI I I I 1 )IC-QII:P
tt~ I
’50, 1 I I I MONITOR 1 C1 I I I I ~’Ci

to _
i I I I 1 16 NO.3 BJ
m
14 03 i 12
(FUS STA 150) rNSTRYRFIIL
14 12
D:
DZ
,I~a
B1
I (FUS STA 65 RH) I~i)
K602
TO INsr
A 1T1
41 A3 A3 T6
9 F
111 3 A2 i 42 INV OFF
8
I I I i 113 At I I i Atsr ’’-CAUTION I I I ’BITZ OB
13 LIGHT
A
ITJ
DITSC
O
(REFER TO
8
6
1
6
3
~516t)
O XZ
(K1Z1~
6 B
B
CHAPTER 33)
5.1R
NO 2 INY
N(12INY A D1000
EXT WVR
ncmaNsFEn
EXT PWR MONITOR DE LTA WYE C~TO (FUS STA 60 LH)
MONITOR NO. 2 115V AC
(FUS STA 71 RH) TO 115V AC
Is NO. 1 IFUS ST~ 1501 lr RX) PRIM~RY BUS K1066
IFUS STA 150) SECONDARY
T1
INST INY. TRIP
BUS L~U
t (LH CONSOLE) I I I I I I INST INV PWR
L1 ~71 j I I (FUS STA 150 RH)
(K1051)
K1051 1
3
C21
NC
INSTINV
nC TRANSFER I I I I r i I I 1 I 1 5 9 cl (DlcOi)
D1002
CONT. NO. 1 TO WINDSHIELD (FUS STA 54 RH)

13
(FUS STA 71 RH) Li 6 ANTI-ICING
SYSTEM 16
IREFER TO ~f) L---PL~4 c I
16 12
CHAPTER 301 a
10 Ily i
a
5
7 ,,1
a 13
NO. 3 NO. 2 NO. 1 5

POWER A ii
FACTOR -F-------‘a-----I7T dn
4 ENERGIZED WHEN RESPECTIVE GENER*TOR
(K1Z2d)1
K1229 3 2
9
It
8
16 F T6
IIOPERITIWG S 1
NO 2
CAPACITORS C1001 (ctooo)
Ct000
(3 4
~B
K1228 5~ B IT~
t I.IRGIZIO IIHTN TXTTRN4L TLTCTRIC*I
/be
INVTIME 2 1 19
POWER IS APPLIED NO. 2 INV INST AC BUS INST INV ICIT3
DELAY AUX NO. 2 INV TIME 15
FAIL CONT I II~ STA
8
DELAY (FUS INST INV CONTROL al I CONTROL DE LTA WYE E
DROPS OUT AT 90 TO 95V AC
PULLS IN AT 1W TO 105V AC
(FUS STA 71 RHI 2
71 RH)(FUS 7 STA 71 RH) f K1003
(FUS STA 74 RH) (FUS STA 71 RH) 2 U (FUS STA71 RH)
T5
8380-2-54-190
AC Generation System Schematic

S/N 380 (Without Solid State Inverters)
Figure 24-20-4 24-20-0
Page 9/10 Blank
NA-69-L%20
MAIN’FENANCE MANCTAL
ESSENTIAL 28V DC ESS 28V Dc 115V AC PRIMARY ESS 28 V DC

INST PWR
NO. 2 AND INST hL F;0.1 bL INVERTER b\ OFF IND

VOLTMETER KT067
INVERTER CONTROL INVERTER CONTROL OFF (LH CONSOLE) 5.m
(RH CONSOLE) ,3
(LH CONSOLE) (LH CONSOLE) NO 1 INV P\NR
(LH CONSOLE)
IFS 150 RHI
TO NO. Z TRIP
MAIN AC
1
3
INVERTER
i I I I I I (LH CONSOLE)
OFFCAUTION INVERTER
5 Tl
LIGHT (REFER
CHANGEOV~R ~rr
8 TO K2 ~--I K3
CHAPTERK10 4
CONTROL
6 Z 7 7 2
35) 02
4 CN508 NC
ct
O
(FS 50)
83 I i I I i F V
C1O C2
INVERTER
K1 KZ
NO 2 INV
i
CONTROLK647 gl B FAIL (FS 65 RHI ~1K3 M1012 (´•U~
M539
C3 K3
(DC POWER
D1 1DZ iH GEP~ AC FREOUENCY AC
SWITCH
MONITOR METER VOLTMETER T1
PNL) n
03 NO 2 TO NO. 1 INI/ERTER 4 !Isv *e
inc a oc PWR (AC a 13C PWR
OFFCAUTIOIICT 959 SW SPIRE
iFS iMi I i I 9
INSIPANEL) INSTPANEL)
F I T6
11
iC) RELAY K1052 IREFER TO CHAPTER 33)
3
IEFiMINAL 2
nl
’’a2 rco
OFF
2
IV"INDSHIELD kNTI--ICi
1~
nl
EiO 1 SYSTEM REFER TO 1 K 1023*
B10 A
CilAPTER j01 3
o 82 5 R.q ~EN
MONITOR r0 WINDSHIEI.D
sin i I~’ -wrt* MO.IINV
K646
I;B~
4
b
UO 1 iN~ FAIL
hC 3 ~NTIICING
SYS (REFER TI~ 81025
Q~MD
D1001
iFS i5G;
]NV L! !FS 60 RHI
iFS 55 RH! iH? CHAPTER 301
WINDSHIELO TRIP
(ANTI-ICE
f (LH CONSOLE)
71
K1225
No 2 INv PWR
CONTROL OVHD 9 iFS 150 RH)
11 02
S~IITCH PNL)
(1(648)8
K648 13 NC
(s~
S1023 nn GEN B1
ct
O B10%
st 02
K1022
UONIT09
OFF
11 NO i
BOTH
’S ´•iO 23
c-t~ LH GEN
MONITOR
10
NO. 3 1 1 I i
RH LH~ I I i 1 ~6 14
us
D3 82
,1 (FUS STA 150) !NSIWI*LIIL
14 12 02 31
D1I ’ICo :FS 5j RHI

TO INST
115V *C
4 1 .93 F
11 I I 1 3 p I I I I I
AZ INV OFF
11 I I i I I I A3 at ~---c-+ CAUTION
IU r I L------~ I A2
Al A
o
5
3
O O E3
x2
6 B
CHAPTER33) D
zosv AC
4
16 ~516 ~O
K516
EXT PWR
(K1059
1(1059
K600
2 i,,
(K1219)
K1219
A
5.in
NO.(D1OW)
PINVD1000
EXT PWR ;(ONITOR
PIC TRANSFER
DELTA ~VE
TO 115V AC PRIMARY BUS ICO POWER
MONITOR hiO 2 R1D26 !FS 60 LH,
.is ;1 nn INPI **.N
NO 1 IFS lj0l I iiFSijO´• ;FS PH T1
SECONDARY K1W8 IS ENERGIZED) INST INV. TRIP
YY
BUS t (LH CONSOLE) I I I I I IINST INV PWR
L1 I I I (FS 150 RH)
(K1051)
K1051
3
czl
NC
INm IhiV
01002
AC TRL’NSFtR I I I I I I I I i I s’et-t~----------’ 1 .9 1 I I I I C’
11
CONT NO i TD WINDSHIELD (FS 54 RH)
8 13
iFS 71 RHI 6 ANTI-ICING
4. 1~ 1 SYSTEM 1 16
,14 1 i c I+
IREFER TO
16 12
14 CHAPTER 30) n
6
8
67 (91992) 12.
1
3
IVOTES Q´• POWER NO´•3 I\iO. 2 NO´•1 1 i I I I I 5

alT1
T T
B EWCI.YilPI1 11.6111 I´•l*ji(.i.lil.(. L

i
(K1229) 3 2
3 FACTOR
CAPACITORS clwl (clooo)
loao
9
11
8
6 r ~1 ´•F 76 i Q1
J
NO 2
61
1
~3, 12 4
B T2 ~B
/6e
INVIIME 2 1 A 15
NO 2 INV INST AC BUS C IT3
DELAY Aux No 2 iNv TIME INSTINV
a E,,ti´•yiz~´•tl F411 CONT
15
IFS 71 RH)
8
INSi INV CONTROI
Z
CONTROL
15
DELTA WYE E
T5
DELAY iFS 71 RH
c´•lcrt,´•icctl ia rr/l),lirtl. :;S 71 RHI Z iFS ii RH) 2
7
B iFS 74 Rr) iFS 71 RH,
O I)~´•ops o,ct nf Ho .9.5 ,´•or

8388-?-54-150
I’ctlls i,e (II ~-io ,´•oc
AC Generation System Schematic

Model NA 265-80 (With Solid State Inverters)
Figure 24-20-5 24-20-0
Page 11/12 Slank)
a COPYRIGHT, 1983 BY ROCKWELL ZNTERh’ATIONAL Mar 15/83)
SAB RE LI P1 ER
MAINTENANCE MANUAL
AC GENERATION TROUBLE SHOOTING
CAUTION: TURN OFF AIRPLANE POWER SOURCES AND DISCONNECT ALL EXTERNAL POWER FROM
THE AIRPLANE BEFORE REMOVING TERMINAL BLOCK COVERS OR MAKING TEST
METER CONNECTIONS. TURN OFF AT_IL POWER AND DISCONNECT EXTERNAL POWER
FROM AIRPLANE BEFORE DISCONNECTING TEST LEADS FROM AIRPLANE TERMINAL
BLOCKS OR OTHER TEST CONNECTIONS.
i. Trouble Shooting AC Power Generation System
PROBABLE CAUSE ISOLATION PROCEDURE I REMEDY
A. "#1 ~INV OFF" INDICATOR LIGHT DOES NOT COME ON WHEN "INVERTER"
SWITCH IS AT OFF OR NO. 2.
(1) Burned-out Remove indicator light. Replace indicator

indicator light. Make continuity check or light.
light.
(2) Defective con- Make power-orf~continuity Replace relay.

tacts on K646 relay. check on relay contacts.
B. "#2 INV OFF" INDICATOR LIGHT DOES NOT COME ON WHEN "INTERTER"
SWITCH IS AT OFF.
(1 Burne d-out Remove indicator light. Replace indicator

indicator light. Make continuity check or light
light.
Defective con- ~zke power-off continuity Replace relay.

tacts on K1~004 relay, check on relay contacts.
C. "AC INST PWR OFF" INDICATOR L;TGHT DOES NOT COME ON WITH "INVERTER" SWITCH
AT OFF.
(1) Burned-out Remove indicator light. Replace light.

indicator light. Make continuity check on
light.
(2) Defective con- Mak~ a power-err continuity Replace relay.

tacts on K602 relay. check between "plus" and
"minus" terminals on relay.
No continuity means bad
contacts.
Mar 1/70 24-20-1

Pa~e 101
SABRE LPNER
MAI~TENANCE MANUAL
PROBABLF1 CAUSE ISOLATION PROCEDURE REME~dY
I). "fi~l INV OFF" INDICATOR LIGHT DOES NOT GO OUT WITH "INVERTER"
SWITCH AT NO. i.
(1) Open coil on K646 flake power-off continuity Replace relay.

relay. check of relay coil.
Replace relay.
I´•´• (2) Open coil
K106´•7t relay.
on K641~ flake
check of
power-off continuity
relay coil.
Replace inverter.
(3) No. 1 inverter Ma.ke power-on voltage out-
failure. put test of main or No. 1
linverter.
(4)
Open control cir- Make power-off continuity Replace relay.
cult through CN5O8 relay. check between relay ter-
minals "SW" and "NO.. 1
INVERTER."
Repair open circuit

(5) Open airplane Make power-off continuity
check of airplane wiring. as required.
wiring.
E. "AC INST IWR OFF" INDICATOR LIGIfll DOES NOT GO O~J"r WITH "INVERTER" SWITCH
AT NO. i.
(1) Open wiring in- Make power-err continuity Replace relay.

side K602 relay. check between relay ter-
minals "A" and "B."
(2) Relay K602 will Make powerlon ac voltage Replace relay.

not "Bick up. test from relay terminal
"A" to ground.
(3)
Open airplane Make powerlorf continuity Repair open circuit
wiring to relay K602 check or airplane wiring. as required.
terminals "A" and "B."
(4) Defective Refer to probable causes Repair as required.

No. 1 inverter a.nd/or (1) through (5) or
control circuitry. trouble D.
F. "AC INST EWR OFF" INDICATOR LIGHT DOES NOT GO OUT WITHIN 10 SECONDS AFTER
"INVERTER" SWITCH IS PLACED AT NO. 2.)
(1) Open wiring in- Make power-err Continuity Replace relay.

side K602 relay. check between relay ter-
minals "A" and "B."
Relay K602 will Make power-on sc voltage Replace relay.

not "pick up. test from relay terminal
"A" to ground.
I*NA-370 Airplanes
ltNb-380 Airplanes
24-20-1 Jul 6/73
Page 102
SA B FZ E LI N E R
~iAINTENANCE MANUAL
PROBABLE CAUSE ISOLC1TIC)N: :~RbCEi3URE REMEDY
NO. 1 AND NO. 2 INVERTERS
G. AC OUTPUT VOLTAGE DOES NOT MEASURE WITHIN STATED LIMITS.
(1) Voltage rheostat power-on adjustment of Set voltage rheostat

not correctly ad3usted~t voltage rheostat while to give correct output
measuring output voltage. voltage.
(2) Defective volt- Attempt adjustment of Replace inverter.
age rheostat. output voltage.
(3) Defective volt- Attempt adjustment or Replace inverter.

age regulator. output voltage.
H. NO. 1 INVERTER FREQUENCY DOES NOT MEASURE WITHIN STATED LIMCTS.9
(1) Incorrectly Attempt adjustment or fre- Set frequency control

adjusted frequency quency control rheostat; rheostat to give
control rheostat. while measuring frequency. correct output
frequency.
(2) Defective Attempt adjustment or Replace inverter.
frequency control frequency control

rheostat. rheostat.
AC TRANSFER RELAY (K600)
I. RELAY WILL NOT ENERGIZE WHEN "INVERTER" SWITCH IS AT NO. 2.
Open coil on Make power-err continuity Replace relay.

K647 relay. check or relay coil.
(2) Open coil on Make power-off continuity Replace relay.

K645 relay. check or relay coil.
(3) Open coil on Make power-err continuity Replace relay.

K600 relay. check of relay coil.
(4) Open coil on Make power-off continuity Replace relay.

1 IC12171 or 1[105l~lraley. check of relay coil.
J. RELAY WILL NOT ENERGIZE AUTOMATICALLY WHEN NO. 1 INVERTER FAILS AWD
"INVERTER" SWITCH IS AT 1YIO.’ i.
(1) Defective CN~08 Make power-on check for 28 Replace CN5O8 relay.
Icontrol relay. volts de between "X1" termi-
nal and ground on K600 relay
911~c970 Airplanes
´•Airplanes
Boli~d.State. Inverters
24120-1
Jul li~73
Page 1P3
SASRZ L1NER
MAINTENANCE MANUAL
(2)
Open coil on Make power-off continuity Replace K600 relay.
K600 relay, check or relay coil.
(3) open airplane Make power-off continuity Repair open circuit

wiring to "X1" and check of airplane wiring, as required.
"X2" terminals on
K600 relay.
I (4)
open coil
K1051* relay,
on Make porer-off continuity
check of relay coil.
Replace K1051 relay.
IPSVERTER CHANGE-OVER CONTROL RELAY (CN508)
K. RELAY WILL NOT ENERGIZE NO, 1 INVERTEI~ WHEN "INVERTER" SWITCH IS AT

NO. i.
(1) Defective Make power-err continuity Replace switch.

"II~NVERTER" switch, check or switch while in
NO. I position.
(2) Open circuit Make power-off continuity Replace relay.

through CN508 relay, check between "SW" and
"NO. 1 INVERTER" terminals
on CN508 relay.
(3) Open airplane Make power-off continuity Repair open circuit

wiring in control check or airplane wiring, as required.
circuitry.
L. RELAY WILL NOT AUTOMATICALLY SEI~CT MO. 2 IMrERTER AFTER NO. 1 lNVERTER
HAS FAILED’.
(1) Defective Make power-on check for 28 Replace relay.

CN5O8 relay, volts do fr’om "SPARE
"INVERTER" terminal to
ground
(2) Open coil on Make power-off continuity Replace K600 relay.

K600 relay, check on K~jOO relay coil.
(3) Open airplane Make power-off continuity Repair open circuit.

wiring. check of airplane wirinCj. as required.
Open coil on Make power-off continuity Replace relay.

(K121~ or fa051r relrgr. check of riley coil.
I ~A-380 Airplanes
t~A-370 Airplanes’
24~20-1 Jul 6/73

page 104
SABRE LINER
MAINTENANCE MANUAL
(5) Open circuit Make power-off continuity Replace relay.

in KL225 relay.: check between terminals
"C3" and "C2" and between
terminals "C2" and "C1."
If continuity is O.K.,
apply 28-volt de at
terminal "C2" on relay
and check for continuity
between terminals "T1"
and "L1."
Mar 1/70 24-20-1

Page 105
~iA B R E LI N E R
MAINTENANCE MANUAL
AC GENERATION MAINTENANCE PRACTICES
11. Bemovina No. i and me. 2 Invel-ters (Alrcraft Without Solid. State Inverters)
A. The No. 1 inverter is on the right side airplane at fuselage sta-

or the
tion 60. The No. 2 inverter is fuselage station on the left
at the same
side or the airplane. The removal and installation procedures are the
same for both inverters.
(1) Place all switches at OFF or in airplane-parked position.
(3) Remove access doors as required. (See figure 6-00-3 or 6-00-4.)
(4) Remove outboard section or bulkhead at forward end or inverter.
(5) Disconnect airplane electrical wiring from inverter.
(6) Remove two mounting bolts on outboard side of inverter at forward and
aft end, securing inverter mount to shock-mounted base.
(7) Slide inverter outboard to dis’engage pins and remove inverter from
airplane.
Installing No. l_and No. 2 Inverters_ (Aircraf’t Without Solid State Inverters)~
A. For installation, proceed as follows:
(3) Install mount replacement inverter with

on a bolt, two washers, and
a nut on each or the four legs on inverter.
(4) Position inverter in airplane and slide inboa;rd to engage mount pins.
(5) Install two bolts securing inverter mount to shock-mounted base.
(6) connect electrical wiring and electrical connector to inverter.
(7) Insta31 outboard section or bulkhead at forward end or inverter.
(8) Make an operational check or inverter.
(9) Install access doors.
Jul 6/73 24-20-2

Page 401
SAIE~ IFQ EL1NER
MAINTENANCE MANUAL
Removing No, 1 and No. 2 Inverters (Aircraft With Solid State Inverters)
A. To remove solid state inverters, proceed as follows:
(1) Remove all electrical power from airplane.
(2) Open lower access door on side of fuselage between stations 50 and
76.
(3) Disconnect electrical plug from art side of inverter.

(See figure 24-20-6.)
(4) Remove power leads from posts on aft side or inverter.
(5) Loosen screws securing phenolic wedge in place on upper outboard

edge or inverter and slide wedge outboard.
(6) Remove the two 3/16-inch-diameter bolts securing lower outboard edge
or inverter mount to shock-mounted inverter support structure.
(7) Slide inverter and inverter mount outboard and remove from airplane.
(8) Remove four 3/8-inch-diameter bolts securing inverter to inverter

mount.
2B. Installing No. 1 and No. 2 Inverters (Aircrart With Solid State Inverters)
A. To install solid state inverters, proceed as follows:
(1) Secure inverter in inverter mount with four 3/8-inch-diameter bolts.
(2) Slide inverter and inverter mount into shock-mounted inverter support
structure making certain the alignment/support pins on inboard edge
or shock-mounted inverter support structure are properly engaged
with inverter mount.
(3) Install two 3/16-inch-diameter bolts through outboard edge of

inverter mount into shock-mounted inverter support structure.
(4) slide phenolic wedge inboard to contact upper outboarrd edge of

inverter and tighten screws securing in place.
(5) Connect power leads to appropriate posts on art side or inverter.
(6) connect electrical plug to receptacle on art side of inverter.
(7) Turn on airplane electrical power.
(8) Using test points on art side of inverter, measure inverter outputs.
(9) Perform operation check or inverter system.
(10) Reinstall access doors.
24-20-2 Jul 6/73

Page 402
SABRE LINER
MAINTENANCE MANUAL
3´• Removing Instrument Inverter
A. To remove instrument inverter, proceed as follows:
(1) Place all switches at OFF or airplane-parked position.
(3) Remove access boors 7 and 8 (figure 6-00-3 or 6-00-4).
(4) Remove electrical plugs from inverter. Install dust caps.
(5) Remove wire bundle clamp from forward bulkhead (outboard end).
(6) Remove screws (6) from aft bulkhead stiffener (outboard section).
(7) Remove aft outboard screw and washer from inverter mount.
(8) Move inverter outboard and remove from airplane.
(9) Remove inverter from mounting plate.
4. Installing Instrument Inverter
A. To install inverter, proceed as follows:
(1) Place all switches at OFF or airplane-parked position.
(3) Install inverter on mounting plate. Tighten screws.
(4) Position inverter in bay and slide inboard to engage both mounting
plate alignment pins.
(5)´• Install inverter mount art outboard screw and washer. Tighten
screw.
(6) connect electrical plugs to inverter. Lockwire.
(7) Install stiffener and screws (6) on outboard end of aft bulkhead.
(8) Install wire bundle clamp on forward bulkhead.
(9) Check complete installation for security, clearance and proper

lockwire installation. Remove any debris.
(10) Make an operational check on inverter system. (Refer to opera-

tional checkout or sc generation system procedure.)
(11) Install access doors 7 and 8.
24-20-2
Oct 11/76 Page 403
SABRE LINER
MAINTENANCE MANUAL
LH SIDE
LOOKING AFT
Bg~
B,
a II INVERTER
SUPPORtSTRUCTURE
B ´•8
INVERTER MOUNT
´•~1 c
J./
C’
c.~ ~a
,e"
SbC C
new A
se"
\o o
ELECTRICAL PLUG
%o
~u O F;LiLr! L’-’: -r--l

O
ro
HOUR METER,
SUPPORT STRUCTURE I I 1 8
TERMINAL BLOCK
rlaal´•scls
No. 1 and No. 2 Solid State Inverters

24-20-2 Figure 24-20-6 jul 6/73
Page 404
514,IB!R E L1I N 8~ BP
MAINTENANCE MANUAL
ust No. 1 and No. 2 Inverter vol and uencu (Afrcraft

Without Sslid St&te- fnvertere
A. A de utility external source, a O- to 150-volt precision ac voltmeter,

and a 350- to 450-cycle precision frequency meter will be required to
make these adjustment procedure for the
adjustments. The No. 1 and No. 2
inverters is the same, except for access panel removal.
(L) Place all switches at OFF or airplane-parked position.
(3) Remove access doors as required. (See figure 6-00-3;)
1 (4) (neleted)
I (5) Connect
points on
sc voltmeter and
inverter.
frequency meter test leeds to test jack
(6) connect a de utility external power source to airplane.
(7) Turn on external power source.
(8) Place "LNVERTER" switch at NO. 1 or NO. 2 as applicable.
(9) After about 15 seconds, observe sc voltmeter reading. The meter

should read 115 (+5.0) volts sc.
(10) ff inverter output voltage is not correct ´•jstep (9)1, adjust voltage
adjustment rheostat ton receptacle end of inverter regulator box)
until voltage measures within stated limits.
(1l) Observe frequency meter. The meter should read 400 (+4.0) cycles.
(12) If frequency is not correct [step (11)´•], adjust frequency control

rheostat (inside inverter regulator box) until frequency measures
within stated limits.
NOTE: To gain accessfrequency control rheostat, loosen dzus

to the
fasteners that top to regulator box.
secure Remove top from
regulator box. Frequency control rheostat is accessible
through a cutout area in interior shelf of regulator.
(13) Check sc voltmeter reading. The meter should indicate proper

output voltage.
6/73 23-20-3
Jul
Page 501
SASRE LINER
MAINTENANCE MANUAL
(14) If necessa.ry, make slight ad.justment or voltage adj´•ustment rheosta.t

to obta.in proper output voltage,
(15) Check frequency meter reading. The meter should indicate proper
frequency.
(16) If necessary, make slight adjustment of frequency control rheostat

to obtain proper output frequency.
(17) Repeat steps (13) through (16) until both voltage and frequency
acre correct.
(18) Turn on airplane equipment to place an ac load on inverter.
tig) observe ac voltmeter and frequency meter readings. Both meter

readings should be within stated limits. If not, repeat steps
(13) through (17).
(20) Turn equipment off and on several. times while observing ac volt-
meter and frequency meter. The meter readings should stay within
stated limits.
NOTE: If meter readings [step (20)], do not stay within stated

limits, turn off equipment, disconnect external power from
airplane, and remove and replace inverter. Repeat adjusting
procedure for new inverter.
(21) Turn off airplane equipment used to place ac load on inverter.
(22) Place "INVERZTER" switch at OFF.
(23) Disconnect external power source from airplane.
(24) Install and secure top cover on inverter regulator box.
(25) Disconnect sc voltmeter and frequency meter test leads from
I inverter test jacks.
(27) Make an operational check of inverter system. (Refer to operational

check-out of ac power generation system procedure.)
2. Adjusting Instrument Iizverter Output Voltage and Frequency
A. P,de utilityexternal power source, a O- to 150-volt precision ac volt-
meter, and a 350- to 450-cycle precision frequency meter will be

required to make these adjustments.
(1) Place all switches at OFF orin airplane-parked position.
24-20-3 Jul 6/73

Page 502
SA B Ci E LI N E TZ
MAINTENANCE MANUAL
(3) Remove access doors as required. (See figure 6-00-3 or 6-00-4.
(4) (Deleted)
(5) Connect sc voltmeter and frequency meter test leads to test jacks
on inverter.
(6) Connect a do utility external power source to air-plane.
(7) Place "INVERTER" switch at NO. 2.
1 (8) Disengage "NO. 2 IP~ERTER POWEiR TRIP" circuit breaker on right

console.
(9) After about 10 seconds, observe ac voltmeter reading. The meter

should read 11T (+3.0) volts sc.
(10) If instrument inverter output voltage is not correct [step (9)1,

adjust voltage adjustment rheostat ton receptacle end of inverter
regulator box) until voltage measures within stated limits.
(11) Observe frequency meter. The meter should read 400 (+10.0) cycles.
(12) If frequency is not correct [step (11)], adjust frequency control

rheostat ton receptacle end or inverter regulator box) until
frequency measures within stated limits.
(13) Check voltage reading.

ac If necessary, make a slight adjustment
or voltage adjustment rheostat to obtain proper output voltage.
(14) Check frequency meter reading. If necessary, make a slight

adjustment or frequency control rheostat to obtain proper output
frequency.
(15) Repeat steps (13) and (14) until both voltage and frequency are
within stated limits.
1 (16) Engage "NOI 2 INVERTEIR POWER TRIP" circuit breaker,
(17) Place "INVERTER" switch at OFF.
(1~) Disconnect external. power source from airplane.
(Lg) Disconnect ac voltmeter and frequency meter test leads from

inverter.
(21) Make an operational check on inverter system. (Refer to opera-

tional check-out of ac Fewer generation system procedure.)
Oct 11/76 24-20-3

Page 503
NA-69-420
MAINTENANCE MANUAL
1. Operational Check-out of AC Power Generation System (Without Solid

State Inverter)
A. A 28 vdc utility external power source is required to make this

check-out. Proceed as follows:
(2) Connect 28 vdc utility external power source to airplane, and turn
on external power.
(3) Close the following circuit breakers:

NO. 1 INV TRIP
NO. 2 INV TRIP
INST INV TRIP
NO. 1 INVERTER CONT I LH console
NO. 2 INVERTER CONT
INVERTER OFF
INST PWR OFF IND
AC VOLTMETER ~A RH console
(4) Position communication and navigation equipment switches OFF.
(5) Position INVERTER CONTROL switch to OFF. The following lights on
the caution-warning light panel should be illuminated:

NO. 1 INV OFF
NO. 2 INV OFF
AC INST PWR OFF
(6) Position INVERTER CONTROL switch to NO. i. Check the following

indicating lights:
NO. 1 INV OFF out
NO. 2 INV OFF illuminated
AC INST PWR OFF out
NOTE: Use only a precision ac voltmeter and frequency meter for

any necessary adjusting of output voltage and frequency.
Test jacks are located on the inverters.
(7) Check No. 1 inverter output voltage and frequency on right

instrument subpanel. The indications should be 107 to 123 vac and
400 HZ (f4)´•
NOTE: During inverter transfer the three inverter fail lights will
illuminate for approximately 5 to 10 seconds.
(8) Open No. 1 INV TRIP circuit breaker. Check the following
indicating lights:

NO. 2 INV OFF out
AC INST PWR OFF out
24-20-4
Page 601
0 COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL Mar 15/83
NA-69-420
MAINTENANCE MANUAL
(9) Check No. 2 inverter output voltage and frequency. The indications
should be 107 to 123 vac and 400 HZ (f 4).
(10) Open No. 2 INV TRIP circuit breaker. Check the following
indicating lights:

AC INST PWR OFF out
(11) Check instrument inverter output voltage and frequency. The

indications should be 109 to 121 vac and 400 HZ (f 4).
(12) Position INVERTER CONTROL switch to NO. 2. Check the following

indicating lights:

AC INST PWR OFF illuminated
(13) Position INVERTER CONTROL switch to NO. 1. Check the following

indicating lights:

AC INST PWR OFF out
(14) Position INVERTER CONTROL switch to OFF.
(15) Close NO. 1 INI TRIP and NO. 2 INV TRIP circuit breakers.
(16) Disconnect de external power source.
2. Operational Check of AC Power Generation System (With Solid State

Inverters)
A. A de utility external power source should be used for this check.

Proceed as follows:
(1) Place all switches at OFF or in airplane parked position.
(2) Connect de utility external power to airplane external power

receptacle (if required), and turn on power unit.
(3) Engage the following circuit breakers:
INVERTER NO. 1
INVERTER NO. 2 TRIP
24-20-4
I Page 602
SA B R E LI N E R
MAINTENANCE MANUAL
INST"
"INVEIITER NO. i, NO. 2 8p INST CONTROL"

"INV OFF IND"
"INST PWR IN)"
(4) Place co~mounication and navigation equipment switches at OFF.
(5) Piece INVERTER st OFF and check that the Il INV OFF, 12 INV
switch
OFF and AC INST PWR OFF lights on the caution-warning panel are
illuminated.
(6) Place INVERTER switch at NO. 1 and check the indicating lights on
the caution-warning panel. The #1 INV OFF and AC INST PWR OFF
lights should be out,, and the #2 INV OFF light should be illuminated.
(7) Using precision sc voltmeter and frequency meter, check the No. 1
inverter outputvoltages and frequencies st the test jacks on the
aft end of the inverter for the following values:
110-118 VAC (RMS)

195-208 VAC (RMS)
396-404 Hz
(8) Disengage "INVERTER NO, 1" circuit breaker. The #2 INV OFF and
AC INST PWR OFF indicating lights on the caution-warning panel should
be out, and the #1 INV OFF light should be illuminated.
NOTE: During inverter transfer, the three inverter fail lights

may illllmlnate momentarily.
(9) Check the No. 2 inverter output voltages and frequency at the test
jacks on the aft end of the inverter for the following values:
110-118 VAC (RMS)

195-208 vAC (R~s)
396-404 Hz
(10) Disengaga the NO. 2 TRIP" circuit breaker, The #1 INV

OFF, and #2 INV OFF indicator lights on the caution-warning panel
should be illuminated and the AC INST PWR OFF light should be out.
(1l) Check instrument inverter output voltage and frequency for the
following values;
log-121 VAC
400 Rz (~4)
(12) Place INVERTER switch at NO. 2. Check that the II INV OFF, 12 INV
OFF and AC INST PWR OFF indicator lights on the caution-warning
panel are illrPninated,
1 ~13) Place INVERTER switch at NO.

the
i. Check that the Indicator lights
caution-warning panel for the #1 INV´• OFF and #2 INV OFF are
on
Jul 6/73
Page 603
SA B R E LI N E R
MAINTENANCE MANUAL
Illuminated, and that the indicator light for the AC INST PWR OFF
is out.
(14) Place INVER?IER switch st OFF.
(LS) Engage ~’INVERTER NO. I" and "INVERTER NO, 2 TRIP" circuit
breakers.
(1~) Remove electrical power from airplane.
~Tul 6/73
Page 604
SABRE EINER
MAINTENANCE MANUAL
NA-69-420
I DC GENERATION MODEL NA-265-70 DESCRIPTION AND OPERATION
i. General
During normal oper~tion, de electrical power is supplied by two de generator

systems. During an emergency, a limited amount of de power is supplied by
the battery syste~. A de external power source can be used to energize the
airplane de busses x-hen the airplane is on the ground. The de external power
source should be piugged into the utility external power receptacle on the
left side of the airplane. (See figure 24-30-3.) Before a normal engine
constant-current type de external power source must be
start is attempted, a
During a normal
plugged en~ine start external power receptacle.
into the
engine stast, ;sattery system is not connected to the starter bus.

the During
an emergency (self-sufficient) engine start, the battery system is connected
to the battery bus and the starter bus. No. 1 battery remains connected to
the battery bus for engine ignition. No. battery connects in series with
No. 1 battery, to provide 4~ volts de on the starter bus. The 1000-ampere
starting load reduces this voltage almost immediately to about ~4 volts de

at the engine cranking sequence.
beginning of the When an engine reaches
about 35~ engine starter-controller
the automatically disconnects the
rpm,
starter-generator Irom the starter bus and de-energizes the battery start
The
relay, and the sta~rter-generator begins to function as a generator.
de-energized battery start relay automatically reconnects the batteries in
parallel on the battery bus. The generator reverse-current relays connect
the de generator systems to the paralleling bus.
Battery System
The battery system (figure consists of two nickel-cadmium batteries,

the battery bus, ana the battery start relay. No. 1 battery connects
directly to the batsery bus at all times. No. battery normally connects
in parallel with No. i battery to the battery bus, through normally closed
contacts on the ba~tery start relay. During an emergency engine start from
battery power, the ba,tery start relay is energized. When energized, the
relay connects No. battery in series with No. 1 battery and also connects
this series combination to the starter bus. Thus No. 1 battery remains
connected to ba-;,ery bus and is also connected in series with No.
the
battery. This circuit arrangement provides battery bus power for engine
ignition and starter bus power for an engine start from battery power.
During normal operation, both batteries are connected to the battery bus.
If an in-flight emergency should occur (such as failure of both de genera-
tor systems), battery system power is automatically connected to equipment
necessary for flight ton the essential bus), by means of relays in the de
generator systems and de power distribution system. (For distribution in-
formation, refer to text covering description and operation of electrical
load distribution.
NOTE: When maintenance on the airplane is anticipated which requires de
power, a de external power source should be used to power the air-

plane to avoid excessive power drain from the batteries.
24-30-0
0 COPYRIGHT, 1981 BY ROCKWELL INTERNATIO aiaL,s May 15/81Page

1
RE@E~VED
~SA IC~ R E LI N E R
MAINTENANCE MANUAL
3´• DC Generator Systems
The generator system (figure ~4-30-1) consists of the left and right
de
generator systems. Each generator system contains a starter-generator,
generator field control relay, voltage regulator, reverse-current relay,
generator switch, loadmeter, overvoltage protection system, overcurrent pro-
tection system, and an overheat detection system. A generator failure
indicating system is common to both generator systems. It consists of the
left and right generator reverse-current relays, left and right generator
monitor relays, and one indicator light. The light indicates a generator
system failure, but does not show which generator system has failed. The
failed generator system can be determined by observing the loadmeters.for an
approximate O percent load. The de generator voltmeter circuit is common to
both generator systems. It contains a de voltmeter and two push-to-test
switches on the right inboard instrument sub-panel. The switches enable
individual checking of the output voltage of each generator system. During
normal operation, the de voltmeter indicates the highest de voltage on the
paralleling bus. Each de generator switch controls the operation of a
generator system. However, the "ELEC MASTER" switch simultaneously discon-
nects both generator systems from the paralleling bus and disables the
generators whenever the "ELEC MASTER" switch is placed at OFF.
NOTE: Because both de generator systems are identical in operation, the
operation of the left system only is given.
During normal operation ("LH DC GEN," "BATTERY," and "ELEC MAS?fER" switches
at ON), the engine-driven de generator develops ~s volts de, provided the
generator field control relay is in the reset position. (See figure

~4-30-1´•) Momentarily placing the "LH DC GEN" switch at RESET and then ON
resets the generator field control relay. This completes the generator
shunt field circuit (through the voltage regulator, and through the coil of
the overcurrent relay) to terminal "B" on the de generator. The generator
field relay also completes circuitry to the "SW" terminal on the reverse-
current relay. The carbon-pile voltage regulator maintains the generator
output voltage at ~8.4 (-t-0.7) volts de. The reverse-current relay contacts
(connected to the "SW" terminal) automatically close when the generator
voltage to the differential coils exceeds volts, or when the generator
voltage rises above the battery voltage ton the paralleling bus) by at least
0´•35 to 0.65 volt. Closing of the "SW" contacts energizes the contactor
relay which connects the generator output voltage to the paralleling bus,
through the reverse-current coil. DC generator system power is then avail-
able on the paralleling bus, and is connected to the other busses through
the bus tie-in relays.
4. DC Generator Overvoltage Protection Systems
Each of two de generator overvoltage protection systems is an integral part

of each de generator system. Each overvoltage protection system consists of
an overvoltage relay, operating in conjunction with a generator field
control relay and a voltage regulator. (See figures’~4-30-l and ~4-30-3´•)
During normal generator system operation, the voltage coil of the over-
voltage relay senses the regulated de generator output voltage. The voltage
coil becomes sufficiently energized to close the overvoltage relay contacts
~4-30-0 Mar 1/70

page 2
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
ESSENTIAL 28VDC- T ~F1 ’N ~ESSENTIAL28VDC
LH GEN-OFF 6 OVHT LH GEN FIELD TRIP
LH GEN FIELD RELAY CONT
IRH AFT OVERHEAD CIRCUITBREAKER PANEL)
PARALLELING 28V DC (RH AFT OVHD CKT BKR PANEL!
T (RH AFT OVHD CKT BKR T
PANEL
ESSENTIAL BUS VOLTAGE
(MAIN DC PWR RELAY PANEL
"DC GEN OFF" Al ri
FUS STA 333 CL)
CAUTION WARNING LIGHT PANEL.
nl
D3 (REFER 10 CHAPTER 33.; K500 LH ENG EMER
~500)
xiD2 REF! FIRE SHUTDOWN V
LH GEN MONITOR DC VOLTMETER
A2
X2 (EtEC PWR DISTRIBUTION BOX- INBD SVB INST
JRH PANELI
FUS STA 333 ON CENTERLINE) I I IIND 1 I I I I I%nl
sAT
PUSH TO TEST LH GEN VOLT
(K525) REVERSE-
CURAENT COll
XI_I
INBD INST SUBP*NEL1
/RH
(K&17)
K647 (REF.) K517 IPuiilrorrs~l 2 (1
L.H.GENERATOR
naONITOR No. 2 LH GEN FIELD 5542
3
(5543)
5543 3
T P
GEN Il OVERCURRENT 4
CONTACTOR PUSH TO TEST
NEG I I I LH GEN OVERVOLTAGE IELEC PWR DISTR BOX--
DIFFERENTIAL COIL RH GEN VOLT
STA 333 CL) FUS STA 333 ON CLI
VOLTaGE (PUS
VOLl~tF IRH iNBD INST
COILS G
~1022) (REF.)
K1022 APP
K548
LH GIN CONT
AFT OVERHEAD
SUBP"NP4
ipusr-rorEsr,
L.H. GENERATOR A2 (RH
CKT BKR PANEL
MONITOR NO. 3 1 I I I I I I I vz- a r I i A Al
ECONOMIZER I I I I BIAS
I I ~G (REF)
GEN VOLT-RH
5"9 1 I f I I I i I LH STARTER RELAY (ELEC PWR DISTR
BOX-FUS STA
(ELEC PWR DISTR BOX- 333 ON CLJ
LH DC GEN REVERSE-CURRENT FtiS STA 353 CLI
(ELEC PWR DISTRIBUTION BOX (ENERGIZED DURING ENGINE GEN VOLT-LH
FUS STA 333 ON Ct) START, WHEN ENGINE MASTER PWR DISTR
4
IELEC
"LH DC GEN HOT" SW OFF, OR WHEN BOX--FUS STA
211 CAUTION I I I I C I I I 1 "FIRE PULL" HANDLE IS PULLED) 333 ON CL)

WARNING LIGHT PANEL.
7 (K630)
K630
(REFER TO CHAPTER 33.)
LH GEN OVERHEAT
(ELEC PWR DISTRIBUTION BOX-- A4_ _43
FUS STA 333 ON CENTERLINE)
Al I, A2
A3
Al
(8558)
K556 iRETi 8 (K519 K521
LH GEN FIECD 9EF)
T‘ LH GEN FIELD CONTROL K546 START

L
PWR DISTRIBUTION BOX PWR DISTR BOX-
LH STARTER
JELEC (ELEC
MI I FUS STP1333 ON CL) I I I r FUS STA 333 ON CLI PWR MONITOR ELEC MASTER
,ENERGIZED (ELEC MASTER AND
DURING ENG
LHSTARTER i I I I I I 1 I I Ln GEN EMER OVERHEAD SW PANEL)
START)
CONTROLLERL4/U I i I TRIP B G1 I I VOLTAGE r
(ELEC PWR 83
(ELECPWR DISTRIBUTION BOX-- REGULATOR DISTR BOX-- BZ
(SHOWN IN
~US STA 333 ON CCNItRLINEI r
K
THL RtStT
CVR 500) AZ
FUS ST* 3)3
ON CL!
ON Bi
POSITION) Al
LFUS SIA 330 tHJ
A3 RESET OFF
rl--
D_ _C
EBO .i ~1 C1 ON
A2
Al
LH DC GEN IN_ I i _P i\
C3
C2
(LH ENGINE) K
CARBON i 1(1 1 lBie~_82

R I I ,0_ I tnPIIE ~CI I I I la3
B
3 LH DC GEN
GEN pAR
I I I I I(De POWER SW PANEL)
_
SERIES/ IA
SHUNT I
I_DI i I ~o ITi´• I I T~-I I VOLTAGE
RESET 2
E LOADMETER SHUNT G
A B
(FUS STA 350) 1 I i
´•r I I VOLTAGE ADJUST
cy Yo I I IPARALLELING
RSOB TEST JACKS
CYCLE ADIUSTMENT
LH DC GEN L- s
B+
LOADMETER
L
5370-2-54-13A
(RH INST SUBPANEL)
DC Generation System Schematic

24-30-0 Figure 24-30-1 (Sheet 1 of 2)
(Page 3 Blanklre
May 15/81 O COPYRIGHT, 1981 BY ROCKWELL INTERNBTIONAL
SABRELINER
MAINTENANCE MANUAL
NA-69-420
ESSENTIAL 28V DC ESSENTIAL 28V DC

RH GEN FIELD TRIP 28 RH GEN FIELD RH GEN-OFF 8 OVHT
(RH AFT OVHD CB PNLJ Y RELAYCONT h (RH AFT OVERHEAD CB PANEL)
IRH AFT OVHD CB PANEL)
r,A3
A2
Al D3
RH GEN FIELD
OVERCURRENT
RH ENG EMER (KfOl)
K501 D2
PWR DISTR BOX-- FIRE SHUTDOWN (REFI DlAi

(ELEC
FUS STA 333 ON CL) X1
n? (K526)
K526
IND
Al
BAT
RH GEN MONITOR
xl REVERSE-
(ELEC PWR DISTR
CURRENT COIL
’KS’")
I ((K648)
REF.)K648 BOX-FUS STA 3?3
ON CENTERLINLI
P~T R.H. GENERATOR

CONTACTOR GEN
NEC DIFFERENTIAL MONITOR NO. 2
RH GEN CONT I I I i cell
voLTAGECOILS
(RH AFTOVHDCBPNL) I I I VOLTAGE 6 G. RH GEN OVERVOLTAGE
APP
A3 ,7 JFUS ST~i ~43 CL]
u (Ka~9)!
K549 (REF.)
I 1 81*51-YZ
ECONOMIZER
C~
KT023
(K553)3
~vvl
K553 (REF) R.H. GENERATOR
MONITOR NO. 3
RH STARTER .I I I I I I gSW
(ELEC PWR DISTR BOX--FUS STA
333 ON CL)
(ENERGIZED DURING ENGINE ST RH DC GEIQ REVERSE-CURRENT RELAY
WHEN ENGINE MASTER 5W OFF.
OR WHEN EMERGENCY FIRE-
K509
WALL SHUTOFF HANDLE
@C PWR DIS1~RIBUTION BOX-
PULLEDJ
FUS STA 333 CL) I I I 1 i-2
’.RH DCGEN HOT.. K631 7

CAUTION
~VARNING LIGHT PANEL. RH GEN OVERHEAT
A3- -A4
(ELEC PWR DISTR BOX-
(REFER TO CHAPTER 33.)
FU5 STA 333 ON CLI
AZ. I .Al
I I I I KK52016(REF1
RH GEN FIELD
START RH GEN FIELD
(aFe pwn I)ISiR BOX I I I I CONTROL K547
L T RHSTARTER
FUS STA 333 ON CL1 I ICONTROLLER
(ELEC PWR DISTRIBUTION BCIX--
FUS STA 333 ON CENTERLlbiE; I I .B I(REF)
an GEN VOLT*GEI I I I I IH-i (ELECPWIDISTRBOX--
FUS STA 333 ON CL)
REGULATOR I I I 1 3 TRIP
T
AZ I
A3 N
~R 501) (SHOWN
THE RESET
IN
Al _I A2 (FUS STA 330 LH) K

Al POSITION)
RH STARTER RESE~
A3 r 1 I
POWER MONITOR G+ gEB I I I I I

_e _D
(ENERGIZED DURING (REF) ON B
ENGINE ST*IITI 83
(ELECPWR DISTR BOX--
(KS22) 82
A Fi P N RH DC GEN (0801)
K
FUS STA 333 ON CENTERLINE) (RH ENGINE)
4
I C
C*RBON I I
PILE R M
C?
"I
3 1 I I I I Is
IIH M GEN
(DC POWER
I B
pnR I 1 GEN
sw PANEL! I II I I I I i I I I I I LOADMETER SHUNT I I AI __~S_ERIES

1 (FUS STA 350)
SHUNT
I K;I 1 2 RESET
D
VOLTAGE ADJUS; J1I I I I ,II la Al LS,

TEST JACI(S PARALLELING ANTI- C
*DJUSnaNT CICLE
Rn DE QEN
5
B+ LOADM~TER
(RH INBD SUB +6’ (msog
INSTRUMENT PANEL) 3370-2-54-148
DC Generation System Schematic
Figure 24-30-1 (Sheet 2 of 2) 24-30-0

Page 51
0 COPYRIGHT, 1981 BY ROCKWELL ZNTERNATIONAL May 15/81
SABRELINER
MAINTENANCE MANUAL
NA-69-420
A2
BZ
(BTSOO)
N0.1
*I~lv(ICFI +121V
610.2
BA~ERY I- BA1TERY
(FUS STA 206 CL)) BAtrERY START (FUS STA 206 CL)
T titsii)
(FUS IT* ~b)
(ENERGIZED DURING ENGINE START
ON BATTERY POWER)
Battery System Schematic

24-30-0 Figure 24-30-2
1Page 6
May 15/81 O COPYRIGHT, 1981 BY ROCKWELL INTERNATIONAL
NA-69-420
MAINTENANCE MANUAL
ELECTRICAL MASTER AND IRH AFT OVERHEAD

CIRCUIT-BIEI\KTR PP~NH
ILMI;CP~L WWER
DISTRIBUTION BOX
ENGINE FIRE LECTRICAL I~ CeB

CONTROL
FS 333.8
RH DC GENERATOR
VOLTAGE REGULATOR
VR501
RH INBD SUB-
INSTRUMENT PANEL
i/ r
LH DC GENERATOR
VOLTAGE REGULATOR
VRSOO
UTILITY EXTERNAL
POWER RECEPTACLE (J501)
3
0 ’3 3 0
3 O
o \o\\
o
o~l\\// \O
\o
o~
ENGINE START EXTERNAL

POWER RECEPTACLE (J500)
GENERATOR
(LH SHOWN. RH TYPICAL)
NO. 1 BATTERY
BTS00
NO. 2 BATTERY
Cersol)
BTSO1
BATTERY BATTERY START

REL*Y
SUMP JAR ~K511)
Battery Location Diagram

Figure 24-30-3 24-30-0
Page 7
oCOPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL Mar 15/83
SAB Fi ELINER
MAINTENANCE MANUAL
NA-69-420
when generator voltage rises above 33 (+1.0) volts de. When the relay con-
tacts close, de power from the essential bus is connected to the trip coil of
the generator field control relay. This trips the field control relay,
disabling the generator (opening the shunt field circuit) and preventing high
voltage from damaging the de-operated equipment in the airplane. The bias
coil on the overvoltage relay is energized by a small amount of voltage from
the voltage regulator. The output voltage is controlled by adjusting the
paralleling adjustment rheostat on the regulator. The voltage on the bias
coil is the difference in voltage that exists between the paralleling adjust-
ment voltages of the two generator systems. When these voltages from the
generator systems are equal (no voltage difference), the overvoltage relays
pick up at 33 (+1.0) volts de. When the voltages from the generator systems
are not equal, the generator system producing the higher voltage has a
current flow through its bias coil from terminal "Y1" to terminal "Y2." This
direction of current flow aids the action of the overvoltage relay, according
to the amount of current flow. One ampere of current flow lowers the over-
voltage relay pickup voltage by 5 (f0.5) volts de. The generator system
producing the Lower voltage has a current flow through its bias coil from
terminal "Y2" to terminal "Y1." This direction of current flow opposes the
action of the overvoltage relay, according to the amount of current flow.
One ampere of current flow raises the overvoltage of relay pickup voltage
by 5 (+0.5) volts de.
5. DC Generator Overcurrent Protection Systems
Each of two de generator overcurrent protection systems (figure 24-30-1) is

an integral, part of each de generator shunt field circuit. Each overcurrent
protection system consists of an overcurrent relay, operating in conjunction

with the voltage regulator and generator field control relay. During normal
de generator system operation, the coil of the overcurrent relay senses the
generator shunt field current. The coil of the relay becomes sufficiently
energized to close the relay contacts when the shunt field current rises
above 30 to 36 amperes. If the shunt field current should rise above this
value, the overcurrent relaycloses ~andconnects essential bus voltage to the
trip coil of the generator field control relay. This trips the field control
relay, opening the shunt field circuit and reducing the de generator output
to a very low value. If overcurrent protection were not provided, possible
damage to the generator shunt field winding and airplane wiring could occur.
6. DC Generator Overheat Detection Systems
Each of two de generator overheat detection systems (figure 24-30-1) is an

integral pa~t of each de generator system. Each detection system consists
of a thermoswitch-type detector, an overheat relay, and two indicator lights.
During normal generator system operation, the detector (mounted on the
generator housing) senses the generator housing temperature. Whenever the
housing temperature rises above 155"C (311"F), the detector contacts close
and complete the ground connection for the overheat relay. The relay then
becomes energized and connects essential bus de power to the overheat
detector lights. lights come on, indicating a de generator overheat
The
condition. The detection system indicates an overheat condition only. The
overheated generator system must be manually turned off by placing the
generator switch at OFF.
24-30-0
Page 8
fi~ E I~I B~a sF~
MAINTENBNCE MANUAL
NA-69-420
7´• DC G´•enerator Failure indicating S!Jstem
The de generator failure indicating system (figure ~4-30-1) is common to both

de generator systems. It consists of the left and right generator monitor
relays, the left and right generator reverse-current relays, and one indica-
tor assembly. During normal operation, both generator system reverse-current
relays and monitor relays are energized and the indicator light is extin-
guished. If either generator system fail.s, the corresponding generator
reverse-current relay and monitor relay become de-energized. ’I"ne de-energized
monitor relay connects essential bus voltage to the indicator light. The
light then comes on, indicating a generator system failure. To determine
which generator system has failed, observe the de loadmeters on the right
inboard instrument subpanel. The generator system having a very low or no
loadmeter reading is the failed system. The generator system that remains
operational will have a high Loadmeter readi.ng.
8. Batteries
Two ~lc-volt, 3lc-ampere-hour nickel-cadmi.um batteries are mounted on a
retractable-type shelf aft

Fuselage of on stationThey ~05 the centerline.
are accessible through a fuselage access door. (See f~gure ~4-30-3´•) &uic~-
disconnect plugj cowiect the battery ca~les to the The metal
cases of the batteries are vented to atmosphere throug~ flexible rubber tubing
connected to vents on the skin of the fusela,-e. The I~let vent connects into
the battery case. Battery fl;irnes are´•expelled throu~h an outl.e-t conllection on
each battery case into a sump jar. The jar is mounted between the batteries.
Battery fumes are neutralized by an impregnated felt pad inside the sump jar.
The pad contains a solution of distilled water and boric acid (3 percent by
weight). The neutral’ized lurnes are expelled through the outlet
vent on the underside of the rusela~e. The difference in air pressure be-
tween the inlet and outlet vents causes air to fiow ~rom the inlet vent to
the outlet vent.
~OTE: 3e ~ot -~se ~he battery systen :~cr c-" air´•p,l.ane de
equipment. Whene-crer mai.ni;enance on the airy;ian~ requires de power,

connect a de external power source to the utility external power
receptacie.
A de external power source can be use:, to ch-rge the batteries, pro-

vided the "ELEC M~XTER" and "HATTERY" switches Ire placed at ON when
the external power source is connected to the utility external power
receptacle.
9. DC Generators
Each of the two engine-driven, 30-vol-t;, ~-I-00-ampere starter-generators is

installed engine accessory
on an drive pad. (See figLu-e ~4-30-3.) Each
starter-generator is attached to the engine accessory driven pad by a guick
attach disconnect adapter (&An). The starter-generator is secured to the
24-30-0
Page 91
a COPYRIGHT, 1981 BY ROCXWELL INTERNATIONAI. May 15/81
gy
SABRE LI:N ER
MAINTENANCE MANUAL
NA-69-420
QeD by a clamp-t3rpe band. Guide pins on the QAD determine the position of
the generator on the &AD. The aft end of the starter-generator housing is
encircled by a muff assembly (part of the eD). This assembly routes rarr. ´•45~
overboard through the outlet vent. The muff assembly is ,joined to the outlet
vent by mechanical pressure which presses against the rubber li.p on the muff
outlet. The for~rard end of the generator housing connects to the ram-air
iul.e-t;, throu~h a section of ~Plexible hose. The flexible hose is held in po~f-
tion by two hose clamps. Ram-air cooling is effective only when the airplane
is in motion. A fan which is an integral part of the generator provides
cooling on the ground.
10. DC Generator Reverse-current Relays
The reverse-current relays are inside the electrical power distribution box
at fuselage station 333 on the bulkhead. The distribution box is accessible
from the aft end of
the passenger compartment. (See figure 24-30-3.) Each
reverse-current relay contains a differential voltage relay, and a contactor
relay. (See figure 24-30-1.) When
generator system is operating, the
a
reverse-current relay connects the output of the generator to the paralleling

bus if the generator output polasity is correct, if the generator output
voltage exceeds volts, or if the generator output voltage exceeds the
paralleling bus (battery and other generator) voltage by at least 0´•35 volt.
I"ne coil of the differential relay senses the generator output polarity and
voltage. When these are correct, the differential relay contacts close and
energize the contactor relay. The contactor relay connects the output of
the generator to the paralleling bus through the reverse-current coil.
Whenever the generator output voltage drops below the paralleling bus volt-
age, current flows through the reverse-current coil in a direction opposite

to the normal generator current. When this reverse current
35 amperes, the differential relay contacts open and automatically de-
energize the contactor relay. The de-energized contactor relay disconnects
the faulty generator system from the paralleling bus.
11. DC Generator Field Control Relays
The generator field control relays are inside the electrical power distribu-
tion box at fuselage station 333 on the bulkhead. The distribution box is
accessible from the aft end of the passenger compartment. (See figure
24-30-3.) Each generator field control relay has three coils. (See figure
24-30-1.) When a generator system is operating, the control relay when in
the reset position connects the generator to the other components in the
system. If the generator output voltage rises above 33 (+1.0) volts de, or
if de generator field overcurrent is experienced, the trip coil of the field
control relay is energized and, as such, disconnects the generator from the
system. Tne control relay remains in the trip position until it is manually
reset by placing the generator switch at RESET. ’kis energizes the reset
coil, resetting the relay for normal system operation. The anticycle relay
prevents continuous cycling of the field control relay when a constant trip
voltage is applied to the trip coil. The anticycle ~feature prevents cycling
~Jhen the generator switch is held at reset with a system fault producing a
continuous trip signal.
24-30-0
Page 10
May 15/81 o COPYRIGHT, 1981 BY ROCKWELL INTERNATIONAL
SA B R E L1 N E R
MAINTENANCE MANUAL
NA-69-420
1~. DC Generator Loadmeters
The two generator loaameters are on the right inboara instrument subpanel.
dc
(See figure ~4-30-3´•) They ase accessible from the cockpit area. When the
airplane is standing on the ramp with both de generator systems operating

land no de power connected to the airplane), each loadmeter should
external
read about (15 percent). During normal taxi conditions, each loadmeter
0´•15
should read about 0´•33 (33 percent). During norma;l flight conditions, each
loadmeter should read about 0.45 (45 percent). If one de generator system
is turned off (or fails), its loadmeter will read 0.00 (O percent). The
loadmeter in the remaining operational. generator system will then read the
total load, or about twice its normal reading, depending upon the operating
condition of the airplane.
24-30-0
Page III
0 COPYRIGHT 1981 BY ROCKWELL INTERNATIONAL May 15/81
~A ~3 R E LI N E R
MAINTENANCE MANUAL
DC GENERATION- TROUBLE SHOOTING
CAUTION: WHEN TROUBLE SHOOTING AN ELECTRICAL CIRCUIT, IT MAY BE NECESSARY TO RE-

MOVE TERMINAL BLOCK COVERS AND DISCONNECT AIRPLANE WIRING FROM TI~IMINAL
STUDS. WHEN SUCH A PROCEDURE IS NECESSARY, DISCONNECT ALL POWER FROM
THE CIRCUIT BEFORE MAKING ANY ATTEMPT TO TROUBLE SHOOT II)HE CIRCUIT.
WHEN TROUBLE SHOOTING, DO NOT APPLY POWER TO CIRCUIT UNTIL AFTER IT HAS
BEEN DECERMINED THAT NO DAMAGE WILL OCCUR TO AIRPLANE EQUIPMENT QR
WIRING. ALWAYS RECONNECT ANY TEMPORARILY DISCONNECTED CIRCUIT WIRING
AT COMPLETION OF TROUBLE SHOOTING PROCEDURE. FQR WIRING HOOKUP INFOR-
REFER TO WIRING DIAGRAM MANUAL.
i. Trouble Shooting DC Power Generation ~ystem
PROBABLE CAUSE I ISOLATION PROCEDURE I REMEDY
BATTERY
A. LOSS OF CAPACITY.
(1) Discharged Check ampere charging rate. Charge battery.

battery. If more than 10 amperes (5
amperes per battery), the
batteries require charging
until below 10 amperes.
(2) Internal short Check voltage output of each Replace discharged bat-
circuit in one or more cell. If cell voltage is tery cell. (Cells are
cells. 1´•05 volts or less, cell is removable and
discharged. replaceable.
(3) short Check airplane wiring har- Repair short circuit.

circuit. ness for sh~rt circuit. Recharge battery.
(4) Extended service Check voltage of each cell. Replace battery.

life.
DC GENFflCITOR
B. NO OUTPUT VOLTAGE FROM GENERATOR.
(1) Internal genera- Make voltage and continuity Replace generator.

tor short circuit. check of generator.
Generator system Make continuity check of Repair short circuit,

wiring short circuit, or generator system wiring. or open circuit.
open circuit.
C. LOW-VOLTAGE OUTPUT FROM GENEIIATOR.
(1) Loose internal Make voltage output check Replace generator.

connection in generator. of generator.
Mar 1/70 ~4´•-30-1

PG \0\
SABRE LINER
MAINTENANCE MANUAL
(2) Loose wiring har- Make voltage output check of Tighten loose
ness connection. generator. I connection.
(3) Grease, dirt, or Make voltage output check of Replace generator.

oil on generator generator. Visually check
commutator. condition of commutator.
D. FLUCTUATING OUTPUT CURRENT OR VOLTAGE FROM GENERATOR.
(1) Loose brush Visually inspect brush Tighten connection.
connection. connections.
(2) Inc orre ctly Visually inspect brush wear Replace generator;
fitted brushes. and fit.
(3) Internal failure Make an operational check-out Replace generator.

of generator. of generator system under
load.
REVERSE-CURRENT RELAY
E. RELAY WILL NOT CLOSE AT REGULATE) VOLTAGE.
(1) Generator control Visually inspect switch Momentarily place

switch at OFF. position. switch at RESET, then
at ON.
(2) Generator voltage Check generator output Adjust voltage re~ula-

output too low. voltage. tor to 28.4 (~0´•7)
volts de.
(3)
Improperly Check generator output volt- Replace relay.
adjusted relay. age on paralleling bus.
F. RELAY WILL NOT OPEN ON REV~ERSE CURRENT OF 18 TO 35 AMPERES.
(1)
Improperly Check battery voltage on Replace relay.
adjusted relay. ’’GEN" terminal of relay.
GENERATOR FIELD CONTROL RELAY
G. RELAY DOES NOT TRIP ON OVERVOLTAGE.
(1) Dirty contacts Make power-off continuity Replace overvoltage

on overvoltage relay. check of overvoltage relay relay.
contacts.
(2) Loose connection Check wiring harness for Tighten loose

at pin "G" or other loose connection. connection.
wiring.
24-30-1 Mar 1/70

PaPe 102
SAB a E Lr N E a
MAINTENANCE MANUAL
(3) Open trip coil. Make power-off continuity Replace relay.

check of trip coil.
H. FALSE TRIPPING.
(1)
Faulty over- Make test of overvoltage Replace overvoltage
voltage relay. prBtection system. relay.
I. RELAY WILL NCYT RESET ELECTRICALLY.
(1) Faulty genera- Make power-off continuity Replace control switch.

tor control switch. check of reset circuit.
(2) Loose connection Make power-off continuity Tighten connection.

to reset coil. check of reset circuit.
J. RELAY CYCLES CONTINUOUSLY.
C1) Anticycle relay Pull out on "FIRE PUI~I1(I Replace field control
faulty. handle. Relay cycles. relay.
LOADMETEKS
K. NO LOADMETER READING.
(1) Loose connection. Visually inspect connections. Tighten connections.
(2) Open circuit. Make power-off continuity Repair circuit.

check of loadmeter circuit.
(3) Faulty loadmeter. Make continuity check or Replace loadmeter.

loadmeter.
L. GENERATORS WILL NOT STAY PARALLELED.
(1) Misadjusted volt- Make an operational check-out Make voltage and paral-
age regulator (or of de generator system. leling aajustments to
regulators). voltage regulators.
(2) Faulty voltage Attempt voltage and parallel- Replace voltage regula-
regulator. ing adjustments to voltage tor (or regulators).
regulators. Make an operational
check-out of de genera-
tor systems. Adjust as
required for parallel
operation.
(3) Faulty "LH DC Make power-off continuity Replace switch.

Or "RH DC GEN" test of paralleling circuit.
switch.
Mar 1/70 24 -30

ec: \03
SABRE LINER
MAINTENANCE MANUAL
(4) Loadmeters not Temporarily interci?ange load Replace loadmeters with

calibrated. meters; then make an opera- calibrated loadmeters.
tional check-out of de Make voltage and paral-
generator system. leling adjustments to

voltage regulators.
STARTER
M. STARTER SLIPS DURING ENGINE START
(1) Incorrect tor- Engine fails to reach rpm Remove starter-genera-

que setting on starter- required for start. tor and torque drive
generator drive shaft. shaft. Refer to
24-30-2, paragraph 5,
procedure A, step 1A.
24-30-1
pgpq !nh OcS 11/76
NA-69-420
MAINTENANCE MANUAL
DC GENERATION
4. Remove battery access door.

CHECKING, CYCLING, AND REPAIRING
BATTERY 5. Remove battery tray support locknuts.
6. Using a 7/16-in. socket wrench, turn battery hoist
fitting cw to lower battery tray. (Fittingis located in
Servicing and repair procedures for bay adjacent to battery compartment and is
nickel-cadmium batteries must be accessible through a small spring-loaded access
performed in an area designated for this door.)
type of battery. Under no circumstances 7. Disconnect battery cable quick-disconnect
shall lead-acid battery tools be used to connector and temperature sensor plugs. Seal and
service nickel-cadmium batteries. stow quick-disconnect and cap sensor plugs.
Fumes from lead-acid batteries must not 8. Disconnect and cap or plug battery vent and drain
be permitted in the area designated for lines to prevent any accumulated electrolyte from
nickel-cadmium battery servicing and dripping from lines.
repair. Failure to observe this caution will
result in a contaminated nickel-cadmium 9. Remove battery tie-down straps and rods.
battery. Contamination will render the
battery useless in a very short time.
Use care to avoid injury when lifting
NOTES
batteries. Each battery weighs
To obtain mat service life for a nickel- approximately 84 Ibs.
cadmium battery, proper maintenance Wear protective clothing to avoid caustic
should be performed at specific intervals. bums.
(Refer to chapter 5.) However, each
Use to avoid spilling electrolyte when
airplane is subjected to d´•i~fferent operating care
and environmental conditions. In high moving batteries.

ambient temperatures andlor flights of Flood affected area immediately with
short duration, battery maintenance may clean water if any electrolyte is spilled on
have to be increased to prolong battery life.
clothing or hands.
Flood eyes immediately with clean water
For checking, cycling and repairing
(or with a 5% solution of boric acid and
nickel-cadmium batteries use mailz-
water) several times if any electrolyte is
tenance instructions provided by the
splashed into eyes, then seek first aid as
battery manufacturer soon as possible.
Battery Removal 10. Remove batteries from tray.
NOTE
Battery Maintenance
Two batteries are located in the lower part Once battery is removed from airplane, use maintenance
of the fuselage between FS 606 and ~a3 ton instructions provided by the battery manufacturer.
CL). The batteries mary be reached through
an access door and are mounted on a
movable tray which may be lowered or
raised.
1. Remove all electrical power from airplane.
2. Set BATTERY switch to OFF.
3. Under fuselage at FS 206, disengage Camlock

fasteners securing support for battery and sump jar
vent line ports.
24-30-2
Page 401
NA-69-420
MAINTENANCE MANUAL
MAINTENANCE PRACTICES (Cont’d)
Battery Installation BATTERY VENT SYSTEM SERVICING
Battery Sump Jar Servicing Procedures
Wear protective clothing to avoid caustic 1. Disconnect camlock fasteners that secure battery
burns. When moving batteries use care to and sump jar vent ports support, open access door,
avoid spilling electrol´•llte. Use care to avoid and lower battery tray.
injury when batteries. Each battery 2. Remove vent hoses from sump jar. Inspect tubes for
weighs 84 Ibs. visible damage and/or obstructions.
Remove all electrical power from 3. Remove bolts securing sump jar to tray.
1. airplane.
2. Set BATTERY switch to OFF. 4. Remove sump jar pad.
for cleanliness. 5. Saturate pad with a 3% (by weight) solution of boric

3. Inspect battery tray
acid and water. Use only enough solution to saturate
4. Ensure that insulator strips are in place. pad.
5. Check that battery covers are securely 6. Replace pad in jar and install jar lid.
sump sump
fastened.
7. Place sump jar on battery tray and secure with bolts.
6. Place batteries onto support trays. Check that
cable connectors are facing outbd on each side. 8. Connect battery vent hoses,
Secure batteries in 9. Raise battery tray, close access door, and secure vent
7. place with tie-down straps
and rods, ports support with camlock fasteners.
8. Service sump jar and install sump jar and all Battery System Vent and Drain Tubes Servicing
vent hoses. Procedures
NOTE
The min pin removal force is one pound. Do not put mouth in direct contact with an
The desired removal force is 5 f;2 Ibs.
open end ofa battery system vent or drain
tube as a means to blow clear any
obstruction in tube. Failure to observe this
9. Check quick disconnect plug pin sockets for warning can result in severe mouth and
looseness by inserting a 0.375 (f0.0005) in. steel pin throat burns to maintenance personnel.
one-half in, into each socket. Record force to remove
pin. NOTE
10. Install quick disconnect cable connector and
Do not permit any accumulation of
temperature sensor plugs. Safety wire.
electrolyte or moisture in vent or drain
tube to drip onto airplane structure.
i. Observe battery servicing precautions.

Do not turn hoist fitting to force tray
against supports. Such overtorquing can 2. Disconnect lower end of vent or drain tube and place
damage hoist. it in a glass jar.
11. Using 7/16-in. socket wrench, turn battery hoist NOTE

fitting ccw to raise battery tray. Engage guide pins
and raise tray until support bolts extend below tray. Use a I to 5 psi dry-air pressure source to
clear any obstructions in vent or drain
12. Attach tray cradle locknuts and tighten until tray is
tube.
secure against cradle.
13. Close access doors and secure support for battery 3. Apply dry air pressure to upper end of vent or drain
and sump jar vent ports. tube to remove any obstructions.
14. Perform operational check of battery system.(Refer

to section 24-30-3.)
24-30-2
Page 402
NA-69-420
MAINTENANCE MANUAL
Battery System Vent and Drain Tubes Servicing 5. Secure lid to distribution box with Dzus fasteners.
Procedures (Cont’d) at FS
6. Place lower trim close-out panel in position
drain tube section if obstruction 333 bulkhead.
i.
Replace vent or
cannot be removed.
7. Ensure guide pins on lower edge of trim close-out
Connect lower end of vent or drain tube; then remove panel mate with recesses, and that Dzus fasteners
glass jar from airplane. line up with airplane structure.
ELECTRICAL POWER DISTRIBUTION BOX 8. Secure trim close-out panel to structure with Dzus
RELAY fasteners.
9. Make an operational check of the system which

Removal
contains the relay.
NOTE
DC STARTER/GENERATORS
The removal and installation procedures
for the de generatorfield control, monitor,
DC Starter/Generators Removal
overheat, and reverse-current rela2ls,
which are inside the electrical power
distribution box, are essentially the same. NOTES
Each engine-driven de starter/generator

i. Set all switches atOFF or airplane-parked position.
is installed on an engine accessory drive
2. Disconnect all external power from airplane. pad. (See figure ~4-30-5.)
3. Locate FS 333 bulkhead at aft end of passenger Each de starterlgenerator is accessible
compartment. after the lower haWofthe engine nacelle has
been released and allowed to swing
4. Loosen the six Dzus fasteners securing lower trim
downward and inbd on its hinge point.
close-out panel to airplane structure.
Because removal and installation
5. Lean top edge of panel fwd to clear Dzus fasteners.
procedures are the same for each
6. Lift panel upward and fwd; then removal panel from starterlgenerator, only the procedures for
airplane. one starterlgenerator are given.
7. Loosen Dzus fasteners securing hinged lid of i. Set all switches at OFF or airplane-parked position.
electrical power distribution box.
2. Disconnect all external power from airplane.
8. Open hinged lid.
3. Remove lower half of engine nacelle.
9. Locate relay (by "k" number) on decal attached to
cover of relay box from which relay isto be removed. 4´• Remove Marman clamp thatsecures flexiblesection
of inlet duct to inlet duct on de generator.
10. Disconnect electrical wiring from relay terminals.
5. Disconnect flexible inlet duct from de generator.
11. Remove mounting screws that secure relay to
distribution box. 6. Work rubber hood off de generator terminals.
12. Remove relay from distribution box. 7. Slide hood fwd along wiring harness until hood
clears generator terminals.
Installation
NOTE
i. Position relay on distribution box.
Tag leads for terminal ident~ication
2. Secure relay to box with mounting screws,
during installation procedure.
3. Connect wiring to relay terminals. [For wire
identification information, refer to Sabreliner 8´• Disconnect electrical wiring from de generator
Wiring Diagram Manual, Report No. NA-69-421 terminals.
(70 Model) or SR-73-26 (80 Model).] 9. Disconnect electrical wiring from thermoswitch-
4. Close hinged lid on distribution box, type detector on de generator housing.
24-30-2
Page 403
NA-69-420
MAINTENANCE MANUAL
DC Starter/Generators Removal (Cont’d) 2. Check torque setting of drive shaft per steps
A thru F.
NOTE
NOTE
The de generator weighs about 64´• Ibs, This
Use care to prevent damage to spline when
weight must be supported during t~te
remainder of the removal procedure. holding drive shaft for removing or
installing self-locking nut.
10. Loosen large bolt that secures quick attach
disconnect (QAD) clamp around aft end of de A. Remove nut, washer, and damper spring from
fan end of drive shaft assembly.
generator.
B. Inspect parts for any damage. Replace nut if
11. While maintaining de generator in a level position,
carefully slide de generator fwd until slide end of self-locking feature is worn.
generator shaft clears accessory drive pad. C. Temporarily installa 0.875 in. spacer, washer,
and nut on shaft. Tighten nut until spacer

12. Remove de generator from engine nacelle area.
bottoms against shoulder of a fan hub.
DC Starter/Generator Installation (Fabricate spacer locally from 3/8-in. ID or
larger tubing. Avoid any spacer that does not
slip easily onto shaft.)
NOTES
D. Count and record number of shaft threads
The de starter/generator weighs about 64 exposed above nut.
Ibs, This weight must be supported until the
unit is securely clamped to the quick attach E. Remove nut, washer, and spacer.
disconnect ~AD) mounting on the engine F. Install damper spring, washer, and nut.
accessory drive pad. Tighten nut to expose number of threads
recorded (step D).
Starterlgenerators having a letter "A"
after the serial number have deeper 3. Lubricate starter/generator drive spline with
indexing holes in the mounting flange. grease.
Before installing a starterlgenerator,
check length of QAD indexing pins and 4. Lubricate clamping bolt threads and clamping "V"
depth of indexing holes. Use &AD which groove with anti-seize compound.
has proper length pins to ensure proper 5. If thestarter/generator mount adapter has been
installation of starter/generator.
removed, proceed per steps A thru E.
Before installing a starter/generator, A. Remove cover plate from engine (if installed).
flash exciter shunt field tin proper
direction) to make certain that shuntfield B. Install gasket on engine pad.
retains sufficient residual magnetism. C. Position mount adapter on engine.
Loss of residual magnetism will result in
failure of the starterlgenerator to build up D. Install washers and nuts.
to proper voltage when operating as a de
E. Torque nuts to 160-185 in.-lbs.
generator. (Forflashing information, refer
to flashing de starterlgenerator field 6. Install generator overheat detector. (Refer to DC
procedure). Generator Overheat Detector Removal).
7. Position de generator so thermoswitch-type detector

i. Disconnect all external power from airplane. points downward from underside of generator
housing.
NOTE
8. Ensure generator splined drive shaft points toward
The following step is optional and may be &AD.
used to assure proper torque setting of
drive shaft spring prior to starter/genera-
9. Support weight of de generator and hoist generator
into position immediately fwd of &AD mounting.
tor of installation. This step, however, is
required if slippage during a start was 10. Level de generator fwd and aft.
suspected.
24-30-2
I Page 404
NA-69-420
MAINTENANCE MANUAL
DC Starter/Generator Installation (Cont’d) 20. Slide rubber hood aft along wiring harness and into
Maintain DC generator in level

positionover DC generator terminal block.
11. a position and move
it aft. 21. Connect flexible inlet duct to inlet housing on fwd

end of DC generator.
12. Engage splined drive shaft of DC generator with
accessory drive
pad. 22. Secure flexible duct to DC generator inlet with a
Marman clamp.
NOTES
23. Install lower half of engine nacelle.
I 24~ Make a operational check of DC aenerator.
fitfirmly against the C~AD, and the guide
pins in the &AD should engage holes in the DC Generator Shunt and Ground Jumper Lead
aft face of the DC generator so that the
Inspection and Cleaning
generator cannot be rotated.
Ensure thermoswitch-t2lpe detector points NOTE
downward at the time guide pins engage.
This procedure is performed during
engine change.
13. Engage guide pin holes with guide pins on &AD.
14. Ensure circular goove in edge of aft face of DC i. Remove bolts securing ground jumper(s) between
generator aligns with clamp ring in &AD. DC shunt and ground plate.
2. Remove shunt.
NOTE
3. Inspect jumpers for evidence of oxidation (green
Thefwd end of the starter/generator should
color).
be supported whenever the clamp bolt is
being tightened or torgued, to ensure 4. Inspect jumpers for flexibility and any evidence of
proper seating of the clamp, overheating. (Overheating will cause braid to be
more rigid near the terminal ends.)
15. Support fwd end of starter/generator and tighten 5. Clean shunt, jumpers, and pylon structure-to-
clamp bolt. Torque clamp bolt to 120 in.-lbs, back off
jumper mating surface.
bolt, and repeat torquing operation several times
until torque wrench stops advancing when proper 6. Install shunt.
torque is reached.
7. Install jumpers, torque bolts to 175-190 in.-lbs.
NOTES
DC GENERATOR BRUSH
The clamp is properl21 seatedwhen nomore
DC Generator Brush Inspection
than approzimately five threads are
showing between the clamp ends, i. Open engine cowling and remove DC generator from
The sire of the gap between the aft edge of the
engine accessory drive pad. (Refer to procedure for
and the fwd edge of the e~haust air
removing DC generator.)
clamp
scroll (&AD) should be constant. 2. Remove DC generator brush inspection band.
3. Pull brush spring back far enough to permit
16. Visually check for proper seating of clamp. removal of brush and remove brush from brush
17. Safetywire QADclampingbolt. holder.
18. Connect electrical wiring to thermoswitch-type

detector (P675~
19. Connect electrical wiring to DC generator ter-

minals. [Refer to tags installed during removal or to
Sabreliner Wiring Diagram Manual, Report No.
NA-69-421 (70 Model) or SR-73-26 (80 Model).]
24-30-02
Page 405
NA-69-420
MAINTENANCE MANUAL
DC Generator Brush Inspection (Cont’d) 2. Remove safetywire, and remove brush cover (band)
from generator.
3. Clean any oil or grease from generator commutator

and brush holder areas.
Do not remove more than one brush at a
time. To ensure proper fit against com- 4. Blow carbon dust from brush holder areas with 25-
mutator, return brush to brush Welder in 35 psi dry compressed air.
same position as it was before removal. 5. Remove safetywire, and remove screw that secures
Do not get oil or grease on generator eom- brush leads to electrical terminal.
mutator or brushes.
6. Lift brush tension spring, remove old brush set, and
install new brush set. Release spring and check
4. Inspect brush surface that comes in contact with
spring is properly seated and centered on brush.
commutator. At least 70 percent of this surface
should show contact (wear). 7. Check brush set is properly installed. (Brush set is
held firmly against commutator by spring but can
5. Inspect brush length. Brushes having a diagonal be moved up and down in holder against spring.)
wear groove should be replaced when the diagonal
line is worn away. 8. Secure brush leads to electrical terminal with screw.
Tighten screw and install safetywire.

6. Return brush to brush holder tin its original
position). 9. Repeat steps 5 thru 8 for remaining brush sets.
7. Return brush spring to its original position against 10. Inspect brush installations and install brush cover
brush. Ensure spring pressure holds brush firmly (band).

against commutator. 11. Position cover so that screw on brush cover is on
8. Repeat steps 3 thru 7 for remaining brushes, same side of generator as generator overtemperature
switch. Install safetywire on brush cover screw.
9. Installbrush inspectionband.
12. Run-in new brushes by operating generator on
NOTE bench at 3000 to 8000 rpm (generator rpm) for
No crack should esceed 1~ in, in length. No

approximately 10 hours with a 300-amp load.
terminal block should have more than 13. Check for consistent voltage level during run-in. If
seven cracks ofany length. Cracks at mount- not consistent after first hour, it may
voltage level is
ing holes should not eztend more than half be neccessary to repeat brush replacement pro-
the distance to outer perimeter of block. cedure.
14. Reinstall generator on engine. (Refer to procedure

10. Inspect terminal blocks for cracks. for installing DC starter/generator.)
11. Reinstall generator on accessory drive pad. Check
complete installation for security and proper safe- DC Starter/Generator Field Flashing
ties. Close cowling.
NOTE
12. Operate engine and check output of generator.
Do not make or break battery connection to
DC Generator Brush Replacement starterlgenerator at "A" or terminal

on starterlgenerator. To do so will result in
1. Open engine cowling and remove DC generator from severe damage to terminals.
engine accessory drive pad. (Refer to procedure for
removing DC starter/generator.) 1. Connect an insulated wire between negative ter-
minal of a 12-volt battery and the "E-" terminal on
NOTE
starter/generator.
Note s~fetllwire routing before removalfor 2. Connectan insulated wire between positive(+)terminal
reinstallation.
of a 12-volt battery and one side of single-pole, single-
throw knife switch.
24-30-02
I 12/89Pafe
Jun
406
NA-69-420
MAINTENANCE MANUAL
DC Starter/Generator Field Flashing (Cont’d) 4. Place adapter (Bendix Part No. 1530507), figure
24-30-6, on end of overheat detector which is on top
when detector is held in installed position. Make sure

3. Open knife switch. rounded side of adapter is on top (points toward CL
4. Connect an insulated wire from other side of knife of generator) and is centered on end of detector.
switch to terminal on starter/generator.
5. Screw overheat detector and adapter into tapped
5. Close knife switch for 3 to 5 seconds, then open knife hole in generator housing until detector "bottoms
switch. out" and compresses tip of adapter. Do not use a
wrench. Tighten detector finger-tight only. Do not
6. Repeat step 5 several times to make certain that
upset position of adapter on end of detector.
shunt field is properly flashed.
7. Disconnect knife switch and wiring from NOTE

starter/generator.
Do not back off detector more than one
8. Install starter/generator,
complete turn.
6. Unscrew back off detector just enough to permit

or
connector portion of detector
to face 45 degrees to
DC Generator Overheat Detector Removal left of CL of de generator housing (points toward
generator cable terminals).
NOTE 7. Hold detector in position with wrench, and tighten
Each of the two overheat detectors is detector locknut against generator housing to
mounted on a de generator housing. (See 70 (+0/-5) in.-lbs with torque wrench.
figure ~4-30-3.) The detector is accessible 8. Connect electrical wiring to overheat detector.
after the lower half of the engine nacelle is
9. Install air outlet adapter. Position flange offset
removed. Because removal and
under overheat detector.
installation procedures are the same for
either overheat detector, oldy the 10. Install lower half of engine nacelle.
procedures for one overheat detector are
given.
DC Generator System Output Voltage Adjustment
1. Set all switches at OFF or airplane-parked position.
2. Disconnect all external power from airplane. Equipment/Tools
2 Precision 0-to-50 Vdc Voltmeters
3. Remove lower half of engine nacelle.
4. Locate overheat detector on underside of de Procedure

generator housing.
5. Disconnect electrical wiring from overheat detector.
2. Disconnect all external power.
6. Remove airoutletadapter.
3. Gain access to voltage regulators, on lower left
7. Unscrew overheat detector from de generator portion of cabin aft bulkhead.
housing.
4. Connect de voltmeters to right and left voltage
DC Generator Overheat Detector Installation regulator testjacks.(Thejacksareonthebasesofthe
regulators.)
5. Check proper polarity by connecting positive
2. Disconnect all external power from airplane. terminal of voltmeter to red-colored jack and
negative terminal of voltmeter to black-colored
3. Inspect tapped mounting hole for overheat detector
to ensure no dirt or foreign material is present. (The
test jack.
tapped mounting hole is on the underside of the
installed de generator.)
24-30-2
0 COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL
Page 407
Mar 15/83 I
NA-69-420
MAINTENANCE MANUAL
CONNECTOR
LOCKNUT
I\DAPTER
24-30-2 Thermoswitch Type Overheat Detector

Figure 24-30-6
Page 408
Rlar 15/83 o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL
NA-69-420
MAINTENANCE MANUAL
DC Generator System Output Voltage Adjustment NOTE

(Cont’d)
Steps lr thru ~d verify proper operation of
Procedures (Cont’d) left and right de generator reverse current
6. Connect external electrical power to airplane, relays.
7. Start engines. (Refer to chapter 71.) 17. Set RH DC GEN switch momentarily at RESET
and then ON. Leave LH DC GEN switch at OFF.
NOTE
18. Disconnect external electrical power.
The BATTERY and DC GEN switches are 19. Check voltage. The airplane de voltmeter should
to remain at OFF during these procedures. read approximately 28.4 volts.
8. Set engine rpm at IDLE. 20. Set RH DC GEN switch at OFF.
21. Set LH DC GEN switch momentarily at RESET,

NOTES then ON.
The voltage regulatorsmust be operatedfor 22. Check voltage. The airplane de voltmeter should
a min of 30 minutes to attain operating read approximately 28.4 volts.
temperature, or until voltage stabilixes,
before any attempt is made to adjust the de DC Generator System Maximum Output
generator sllstem output voltage. Both Adjustment
voltage regulators must have the same part
numbers. NOTE
TheRHDCGENswitchis cycledthrough Perfomz procedures in DC Generator
RESET, ON and OFF to make certain that Sri/stem Output Voltage Adjustment before
the generator field control relay is reset. performing mat output voltage
The switch should remain in the OFF
procedures.
position until after the output voltage of the
generator system is properly adjusted. 1. Position LH and RH engine throttles at IDLE.
9. Set RH DC GEN switch momentarily to RESET, at 2´• Set RH DC GEN switch momentarily at RESET
ON, and then back to OFF. and then ON. Set LH DC GEN switch at OFF.
10. Check RH de voltmeter reading of 28.4 (f0.7) vdc. 3´• Monitor RHdcgeneratorloadmeter. Increasedcbus
load, if required, until meter reads approximately
11. Adjust voltage adjustment rheostat (screwdriver 0.3 (30%) load.
slot) on RH regulator until approximately 28.4 volts
is indicated on voltmeter, if the voltmeter does not 4´• Check voltage. The airplane de voltmeter and
read approximately 28.4 volts. Do not adjust voltmeter should read approximately 28.4 volts.
rheostat (knurled knob) on regulator mounting base 5. Set RH DC GEN switch at OFF.
in this step.
6. Repeat steps 1 thru 4 for LH de generator.
12. Press down and hold PUSH TO TEST RH GEN
VOLT switch. 7. Set LH DC GEN switch at ON.
13. Check voltage. The airplane de voltmeter should 8´• Increase LH engine speed to 65% (+5%) rpm.
read approximately 28.4 volts. 9. Check voltage. The voltmeter should read 28.6 (rfrO.l)
14. Rotate airplane de voltmeter instrument adjustment volts.
screw on face of instrument until indicator reads 10~ Reduce engine rpm to IDLE if approximately 28.6
fl% (0.28 to 0.29 volts) of voltmeter if the airplane de volts is not obtained. Increase voltage adjustment
voltmeter does not read within 1% of voltmeter, rheostat in increments of 0.1 volt.
15. Release PUSH TO TEST RH GEN VOLT switch. 8 thru 10 until approximately 28.6 volts
11. Repeat steps
16. Repeat steps 9 thru 11 for left de generator. is obtained at 65% rpm.
24-30-2
Page 409
Mar 15/83 I
NA-69-420
MAINTENANCE MANUAL
DC Generator System Maximum Output NOTE

Adjustment (Cont’d)
A difference in loadmeter readings of more
12. Adjust de load on bus system to highest value than one-half scale division indicates that
possible near full load of 1.0 (100%). the generators are not sharing the load
egually, To balance load, proceed with the
13. Increase LH engine speed momentarily to 90%(f5%)
following steps,
rpm.
14. Check voltage. The voltmeter should read 4. Turn knurled knob on voltage regulator base, for
29.0 (+0.0/-0.2) volts. generator indicating lowest loadmeter reading, a
slight amountcw. (Increase voltage.) Turn knurled
15. Reduce engine rpm to IDLE, and place LH DC GEN
switch at OFF if approximately 29 volts is not knob voltage regulator base, for generator
on
obtained. Increase voltage adjustment rheostat in indicating highest loadmeter reading, a slight
amount ccw. (Decrease voltage.)
increments of 0.1 volt.
16. Set LH DC GEN switch at ON. NOTE

17. Repeat steps 12 thru 15 until approximately 29 volts
is obtained at 90% rpm.
Do not adjust rheostat (serewdriver slot)
on regualtor unit in this step.
18. Set LH DC GEN switch at OFF.
5. Repeat step 4 until loadmeter readings are within
19. Repeat steps 7 thru 17 for RH de generator.
one-half scale division.
20. Perform procedures in ParallelOperation
6. Increase de load to highest value possible near full
Adjustment.
load.
DC Generator System Parallel Operation 7. Repeat step 4 until loadmeter readings are within
Adjustment one-half scale division.
NOTE 8. Reduce engine rpm to IDLE.
9. Recheck voltage output. (Refer to procedures in DC

Ensure that max voltage output has been
Generator System Maximum Output Adjustment.)
obtained for individual generators in
accordance with. DC Generator System 10. Repeat paralleling and voltage adjustment until
1Mazimum Output Adjustment before voltage is 29.0 (+0.0/-0.2) vdc at 90% rpm and load is
performing paralleling procedures, equally divided between generators to within
one-half scale division.
i. Set RH and LH DC GEN switches momentarily at
11. Shut down engines. (Refer to chapter 71.)
RESET, then ON if de generators are not on the line.
2. Increase speed of both engines to 65% (f5%) rpm.
13. Disconnect voltmeters.
3. Adjust de load onbus system until generator
loadmeter indicates at least 0.25 (25"/o). 14. Install access and trim panels.
24-30-2
I Page 15/83
Mar
410
o COPYRIGHT,´•1983 BY ROCKWELL INTERNATIONAL
SABR E:LINER
MAI~ITENANCE MANUAL
WARNING: WHEN GROUND MAINTENANCE PROCEDURES REQUIRE TIIE REMOVAL OF PROTECTIVE

COVERINGS (SUCH AS TAPE, RUBBER CO~RS, ETC), THESE COVERINGS MUST BE
REINSTAUED BEFORE ANY ELECTRICAL POWER IS CONNECTED TO THE AIRPLANE.
FAILURE TO OBSERVE THIS WARNING COULD RESULT IN A FIRE AND POSSIBLE
LOSS OF THE AIRPLANE, CAUSED BY AN ACCIDENTAL SHORT CIRCUIT OF THE UN-
PROTECTED ELECTRICAL CONDUCTOR.
CAUTION: BEFORE REMOVING TERMINAL BLOCK COVERS TO MAKE IT EASIER TO TEST OR

ADJUST THE ELECTRICAL SYSTEM, DISCONNECT AU MT~RNAL POWER FROM THE
AIRPLANE AND PLACE ALL AIRPLANE SWITCHES AT OFF OR AIRPLANE-PARKED
POSITION.
NOTE: A precision O- to 50-volt de voltmeter, constant-voltage type de external

a
power source of 28 volts de, and a constant-current type de external power

source of 1000 amperes capacity are required to check and test the de power
electrical system.
The de generators and voltage regulators should be at operating tempera-

ture before the generator systems are adjusted.
i. Testing Battery System
NOTE: The specific gra.vity readings of t~e individual battery cells do not
indicate the state-of-charge of a nickel-cadmium battery. The specific
gravity remains the same, whether the battery is charged or discharged.
The state of charge is determined by the amount of charging current.
The batteries are considered charged when the charging current is less
than 10 amperes for both batteries.
A. To test battery system, proceed as follows:
(2) Connect a 28.5-volt, constant-voltage type de external power source

to airplane utility external power receptacle. Turn on external
power source.
(3) Place "ELEC MASTER" switch at ON.
(4) Make certain "BATTERY" switch is at OFF.
(5) Note de external power source loadmeter reading.
(6) -Place "BATTERY" switch at ON.
(7) Note de external power source loadmeter reading.
(8) Compute the difference between loadmeter readings [step (7) minus
step (5)1´•
NOTE: If the difference [step (8)1 exceeds 10 amperes, the batteries

are not operating at full capacity. They should remain on
charge until the difference in loadmeter readings is less than
10 amperes.
~4-30-3
Mar 1/70
ea6E 40~
SABRE ~INER
MAINTENANCE MANUAL
(g) Repeat steps (5) through (8) until difference in loadmeter readings
is less than l0’amperes.
(10) Place "BATTERY" switch at OFF.
(11) Place "ELEC MASTER" switch at OFF.
(12) Disconnect de external power source from airplane.
2. Testing DC Generator System
follows:
A. To test de generator system, proceed as
(1) Make certain "ELEC MASTER" switch is at ON.
(2) Startright engine. (Refer to Chapter 71.)
(3) Start left engine.
(4) Place "LH DC GEN" switch at OFF.
(5) Note de voltmeter. The meter should read 28.4 (K)´•7) volts de, the
output voltage or the right de generator system.
(6) Note left de generator loadmeter. The meter should read 0.00 (0.0
percent).:
(7) Note right de generator loadmeter. The meter should read 0.30 (30
percent).
(8) Place "LH DC GEN" switch at RESET, then at ON.
(9) Place "RH DC GEN" switch at OFF.
(10) Note left de generator loadmeter. The meter should read 0.30 (30
percent).
(11) Note right de generator loadmeter. The meter should read 0.00 (0.0
percent).
(12) Note de voltmeter. The meter should read 28.4 (-~.7) volts de, the
output voltage of the left de generator system.
(13) Place "RH DC G~N" switch momentarily at RESET, then at ON.
(14) Note both de generator loadmeters. Each meter should read about
0´•15 (15 percent).
NOTE: If loadmeters do not read the same (within one-half scale

division), the electrical load is not equally shared between
the de generator systems. To equalize load between the de
generatorsystems, adjust voltage adjustment rheostats and
paralleling rheostats on voltage regulators.
e4-30-3 Mar 1/70

Page 502
SABRE LINER
MAINTENANCE MANUAL
(15) While observing de loadmeters, place "INVERTER" switch at ON, at

OFF, again at ON.
and Both loadmeter readings should rise, fall,
then rise together, indicating that both de generators remain oper-
ational and share the de load.
NOTE: If the sudden increase in de load causes one of the de ~enera-

tors to trip off, a faulty or misadjusted generator system is
indicated. Investigate and correct as required.
(16) Place "RHDC GEN"switch at OFF.
(17) Shut down left engine. (Refer to Chapter 71.
(18) While left engine is windmilling downward in speed, observe left de

generator loadmeter. The meter reading should indicate a rapid de-
crease in load (from 0.30) toward zero. Upon reaching zero, the
meter should continue reading downward to a minus 0.1 reading, then
rapidly return to zero.
NOTE: The minus 0.1 reading indicates proper operation of the

reverse-current relay. The loadmeter reading must not exceed
O.P in the reverse directi.on. If it does, or if the pointer
fails to return to zero immediately after reading in the re-
verse~direction, the reverse-current relay is faulty and

should be replaced.
tig) Place "RII T)C GEN" switch at ON.
(20) Note right de generator loadmeter. The meter should read about
0´•30 (30 percent), or full load.
(21) Shut down right engine.
(22) Repeat step (18) as applied to right de generator loadmeter.
Observe same requirements of operation.
(23) Place "BATTERY" switch at OFF.
(24 Place "ELEC MASTEZI" switch at OFF.
Mar 1/70 24-30-3

PR ~E583
NA-69-420
MAINTENANCE MANUAL
INSPECTION/CHECK
INSPECT STARTER/GENERATOR SHAFT

SPLINES S/N 370-2 thru -6, -8, and -9 .029" -i
1. Remove starter/generator per instructions in this
chapter.
2. Inspect shaft splines for wear as shown in Detail A.
The "top land" of new spline teeth is .039 for le-tooth
splines and .029 for 16-tooth splines.
NEW
SPLINED
NOTE SHAFT
The s?,lines are safe down to a "tolo land"
dimension of xero, but if service records
indicate the "top land" dimension ma~
reach xero during ne~t service period, the
drive shaft should be relolaced.
3. Lubricate starter/generator shaft splines with

MIL-G-81322A-GPW high temperature grease.
4. Install starter/generator per instructions in this

chapter.
WORN TEETH ZERO DIMENSION
5. Secure airplaneasdesired.
WORN
ZERO
Detail A
170124-30-03
Page 601/602 Blank
SABRELINER
MAINTENANCE MANUAL
NA-69-420
DC GENEKATION MODEL NA-265-80 DESCRIPTION AND OPERATION
i. General
Duringnormal operation, de electrical power is supplied by two de generator

systems, During an emergency or during ground operation (with no external
grqund~;power available) when engines are not operating, de power is supplied
by system. Provisions ape included for connecting an external
operation and ´•engine starting, if desired.
is a pou~i-.iy´•eceip-te;cle on the rightside of the
airplane:.l;,: See figure 24-30A-1.) ~For an engine start using external
power, a
constant-current type de electrical power unit is plugged into tie external
power receptacle to energize the essential andstart busses. For a normal
battery ,C’aelf-sufficient) start -t;fie battery S~stem is connected to the start
and busses in such a way that ~batteries No. 1 and No. are con-
nected iri’::’series providing 48 volts-on the .start bus for the starter-generator
and battery
No. 1 alone provides -to the essential bus for engine
ignition. (See figure 24-30A-2.): After the engine rpm reaches about
4~ percent RPM the starting sequence ends and the
starter-generator begins to
function as a generator. The generator reverse-current relays connect the
generators to the essential bus.
2. Battery System Airplanes Without S.O.K. 17
The battery system (figure 24-306-2) consists of two nickel-cadmium batteries,

two battery control switches, two battery isolation relays, a battery relay,
and control circuitry. The battery system equipment locations are shown in
figure 24-308-1.
With the airplane ground and all switches off, each batter3´• is con-
on the
nected to the coil and to
normally open contacts in the isolation
relay. When the "ELEC and "BATTERY" switches are posif,l~red at OTJ,
the -oil of the isolation relay is grounded through the batter3- Ilsconnect
relay K1092 (or through the generator monitor and external power ~onitor
m relays provided that no external power is connected to the airplace and the
"~J engines are not operating). The isolation relays can also be e~ergized by
placing the "BAT1+ERY" switches to EIMERG, which furnishes a dlre~-, path to
gro;md for the isolation relay coils, provides that the "C;FC switch
C is at ON position. When either isolation relay is energized the battery
:~7 relay (K510) is energized and the affected battery is connected ;o the es-
;2U
sential bus. In the event that all generator power is lost during flight,
battery power will be available to the essential bus. During an engine start
ii on battery power the battery start relay (K511) energizes and connects the
batteries in series to the start bus. Battery No. i, however, still supplies
V, power to the essential bus through the isolation and battery relays. During
a battery start the "BATTERY" switches may be placed in the ON (providing a
battery-hot condition does not exist) or EMERG position to provide a ground
path for the isolation relays. With external power connected or the APU op-
erating and no battery overheat condition, the "BATTERY" switches may be
placed in the ON or EMERG position to provide a ground path for ~he isolation
relays. With no external power applied and with the APU operating, the
"BATTERY" switches may be placed in the ON or EMERG position to provide a
ground path for the isolation relays.
24-30A-01
Page 1
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
On airplanes changed by Sabreliner Optional Kit No. 26 the batteries are

connected in parallel during engine starts. The parallel connection may not
be as effective as the series connection during cold weather engine starts.
When the ambient temperature is below freezing (O degrees 0) two or more
engine start attempts may be required to raise battery temperatures enough
to get minimum engine RPM. The operator may elect at his option to change
the airplane wiring back to the series connection at low O.A.T.s and eliminate
the possibility of repeated starting attempts being necessary.
2A. Battery System Airplanes With S.O.K. 17
The battery system (figure 24-308-2) consists of two nickel-cadmium

batteries, two battery control switches, two battery isolation relays, a
battery relay, APU start disable, and control circuitry. The battery system
equipment locations are shown in figure 24-308-1.
With the airplane on the ground and all switches off, each battery is con-
nected to the coil and to normally open contacts in the respective isolation
relay. When the "EL~CT MASTER" and "BATTERY" switches are positioned at ON,
the coil of the relay is grounded through the battery disconnect
isolation
relay K1092 (or through the generator monitors and external power monitor
relays, provided that no external power is connected to airplane and the
engines are not operating. The isolation relays can also be energized by
placing the "BATTERY" switches to EMERG, which furni.shes a direct path to
ground for the isolation relay coils, provided that the ELFICT MIZSTER switch
is at the ON position. When the APU is not operating and when either iso-
lation relay is energized the battery relay (K510) is energized and the
affected battery is connected to the essential bus. In the event that all
generator power is lost during flight, battery power will be available to
the essential bus.
With the engine start switch (S1230) in the COL;D position, during an engine
start battery power, the battery start relay K511 energizes and connects
on
the batteries in series to the start bus. With the APU operating, the APU
will furnish the reqlired electrical power to the essential bus. When the
APU is operating, the NO. 1 battery supplies the required electrical
not
power to the essential bus during the starting cycle. When the engine start
switch (S1230) is at the NORMAL position, relay K511 remains de-energized
which allows the batteries to remain connected in parallel to the starter bus.
Refer to Chapter 80 for a complete description and operation of the starting
system.
During a battery start the "I3ATIIERY" switches may be placed in the ON (pro-
viding a battery-hot condition does not exist) or EMERG position to provide
a ground path for the isolation relays. With external power connected or the
APU operating and no battery overheat condition, the "BATTERY" switches may
be placed in the ON or EMERG position to provide a ground path for the iso-
lation relays. With no external power applied and with the APU operating,
and a battery hot condition, the "BATTERY" switches must be placed in the
EMERG position to provide a ground path for the isolation relays.
Page
2 4-30A-0
SA El F~ LI N E a
MAINTENANCE MANUAL
NA-69-420
RH OVERHEAD DUTBOARD
LH OVERHEAD FORWARD
CIRCUIT-BREAKER PANEL
DC GENERATOR CAUTION
ESS BUS VOLT
LIGHTS LH g RH
i’L SJ i-:
POWER PANEL
Dc LOADMETERS
DC VOLTMETERS
r__
VOLTEMETER TEST
x
SWITCHES
ci
BATTERY SWITCHES
BATTERY TEMP INDICATORS
h´•-~
r
-3
j t P’
FS13I FS50
M,i
i j
i
BATTERIES
BATTERY RELAYS
i
ELECTRICAL EOUIPMENT RACK t
´•GCU~S
REVERSE CURRENT RELAYS
FEEDER PROTECTORS
3
GENERATOR BREAKERS
t~g; M
I
.g j
j,
2~ i:lI,
1;1
LH ENGINE
(RH TYPICAL)
i STARTER-GENERATOR
5380-2-54-2A
1)C GenerationSystem Component Locations

Figure 24-30A-1 24-30A-0
Page 3
0 COPYRIGHT, 1981 BY ROCIC~2IEEL INTERNATIONAL May 15/81
SABRELINER
MAINTENANCE MANUAL
NA-69-420
ESS 28V DC
START BUS
rrL
al I 42 nit 43
all snTr~Rv NO. 1

ISOLATION
K1041
NO 2 BT500
C1(510)i~
K510
(FUS STA 50)
x2 x2
IFUS STA 50LH)
BATTERY X2 6 p--t------1 I xt xl
(FUS STA 150) 1,4. ~-f
31 K512
II
5 ISOLATION
BATTERY N0.1 B
o
(FUS STA 50)
(K2J
K23
BT501
BATT START
BATTERY NO. 2
APU DISABLE
ns I (FUS STA 50)
(ENERGIZED
ONLY O A2
WHEN START BUTTON r D1
ISDEPRESSED) 02
ni I
(O K511
BATTERY START
C1
C2 OFF (ENERGIZED DURING ENGINE
START ON BATTERY POWER)
03
(FUS STA 50 RH)
ON
~S541)
ELECTRIC
MASTER EXTERNAL POWER
oN MONITOR NO. 1
2 1
i ~FF I (ENERGIZED WHEN EXTERNAL
ELECTR1CAL POWER IS APPLIEDI
EMER (S540)
(FUSSTA1501
BATTERY
NO. 1 3
ON
z 116
OFF
1
EMER
(51028)CKSls)
51028
BATTERY
NO. 2
K516
t 9
1 3 _a 11 9
~5 13~
1,5
r EXTERNAL POWER
1 MONITOR NO. 2
8
8 6 1C 1´•’3 1
6~9--C----aX 3 8
114
541
541
441
O
2
7
IND
APU REVERSE
CURRENT RELAY
(K4001~
K4001
LH GEN
K525 b(K526) a
RHGEN
K526
(ENERGIZEDWHEN
(K1O59)
K1059
c,,,,s
K1092 K1094
MONITOR MONITOR EXTERNIL
BATT APU GEN NO. f NO. 1 ELECTRICAL
DISCONNECT MONITOR POWER IS APPLIEDI
(ENERGIZED’NHEN (ENERGIZED WHEN
(FUS STA 1501 (FUS STA 150)
LH GENERATOR IS RH GENERATOR IS
OPERATING) OPERATING)
(FUSSTA 150) (FUS STA 150)
B AIRPLANES NOT CHANGED BY SERVICE LETTER NO. 26
P AIRPLANES CHANGED BY SERVICE LETTER NO. 26

8389-?-54-39
Battery System Electrical Schematic

24-30A-0 Figure 24-30A-2
Page 4
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
ESSENTIAL 28V DC ESSENTIAL 28V DC
LH DC GEN ESSENTIAL LH ENGINE MASTER OL ~/b RH ENGINE MASTER RH DC GEN

ILH OUTED OVHD (LH OUTED OVHD
CAUTION LIGHTS BUSVOLTAGE d c3 C3 CKT EI<R PNL)
CAUTION LIGHTS
(RH OVHD CKT (LH INBD FWD VOLTMETER VOCTMETER CKT BKR PNL)
O ON
(RH OUTED OVHD
r ONO RH ENGINE
ENGINE CZ CKT BKR PNL)
OKR PNLI CKTBKRPNLI C1 MASTER SWITCH
MASTER SWITCH OFF Ca
I OFF i
1_2 S553
(5548)
5548
RH GEN
i. .2
V
(CENTER PEDESTAL) (CENTER PEDESTAL) VOLTMETER
3 4 EN 3 4
VOLTMETER
(FUS STA 150)
VOLTMETER
(FUSSTAISO)
s I LH DC GEN REVERSE I I I I AH DC GEN REVERSE

5
CURRENT RELAY (FUS CURRENT RELAY (FUS
TO "DC GEN OFF" RH GEN 4
STA 145) STA 1451
cnurloru LIGH7 ~K508)
K508 K509 MON~TOR
(REFER TO CHAP 33) (FUS STA 150)
anr
(K525)
K525 15 L L IIND
rorrallNIL
snr i.,
REVERSE REVFRSI
LH GEN "3" OF LH RH GEN
LH GEN MONITOR "j’~ OF RH CB8~
GEN CURRENT COIL CURRENT COIL GEN
MONITOR (FUS STA 150) FIRE SHUTOFF ITOR
2 I-L- REU)Y IREFLR
FIRE SHUTOFF
LL’ 2
(FUSST~ (FUS STA 1501
150) (C~i) TO TERMINAL "A-l’.
CONTACTOR
H) CHAP 26)
Rtl.r
TO CHAP 261
(REr6A
TO TERMINAL
OF RH START
I 1- OF LH START
CONTACTOR I COIL 3 P----C7 3 f CONTACTOR L17
NEG NEG COIL CONTACTOR
6
8 DIFFERENTIAL 1~5 5I: DIFFERENTIAL
8
6
m "LH DC GFN HOTI VOLT~GE TD"RH DC tTN
4 1
6 6
I’ CAUTION LIGHT COILS CAUTION e-4
4
IREFER TO CHAP 33) APP
(4 44, APP LIGHT IREFER
2 a
i
(l(fi3) K630
LH GEN OVHT I i r I 1 I I I i I
2
I I I 1
2
I I´• i I I 1 1 -I I I I
TQCH*PPI~ RH GEN
K631
7
(FUS STA 150) 1 I O I I I I I I He I I I I I!C~ I I I I I I oJ I I OVHD

15 I I I 1 15 (FUSSTA150)
Q~1050i)
~1049j K552
nH FEEDER ~3 1048
K553 sW
LH FEEDER SW PROTECTOR
LH FEEDER RH FEEDER
PROTECTOR NO. 2 1 T L----~ TO GEN GEN NO. 2 /FUS PROTECTOR
PROTECTOR BATT rO BATT
(FUS STA 150) TEMP SYS DISABLE DISABLE STA 150) NO. 1
NO. 1 TEMP SYS
IIFUS STP13201 IIFUS STP13201
S1025 81026
o
LH GEN RH GEN
LH GEN FIELD RH GEN FIELD
G;~ T
LEAD PROTECTOR TO ENGINE
SWITCH SWITCH
TO ENGINE
LEAD PROTECTOR T T
B
(FUSSTAISO)
STARTING STARTING (FUS STA 1
CN901
n ON N.O. ON CB808 A
CB807 N.O.
LH GEN CONTROL c C
0903 OFF P904
0903 IUNIT OFF P904
Nc Nc.
B Fl F
R508 EQUICIZER H 4 R508
4
c ENABLE C
LOADMETER LOADMETER
SHUNT
rD-i CCN9112)
6N902
SHUNT
ca;TCURRENT
LIFDR L
RRENT
(FUS STA 316) 1 I iPRorECTOR IK K RH (FVS STA 3!6
TRIP TRIP
TIME DE~CY Ai OFF GEN CONTROL UNIT
OFF
TO BATT *P6
LtiDC (M501)
M501 TEMP M C"RRENI
a
i C
2 IIDENTIFICAT1ON OF E 6M502r,,,,,
M502
LOAD METER (AC.

SYSTEM Ll~iT P\IV’R ~ND
OVER VOLTAGE
B
ELEC
A2
ON
Bz
83ON PIN NVMBERS ARE
IDENTICAL TO LK
RH DC LOADMEIER
DC POWER INST j A ELEC

CONTROL UNIT P´•’J (AC. DC POWER
jr
n FIELD MASTER VOLTAGE
SENSETRIP IYI~STERi I t 1"1

PANEL) VOLTAGE INST PANEL)
5 5
EXCITATION TRIP TRIP
GEAI SW P P
(OVER
a LOAD VOLTAGE) C D
SENSING
16
REVERSE CURRENT C 14 J
RELAY CONTROL
B 9A1 B
GEN GEN
63 11
CURRENT a
S BUS 13 K1059
SER1ESCe(SHUNT LIMIT
IES
G
POWE~
O ~C2LpC3
IC1 E GND RPM SENSE N
MONITOREXTERNAL G
NI ~TORHENG
TACH GEN
E I I I I -r I I I I I I I I I I E
0903
ro ENC ST~RT
K1040 TOLHENG
t SYSTEM
TACn GEN
(C~,
G503 Y,CUVM
PUMP TO ENG START SYSTEM 4 ENERGIZED WHEN DIFFERENT~AL 1N
LH DC GEN TORHENG RH DC GEN
CONTROL CURRENT EXISTS BETWEEN COILS
MASTER SWITCH /RH ~NG)NE)
/LH ENGINE)
t ENERGIZED ABOVE 14.500 FEET ALTITVDE
(REFER TO CHAPTER 211 S380-2-54-1D
CJ S/N 380-25 AFID SUBS CHANGED
DC Generator System Electrical Schematic I BY SE 74-22.
Figure 24-30A-3 24-30A-0

Page 5
gCOPYRZGHT, 1981 BY ROCKWELL INTEKNATIONAL May 15/81
SABRELINER
MAINTENANCE MANUAL
NA-69-420
28 V DC ESS
OBATT
CB817
(P974~
8974 P974 (P972)
P972 START
BATTTEMP BT501
IND (PNL 40) K511
D n BATT
M
N0.2 /8_3
p I I H B
82
TOIVAC 81
to I LIOHIING t-----------1 A IIH R C----l 0
3_)r SYSTEM I I I I I I ISENSOR
5 1 2
BATTTEMP G
sl TEST BT500
6
L
4 K I I I IAll I I BATT NO. 1
F 11500 J C---4 8
CR553
7 C11200 IIH N C
SENSOR
BATTTEMP
(K1091)
K1091
B~TT TEMP
IND(PNLG11
<P973)
8973
M907
DISCONNECT (1500)
APU VOLTAGE
REGULATOR
snTT HOT (CPIVTI(IN (CNgOl)

CN901
WARN PNL) I I LH GEN

CONT UNIT
RH AND LH
CN902 EXTERNAL WVR
GENCONT 8
6 RH GEN MONITOR NO. 1
LIMITER I
(12001 1 CONT UNIT
~1WO)
K1090 3
I CR552
7
(K516)
K516
1 9
3 _p--------Q ll g
1
K1092 13~1- \d 11 EXTERNAL PWR

145 (341
8 1 MONITOR NO. 2
BATT 6 3 1
B
DISCONNECT 6 3 8
144 641
1A4 1 I I i 5A1
441
d
2~ 1 I APU REVERSE
IND
CURRENT RELAY
71 1 I I 1
~K1WI)
K1094
17
K4001
LH GEN
(K525)
K525 (,,a,
RH GEN
K526
O K1059
MONITOR MONITOR
APU GEN
NO.1 NO.f
MONITOR
sarrNo.2
91029
Orr L_K~el
1(510 ISOL~ITION
BATTNO.P
ER1045) BATT
oN
1EMER
X2 h I I X2
IEMER
,p OFF
<5540)
5540 o zo,r J
ON
BATT NO. 1
9541
(CRlo46~ BATT NO. 1
ELECT ISOLATION
MASTER n1rrrnz
xz
,1
K512
S3BO 2´•~C6*
Battery Temperature. System Electrical Schematic

S/N 380-1 Thru -24 Without S/B 74-22
24-3CIA-0 Figure 24-306-4
rage 6
May 15/~11 B
COPYRIGHT, 1981 BY ROCKWELL LNTERNATIONAL
SA 23 R E LI N E R
MAINTENANCE MANUAL
NA-69-420
2B. Battery Temperature and Control System 380-1 Thru -24 Without S/B 74-22.
The battery temperature and control system provides a visual indication of a
battery overtemperature condition. The system (when actuated) will auto-
matically disconnect the batteries from the battery bus if either battery
temperature reaches 150- F´• The system consists of two battery temperature
sensors (attached to a battery cell interconnect), a battery temperature
indicator, a battery hot caution light, and the necessary control relays and
electrical wiring to complete the system. (See figure 24-30A-4.) During
normal aircraft operation, if the temperature of either battery reaches 1200F,
the sensor applies a signal to the indicator which in turn amplifies this
signal to a sufficient amplitude to energize the generator control limiter
relay (K1090). When relay K1090 is energized, a ground circuit is removed
from the engine generator control units and APU generator voltage regulator
which in turn reduces the generator output voltage from ~8.5 volts to 26.5 volts
de. When the generator voltage is reduced, the charging rate to the batteries
is reduced. During this mode of operation, the amber caution light on the
indicator will be illuminated. _With a charging source available, if the
battery temperature reaches 150~F, an electrical signal from the sensor is
routed to the indicator and from the indicator to the coil of the te~erature
disconnect relay (KlOgl). Relay KlOgl is then energized which in turn applies
electrical power to the battery hot warning light and to the coil of the
battery disconnect relay (K1092). Relay K1092 is then energized removing the
ground circuit to the battery isolation ~elays, K512 and K1041 and the bat-
tery relay K510. With relays K512, K1041 and K510 de-energized, the batteries
are disconnected from the essential bus. During the 1500F overtemperature
condition, the automatic disconnect function of the circuit can be overridden
by placing either battery switch to the emergency position. This provides a
direct ground path to its respective battery isolation relay which in turn
energizes the battery relay (K510) connecting the applicable battery to the
essential bus.
A battery temperature system test switch is provided to check for proper

operation of the system. With the de generators operating, depressing the
battery temperature test switch causes the pointers to pass through
1200F, illuminating the amber_caution light and reducing bus voltage approxi-
mately volts. When the 150’F temperature is reached, the red warning light
will illuminate and the batteries will be removed from the essential bus.
2C. Battery Temperature and Control System 380-1 Thru -24 With S/B 74-22 and
380-25 and Subs.
The battery temperature and control system provides a visual indication of a
battery overtemperature condition. The system (when actuated) will auto-

matically disconnect th~ batteries from the battery bus if either battery
temperature reaches 150’F. The system consists of two battery temperature
sensors (attached to a battery cell interconnect), a battery temperature
indicator, a battery hot caution light, and the necessary control relays and
electrical wiring to complete the system. (See figure 24-30-3B.) During
normal aircraft operation, if the temperature of either battery reaches 1200F,
the sensor applies a signal to the indicator which in turn amplifies this
signal to a sufficient amplitude to energize the RH and LH generator control

limiter relay (1(1090). With relay K1090
ener~ized, electrical power from
the 28 VDC essential bus is routed to the 120 F and test monitor relay (K1096).
24-308-0Page I
7
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
With relay K1096 energized, an electrical circuit is completed to the

generator voltage limiter relay (K1095) which is then energized, subsequently
removing the ground path from the engine generator control units and APU
generator voltage regulator. This action reduces the generator output voltage
from volts to 26.5 volts de. When the generator voltage is reduced, the
charging rate to the batteries is reduced. During this mode of operation,

the amber caution light on the indicator will be illuminated, At the same
time contacts 5 and 3 of relay K1096, battery reverse

route power to the
current delay relay (TM513). Relay TM513, when de-energized, provides a

holding circuit for the reverse current relays (through generator monitor
relays K1022 and K10~3). After a pre-set time delay, relay TM513 energizes,
which in turn removes the electrical hold circuit from the reverse current
relays, subsequently returning the reverse current relays to normal

operation. The~time delay relay allows sufficient time for the system to
stabilize after the reduced charge rate. With a charging source available,
if the battery temperature reaches 1500F, an electrical signal from the sensor
is routed to the indicator and from the indicator to the coil of the temperature
disconnect relay (KlOgl). Relay KlOgl is then energized, which in turn applies
electrical power to the battery hot warning light, and to the coil of the
battery disconnect relay (K1092). Relay K1092 is then energized removing the
ground circuit to the battery isolation relays, K512 and K1041 and the bat-
tery relay K510. With relays K512, K1041 and K510 de-energized, the batteries
are disconnected from the essential bus. During the 1500F overtemperature
condition, the disconnect function or the circuit can be overridden
automatic
by placing either battery switch to the emergency position. This provides a
direct ground path to its respective battery isolation relay which in turn
energizes the battery relay (K510) connecting the applicable battery to the
essential bus.
A battery temperature system test switch is provided to check for proper

operation of the system. With the de generators operating, depressing the
battery temperature test switch causes the pointers to pass through

120"F, illuminating the amber_caution light and reducing bus voltage approxi-
mately 2 volts. When the 150’F temperature is reached, the red warning light
will illuminate and the batteries will be removed from the essential bus.
I 24-30A-0Page 8
O COPYRIGHT, 1981 BY ROCKWELL INTERNATIONAL
May 15/81
SABRE LINER
MAINTENANCE MANUAL
NA-69-420 28 V DC ESS
(CB817) BATT
(P974)
O
CB817
P974 P974 (P972)
P972
START
BATT TEMP BT501
IND (PNL 40)
D M A BATT
NO.2 163
P I r H ~--I 6
TO 5~’ PIC I I I I I I I I r B2
B1
to LIGH’:ING f------------l A I III-I R ~------I 6
3_~L 1 SYSTI:M BATTTEMP SENSOR
5 1 2
TEST 6
81030 BT500
L A
4 1 L--l K BATT NO. 1
F 11500 J C~ B
r CR553
6 11200 IIH N C----( 6
SENSOR
APU VOLTAGE
s BATTTEMP
REGULATOR K1091
IhlD (PNL 611
P973
M907
CN901 DISCONNECT (150oi
13
ilil LH GEN
CONT UNIT
BATT HOT (CAUTION

CN902
6
WARN PNL)
RH GEN
i 44 L~ CONT UNIT
GEN
VOLTAGE I I 1 I EXTERNAL PWR
LIMITER MONITOR NO. 1
2 15
(K1W5)
K1W5 (CR552)
CR552
2 RH AND LH
GEN CONT
;1 1A5
LIMITER
(1200)
K1090
(K516)
K516
1 9
1 11 6
3
3 K1092 115 13 A I ’Cd 11 EXTERNAL PWR
1A5 1341
’D
8 1 MONITOR NO. 2
BATT 6
8 3 1
LH DG GEN D~SCONNECT 6
3 8
114 541
SW MONITOR NO. 3
441
K1022 APU REVERSE
IND
LH REYERSE CURRENT RECAY
CURRENT
(1(5~8)
K508
I I
7
I
11
9
1 ,11~-1 1 I i I
K’O94
LI
~40Di)
K4001
LHGEN
MONITOR
(K525)
K525
RH GEN
K526
O (K1059)
K1059
3 APU GEN MONITOR
18 1 I I IUOFIITOR NO. 1 NO. 1
4 6
5 4
BPITT NO.
IA
31
81028
OFF
(CR1045)
K510 2ISOLATION
t
BATTNO.Z BATT
5 ON
1 2
51 1EMER
X2 II I I X2
BATT REVERSE 1EMER
sw
"b.3MKqNd~ORGENCURRENT
RH DC
(61023)’
NO-3
DELAY 2
TEST
(K1W6)
KIWS
8540
B,TT NO. t
cs~
8541
xl xl
BATT NO. 1
ISOLATION
K1041
MONITOR ELECT
RH REVERSE I I MASTER Az
Al;T;
CURRENT
(K509)
K509 xz
X1
(K512)
K512
ENERGIZED WITH GENERATOR OPERATING
S380-2-54-18A
Battery Temperature System Electrical Schematic

S/N 380-25 and Subs and Airplanes With S/B~74-22
Figure 24-30A-5 24-30A-01
Page 91
oCOPYRIGHT, 1981 BY ROCKWELL INTERNATIONAL May 15/81
SA B R E LI IV E R
MAINTENANCE MANUAL
NA-69-420
3. DC Generator Systems
The de generator system (figure 24-30A-3)consist~ of the left and right

generator systems. Each generator system consists of a starter-generator,
two feeder prot~ctors, a loadmeter, a generator switch, a reverse-current
and a
relay, a disable relay, an overheat detection and indicating system,
control unit. A generator failure indicating circuit is common
generator
to both generators, consisting or the left and right reverse current relays,
the left and right generator monitor relays and the "DC GEN OFF" indicator
light. The generator failure, but the loadmeters must
light indicates a
be checked to generator failed.

determine which A de generator voltmeter
circuit with a push-to-test switch for each generator is also common to
both generator systems. The voltmeter normally indicates essential bus
voltage but when either test switch is depressed the affected generator
voltage is indicated.
NOTE: Because both de generator systems are identical, the operation of

the left system only is given.
With the left engine master switch and "DC GENERATOR LHn switch on and with
the engine operating the starter-generator develops 28-volt de power. This
power is applied through the No. 1 and No. 2 feeder protectors to the "GEN"
terminal on the reverse current relay. From the "GEN" terminal the 28-volt
de power is routed through the "DC LH" switch contacts (SwitCh
on) and through the current trip coil to pin "B" of the generator control
unit (GCU) and through the voltage trip coil to the two feeder protector
relays. The power to pin "B" or the GCU is routed through internal relay
contacts and out pin "C" of the GCU. Power is then applied through the
external monitor relay (K1059) and the generator disable relay to the "SW"
terminal on the reverse current relay and to pin "H" on the GCU. Power on
the "GEN" terminals of the reverse current relay energizes the reverse
currect ceil, closing the contacts, and power from the "SW"
terninal to energize the contactor coil. This co~nects generator output
throug~ t~e reverse current relay to the bus.
4. Generator Control Unit (GCU)
The generator control unit provides voltage regulation, overvoltage Fro-

tection, equalization between generator systems, and current limiting, in
addition to starter system control.
The voltage regulation circuits maintain generator output at 28.5 (’O.S)

volts by controlling field excitation. The overvoltage circuit senses a
voltage in excess of 32.0 (+0.2) volts and completes a ground circuit for
the overvoltage trip coil in the "DC GENERATOR LH" switch causing the
switchto move to off. The circuit is designed so that if overvoltage is
causedby the right generator on the bus, the left generator will not be
de-energized. Equalization is accomplished by interconnected differential
amplifiers in each GCU so that if one generator is carrying more than half
the total electrical load the voltage of that generator is decreased to
decrease its load current. Equalization is external.Ly adjus´•table by a
potentiometer in each GCU. Current limiting circuits are provided to
Page
1024-30A-0
1981 BY R~CKWELL INTERNATIONAL
May 15/81 COPYRIGHT,
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
prevent overloading the engine. At up to 14,500 feet, current

altitudes
is limited to 300 (+25) amperes at engine rpm below 60 percent. When
engine rpm is above 60 percent, the current can increase proportionally
as programmed in the CCU at the factory. At altitudes above 14,500 feet,

programming is changed so that current is limited to 300 (t25) amperes up
to 70 percent rpm. Current is then proportional engine rpm, but much
to
less than for the low altitude program. The current limiting circuit uses
inputs from a tachometer generator to control generator current. Altitude
sensing is accomplished through use of the vacuum pump control relay,

K1040. (Refer to Section 21.) The anti-runaway circuit provides current
to the generator shunt field during generator operation.
5´• Generator Feeder Protectors
The generator feeder relays which are sensitive to current

protectors are
differential between two passing through them.

feeder If current in
leads
one lead exceeds current in the other by 150 to 200 amperes, the feeder pro-
tector relay will energize applying a ground pin "L" (through contacts of
the generator disable relay) of the GCU. When this ground circuit is applied
to pin "L",
a time delay circuit (approximately 300 milli seconds) within
the GCU is energized. This time delay circuit prevents the generator from
being removed from the essential bus in the event of a momentary current
surge. If the current differential between the two feeder protector studs
remains longer than the time delay, a relay within the GCU is energized
providing a ground to pin "P". With pin "P" grounded the voltage trip coil
in the generator switch is energized, moving the generator switch to OFF,
subsequently removing the de generator from the essential bus.
6. Generator Switch/Circuit Breaker
The "DC GENERATOR RH" (S1026) and "DC GENERATOR LH" (S10~5) switches are
each provided with a current trip coil and a voltage trip coil, either of
which will actuate the switch to the OF9 position when energized. The switches
can only be turned on manually, but can be turned off electrically or manually.
The current trip coil is energized when generator current exceeds 310 f10
amperes for one second (limits set during manufacture).,
The voltage trip coil is energized when any of the following conditions exist:
(1) Engine fire extinguishing system fire shutoff relay energized.
(2) Feeder protector No. 1 or No. 2 energized.
(3) Engine reaches 42 percent rpm during start cycle.
7´• DC Generator Overheat Detection Systems

Each of two de generator systems (figure 24-301\-1) is an
overheat detection
integral part of each de
generator system. detection system consists Each
of a thermoswitch-type detector, an overheat relay, and two indicator lights.
During normal generator system operation, the detector (mounted on the gener-
ator housing) senses the generator housing temperature. Whenever the housing
O
temperature rises above 155 C (3110F), the detector contacts close and com-
plete the ground connection for the overheat relay. The relay then becomes
energized and connects essential bus de power to the overheat detector lights.
The lights come on, indicating a de generator overheat condition. The detec-
tion system indicates an overheat condition only. The overheated generator
system must be manually turned off by placing the generator switch at OFF.
24-3011-0
Page 11
0 COPYRIGHT, 1981 BY ROCKWELL INTERNATIONAT, May 15/81
SAB Fa IE LI Fl E R
MAINTENANCE MANUAL
NA-69-420
8. DC Generator Failure Indicating System
The generator failure indicating system(figure 24-308-l)is common to

ac
both de generator systems. It consists of the left and right g~nerator
monitor relays, the left and right generator reverse-current relays, and
one indicator assembly. During normal operation, both generator system
reverse-current relays and monitor relays are energized and the indicator
light is extinguishea. If either generator system fails, the corresponding
generator reverse-current relay and monitor relay become de-energized. The
de-energized monitor relay connects essential bus voltage to the indicator
light. The light then comes on, indicating a generator system failure. To
determine which generator system has failed, observe the de loaameters on
the right inboard instrument subpanel. The generator system having a ver3;
low or no loadmeter reading is the failed system. The generator system
that remains operational will have a high loadmeter reading.
9. DC Generator Voltmeter
The de generator voltmeter and push to test switches are on the electrical
power panel above the generator switches. The voltmeter indicates essential
bus voltage normally, but indicates generator voltage when the desired
generator voltage test button is depressed. The generator voltage test
buttons are located below and on each side or the voltmeter,
10. Batteries
Two 24-volt, 34-arapere-hour nickel-cadmium batteries are mounted in the

nose eauipment ccanpartment forward of fuselage station 50. They are
accessible through an access door on the left side. (See figure 24-308-1.)
Quick-disconnect plugs connect the battery cables to the batteries. The
metal cases of the batteries are vented to atmosphere through flexible
rubber tubing connected to vents on the skin of the fuselage. The inlet
vent connects into the battery case. Battery fumes are expelled through an
outlet connection on each battery case into a sump jar. The jar is mounted
between the batteries. Battery fumes are neutralized by an impregnated
felt gaa inside the swap jar. The pad contains a solution of distilled
water and boric acid (3 percent by weight). The neutralized fumes are
expelled overboard through the outlet vent on the unaerside of the fuselage.
The difference in air pressure between the inlet and outlet vents causes
air to flow from the inlet vent to the outlet vent.
NOTE: It recommended that the battery system should not be used for
is
ground operation of airplane de equipment. Whenever maintenance on
the airplane requires de power, a ac external power source should

be connected to the utility external power receptacle.
9 A de external power source can be used’co charge the batteries, pro-

vided the "EL;EC MCLSTER" and "BATTERY" switches are placed at ON when
the external power source is connected. to the utility external power
receptacle.
I Page
12 4-30A-0
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
11. DC Generators
~ach of the two engine-driven, 30-volt, 300-ampere starter-generators Is

installed on an engine accessory drive pad. (See figure 24-306-3.) Each
is attached to the engine accessory driven pad by a a´•~-ick-
starter-generator
attach disconnect adapter (&AD). The starter-generator is secured to t4~e
by a clamp-type band. Guide pins on the &AD determine the position of
the generator on the GZAD. An outlet assembly and an inlet assembly are
provided on the generator for cooling ram air. The inlet mates with ra~
air ducting in the engine cowling and the outlet is attached to an over-
board duct routed to the main drain cluster in the cowling. Ram air cooling
is effective when the airplane is moving. With the airplane stationary,
cooling is accomplished by an internal fan in the generator.
12. DC Generator Reverse-current Relays
The reverse current relays are mounted on the second shelf from the top
(No. 102) in the electrical equipment rack on the right side of the fuse-
lage at
fuselage station 150. Each reverse-current relay contains a
differential voltage relay, and a contactor relay. (See figure 24-30A-3.)
When a generator system is operating, the reverse-current relay connects
the output of the generator to the essential bus if the generator output
polarity is correct, if the generator output voltage exceeds 22 volts, or
if the generator output voltage exceeds the essential bus (battery and
other generator) voltage by at least 0´•35 volt. The coil of the
differential relay senses the generator output polarity and voltage. When
these are correct, the differential relay contacts close and energize the
contactor relay. The contactor relay connects the output of the generator
to the essential bus through the reverse-current coil. Whenever the
generator output voltage drops below the essential bus voltage, current
flows through the reverse-current coil in a direction opposite to the normal
generator current. When this reverse current exceeds 18 to 35 amperes,
the differential relay contacts open and automatically de-energize the
contactor relay. The de-energized contactor relay disconnects the fault~
generator system from the essential bus.
13´• DC Generator Loadmeters
The generator loaameters are on the right inboard instrument subpanel.

two de
(See figure 24-30A-3.) They are accessible from the cockpit area. When the
airplane is standing on the ramp with both de generator systems operating
land de external power connected to the airplane), each loadme’cer should
no
read about 0´•15 (15 percent). During normal taxi conditions, each Loadraeter
should read about 0´•33 (33 percent). During normal flight conditions, each
loadmeter should read about 0.45 (45 percent). If one de generator system
is turned off (or fails), its loadraeter will read 0.00 (0 percent). The
loadraeter in the remaining operational generator system will then read the
total load, or about twice its normal reading, depending upon the operating
condition or the airplane.
24-30A-0Page 13 I
SABR E, LINSR
MA~NTENANCE MANUAL
NA-69-420
DC GENERATION TROUBLE SHOOTING
GAUTION: WKE1\J TROUB~LF SKOOZ?NG A~T ELECTRICAL CIRCUIT, IT MA_Y BE TO

~MOVE TERMINAL BLOCK COVERS AND DISCONNECT P;TRPLANE WIRI~C! FROM
TERMINAL STLTDS. WHEN SUCK A PROCEDURE IS NECESSARY, ALL
POWER FROM THE CIRCUIT BEFORE MAKING ANY ATTEMPT TO SKOOT ?1HE
CIRCUTT, WHEN TROUBLE SHOOTING, DO ~JOT APPLY POWER TO CIRC~T UNTIL
AFTER IT HAS BEEN DETERMINED THAT TJO DAMAGE WILL OCClTR TO AIRPLANE
OR WIRING. ALWAYS RECOTJr~ECT ANY TEMPORARILY DISCOiTmECTED
CIRCUIT WIRING AT COMPLETION OF TROUBLE SHOOTING PROCEDURE. FOR
WIRING HOOK~P TNFOR~TION, REFER TO WIRING DIAGRAM MANLTAL.
i. Trouble Shooting DC Power Generation System
PROBABLE CAUSE I ISOLATION PROCEDURE I
BATTERY
A. LOSS OF CAPACITY.
(1) Discharged Check ampere charging rate. Charge battery.

battery. If more than 10 amperes (5
amperes per battery), the
batteries require charging
until below 10 amperes.
(2) Internal short Check voltage output of each Replace discharged bat-
circuit in one or more cell. If cell voltage is tery cell. (Cells are
cells. 1´•05 volts or less, cell is removable and
discharged. replaceable.)
(3) External short Check airplane wiring har- Repair short circuit.
circuit. ness for short circuit. Recharge
(Ic) Extended service Check voltage of each cell. Replace battery.

life.
DC
B. NO OUTPUT VOLTAGE FROM GENERATOR.
(1) Internal genera- Ma~ke voltage and continuity Replace generator.

tor short circuit, dheck of generator,
(2) Generator system Ma~e continuity check of Repair short circuit,

wiring circuit,
short or generator system wiring. or open circuit.
open circuit,
(3) Generator con- Disconnect electrical Replace faulty GCZT.

trol unit (GCU) faulty. plugs from both units and
reconnect to opposite unit
(switch units) then
24-308-1 1
Page 101 1
o COPYRIGHT, 1981 BY ROCKWELI, INTERNATIONAZ, May 15/81
SABRE LI F11ER
MAINTENANCE MANUAL
NA-69-420
check generator operation.

If suspected generator
functions properly but pre-
viously good one now mal-
functions, GC~ is faulty.
C. LOW OUTPUT VOLTAGE FROM GENERATOR.
(1) GCU out of Check generator output Adjust GCU.

adjustment. voltage.
(2) GCU faulty. Attempt voltage adjustment. Replace GCU.

If not successful, switch
GCU electrical connectors
to see if trouble changes
also.
(3) Loose internal Make voltage output check of Replace generator.

connection in generator. generator.
(4) Loose wiring Make voltage output check of Tighten Loose con-
harness connection, generator. nection.
(5) Grease, dirt, Make voltage output check of Replace generator.

or oil on generator generator. Visually check
commutator. condition of commutator.
D. FUTCTITATLNC; OUTPUT CURRENT OR VOLTAGE FROM GENERATOR.
(1) Loose brush Visually inspect brush Tighten connection.

connection. connections.
(2) Incorrectly Visually inspect brush wear Replace generator.

fitted brushes, and fit.
(3) Internal fail- an operational check- Replace generator.

ure of generator. out of generator system
under load.
(4) GCU faulty. Switch electrical connectors Replace GCU.

on GCU’s and check to see
if trouble follows.
E. REVERSE-CURRENT RELAY WILL TJOT CLOSE AT REGULATED VOLTAGE.
(1) Generator con- Visually inspect switch Momentarily place

trol switch at OFE. position, switch at RESET, then
at onr.
24-30A-1
Page 102
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
PROBABLE CAUSE PROCEDURE REMEDY
Generator volt- Check generator output Adjust voltage at GCU
age output too low, voltage. to 28.0 (+0.1) volts ac.
(3) Improperly Check generator output volt- Replace relay.

adjusted relay. age on essential bus.
F. RELAY WILL NOT OPEN ON REVERSE CURRENT OF 18 TO 35 AMPERES.
(1) Improperly Check battery voltage on Replace relay.

adjusted relay. "GEN" terminal of relay.
G. GENERATOR OVERVOLTAGE TRIP INOPERATIVE.
(1) Faulty Perform continuity check Replace switch.

generator switch. of generator switch voltage
trip coil.
(2) Faulty GCU. Switch GCU electrical con- Replace GCU.

nectors and check to see if
trouble follows.
H. GENERATOR OVERCURRENT TRIP INOPERATIVE.
(1) Faulty Perform continuity check Replace switch.

generator switch, of generator switch current
trip coil.
(2) Faulty GCU. Switch GCU electrical con- Replace GCU.

nectors and check to see if
trouble follows.
I. NO LOADMETER READING.
(1) Loose con- Visually inspect c-onnections. Tighten connections.

nection.
(2) Open circuit. Ms~ke power-off continuity Repair circuit.

check of loadmeter circuit.
(3) Faulty load- Make continuity check of Replace loadmeter.

meter. loadmeter.
J. GENERATORS WIL5 NOT STAY PARALLELED.
(1) Misadjusted GCU. Make an operational check- Make voltage and paral-
out of ac generator system, leling adjustments to
voltage regulators.
Page 10324-30A-1I
SA B R E LI N E R
MAINTENANCE MANUAL
NA-69-420
PRO~BABI;E CAUSE ISOLATIOT;I PROCEDURE REMEDSI
(2) Faulty GCU. Attempt voltage and. parallel- Replace GCU. ~Iake an
ing adjustments to voltage operational check-out

regulators. of de generator sys-
tems. Adjust as
required for parallel
operation.
(3) Loadmeters not Temporarily interchange Replace loadmeters ~´•rith

calibrated. loadmeters; then make an calibrated loadmeters,
operational check-out of de Make voltage and paral-
generator system. leling adjustments to
voltage regulators.
2. Trouble Shooting Battery Temperature System
PROBABLE CAUSE I ISOLATION PROCEDURE REMF~DY
A. BATTERY CURRENT DOES NOT REDUCE AT 1200F TEMPERATURE.
(1) Faulty RH and Apply 28 volts de to relay Replace relay.

LH generator control coil and check for actuation
limiter relay (K1090). or relay.
Battery temp- Remove sensor and apply heat Replace indicator.

erature indicator (Mg07) lamp until sensor is actuated
faulty. Check for 28 volts
de at pin
"C’’ or P974. If
voltage is
not present, battery tempera-
ture indicator (Mg07) is
faulty.
(3) Sensor faulty. Check for continuity across Replace sensor.
sensor.
B. BATTERIES NOT ISOLATED FROM GENERATOR CIRCUIT AT L500F TEMPERATURE.
(1) Faulty tempera-l Refer to ISOLATION PROCEDURE Replace sensor.
ture sensor. of A. (3).
(2) Faulty battery Remove P974 from battery Replace relay(s).

disconnect relay(s) temperature indicator. Apply
K1092 or KlOgl. 28 volts de to pin "F" or
P974. Check for 28 volts de
at Terminal 2 of Kl09l and
K1092
24-30A-1Page 104
May 15/81 o COPYRIGWT, 1981 BY ROCKWELL INTERNATIONAL
SA B R E LI N E R
MAINTENANCE MANUAL
NA-69-420
DC GENERATION MAINTENANCE PRACTICES
i. Checking, Cycling and Repairing Battery
CAUTION: SERVICING AND REPAIR PROCEDURES ON NICKEL-CADMIUM BATTERIES MUST

BE PERFORMED IN AN AREA DESIGNATED STRICTLY FOR THIS TYPE OF
BATTERY. UNDER NO CIRCUMSTANCES SHALL LEAD-ACID BATTERY SERVICING

TOOLS BE USED TO SERVICE NICKEL-CADMIUM BATTERIES. ALSO, FUMES
FROM LEAD-ACID BATTERIES NOT BE PERMITTED IN THE AREA DE-
SIGNATED FOR NICKEL-CADMIUM BATTERY SERVICING AND REPAIR. FAILURE
TO OBSERVE THIS CAUTION WILL RESULT IN A CONTAMINATED NICKEL-
CADMIUM BATTERY. CONTAMINATION WILL RENDER THE BATTERY USELESS
IN A VERY SHORT TIME.
ON NA-380-1 AND LATER AIRPLANES, WHEN MOVING THE AIRPLANE IN

RE~ERSE, EXTREME CAUTION SHOULD BE USED TO PREVENT THE NOSE
WHEELS FROM RAISING OFF THE GROUND. THE AIRPLANE IS MORE
SUSCEPTIBLE TO THIS CONDITION WITH THE BATTERIES REMOVED AND/OR
WITH PERSONNEL IN THE CABIN AREA. IF THE BATTERIES AXE REMOVED
AND PRIOR TO MOVING THE AIRCRAFT, AN EQUIVALENT AMOUNT OF
BALLAST SHOULD BE INSTALLED.
NOTE: To obtain the maximum service life of a nickel-cadmium battery,

proper maintenance should be performed at specific intervals (refer
to Chapter 5); however, each airplane is subjected to different
operating and environmental conditions. In high ambient tempera-
tures and/or flights of short duration, battery maintenance may be
performed frequently as required.
more This increase in maintenance
should prolong battery lire.
The following procedures provide general information for checking,

cycling, and repair of batteries (removing,
discharging, disassembling, cleaning, checking parts, adjusting
specific gravity, assembling, charging, cycling, testing and
installing). It is suggested; however, that, as applicable,
the maintenance instructions provided by the battery manufacturer
be followed when such instructions are available.
A. Removing Batteries
WARNING: USE CARE TO AVOID INJURY WHEN LIFTING BATTERIES. EACH BATTERY
WEIGHS 84 POUNDS.
WEAR PROTECTIVE CLOTHING TO AVOID CAUSTIC BURNS. WHEN MOVING

BATTERIES USE CARE TO AVOID SPILLING ELECTROLYTE.
CAUTION: TO PREVENT AN AFT CG CONDITION, AN EQUIVALENT AMOUNT OF BAL-

LAST SHOULD BE INSTALLED AT EACH BATTERY LOCATION SUBSEQUENT
TO BATTERY REMOVAL.
24-30A-2 1
Page 401
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
(2) In cockpit, place both BATTERY switches at OFF.
(3) Remove access doors from each side of battery compartment.
(4) Disconnect battery cable quick disconnect connectors and sensor
plugs. Install dust cap on sensor plugs. Temporarily insulate

and stow cable quick disconnects.
(5) Disconnect vent hoses from batteries and from sump jar. Remove
sump jar and loose vent hoses from airplane. Protect all
openings.
(6) Remove battery tie-down straps and rods.
(7) Remove batteries from airplane.
B. Checking Battery
Examine battery for evidence of the following conditions:
(1) Damage and distortion of battery case and cover.
(2) Burned or damaged contacts on external electrical power receptacle.
(3) Cracks and evidence of leakage on top of each battery cell.
(4) Security of cell connectors. Check condition and security of battery

temperature sensor(s).
(5) Evidence of corrosion on and around cell connectors and cell vent caps.
(6) Cracks, corrosion, deterioration, and leakage of all cell vent caps.
C. Discharging Battery
NOTE: The battery fully discharged before any attempt is made

must be
to disassemble battery. Following the addition or distilled
the
water to the battery cell electrolyte, the battery must be dis-
charged as part of the cycling procedure required to thoroughly

mix the electrolyte with the distilled water added to the cells.
The battery is also discharged to reveal the presence of a faulty
cell or cells.
To discharge battery, proceed as follows:
(1) Obtain a suitable load bank which is continuously variable from O

to 5 ohms, has 600-watt capacity, and is equipped with a
a de
ammeter capable or reading 20 amperes of discharge current.
24-30A-2
Page 402
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
(2) Connect load bank to battery, and adjust load bank resistance to
cause a discharge current as applicable to battery installed: 11
amperes for 22-am-pere-hour battery or 17 amperes for 34-ampere-hour
battery.
(3) Time discharge operation for a ii-hour period.
(4) At 15-minute intervals during discharging procedure, check each

individual battery cell terminal voltage. Use a O- to 5-volt de
voltmeter.
(5) Mark (or otherwise identify) any cell whose terminal voltage drops
below 0.95-volt de during 2-hour discharging period.
NOTE: All cells having a terminal voltage of less than O.95-volt

ac at the completion or the 2-hour discharge period (or any
cells that reverse polarity) are considered to be suspect
and should be marked for possible replacement. (Refer to
procedures for cycling battery and testing battery capacity
for further maintenance procedures.)
(6) After completion of 2-hour discharge period, resume discharging

procedurel but at a 5-ampere rate. (Readjust load bank resistance
to establish 5-ampere rate.)
(7) Continue checking individual cell terminal voltages periodically.
(8) When terminal voltage of a cell drops to 0.50-volt de, short out
cell ~´•rith a suitable jumper wire.
(9) When all cells have been discharged and shorted out with individual
jumper wires, disconnect load bank from battery.
(10) Leave individual jumper wires connected across battery cells for at
least 8 hours, or overnight.
(11) Remove jumper wires from battery cell terminals.
D. Disassembling Battery
NOTE: disassembling battery, carefully note positions of cell

Before
connectors and cell separators for subsequent reassembly. (See
figure 24-308-6.) Use insulated (or taped) hand tools to remove
cell connectors. Use battery cell puller (figure 24-30A-9) to
remove cells from battery case.
(1) Disassemble battery as required (see figure 24-308-6).
(a) After battery cover is removed, loosen all cell vent caps. (Use
cell cap wrench.) Retighten cell
vent vent caps before
proceeding with disassembly.
(b) Use cell puller (figure 24-30A-9) to remove battery cells from
battery case.
24-30A-2Page 403 I
SA E~ 6~ E LI N E R
MAINTENANCE MANUAL
NA-69-420
(c) Stow battery cells in an upright position to avoid possible

spillage of cell electrolyte.
(d) Remove cell separators as required during the disassembly

procedure.
E, Cleaning Disasserabled Battery
(1) Remove any corrosion from all re-usable parts by brushing parts
with a stiff-bristled fiber brush.
(2) Wash all re-usable parts with a 3 percent solution (by weight) of
boric acid asia distilled water. Exercise care to prevent entry of
solution into battery cells, (Make sure cell vent caps are tight.)
(3) Thoroughly dry all re-usable parts.
F. Checking D-isassernblea Battery Parts
NOTE: Replace all parts round to be faulty when checked as outlined

in steps (1) through (T),
(1) Thoroughly check all battery parts for any damage, cracks,
deterioration, or excessive ~´•Jear.
(2) Check all threaded parts for crossed or damaged threads.
(3) Check individual battery cell cases for evidence of leakage.
(4) Check battery manufacturer’s part number on side of each cell case.
All cells should have the correct part number for the battery in
which cells are to be installed.
(5) Replace all battery cells found to be unserviceable duricg ~is-
charge procedure.
G. Adjusting Specific Gravity of Cell Electrolyte
To check specific gravity of electrolyte in each battery cell, ~roceed

as follows:
(1) Wear proper protection during this procedure, such as a face
shield, rubber gloves, and a rubber apron.
(2) Obtain a glass bowl which is absolutely clean.
(3) Lodsen and remove battery cell vent cap (use cell vent cap wrench);
then carefully and slowly empty cell electrolyte from cell into
glass bowl. Exercise care to avoid splashing and loss of electro-
ly-te
24-30A-2Page 404
SA B R E LI N E R
MAINTENANCE MANUAL
NA-69-420
(4) Obtain hydrameter designated only

a for nickel-cadmium battery
servicing.
(5) Insert end of hydrometer into electrolyte contained in glass bowl.

Suck up electrolyte into barrel of hya~oraeter.
(6) While holding hydrometer in a vertical position over glass bowl,

note specific-gravity reading. The reading should be between
1.24 and 1.32. Return electrolyte to glass bowl.
(7) If specific gravity of electrolyte measures above 1.24, return

electrolyte to battery celt. (Use hydrameter to transfer electro-
lyte from glass bowl to battery cell.)
Install cell vent cap on battery cell. (Use cell vent cap wrench.)
Do not overtighten cell vent cap.
(9) If specific gravity of cell electrolyte is below 1.24, obtain a

30 percent solution (by weight) of potassium hydroxide and ais-
tilled water.
(10) Mix a small portion of 30 percent solution into cell electrolyte
in glass bowl. (Do this slowly and carefully, and gently stir
electrolyte while adding solution.)
CAUTION: IT IS STRONGLY RECOMMENDED THAT TKE 30 PERCET\JT SOLUTION

OF POTASSIUM HYDROX~E AND DISTILI;ED WATER BE OBTPlNED
IN READY-MIXED FORM, RATHER TKAN ATTEMPTING TO LOC~IT;Y
MIX THE SOLUTIO~J. IMPROPER MIXING PROCEDURES MAY RESULT
IN A VIOLENT EXPLOSIVE REACTION.
(11) Repeat steps (5) and (6) to recheck specific gravity of elec-
trolyte.
(12) When specific gravity of electrolyte is within specifications,

return electrolyte to battery cell.
(13) If required, repeat steps (3) through (12) for remaining battery
cells.
(14) Check electrolyte level in all battery cells. Adjust level, if
necessary, using hydrometer or syringe.
H. Assembling Battery
(1) Assemble battery in reverse order of disassembly (figure 2 4-3 OA- 6

noting the following:
(a) Check polarity of each cell before installing cell in battery

case.
24-30A-2 1
Page 405 1
SABRELINltEIR
MAINTENANCE MANUAL
NA-69-420
(b) Check manufacturer’s part number on side of each cell, before

installing cell in battery. All cells must have the correct
part number for the battery in which the cell is to be in-
stalled.
(c) Install battery cells according to polarity diagram

shown in figure 24-30A-6.
(d) Insert cell separators (if removed) as required during the
assembly procedure.
(e) Tighten cell connector socket-head cap screws to a torque

value not to exceed 35- to 50-inch pounds.
I. Charging Battery
To charge battery after it has been assembled, proceed as follows:
(1) Connect battery to a shop dc generator system. Observe pro-eer

polarity connections to de generator system (positive terminal of
battery connected to positive terminal of de generator).
(2) Turn on de generator system, and adjust to an output of 28.5-volt

de. Note de generator system charging current perioaicallZI
(3) When charging current decreases to approximately 10 amperes or
less, turn off de generator system temporarily.
(4) Connect a O- to 25-ampere de ammeter in series with batter;.

Observe proper polarity in connection to de anuneter.
(5) Turn on de generator system, and resume charging procedure.
(6) Observe 25-ampere de anuneter periodically. When ammeter

O- to
indicates charging current of one ampere or less, turn
a de
generator system.
(7) Disconnect battery from de generator system.
;r. Cycling Battery
The battery cycling procedure consists of completely discharging, then

recharging, the battery. A battery should be cycled immedia’cel~ after
distilled water has been added to the battery cell electrolyte. The
battery should also be cycled whenever it becomes necessary to attempt
correction of a cell unbalanced condition, or to correct a reversal of
polarity of one or more cells in the battery. To cycle battery, ~ro-
ceed as follows:
(1) Completely discharge battery. (Refer to procedure for discharging

battery.)
(2) Charge battery. (Refer to procedure for charging battery.)
I 24-30A-2
Page 406
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
K. Testing Capacity of Battery
To test capacity of a battery, proceed as follows:
NOTE: Make sure that battery is fully charged and that electrolyte
level in battery cells is correct, before making a capacity test
of battery.
(1) Obtain a suitable load bank (continuously variable from O to 5 ohms),

having a 6oo-watt capacity, and equipped with a de ammeter capable
of reading 20 amperes of discharging current.
Connect load bank to battery. (Observe proper polarity so that de

ammeter will indicate aischasging current correctly.)
(3) Adjust load bank resistance to cause a discharge current of
17 amperes.
(4) Time discharge operation for a 2-hour period.
(5) At 15-minute intervals during 2-hour discharging period, check

terminal voltage of battery. (Use a O- to 25-volt de voltmeter.!
If battery terminal voltage drops below 18.0-volt de before com-
pletion of 2-hour period, discontinue test. This indicates tha~
the battery has failed the capacity test.
(6) At completion of 2-hour discharging period, disconnect load banlr

from battery.
(7) ’Measurebattery terminal voltage. The voltage should measure

18.0-volt de or above, if the battery has passed the capacity test.
(8) Recharge battery. (Refer to procedure for charging battery,)
TJOTE: A battery which fails to pass the capacity test may have 8
cell (or cells) unbalance condition, or a reversal of

polarity of one or more cells.
This condition may possibly
be corrected battery.
by cycling After cycling, the
the
batter; should be given the capacity test; again. If the
’battery fails to pass the second capacity test, the batter3i

should be fully discharged, and defective cells should be
replaced. After cells have been replaced, the battery
should be charged and then given the capacity test.
L. Installing Batteries
WARNING: WEAR PROTECTIVE CLOTHING TO AVOID CAUSTIC BURNS. WHEN MOVIB"J

BATTERIES USE CARE TO AVOID SPILLING ELECTROLYTE.
USE CARE TO AVOID INJURY WHEN LIFTING BATTERIES. EACH BATTERY

WEIGHS 84 POUNDS.
Page 407
SA I~ a E b I: a
MAINTENANCE MANUAL
NA-69-420
(2) In cockpit, check that both BATTERY switches are positioned at OFF.
(3) Inspect battery compartment for cleanliness and inspect battery

support trays to ensure that insulator strips are in place.
(4) Check that battery covers are securely fastened.
(5) Place batteries onto support trays. Make sure that connectors are
facing outboard on each side.
(6) Secure batteries in place with tie-down straps and rods.
(7) Service sump jar(if require~) and install sump jar and all vent
hoses.
I
(8) Check quick disconnect plug pin sockets for looseness. Insert
fa
steelpin 0.375 f 0.00’05 inch diameter) a distance of one-half
inch into each socket. Record force required to remove pin. The
minimum removal force is one pound. The desired removal force is
2 pounds.
5
(9) Install cable connectors and sensor plugs. Safety wire.
(10) Inspect compartment and components´•for cleanliness and security.
(12) Perform test of battery system.
(13) Perform operational check-out of battery temperature system.
2. Servicing Battery Vent System
A. To service battery sump jar, proceed as follows:
(1) Remove access door on left side of fuselage nose.
I (2) Remove vent hoses

and/or obstructions.
from sump jar. Inspect tubes for visible damage
(3) Remove bolts securing sump jar to tray.
(4) Remove sump jar pad.
(5) Saturate pad with a 3 percent (by weight) solution of boric acid and
water. Use only enough solution to saturate pad.
(6) Replace pad in sump jar and install sump jar lid.
(7) Place sump jar on battery tray and secure with bolts.
(8) Connect battery vent hoses.
Page 408
SABRELINER
MAINTENANCE MANUAL
NA-69-420
B. Service battery system vent and drain tubes as follows:
WARNING: DO NOT PUT MOUTH IN DIRECT CONTACT WITH AN OPEN END OF A

BATTERY SYSTEM VENT OR DRAIN TUBE AS A MEANS TO BLOW CLEAR ANY
OBSTRUCTION IN TUBE. FAILURE TO OBSERVE THIS WARNING CAN
RESULT IN SEVERE MOUTH AND THROAT BURNS TO MAINTENANCE
PERSONNEL.
(2) Disconnect lower end of vent or drain tube and place it in a glass
jar.
NOTE: Do not permit any accumulation of electrolyte or moisture in

vent or drain tube to drip onto airplane structure.
(3) Apply dry air pressure to upper end of vent or drain tube.
NOTE: Use a 2 to 5 psi dry-air pressure source to clear any

obstructions in vent or drain tubes.
(4) Continue blowing dry air down vent or drain tube to remove
obstruction.
(5) If obstruction cannot be removed, completely disconnect section of

vent or drain tube and remove it from airplane. Replace faulty
section with a new tube.
(6) Connect lower end of vent or drain tube; then remove glass jar from
airplane.
3. Nickel Cadmium Battery Inspection
NOTE: Polystyrene cell cases found in any battery must be replaced with an
equivalent cell having a nylon cell case or the battery must be

replaced with an equivalent battery which contains approved nylon
cells.
Page
40924-30A-2
SABRE LINER
MAINTENANCE: MANUAL
NA-69-420
A. To inspect batteries, proceed as follows:
(1) Remove access door on left side of fuselage nose.
(2) Disconnect tiedown rods, unlatch and lift battery cover.
(3) Inspect cell links and cell tops for evidence of heat damage.
(4) If battery is round to have evidence of heat damage, the battery

must be replaced with a serviceable battery. Service battery´•sumy,
jar if necessary.
(5) Close and latch battery cover and secure with tiedown rods.
3A. Battery Maintenance Following An Overtemperature Condition
WARNING: NICKEL~CADMIUM BATTERIES ARE SUBJECT TO PHYSICAL DAMAGE AND

GASSI~G IF OPERATED (CHARGED) AT HIGH TEMPERATURES. THERMAL
RUTV’AWA‘J DURING CHARGING CAN RESULT IN ´•BATTERY FIRE OR EXPLOSION.
NOTE: Thermal runaway of a nickel-cadmium battery can occur only when con-
nected to a charging source. Continual charging at high temperatures
can cause decomposition of the water (electrolysis) resulting in the
generation of A high temperature lowers

additional heat. internal
resistance higher charging current flow which, in tur
resulting in a
can cause a faster rate or gassing (water decomposition) and more

heat. If allowed to continue, this condition can lead to complete
self destruction and severe internal arcing.
Improper liquid level, cell imbalance, loose intercell connectors,

and damaged or leaking cells can cause excessive battery operating
temperatures.
A. Procedure Following a Battery Hot Indication
If a battery HOT condition was indicated (during flight or check-out of

airplane) by the battery temperature indicator, the affected battery
(or batteries) should be removed from the airplane, for checking, cyc-
ling, and (if necessary) repair. (Refer to "Checking, Cycling and
Repairing Battery".)
B. Procedure Following a Battery Warm Indication
NOTE: If the battery temperature indicator WARM light illuminated

during a flight, the batteries should be inspected to prevent
possible battery failure.
(1) Remove all external electrical power from airplane.
(2) In cockpit, place both BATTERY switches at OFF.
24-30A-2Page 410
SABRE LIN. ER
MAINTENANCE MANUAL
NA-69-420
doors from either side of

(3) Remove battery compartment access
fuselage nose.
battery tiedown straps, and unlatch and remove

(4) Loosen and remove
covers from both batteries.
evi-
(5) Inspect battery cell tops and intercell connectors for any
dence of heat damage, electrolyte spewage, and cell damage (cell
distortion or leakage).
(6) Using a vent cap tool, loosen cell vent caps.
NOTE: Do attempt to measure liquid levels if battery is (dis-

not
charged) as liquid is absorbed into plates resulting in a
false liquid level indication.
Do not attempt to measure specific gravity of electrolyte.
(7) Using a clean polystyrene tube, check liquid level in each cell.
The liquid level should be about 1/8-inch above top of cell plates
(1/4-inch immediately after receiving a charge, 1/8-inch three or
more hours after receiving a charge). To use tube, insert end of
tube through vent opening (remove vent cap) until stopped by plates.
Place finger over top of tube and carefully withdraw tube until low-
e er end can be seen. (Do not opening since

move tube away from vent
electrolyte might spill out.) Observe height of liquid in lower

end of tube, then release liquid into cell by releasing finger from
top of tube. (The tube used should be straight, about six inches
long, about l/s-inch inside diameter, and open at both ends. Tube
may be of glass, but polystyrene is recommended. Tube mustbeclean

and must never have been used with acid.)
CAUTIOM: ~SED IN NE~T STEP I´•TijST BE FREE OF A;JY

CONTAT´•IINATION WILL RENDER THE BATTERY USELESS IN A VERY
SHORT TIME.
(8) If liquid observed in tube (step 7) is less than required add a

small amount of distilled or demineralized water. If liquid is too
low to be observed in tube, the

battery should be removed from the
airplane for checking and cycling.
(9) if inspection (step 5) reveals a slight discoloration at ends of

intercell connectors, torque cell connector socket-head screws to
35-50 inch-pounds.
(10) If inspection (step 5) reveals unsatisfactory condition (other

an
than noted in steps 8 and 9) remove battery for checking, cycling,

and repair.
(11) if inspection (steps 5 and 7) reveals no unsatisfactory conditibn,
replace and tighten vent caps (use vent cap tool), replace and
secure battery covers, and replace battery tiedown straps.
(12) Service battery sump jar (if necessary) and install access doors.
Page
1981 BY ROCKWEZL, INTE;RNATIONAL May 15/81~
o COPYRIGHT,
SABRELINER
MAINTENANCE MANUAL
NA-69-420
4. Removing DC Starter-Generator
NOTE: Each starter-g’enerator is installed on a quick-attach-detach (&AD)

adapter on an accessory drive pad on the lower left side of the
respective engine. Except for removal or the lower carling sections
(lower outboard on left engine and lower inboard on right engine)~
procedures for removing and installing the starter-generator are the
same for both engines.
A. To remove de starter-generator, proceed as follows:
(1) Make sure all switches are off and external electrical power dis-
connected.
(2) Open engine cowling section as applicable.
(3) Remove screw securing cooling air duct to engine

overboard drain manlfold.
(4) Remove clamp securing cooling air duct to starter-generator air
discharge fitting and remove duct.
(5) Lift rubber boot from starter-generator electrical terminals and

slide up on electrical leads to gain access to terminals.
(6) Disconnect electrical leads starter-generator terminals.

from Tag
leads for terminal identification during installation procedure.
(7) Loosen 61AD clamp bolt and remove clamp and starter-generator.
5´• Installing DC Starter-Generator
A. Flashing DC Starter-Generator Field
NOTE: Before installing a starter-generator, flash the exciter shunt

field tin proper direction) to make certain that shunt field
retains sufficient residual magnetism. residual magne-
Loss of
tism will result in f~ilure of the starter-generator to build up´•
to proper voltage when operating as a de generator.
Flash shunt field before installing starter-generator in airplane.
a A l~-volt battery and a single-pole, single-throw knife switch

are required.
Do not make or break battery connection to starter-generator a;

tlAll Or "E-" terminal on starter-generator. To do so will result
in severe damage to terminals.
(1) Connect an insulated wire between negative terminal of a l~-volt
battery and "E-" terminal on starter-generator.
(2) Conn~ct an insulated wire between positive terminal of battery

and one side of single-pole, single-throw knife switch.
I 24-3011-2
Page 412
May 15/81 O COPYRIGHT, 1981 BY ROCKWE;LL INTERNATIONAL
NA-69-420
IMA~INTENANCE PIRACTICES (Continued)
3. Openknife switch.
4. Connect an insulated wire from other side of
knife switch to "A" terminal on starter-genera-
tor.
5. Close knife switch for 3 to 5 seconds, then open

knife switch.
6. Repeat step (5) several times, to make certain
that shunt field is properly flashed.
7. Disconnectknife switchand wiringfrom starter-
generator.
8. Install starter-generator.
To install DC starter-generator, proceed as follows:

i. Make sure all switches are off and external
electrical power disconnected.
NOTE
If OAD mounling adagter Iras been removed,

i~rsldlgaskel (AN4047-I) andadapierandtorque
refaining nuCs 230 io 325 incR-pounds
2. Lubricate starter-generator drive spline with

Plastilube Moly No. 3 or equivalent grease.
2k Check oil drain hole, located at lowest point of
ram air inlet duct for any obstruction. Clean
hole as required.
3. Position starter-generator with electrical ter-
minals and ram air inlet duct facing outboard,
then with starter-generator level, move forward
and engage starter-generator splines carefully
with accessory drive pad.
4. Engage starter-generator alignment pin with
Q~D hole then install QAD clamp.
5. While supporting aft end of generator, tighten
clamp bolt. Torque clamp bolt to 150 inch-
pounds; then back off bolt. Repeat torquing
operation several times until clamp is fully
seated when proper torque is reached.
6. Visually check starter-generator installation to
ensure that clamp is properly seated and starter-
generator seated on adapter and properly in-

dexed.
7. Safety QAD clamping bolt with lockwire.
8. Connect electrical leads to their respective ter-
I minals. (Refer to tags or to Wiring Diagram

Manual.) Torque 3/16 inch stud nut to 20-30
inch-pounds and 3/8 inch stud nut to 120-130
inch-pounds.
9. Slide rubber hood into place over terminals.
10. Install cooling air exhaust duct on starter-gen-
erator and posibi~n damp in ~lace.
24-30A-02
Page 413
SAB Pi E 1LINE~I
MAINTENANCE MANUAL
NA-69-420
(11) Insert duct exhaust opening into engine main drain manifold and
secure with screw.
(12) Install clamp at starter-generator end of duct and tighten.
(13) Close engine access door.
(Ilc) Perform an operational check of de starter-generator,
6, Adjusting DC Generator System Output Voltage
NOTE: A.precision O- to 50-volt de voltmeter 16 required to perform this

adj ustment
In the following procedure, the generator output voltage is adjusted

to 28.5 volts de. This voltage is drived to obtain optimum battery
lire (due to battery recharge rate) at a standard day temperature of
490F; however, environmental temperatures at which the aircreLft is
to be operated may be in a higher tPs~erature range which ultimately
increases the charge rate (due to decreasing internal battery resist-
ance) and reduces battery lire. The following tables list various
recommended voltage settings versus.temperatures st which the air-
craft is to be operated. The chests ru~-e applicable to 19 and 20 cell
batteries as noted.
Maximum Anticipated Gen. Voltage Beg. Setting-

Ground Temperature With 19 Cell Battery
Up to 300F 29.0v
3lop to 60nF 28.gv
61oF to 800F 28,OV
810F to 10OoF 27.5v
Over 1000F 2?.ov
Maximum Anticipated Gen. Voltage Reg. Setting-

Ground Temperature With 20 Cell Battery
Up to 300F z9.0v
310F to 600F 29.0V
610F to 800F 29.OV
81oF to 1000F 28.gv
Over 1O0oF 28.0V
The lower generator output voltage settings provide a lower battery

charging rate which in turn increases
the length or time for the
battery to obtain a full charge. If mission requirements (short
flights) are often encountered, the standard day setting (28.5 volts)
may be required to obtain a fully charged battery.
A. To adjust de generator system output voltage, proceed as follows:
(1) Remove all electrical power to airplane.
I:r~´•s;zPage 414
INTERNATIONAL
May 15/81 o COPYRIGHT, 1981 BY ROCKWELL
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
Gain access to voltage regulators. Regulators are on the fourth
tray of the relay rack at fuselage station 150.
(3) Connect the red (positive) lead of the precision de voltmeter to
the red test jack on the LH generator control unit (CN901). Con-
nect the black (negative) lead of the precision de voltmeter to
the black test jack on the LH generator control unit.
(4) Connect external electrical power to airplane.
(5) Start LH engine. (Refer to Chapter 71.)
(6) With the "ELECTRICAL MASTER" and "BATTERY" switches at ON, dis-
connect external electrical power from airplane.
(7) Position "LH DC GENERATOR" at ON.
(8) Advance engine speed to 75% rpm. Operate engine for 10 to 15

minutes at this speed for temperature stabilization of the generator
control unit.
(9) Note the left hand generator loadmeter. Load system to approxi-
mately 0.25 indication on loadmeter.
(10) Position "BATTERY" switches at OFF.
(11) Note the precision voltmeter reading. The meter should read
28.5 volts.
(12) If voltmeter does not read 28.5 volts, adjust voltage adjustment
(screwdriver slot) on left generator control unit until 28.5
hand
volts is indicated on precision voltmeter. (Clockwise rotation
of adjustment screw increases voltage.)
Page 415
0 COPYRIGHT, 1981 BY ROCKWELL, INTERNATIONAL May 15/81
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
"LH DC GENERATOR" at OFF. Retard engine speed to IDLE

C13) Position
RPM.
right hand generator control unit

(14) Connect precision voltmeter to
(CNg02) test jacks. Observe correct polarity.
(15) Start right hand engine.
(16) Position "RH DC GENERATOR" switch at ON.
(17) Advance right engine speed to 75% rpm. Operate engine for 10 to
15 minutes at this speed for temperature stabilization or the
generator control unit.
(18) Note right hand generator

the loadmeter reading. Load system to
approximately 0.25 indication on loadmeter.
(19) Check that "BATTERY" switch’es are at OFF.
(20) Note the precision voltmeter reading. The meter should read 28.5
volts.
(21) If voltmeter does not read 28.5 volts, adJust voltage adjustment
(screwdriver slot) on right hand generator control unit until
28.5 volts is indicated on precision voltmeter (clockwise rotation
of adjus´•tment screw increases voltage).
(22) Retard engine speed to IDLE RPM.
(23) Perform procedures in step B.
B. To perform parallel adjustment of DC Generator System, proceed as
follows:
NOTE: Perform procedures in step A before performing parallel adjust-

ment. Do not operate AUP during these procedures.
(1) Press and hold "PUSH TO TEST RK GEN VOLT" switch. The airplar.e
de voltmeter should read 28.5 volts.
If airplane de voltmeter does not read within one percent or pre-

cision voltmeter, adjust airplane de voltmeter instrument adjust-
ment screw on face of instrument until indicator reads rl percent
of precision voltmeter. Release test switch.
(3) Position "LH DC GENERATOR" at ON.
(4) Press and hold "PUSH TO TEST LH GEN VOLT" test switch. The air-
plane de voltmeter should read 28.5 volts.
(5) Repeat step (2).
24-30A-2
Page 416
O COPYRIGHT,~ 1981 BY ROCKWELL INTERNATIONAL
May 15/81
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
NO’lfE: If the cockpit de voltmeter adjustment screw is adjusted,

the indication of the meter may be slightly off when
zero
electrical power is removed from the airplane.
(6) Position "BATTERY" switches at OTJ.
(7) Increase de bus load, if necessary, until loadmeter indicates

approximately 0.3 (30 percent) load.
(8) Position "LH: DC GETJ" s~ritch at OFF and note loadraeter reading.
(9) Check for 28.5 volts on precision voltmeter.
(10) Position "LK DC GEN" switch at OTJ and the "RH DC C;EN" switch at OFF
and note loadmeter reading.
(1L) Connect precision voltmeter (preferably a digital voltmeter) to

left hand generator control unit. Observe correct polarity of
the meter leads.
(12) Check for 28.5 volts on precision voltmeter.
NOTE: The loadmeter should read the same in step (8) and (10).
(13) Position "RK DC GEN" switch at ON.
(14) Increase right and left engine speed to 65 percent rpm.
(15) Increase load on the de bus system until each loadmeter indicates
one-fourth of full load (100 amperes each generator).
(16) If the generators are not sharing the load las indicated by the
loadmeters) within one scale division, the generator control
unit paralleling adjustment must be adjusted.
NOTE: When adjusting the parallel potentiometer, --adjust the

potentiometer for the generator that has the highest load-
meter reading slightly counterclockwise. Adjust the
opposite generator parallel potentiometer the same amount
in the clockwise direction.
(17) Repeat step (16) until the RH and LK loadmeters are within one scale
division of each other.
(18) Recheck system voltage (28.5 VDC) at primary bus. Adjust potentio-
meters generator control units if required.
on If voltage adjust-
ments are performed, recheck generator paralleling subsequent to
voltage adjustment.
C. Reverse Current Relay Functional Test
NOTE: Ensure that the voltage and parallel adjustments are correct
before performing this check.
24-308-2
Page 417 1
SA E3 R E LI N E R
MAINTENANCE MANUAL
NA-69-420
(1) With a .25 (25 percent) de bus system and the engines
load on the
operating at idle rpm, position "RH DC GEN" and "LH DC GEN" genere-
tor switches at OFF. Check that "BATTERY" switches are positione~
at ON.
(2) Position "LH DC CEN" at ON. Slowly increase engine rpm until the
right hand loadmeter indicates a load. Increase engine speed to

cruise rpm for 10 seconds.
(3) Shut down left engine. (Rerer to Chapter 71.)
(4) While left engine is windmilling downward in speed, observe left

de generator loadmeter. The meter should indicate a rapid de-
crease in load toward Upon reaching zero, the meter should

zero.
continue reading downward to a minus 0.1 reading, then rapidly

return to zero. If loadmeter does not return to zero, position
the "LH DC GEN" switch to OFF.
NOTE: The minus reading indicates proper operation or the

0.1
reverse relay.
current The loadmeter reading must not
exceed 0.1 in the reverse direction. If it does, or if
the pointer fails to return to zero immediately after
reading in the reverse direction. The reverse current re-

lay is faulty and should be replaced.
(5) Position "RH DC GEN" switch at OTJ.
(6) Shut down right engine. (Refer to Chapter 71.)
(7) Repeat step (4) as applied to right de generator loaameter. Observe

same requirements of operation.
(9) Remove test equipment and secure access doors and/or equipment
as necessary.
7. Removing Electrical Power Distribution’Relays
A. The removal installation procedures for the generator control unit,

and
reverse-current relays and the various monitor relays are installed
forward of fuselage station 76 or in the electrical equipment rack at
fuselage station 150(see figure 24-308-10). To remove relays from

electrical rack assembly, proceed as follows:
(1) Place all switches at OFF and remove external power from airplane.
(2) Remove trim panels as necessary to gain access to relay rack.
(3) Locate applicable relay on rack (see figure 24-3 OA-l O)
(4) Remove screws securing shelf to rack and slide shelf inboard.
(5) Disconnect electrical wiring (non plug-in type) from relay

terminals.
Page
41824-30A-2
COPYRIGHT, 1981 BY ROCKWELL INTERNATIONAL
May 15/81 o
SAeRErrNeR
MAINTENANCE MANUAL
NA-69-420
relay and relay from shelf.
(6) Remove mounting screws from remove
8. Installing Electrical Power Distribution Relays
A. To install electrical relays on electrical rack shelves, proceed as
follows:
(1) Ensure that all electrical power is removed from airplane.
Position relay on applicable shelf and secure with attaching

screws (see figure 24-3011-10).
(3) Connect electrical wiring (non-plug-in type) to relay terminals.

(Refer to Wiring Diagram Manual.)
(4) Position shelf on rack and secure with screws.
(5) Replace trim panels.
(6) Perform an operational check-out of system which contains the relay.
8A. Removing and Installing Feeder Protection Relays (Station 150)
A. Remove feeder protection as follows:
(1) Place all switches at OFF or airplane parked position and remove
external power from airplane.
Remove trim panels as necessary to gain access to relay rack.
(3) Remove screws that secure the second (from the top) shelf and
slide shelf inboard.
(4) Disconnect electrical leads from feeder protection relay. "ag

leads las an aid to proper reinstallation).
(5) Remove nut and washer from "GEN" stud of reverse current relay
and lift feeder protection relay from stud.
B. Install feeder protection relay as follows:
NOTE: Feeder protection relays (K1049 and K1050) are sensitive differ-
ential current relays that become energized whenever the current
flow though either one of the two large studs exceeds the current
flow through the other stud by 150 to 200 amperes. Since its
operation is based on differential flux magnetic forces, the re-

lay must be installed in a manner that minimizes the influence of
magnetic flux from outside sources, (such as a nearby bus bar or
a large relay).
(1) Ensure that all electrical power is removed from airplane. Check
that BATTERY and other switches are positioned at OFF.
Page 419
0 COPYRIGHT, 1981 BY ROCKJJELL INTERNATIONAL May 15/81
SABRE tlNER
MAINTENANCE: MANUAL
NA-69-420
Position feeder protection relay on GEN stud of reverse current
relay on top of bus bar. Secure with washer and nut.
(3) Visually check that lower surface of feeder protection relay is

positioned parallel to cover of reverse current relay and that
sides of feeder protection relay are parallel to sides of reverse
current relay.
(4) If necessary, loosen GEN stud nut and reposition feeder protection
relay. Tighten nut and repeat step (3).
(5) Connect cable leads to feeder protection relay studs.
(6) Connect grounded lead wire to "G" terminal and trip signal wire
to "T" terminal.
(7) Reposition relay shelf into rack and secure with screws.
(8) Replace trim panels.
(9) Perform an operational check-out of the generator system that con-
.s
tains this feeder protection relay.
9. Replacement of Battery Temperature Sensors
A. To replace battery temperature sensors, proceed as follows:
(2) Cain access to battery compartment.
(3) Disconnect battery plugs and vent connections.
(4) Remove battery(s) from airplane.
(5) Remove cover from battery and disconnect sensor wires to receptacle.
(6) Remove cell connector with sensor attached.
B. To replace battery temperature sensor, proceed as follows:
(1) Install cell connector with sensor and connect electrical wiring
to receptacle.
(2) Install battery(s) in airplane and connect electrical plugs and vent
hoses.
(3) Perform operational check-out of battery temperature system.
(4) Check system for security and applicable safeties.
24-30A-2
Page 420
SA B R E LI N E R
MAINTENANCE MANUAL
NA-69-420
2
67 0 0) O~
~I Olo 0 0 ~9
ol 0 ~J I 0 ~0(´•
ol O~ O (O ~019
L´•I Oro~ I O C~ O (i
o‘l i r´•I 0~
O~ E~l(o 0~
0 ~3
II lo s
NOTE
Black dots denote positive

terminals of battery cellr.
i. SENSOR
2. CELLS (19)
3. SOCKET-HEAD CAP SCREW
4. FLAT WASHER
5. SPRING (BELLEVILLE)
6. CELL CONNECTOR (TYPICALI
7. CELL CONNECTOR (TYPICAL)
8. VENT CAP
9. SENSOR RECEPTACLE
10. RECEPTACLE
11. BATTERY CASE
5380-2-5414
Battery Exploded View
Figure 24-308-6 24-30A-21

Page 4211
SABaE rlNER
MAINTENANCE MANUAL
NA-69-420
10. Checking Battery Temperature Sensor Resistance
A. To check battery temperature sensor resistance, proceed as follows:
(1) Gain access to batteries.
(2) Remove electrical connector and battery temperature sensor plug

from batteries.
(3) Using a Simpson 260 or equivalent multimeter, connect the negative

lead of the multimeter to the negative terminal on the battery.
(4) Connect the positive lead of the multimeter to pin "A" of sensor
electrical plug. If any voltage is present, replace sensor.
NOTE: It is mandatory that the battery is at ambient temperature

before performing the resistance check; however, if time
does not permit this, battery cell interconnect may be
the
removed and placed away from the heat that is generated by
the battery. Enough time shall be allowed so that the battery
interconnect (with sensor) be allowed to cool to ambient
temperature.
(5) Disconnect multimeter leads and connect leads between pins "B" and
"C" of battery temperature sensor receptacle. Check the following
resistance measurement that is applicable to the ambient temperature
of the battery:
Temperature Resistance
-200F 5´•5 Meg ohms
OOF 3.5 Meg ohms
+320F 1.08 Meg ohms
+750F 300 thousand ohms
+120oF 102 thousand ohms
+1500F 51.1 thousand ohms
(6) Connect multimeter leads between pins "A" and "B" of sensor
receptacle. Resistance should be 49.9 thousand ohms.
(7) Disconnect multimeter leads from receptacle.
(8) Install interconnect strap (if removed) torque screws to 35-50 inch-
pounds.
(9) Install battery electrical plug and temperature sensor electrical

plug.
(10) Check batteries for security and proper safeties.
(11) Perform operational check-out or battery temperature system.
(12) Install access doors;
24-30A-2
Page 422
NA-69-420
MAINTENANCE MANUAIL
BRUSHES ITYPICAL 4 PLAIES9
BRUSH RAND eOYER ASSEMBLY
a e
i; BRUSH HOLOEB
BRUSH
(TYPICALJ
O REPLACE BRUSHES WHEN TOP OF BRUSH RECEDES TO THIS DIMENSION.
Figure 24-30A-7 G.E. Starter/Generator Brush Inspection
1801 24-30A-02
Page 423
o COPYRIGHT, 1988 BY SABRELINER CORPORATION Sep 2/88
NA-69-420
MAINTENANCE MANUAL
11. DC Starter/Generator Brush Inspection
A. To inspect the starter/generator brushes, proceed as follows:
(2) Open enginecowling.
(3) Loosen screw securing brush band cover assembly to generator. Lift screw (shank end with
band retainer) from brush band.
Do not allowforeign material to enter brush, area.
(4) Remove brush band cover assembly from generator.
(5) Inspect brushes (total of eight) as follows:
(a) Check the top of each brush for extension above the brush holders (see Figure 24-30A-7).
(b3 If the top of the brush(es) is even (flush) with the top of the brush holder, continued
inspections at 150-hour intervals is recommended.
(c) If the top of the brush recedes to 1/4" below the top surface of the brush holder, the brushes
must be replaced.
(6) Position brush band cover assembly in place on generator and install band retainer and screw.
Tighten and safety band retainer screw.
(7) Check complete installation for security, and close engine cowling.
12. DC Starter/Generatol´• Brush Run-In
A. To perform the DC starter/generator brush run-in, proceed as follows:
EQUIPMENT/TOOLS
DC power source capable of providing up to 30 volts and 75 amperes. Rheostat approximately 5.5
amperes, 15 ohms.
(1) Place the starter/generator in a padded V-block to run in brushes.
(2) Con nect the power source posi tive lead to starter/generator term inal B. Connect power source
negative lead to terminal E.
(3) Connect rheostat across terminals A and B.
1 (4) Remove brush band cover assembly.
A sudden high-speed start mag cause serious personal injur2/. To control the start, malee sure
the rheostat is ad~usted to the xero resistance point prior to motoring the unit.
(5) Run in brushes as follows: Apply power to starter/generator and set rheostat for a speed of 6000
rpm until brushes have a fit of 100 percent of the are and at least 75 percent of the contact area.
(6) Blow loose carbon dust from starter/generator; install brush band cover assembly.
1801 24-301\-02
Page 424
NA-69-420
MAINTENANGE I~ANUAL
L t
THICKNESS
~c- 75%
mo~
a a a
a a a
mmmm) CONTAC,AREA, NON-CONTACT AREAS
O BRUSH THICKNESS AHO WIDTH
HEW AND UNUSED BRUSH
00 BAUSH SHOWING 100 PERCENT CONTACT ACROSS

THICKNESS ANO 100 PERCENT ACROSS WIOTH
00 BRUSH SHOWING CONTACT 1MO PERCENT ACROSS

THICKNESS IINO 75 PERCENT ACROSS WIDTH
OJ-BARELY SATISFACTORY
Figure 24-30A-8 Correct and Incorrect Brush Fit
I80)24-30A-02
Page 425/426 Blank
~A B ~i LI N E W
MAINTENANCE MANUAL
NA-69-420
fp
1234
LL ~__I
1/2 (t1164)
0.281 (~0.015) 1N.
IN.
DIA 0.089 IN.
(13 GA)
t l(t11311
9/16 3/4
(f1164) (~1/641 Ir(. 3/8
I 1 II II 1
r ’iIN.
1/8 1f1/64) IN.
(~1/64)t
IN.
IN.onAILIlj2
3/8 1/8 (~1/64)
(f1/64) 0.128
1/8 (t1/64) IN.
IN. (+0.005. --0.000) IN.
0.030 IN.
DIA
(22 GA)
onAIL 1 MATERIAL CRS
FINISH NICKEL PLATE

MATERIAL I CRS
NO. REOD 2
FINISH NICKEL PLATE
NO. REOD 2
8 (f1/8) IN.
3/8
3/8 (f1/32)
1/8 IN.
(f1/321 IN.
Ci 3/16
IN. 3/16
(rt1/64)
IN.
1/8
IN.
IN.
rn
-i 1/4
IN.
5/16 IN.
3/4 IN. I I
onAIL 3
0.128 1+0.005,
lu
--0.000) 1N. (PIA
’AMIER 520 TRUSS HEAD RIVET DETAIL q/
MATERIAL STEEL
MATERIAL WEB BELT--1000 LB TEST
FINISH NICKEL PLATE

FINISH I OLIVE CRAB
NO. REOD 4
NO. REQD 1
T39D-2-54-79
~attery Cell Puller

Figure 24-3U~-Y 24-~UA-2g
Page 427111
COPYKLGHT, 19~1. B~ ROCt<WELL TNTEK~ATLONAL May :.5/81
SA B R E LI N E R
MAINTENANCE MANUAL
NA-69-420
R521 K1094
*ME NOYENCLI\NRE FOR THESE K1P10
K618 K’1093
RELAYS MAY BE OBTAINED FROM
LH-R1008 K1028 K1[192
K650
ME REFERENCE DESIGNATION
RH-R1009 K661 K728
INDEX (RDI) OF THE ILLUSTRATED
K729 .K1023 K1090
PARTS CATALOG.
X726 K1027
K648
K725 K649
K626 K526
K1061 K669
K658 K516 K719
K K624 R520
K500 K507
K680 K630
K6QO CR553
5957
1[552 K706 ,J949 CR552
K‘1057 K665 K536
K1089
K1022 5950
K521 CR1039- K551
1<647 1 K690
K522
K1020 K525 K668
K1060 ROW NO. 4*
CR548 ROW NO. 3*
K501
K553’
K1062
K515
TM504
K667CR547t: ROW NO. 2*
(INBD TO OUTED)
K631
(INBD TO OUTED)
K670
K603
5956
(INBD TO OUTED)
CR544
5947 ~946
K1058 5948
5
K1059
1<1064
8901
1<1063 1 I I EXHAUST
ROTATED 1800 TM503 ROW NO. 1* I GAS TEMP
(INBD TO OUTED) I I RESISTANCE

SPOOLS
FS198
FS190
-r P945
P949i’?
PJ56
STA143
TB658
-e
TB657 I i "Y
TB656
TB661
I
j
P9U
TB659 P950
P9Q7 P946 i I ~Ch
I
pg48
i
TB645
TB656
TB644
TB657
TB643
TB658
TBW3
TB644 TB659 I
TB645 -r
TB651
Pi:"
LDG WARN
)Jj HORN PRESSURE

SWITCH 8590
jj
cVi
I I, i
PITOT HTR POWER RELAY -K1021
(MOUNTED UNDER BOTTOM TRAY
P ON BULrHE~D ON N~380-5. 1 DE-ICER BOOT
RELAY ASSY (OPTIONAL!
AND -lo AND SUBS)
-I STALL WARN SUMMING

NA38~5 AND -10 AND SUBS NA3801 THRU 4 NA380-1 3’HRU 4 UNIT (RH) CM502
AND -6 THRU -9 AND -6 TMRU 8
S380-2-j4-13B
Electrical EQuipment Kack
24-30A-2 Figure 24-30A-10 (Sheet 1 of 2)

Page 428
gCOPYRIGIIT, 1981 BY ROCKWELL LNTERNATIONAL
May 15/81
SABRELINER
MAINTENANCE MANUAL
NA-69-420
STALL WARN SUMMING RH REVE RSE CUR RENT R E LAY K508 FEEDER PROTECTOR K1049
UNIT(LHI-CMS03
LH REVERSE CURRENT RELAY K509
BATTERY K510
FEEDER
r NO. 2 INV CURRENT LIMIT
PROTECTOR
1<1050 RESISTOR R1025
DIODE-CR1011
TB647
LHSTARTCONTACTOR
RH GEN MONITOR
RH GEN FIELD
CB808i CB806
RH GEN VOLTMETER CB625

RELAY K1045 NO. 1 INV CURRENT LIMIT
LH GEN MONITOR CB805
BPITTERY ISOLATION LHGEN FIELD CB807 RtSISTOR R1027
DIODES CR1045 CR1046 LH GEN VOLTMETER CB624

INST INV CURRENT LIMIT
EXHAUST RH START CONTACTOR RESISTOR R1026
GASTEMP RELAY-K1046
RESISTANCE
/EXTERNAL POWER RELAY K514
SPOOLS
HYDPUMPMDTOR
PWR CONT RELAY K662
SI SECONDARY BUS RELAY K568
IT~iU ^V
R-~ I i;
;m.
HYD PUMP CONTROL
HYD PUMP MOTOR
RELAY- K645
TIME DELAY TM500
B
i
lo~
NO.1INVERTEE
i PWR RE LAY K 1067
r
N0.21NVEI~TER
PWR RELA\’ K1225’ ROTATED 1800~ .ANTI-SKIDTEST
INST INVERTER NO. 1 DIODE CR1040
PWR RELaY K1066
.ZSt- D ANTI-SKID TEST
NO.LDIODE-CRIWI
,%JF- TRANSDUCER HTR LIMIT

RESISTOR R1006 I) ANTI-SKID TEST
(INBD-RH WING) NO. 3 DIODE CR1042

RH STAB TRIM RELAY K532
7
RAM AIR INLET ANTI-SKID TEST
ANTI-ICE RELAY BRAKE ANTI-SKID NO. 4 DIODE CR1WB
IAIRBORNE)- K596 CONTROL CN1D00 LH FIRE DETECTOR

CONTROL UNIT
ii
CN5t4
RAM AIR INLET ANTI-ICE
RELAY (GROUND) K597

LDG WARN
i HORNPRESSURE
SWITCH S590
i
B ,sii
TRANSDUCER HTR LIMIT
RESISTOR R1005
(OUTBD-RH WING)
O TRANSDUCER HTR LIMIT
1 r DE-ICER BOOT
RELAY ASSY (OPTIONAL) !r
4
o
o
~j RESiSTOR-R1004
(OUTBD LH WING)
4- RH DC GEN
TRANSDUCER HTR LIMIT
CO~TROLUNIT CN902
F~ _j STALL WARN SUMM1NG RESISTOR R1003 (INBD LH WING) RH FIRE DETECTOR
LH STAB TRIM RELAY K531
UNIT (RH)-CM502 CONTROL UNIT CN513
LH DC GEN
CONTROL UNIT CN901
S380-2-54-13B
Electrical Equipment Rack

Figure 24-308-10 (Sheet 2 of 2) 24-30~1-2
Page 429
(8 COPYRIGHT, 1981 BY ROCKWELL INTERNATIONAL May 15/81
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
13 RemovinR Starter-Generator Inner Shaft
To remove the starter-generator inner shaft from the startPr-genera?z~.

proceed as follows:
NOTE: The inner shaft cannot be procured as a separate item. it
must be ordered as part of a supply kit P/N 31222827443 f rOF,
General Electric; however, the friction cone and fla: washer
separate items.. See figure 24-30A-11 for

may be procured as
part numbers.
(1) Remove the starter generator from the engine. Refer to ---3
DC Starter-Generator.
(2) Bend back tab on lockwasher securing locknut in place.
(3) Place locally fabricated spanner wrench (see figure 24-30A-11) over
locknut and deep a socket and drive handle over the inner shaft
coupling spines.
(4) While holding the inner shaft with the deep socket al-,d drls:e hardie,
turn the spanner wrench and remove the locknut. If the inrer sk~zf’
has been sheared, ,’ar the locknut loose by the spa~re-
wrench handle with a mallet.
(5) Remove spring, flat washer, and lockwasher from the inner fhal~.
Remove inner shaft from starter-generator
(7) Remove friction cone from inner shaft. Using a :O´•pawer msgnlfi3r,
inspect the inner shaft and the friction cone as follows:
(a) Inspect inner shaft for cracks, corrosion, dents ar,d abrorr~l
wear.
(b) Inspect frictiol? cone for cracks and corrosion. The srrall e~d
of the friction cone shall not be worn to a knife ~dge or
cracked or brokec.
(8) Install friction cone on inner shaft. Check that 0.03L- x1;
maximum dimension shown on Figure 24-301\-11 is obtained, fi: di;nension

is not obtained, excha~ge either inner shaft or friction co!-~e for
one that does provide the correct dimension.
NOTE: If inner shaft is being replaced perform ~he following step.
(9) Remove retainer ring from inner shaft, then remol.’e coupling with its
11011 rings and spacer.
I 24-30A-2Page 430
1981 BY ROCKWELL INTERNATIONAL
May 15/81 o COPYRIGHT,
iE3 R E LI N E R
MAINTENANCE MANUAL
NA-69-420
14 Installing Starter-Generator Inner Shaft
To install starter-generator inner shaft, refer to Figure 24-30-7 and pro-

ceed as follows:
(1) Clean all parts with naphtha, methyl ethyl ketone (MEK), xylene, or
equivalent and air dry.
TTOTE: If coupling has been removed perform steps 2 through 5.
(2) Check rotational play of coupling on e-d of inner shaft, less "O"
rings and spacer. Rotational play shall not exceed 20 degrees.
(3) Apply a liberal amount of grease (MTL-G-21164C) to the drive splines

of the inner shaft. Apply Plastilube No. 3 non-melting grease to
the coupling splines of the inner shaft.
(4) Install new "0" ring packing in flanged end of coupling. Slide
coupling, flanged end first on to drive end of inner shaft.
(5) Install new "0" rings (2) inside of coupling. Install spacer with
bevel.ed side of spacer next to "0" ring.
(6) Install retainer ring on end of inner shaft. Make certain that ring
is locked in shaft groove.
(7) Install inner shaft into starter-gererator.
(8) Install lockwasher, flatwasher, sprlrg, and locknut on inner shaft.

Torque locknut to 76 to 126 inch pounds, by turning spanner wrench
on locknut, while holding the deep socket on the coupling splines.
(9) Bend’tab of lockwasher into a notch or ~he locknut.
(10) Reinstall starter-generatoron engine. Refer to Installing DC

Starter-Generator.
Page 431
SA B R E LI N E R
MAINTENANCE MANUAL
NA-69-420
INNER
SHAFT
SPANNER
WRENCH
lc3~:/
rr LOCKWASHERFRICTION CONE
(plN 701A435P1)
It i 3i v
INNER SHP~FT
4 FLAT WASHER (P/N 161482081)
i Ii’ SPRING
LOCKNUT
COUPLING
O-RING
I~ SPACER
(P/N AN6227-10)
O-RINGS
(P/N 9400586P1)
RETAINER
RING
6"
5/32" 1 I I
INNER SHAFT
900 FRICTION CONE
I
i1’ 0.057
INCH
T 4130 STEEL TUBING I0.034
(1-1/2" l.D. AND 1-5/8 O.D.)
7/18’´•
LI
1-3/16"
INNER SHAFT
1/2" DIA. STEEL ROD
SPANNER WRENCH FABRICATION
Kemoving Starter Generator Inner Shaft

24-30A-2 Figure 24-308-11
Page 432
May 15/81 o COPYRIGHT, 1981 BY RQCKWELL INTERNATIONAL
SABRE LINEI?1
MAINTENANCE MANUAL
NA-69-420
WARNING: WHEN GROUND MAINTENANCE PROCEDURES REMOVAL OF PROTEC’I~EVE

COVERINGS (SUCB AS TAPE, RUBBER COVERS, ETC.), THESE COVERINGS MIJST BF:
RELTJSTA3;LFID BEFORE ANY ELECTRICAL POWER IS CONNECTED TO THE AIRPLANE.
FAILURE TO OBSGRVE THIS WARNING CC~LD RESULT IN A FIRE AND POSSIBLE
LOSS OF THE AIRPLANE, CAUSED BY AN ACCIDENTAL SHORT CIRCUIT OF ’PKE UN-
PROTECTED ELECTRICAL CONDUCTOR.
CAUTION: BEFORE REMOVING TERMINAL BLOCK COVERS TO MAKE I’P EASIER TO TEST OR
PJ)JIJST THE ELECTRICAL SYSTEM, DISCONNECT ALL EXPERNAL POWER FROM THF:
AIRPLANE AND PLACE ALL AIRPLANE SWITCHES AT OFF OR AIRPLANE-PARK~FD
POSITION.
NOTE: A precision O- to 50-volt de voltmeter, a constant-voltage type de external

power source of 28 volts dc, and a constant-current type de external power
source of 1000 amperes capacity are required to check and test the de power
electrical system.
The dc generators and generator control units should be at operating

temperature before the generator systems are adjusted.
I. Testi~ng Battery System
NOTE: The specific gravity readings or the individual battery cells do not
indicate the state-of-charge of a nickel-cadmium battery. The
specific gravity remains the same, whether the battery is charged or

discharged. The state of charge is determined by the amount of
charging current. The batteries are considered charged when the

charging current is less than 15 for both batteries.
A. To test battery system, proceed as follows:
(1) Place all airplane switches at OFE~ or airplane-parked position.
(2) Connect a 28.5-volt, constant-voltage type ac external power source

to airplane utility external power receptacle. Turn on external
power source.
(3) Place "ELECTRIC MASTER" switch at ON.
(4) Make certain "BA~CTERY" switches are at OFF.
(T) Note de external power source loadraeter reading.
(6) Place "BATTERY" switches at O~.
(7) Note de external power source loaame-t;er reading,
(8) Compute the difference between loadmeter readings (step (7) minus
step (5))´•
NOTE: If the difference (step (8)) exceeds 1~ amperes, the bat-

teries are not operating at full capacity. They should re-
main on charge until the difference in loaameter readings
is less than 15 amperes.
Page
50124-30A-3 I
0 COPYRIGHT, 1981 BY ROCKWEL,T., IIJTERNATIONAL May 15/81
SA B R E LI N E R
MAINTENANCE MANUAL
NA-69-420
(9) Repeat steps (5) through (8) until difference in loadraeter readings
is less than 15 amperes.
(10) Place "BATTERY" switches at OFE.
(11) Place "ELECTRIC switch at OFF.
(lil) Disconnect de external power source from airplane.
2, Zlesting DC Generator System
A. To test de generator system, proceed as follows:
(1) Start engines. (Refer to chapter 71.)
(2) Place "LK DC GEN" switch at OFF.
(3) Momentarily depress "PUSH RH GEN VOLT" button and note dc voltmeter.
The meter should read 28.T volts de, the output voltage of the
right de generator system.
(4´•) Note left de generator loadmeter. The meter should read 0.00 (0,0
percent).
(5) Note right de generator loadmeter. The meter should read 0.30 (30
percer?-t~-
(6) Place "LH DC GEIT" to ON,
(7) Place "RH DC GEN" switch at O~.
(8) Note left ac generator loaameter. The meter should read 0.30 (30
(g) Note right dc generator Loadme´•ter. The meter should read 0.00 (0.0
percent).
(10) Momentarily depress "PUSH LH GEN VOLT" button and note de voltmeter.
The meter should read 28.5 volts dc, the output voltage of the left
de generator system.
(11) Place "RH DC CEN" switch to ON.
(12) Note both de generator loadraeters. Each meter should read about
0´•15 (15 percent).
NOTE: If loadmeters do not read the same (within one-half scale

division), the electrical load is not equally sharea be-
tween the generator systems.
de To equalize load between
the de generator systems, perform paralleling adjustments
of generator control units.
I 24-30A-3
Page 502
~ABRELINER
MAINTENANCE MANUAL
NA-69-420
(13) While observing ac loadraeters, place "ITJVERTER" switch at No. i,

at OFF, and again at No. i. readings should rise,
Both loadraeter
fall, then rise together, indicating that both de generators

remain operational and share the de load.
NOTE: If the sudden increase in de load causes one of the de
generators trip off,

to faulty misadjusted generator
a or
system is indicated. Investigate and correct as required.
(14) Pl.ace "RK DC GEN" switch at OFF.
(15) shut down left engine. (Refer to chapter 71.)
(16) While engine is windmilling downward in speed, observe left de

left
generator loadmeter. The meter reading should indicate a rapid de-
crease in load (from 0´•30) towara zero. Upon reaching zero, the
meter should continue reading downward to a minus 0.1 reading, then
rapidly return to zero.
NOTE: The minus 0.1 reading indicates proper operation of the

reverse-current relay. The loaameter reading must not ex-
ceed 0.1 in the reverse direction. If it does, or if the
pointer fails to return to zero immediately reading after

in the reverse direction, the reverse-current relay is
faulty and should be replaced.
(17) Place "RH DC GEN" switch at ON.
(18) mote right dc generator loadmeter. The meter should read about
0´•30 (30 percent), or full load.
tig! shut down right engine.
(20) Repeat step (18) applied to right de generator loadmeter.

as
Observe same requirements of operation.
3. Operational Check-out of Battery Temperature System
A. To perform an operational check-out of battery temperature system, pro-

ceed as follows:
(1) Start engines. (Refer to Chapter 71).
(2) Engage BATT TEMP IND circuit breaker.
(3) Depress BATT TEMP TEST switch and monitor battery temperature indi-
cator. When indicator pointer reaches 1200F the amber caution
should illuminate. Essential bus voltage should indicate approxi-
mately 26.5 volts de.
(4) When battery temperature reaches 1500C, the BATT HOT warning light
should be on and the batteries should be disconnected from the
battery bus.
Page 503
0 COPYRIGHT, 1981 BY ROCKWELL LNTERNATIONAL May 15/81
SA B R E LI N E R
MAINTENANCE MANUAL
NA-69-420
NOTE: To ensure that the batteries are disconnected from the bat-
tery bus, a voltmeter should be connected across the battery

relay (K510).
(5) Position "BATTERY" switches at EMERG. Battery should be connected

to battery bus.
(6) Position "BATTERY" switches to ON and release "BATT TEMP TEST"

switch.
(7) Check that BATT KOT warning light goes out when battery temperature
pointer is below 150oF. Batteries should be connected to battery
bus. Bus voltage should be approximately 26.5 volts de.
(8) When indicator pointer is below 1~00F, check that bus voltage is
28.5 volts de or the voltage at which the system was adjusted.
(9) Shut down engine. (Refer to Chapter 71).
24-30A-3
Page 504
NA-69-420
MAINTENANCE MANUAL
INSPECTION CHECK
INSPECT BATTERY GROUND CABLES/BOLTS (S/N 380-1 and Subs)
CONSUMABLES 14. Install battery cable lugs to ground plate using 2 ea.
AN6-5A bolts, AN961-616 washers, and MS21042L6
TT-L-32 SealingLacquer
nuts.
Aluminum Oxide Paper, or similar non-ferrous
15~ Seal all exposed metal surfaces, cable lugs, and
material
hardware with sealing lacquer to prevent corrosion.
CopperShear Safetywire 16. Remove ballast weight in battery tie-down area (if
OFF
used) and install batteries.
1. Batteryswitch(es)
17. Connect battery tie-down straps and rods.
2. Electrical power OFF
18. Install battery sump jar and hoses.
3. Remove access doors from each side of battery
compartment. 19. Remove any insulation material on battery quick
disconnects and secure to battery. Safetywire quick
4. Disconnect battery cable quick disconnects and
disconnects with copper shear wire.
battery temperature sensor plugs.
20. Connect battery temperature sensor plugs.
5. Temporarily insulate and stow cable quick dis-
connects. 21. Install landing light assembly panel.
6. Disconnectventhoses from batteries and from sump 22. Install access doors on each side of battery compart-
jar. ment.
7. Removesumpjarand looseventhoses from airplane. 23. Perform operational test of electrical system using
Protect all openings. battery power.
8. Remove battery tie-down straps and rods. 24. Airplane secureasdesired
B1TT~RI OLIICI. OISCOWIICT
Use care to avoid ilzjuly/ when lifting batter- I BlltlRI OUIEI
ies. Each battery weighs 84 pounds.
IlI!Illlllm
To prevent an aft CG condition, an eqzci-
valent amount of ballast should be installed
at each battery location after removal of
u
battery. A tailstand may be used in lieu of J(I i n II
ballast in battery area. II
9. Removebatteriesfrom airplane.
10. Remove landing light panel assembly.

11. Remove battery cable lugs from grounding plate.
12. Inspect battery cable lugs, bolts, washers, and ground-
ing plate for evidence of arcing, pitting, or corrosion.
13. Clean affected parts with aluminum oxide paper to IROUWOP/LIT~
remove all evidence of arcing, pitting, or corrosion. EIBlL LUOilBOLIS(
24-30A-03
Page 601/602 Blank
NA-69-429
MAINTENANCE MANUAL
EXTERNAL POWER
EXTERNAL POWER SYSTEIM system paralleling (or essential) bus through contacts on
the external power cutout relay and the airplane struc-
The external power system consists of an engine start ex- ture (ground). The small pin connects positive-polarity
ternal power receptacle, a utility external power recepta- DC external power to the SW terminal on the external
de, an external power cutout relay, and associated relays
power cutout relay, through normally closed contacts on
and control circuitry (see Figures 24-40-1 and 24-40-2). th,,tarter power monitor relays.
Both the utility and engine start external power recepta-
cles are on the left side of the fuselage, aft of the wing On both external power receptacles, the small pin is shorter
trailing edge. The utility external power receptacle than the large pins, to permit the large pins to engage first
permits connecfion of an external DC power source to when DC external power is plugged into the receptacle,
supply all DC-operated airplane systems, except the and to allow the large pins to disengage last when DC
engine starting systems. The engine start external power external power is disconnected. This prevents the possi-
receptacle provides for the connection of external DC bility of a fire caused by arcing at the large pins of the
power for use by the engine starting systems. On S/N external power receptacle when flammable vapors or
370-1 and Subs, the external power cutout relay is inside fumes are present in the area. The small pin of the utility
the electrical power distribution box at FS 333, and oper- external power receptacle energizes the external power
ates to connect the external power source to the parallel- cutout relay after the large pins are engaged, and de-
ing bus. On S/N 380-1 and Subs, the external power energizes the relay before the large pins disengage.
cutout relay is on the electrical equipment rack at FS 150 The external power cutout relay consists of three relays
and operates to connect the external power source to the inside one housing, as does a reverse-current relay. The vol-
essential bus. The relay also disconnects the external
tage relay senses the polarity and voltage level of the exter-
power source from the airplane paralleling (or essential) nal power source. The differential relay has three coils:
bus in case of external power source failure while the
f,,,,,,i,g the differential voltage, one for sensing
external power source remains plugged into the utility
reverse current, and a biasing coil. The contactor relay
external power receptacle. connects the external power source to the paralleling (or
essential) bus through the reverse-current coil.
NOTE
When a DC external power source is plugged into the
S/N sro-~ and Subs and 980-1 and Subs
utility external power receptacle, the voltage relay closes,
each have the following DC electrical bus-
provided the polarity of the external power source is cor-
ses; battery bus, essential bus, secondary rect. When energized, the voltage relay connects external
bus, and starter bus. In addition, SINSrO-& power to the paralleling (or essential) bus through the
thru -6, -8, and -g have a paralleling bus. differential voltage coil. If no other source of power is
The shell of the engine start external power receptacle is connected to the paralleling bus, the external power
rectangular-shaped, to accept the rectangular plug of a cutout relay differential voltage coil picks up at about 20
constant-current type DC external power source. An arm, VDC from the external power source. If airplane battery
with a roller wheel attached, protrudes through a rectan- power or generator power is on the paralleling bus, the
gular opening on the side of the receptacle shell. When differential voltage coil energizes the differential relay
external power is plugged into the receptacle, the body of when the external power source is 0.35 to 0.65 volt above
the plug pushes against the roller and actuates the arm. the bus voltage. When energized, the differential relay
The arm operates a microswitch, connecting DC power to contacts close and connect external power to the contactor
the coil of the external start power monitor relay (see relay coil. This energizes the contactor relay, closing it
Figures 24-40-1 and 24-40-2). The receptacle has one and connecting the external power source to the parallel-
small-diameter pin and two large-diameter pins. The ing (or essential) bus through the reverse-current coil on
large pins connect DC external power to the starter bus the differential relay. The contactor relay also connects
and the airplane structure (ground). The small pin con- external power to the coil of the external power monitor
nects to the starter-controller relays. relay coil. The external power cutout relay protects the
airplane battery system or generator systems from possi-
The shell of the utility external power receptacle is oval- ble overloading if the DC external power source fails or is
shaped, to accept the oval plug of a constant-voltage type turned off while the external source remains plugged into
DC external power source. The receptacle has one small- the utility external power receptacle. If this condition
diameter pin and two large-diameter pins. The large pins
occurs, reverse-current flow through the external power
connect DC external power to the DC power distribution
cutout relay automatically forces the differential voltage
relay contacts open when the reverse current exceeds 18
to 35 amperes. This de-energizes the contactor relay and
O S/N370-1andSubs;on S/N380-1 andSubstheexter- disconnects the external power source from the airplane
nal power receptacle is on the right side of the airplane at paralleling (or essential) bus.
FS 150.
1801 24-40-00
Page 1
NA-69-420
MAINTENANCE MANUAL
snTT GRD
PARALLELING 28V DC
VOLT COIL
EXT PWR MONITOR

NO. 2 (ELECT PWR
REV CUR COIL
DISTRIBUTION BOX ~d XZ
CONT
FUS-STA 333) Ii, I I IcolL
volr co II
x1
K1059
~r
EXT PWR MONITOR IIXTPWRCUIOUT
NO.1 (ELECTPWR
xl
(ELEC PWR DISTRIBUTION
~i7)
DISTRIBUTION BOX G I IND GEN SW
BOX-PUS STA 333)
FUS-STA-333) ri9x?
(6516)
(OVAL-SHAPED SHELL)
CJsol)
03
D? 03
UTILITY EXT PWR

,,.r~------------------u n?
Dl~i
RKEPTACLEFus
STA 350
(K512)KS12 (REF)
<KSZ1)KSZ1 (Rer)
CENTER LINE
RH STARTER PWR MONITOR
(ENERGIZED DURING START) LH STARTER PWR MONITOR
(ENERGIZED DURING START)
Y
52
PARALLELING
SEC BVS CONT NO. 1
(K515)x2IN,
EXTSTARTPWR
(ELEC PWR DISTRIBUTION
MONITOR Box-ruS ST* 3331
IELEC PWR DISTRIBUTION BOX--~US STA 333)
_e
B(G START EXT PWR REC S~Y

(PART Or )500 RECEPTACLE ASSY i
(ACTUATED WHEN EXTERNAL POWER

PLUG INSERTED INTO RECEPTACLE)
s S/N 370-2 THRU -6, -8 AND -g
STARTER 28VDC
B SIN 370-1 AND -7
(RCCT*NGUUR-SHAPED
SHELLI
(1500)
TO TERMINALS ON LH a RH STARTER CONTROLLERS
ENG START EXT PWR

RECEPTACLE
FUS STA 350
CENTER LINE
0360-2-54-276
Figure 24-40-1 External Power System Schematic S/N 370-1 and Subs
1801 2440-00
Page 2
NA-69-420
MAINTENANCE MANUAL
snTr GRD
ESSENTIAL 28VDC
VOLT COll
EXT PWR MONITOR

NO. 2 7 1 I I I RIV CUP COI i
(RELAY ASSEMBLY *6 XZ
CONT
118-FUS STA 150) 11_ I I Icoll
olrE volr co Ii
81ii51NG COi:
EXT PWR MONITOR IXT PWI CUTOUT
NO.1
xi
(FussTn 1501
(KSI~
KS14
IN~D GENO gW
(RELAY ASSEMBLY
X?
I15-FUSSTAISO~
(4516) f
(J501)
16
14 16
12
UTILITY EXT PWI!
RKEPTACL~
(FUS STA 148
(KS?~
KSZ?
3 (KS11)
KS11 3 (RET i
RH LOWERI RH ENG START CONTROL NO. 1
LH ENG START CONTROL NO. 1
(ENERGIZED DVRING ST*RTi
(ENERGIZED DVRING STARTI
6 Y~8
ESSENTIAL PBVDC
SEC BUS CONT NO. 2
(K515)X? EXT START PWR

MONITOR
IFUSSTA 1501
LH INBD OVHD
CIRCUIT-BREAKER
PANELI
our~T WG START EXT PWR REC SW

(P*RT 0E 1500 RECEPTACLE ASSY i
(*CTUATED WHEN EXTERNAL POWER
PLUG INSERTED INTO IECEPTACLEI
STARTER 28VDC
(RECTANGUUI SHAPED
SHELL]
(JSOO)
JSOO
TO NO. 14 TERMINALS ON LH 6 RH STARTER CONTROLLERS IK1057 6 K1058)
ENG START EXT PWR

RECEPTACLE
(FUS STA 148
RH LOWERI
S360-2-J4-4B
Figure 24-40-2 External Power System Schematic S/N 3801 and Subs
1801 24-40-00
Page 3/4 Blank
COPYRIGHT, 1988 BY SABRELINER CORPORATION Sep 2/88
NA-69-420
MAINTENANCE MANUAL
ELECTRICAL LOAD DISTRIBUTION SYSTEM
AC LOAD DISTRIBUTION SYSTEM power when a constant-current type DC external power

source plugged into the engine start external power
is
The AC power from the No. 1 and No. 2 inverter is dis-
receptacle. The starter bus can be energized by airplane
tributed from the following electrical busses: the Ilfi-volt
battery system power, to make a self-sufficient engine
AC primary (instrument), the 115-volt AC secondary, the
start. During an emergency start, the batteries are con-
115-volt C-phase (SN 380-1 and Subs), and (through
nected in series to the starter bus, through contacts on the
transformers) two 26-volt AC busses and four Ei-volt indi-
battery start relay.
rect lighting busses. When the instrument inverter is
operating (failure of the No. 1 and No. 2 inverters or When the airplane is parked and a DC external power
during battery engine start), the power output is supplied source is plugged into the utility external power recepta-
only to the 115-volt primary bus and (through a trans- de, the external power cutout relay (Figure 24-40-1) is
former) one 26 VAC bus (see Figure 24-50-1). The remain- automatically energized. The energized cutout relay con-
der of the AC system is available to the windshield anti-ice nects external power to the paralleling bus and the coil of
system, the external power monitor relay (see Figure 24-50-2).
External power on the paralleling bus automatically
DC LOAD DISTRIBUTION SYSTEM energizes the essential bus relay, connecting the essential
S/N 370-1 AND SUBS bus to external power on the paralleling bus. The ener-
gized external power monitor relay connects the parallel-
The DC load distribution system (Figure 24-50-2) consists
ing bus to the coil of the secondary bus relay. This relay be-
of five busses, and associated bus tie-in and control relays.
comes energized and connects the secondary bus to the es-
The distribution system distributes generator system
sential bus. Placing the ELEC MASTER and BATTERY
power, battery power, and DC external power to the switches at ON completes the ground connection for the
busses through various bus tie-in combinations, accord-
battery relay, energizing the relay and connecting the
ing to the existing operating conditions. battery bus to the paralleling bus. This connects the bat-
During normal flight operation, all busses except the tery system in parallel with the DC external power
starter bus connect to the paralleling bus and are ener- source. All busses (except the starter bus) are then ener-
gized by the generator systems, through bus tie-in relays. gized by external power on the paralleling bus.
If one generator system fails (or is turned off), the second-
When a constant-current type DC external power source
ary busses remain connected to the essential bus. If both isplugged into the engine start external power recepta-
generator systems fail (or are turned off), all busses are
de, the starter bus is energized by the external power
automaticall y disconnected from the paralleling bus, and
source. The insertion of the external power plug into the
only the essential bus remains connected to the battery engine start external power receptacle also mechanically
bus. This is to provide battery power on the essential bus,
actuates microswitch which connects the external start
a
for the operation of equipment necessary for flight, relay coil (Figure 24-40-1) to the parallel-
power monitor
Circuit breakers rated at 140 amperes are installed in the ing bus. The relay then becomes energized and its closed
circuit breaker box at station 333 of airplanes incorporat- contacts place a short circuit across the contacts of the left
ing S/B 11. These larger breakers permit the breakers and right starter power monitor relays, keeping the
located in the cockpit to disengage first when an overload external power cutout relay energized during an engine
condition occurs. This permits the crew to quickly restore start. This ensures DC external power (from the utility
normal operation when the overload condition is corrected. external power source) on the paralleling bus, for engine
ignition during a normal engine start. After a normal
During ground maintenance (engines not running), when
engine start has been made, and generator system power
a DC external power source is plugged into the utility ex-
is connected to the paralleling bus, the constant-current
ternal power receptacle, all busses except the starter bus
type external power source should be disconnected from
and battery bus are energized. If the ELEC MASTER
the airplane receptacle. This de-energizes the starter bus
and BATTERY switches are placed at ON, the external
and the external start power monitor relay. With the
power source will also power the battery bus and charge ELEC MASTER and BATTERY switches at ON, DC
the batteries,
generaotr system power, battery system power, and DC
During normal ground operation (engines running), when external power (connected to the utility external power
only one DC generator system is operating and no exter- receptacle) are all connected in parallel an the paralleling
nal power is connected to the airplane, the secondary bus bus. When the DC external power source is disconnected
is de-energized. The starter bus is energized by external
1801 24-50-00
Page 1
NA-69-420
MAINTENANCE MANUAL
DC LOAD DISTRIBUTION SYSTEM circuit breaker raises the switch actuator (flapper door)
S/N 370-1 AND SUBS (Cont’d) which in turn actuates switch S1032. With this switch
actuated, 28 VDC electrical power is connected (from the
from the utility external power receptacle, the external
essential bus) to caution light ESS BUS C/B OUT located
power cutout relay becomes de-energized, in turn de- on the caution warning indicator panel in the cockpit. The
energizing the external power monitor relay. The busses caution light will remain illuminated as longas the circuit
remain connected to the paralleling bus, because the left
breaker is open. The master caution light system is ener-
and right generator monitor relays are energized. If one
gized when the ESS BUS C/B OUT caution light comes
DC generator system is turned off (or fails) while the
on. Resetting the master caution light does not extinguish
airplane is on the ground, the secondary bus is automati- the ESS BUS C/B OUT caution light.
cally disconnected from the essential bus. If both DC
generator systems are turned off (or fail), the secondary The essential bus circuit breaker out caution light system
bus is disconnected from the essential bus and the essen- may be checked by actuating the ESS BUS C/B OUT
tial and battery busses remain connected to the parallel- TEST switch located on the electrical control panel. When
ing bus until the ELEC MASTER or BATTERY switch is 28 VDC electrical power is applied to the airplane and the
placed at OFF. ESS BUS C/B OUT TEST switch is depressed and held, a
grounding circuit is provided to energize and actuate
If one DC generator is turned off (or fails) during flight,
solenoid L100. The solenoid simulates an open circuit
the remaining generator system will continue to supply
breaker by pushing the switch actuator (flapper door) to
the essential, battery, and secondary busses. When both
cause actuation of switch S1032 and illumination of ESS
generator systems are turned off (or fail), all busses are BUS C/B OUT caution light. Releasing ESS BUS C/B
automatically disconnected from the paralleling bus. The OUT TEST switch opens the grounding circuit allowing
essential bus relay, the battery relay and secondary bus
the solenoid to de-energize. With the solenoid de-energized,
relay are automatically de-energized by the generator the spring loaded switch actuator (flapper door) causes
monitor relays. The de-energized bus tie-in relays discon-
the solenoid to retract, and causes switch S1032 to open
nect all busses from the paralleling bus. Under these con-
breaking the circuit that illuminates the ESS BUS C/B
ditions, the essential bus emergency relay coil ground OUT caution light.
connection is completed through the ELEC MASTER and
BATTERY switches (at ON), and through contacts on the
DC LOAD DISTRIBUTION SYSTEM
left and right generator monitor relays. This automatically
S/N 380-1 AND SUBS
connects battery system power to the essential bus only,
for the operation of DC equipment necessary for flight. The DC load distribution system (Figure 24-50-3) consists
of three busses, associated bus tie-in and control relays.
When a self-sufficient engine start is made, the starter bus
The distribution system distributes generator system
is energized by battery system power. During the starting
power, battery power, and DC external power to the
sequence, the battery start relay (Figure 24-30A-2) is busses through various bus tie-in combinations, accord-
energized. When energized, the relay connects No. 2 bat-
ing to the existing operating conditions.
tery in series with No. 1 battery to the starter bus. This
connects 48 VDC to the starter bus during the starting During normal flight operation, the secondary and essen-
sequence. When the engine reaches about 35% rpm, the tial bus are energized by the generator system, through
starting system automatically drops out and the battery bus tie-in relays. If one generator system fails (or is turned
start relay is de-energized. This automatically discon- off), the secondary busses remain connected to the essen-
nects No. 2 battery from the starter bus and reconnects it tial bus. If both generator systems fail (or are turned off),
in parallel with No. 1 battery to the battery bus, the secondary bus i!; Ilutomatically disconnected from the
essential bus. This is to provide battery power on the
ESSENTIAL BUS CIRCUIT BREAKER OUT essential bus, for the operation of equipment necessary for
CAUTION LIGHT AND TEST SYSTEM flight.
(S/N 370-1 AND SUBS CHANGED BY S/B 75-20) During ground maintenance (engines not running), when
The essential bus circuit breaker out caution light system a DC external power source is plugged into the utility ex-
provides a visual indication of an open 28 VDC essential ternal power receptacle, the essential and secondary bus-
bus circuit breaker located on the electrical power distri- ses are energized. If the ELEC MASTER and BATTERY
bution box (FS 333). The test portion of the system pro- switches are placed atON, the external power source will
vides a means to check the continuity of the circuit breaker also provide power to the batteries for a charging source.
out caution light system. The system consists of a switch, a On S/N 380-1 and Subs changed by S/L 64 the circuit has
switch actuator assembly, electrical solenoid, caution been changed to allow the auxiliary power unit (APU) to
light, and a pushbutton test switch (Figure 24-50-4). energize the secondary bus control relay (K658). This
allows the APU to power the non-essential electrical items
With 28 VDC electrical power applied to the airplane and
connected to the secondary bus; i.e., portions of the light-
in the event that a circuit breaker (located on the electri-
cal power distribution box) should open, the plunger of that
ing system, galley equipment, lavatory, etc.
1801 24-50-00
I Page 2
NA-69-420
MAINTENANCE MANUAL
DC LOAD DISTRIBUTION SYSTEM ator system is turned off(or fails) while the airplane is on
S/N 380-1 AND SUBS (Cont’d) the ground, the secondary bus is automatically discon-
nected from the essential bus. Battery power is then avail-
During normal ground operation (engines running), when able to the essential bus. Battery power will remain on the
only one DC generator system is operating and no exter- essential bus until the ELEC MASTER or BATTERY
nal power is connectd to the airplane, the secondary bus is
switches are placed atOFF. If one DC generator is turned
de-energized. The starter bus is energized by external off (or fails) during flight, the operating generator will
power when a constant-current type DC external power
supply power to the essential and secondary busses and
source plugged into the engine start external power
is
electrical power will also be available for charging the
receptacle. The starter bus can be energized by airplane batteries. When both generator systems are turned off (or
battery system power, to make a self-sufficient engine
fail), the secondary bus is automatically disconnected
start. During a battery start, the batteries are connected
from the essential bus. The secondary bus relay (K568) is
in series to the starer bus, through contacts on the battery
de-energized by the generator monitor relays.
start relay.
When a self-sufficient engine start is made, the starter
When the airplane is parked and a DC external power
bus is energized by battery system power. During the
source is plugged into the utility external power recepta-
starting sequence, the battery start relay (K511) is ener-
cle, the external power cutout relay (KS14) is energized,
gized. When energized, the relay connects No. 2 battery in
With relay K514 energized, external power is connected
series with No. I battery to the starter bus. This connects
to the essential bus and to the external power monitor
48 VDC to the starter bus during the starting sequence.
relay (K516 and K1059). When the engine reaches about 42% rpm, the starting
Relay K516 is then energized routing power to the secon- system automaticallydrops out and the battery start relay
dary bus control relay (K568). With relay K568 energized, is de-energized. This automatically disconnects No. 2 bat-
the essential bus is connected to the secondary bus. Plac- tery from the starter bus and reconnects it in parallel with
ing the No. 1 and/or No. 2 BATTERY switches at ON No. 1 battery to the battery bus.
completes the ground circuit to the battery relay (K510)
and one or both of the isolation relays (K512 and K1041)
energizing the relays and connecting one and/or both bat-
teries to the essential bus. Both busses are then energized
by external power.
When a constant-current type DC external power source
is plugged into the engine start external power recepta-
cle, the starter bus is energized by the external power
source. The insertion of the external power plug into the
engine start external power receptacle also mechanically

actuates microswitch which connects the external start
a
power monitor relay coil (Figure 24-40-2) to the essential

bus. The relay then becomes energized and its closed con-
tacts provide a holding which keeps the external power
cutout relay energized during an engine start. This
ensures DC external power (from the utility external
power source) on the essential bus, for engine ignition

during a normal engine start. After a normal engine start
has been made, and generator system power is connected
to the essential bus, the constant-current type external
power source should be disconnected from the airplane
receptacle. This de-energizes the starter bus and the
external start power monitor relays. With the ELEC
MASTER and BATTERY switches at ON, DC generator
system power, battery system power, and DC external
power (connected to the utility external power receptacle)
are connected in parallel with the essential bus. When the
DC external power source is disconnected from the utility
external power receptacle, the external power cutout
relay becomes de-energized, in turn de-energizing the
external power monitor relays. The secondary bus remains
connected to the essential bus, because the left and right
generator monitor relays are energized. If one DC gener-
I
1801 24-50-00
Page3
Sep 2/88 I
NA-69-420
MAINTENANCE MANUAL
115V SECONDARY AC BUS 400 CPS

POWERED FROM OA NO. 1 INVERTER
1OR OA NO. 2 INVERTER IF AC
TRANSFER RELAY K600 IS ENERGIZED
PILOT INDI R ECT LIGHTS POWE R I X INST. COMPARATOR I I I X WEATHER RADAR
COPILOT
INDIRECT LIGHTS POWER I I IL DMEACPYVR I I I RADIOALTIMETER
NO. 2 AC PWR
NO. 2 26 VAC INST TRANS
GYRO COMPASS STALL WARNING AC
NO. 1 AC PWR
LH WSHLD TEMP CONT
GYRO COMPASS I i noFNo.lne
RH WSHLD TEMP CONT I I I I X ALTALERT I I I \X PILOTDRMIAC
LH PRESS RATIO
FLT ALTM STD BY I I I nDFNO.2nC
No. 1 z6 Vne INST TRANS I I I I I I I I \E, COPILOT DRMI AC
NO. 1 ATC AC
115V PRIMARY (INSTRUMENTI AC BUS 400 CPS
POWERED FROM 115V AC SECONDARY BUS (05 RH INBOARD OVERHEAD
RH PRESS RATIO NO. 2 ATC AC
INSTRUMENT INVERTOR IF INST AC BUS CONT CIRCUIT BREAKER PNL 82
RELAY K1008 IS ENERGIZED)
LH INBOARD OVERHEAD
LH FUEL FLOW I I i I 1 I I I I I CIRCUIT BREAKER PNL 83
RH-FUEL FLOW
LH FUEL (1UANT)TY IND
RH FUEL OUANTITY IND
CABIN TEMP CONTROL
LH OUTED OVERHEAD CKT BKR PNL 81
P1003
OXYGEN PRESS IND
AC VOLTMETER
51003
RHCONSOLECKTBKRPNL40
Figure 24-50-1 AC Electrical Load Distribution System Schematic (Sheet 1 of 2)
1801 24-50-00
Page4
NA-69-420
MAINTENANCE 1ANNUAL
AUTO PILOT AC POWER I I LH ENGOILPRESS
AUTOPILOT TRIM COUPLER I kSI RH ENGOILPRESS
FLT DIR NO. 2 ATTITUDE

AUX HYD PRESS
FLT DIR NO. 2 HEADING

NORMAL HYD PRESS
FLT DIR NO. 1 COMMAND-RUNWAY
RH CONSOLE IND LIGHTS

FLT DIR NO. 2 COMMAND-RUNWAY
OVERHEAD FED IND LTS

NO.SVERTICALGYRO
RADIO ENG INST IND LTS

AUTOPILOT AIR DATA
TURN RATE NO. 1 I I I I I LHCONSOLE INDLTS
TURN RATE NO. 2 1 I I I I I r, LH INSTINDLIGHTS
FLT DIR NO. 1 ATTITUDE

RH INST IND LIGHTS
FLT DIR NO. 1 HEADING
NO. 1 VERTICAL GYRO
LH OUTED OVERHEAD CKT BKR PNL 81

AUTOPILOT AIR DATA
FLT DIR NO. f ALT HOLD
FLT DIR NO. 2 ALT HOLD
AUTOPILOT OVERHEAD CIRCUIT BREAKER PNC 88
NO. 1 INST SYS NO. 2 INST SYS RH CSL OHD ENG RADIO
PEDINDLTG IND LTG TRANS
TRANS TRANS
TRANS INDIRECT LTG INST IND LTG
(3TA 143 Ln) (STA 143 LH)
TRANSLH TRANSRH
(87~143 LH) (STA 143 LH)
(TSO1) (T504) (ITI 1U LHI (ST~ 143 Ln)
(T507)
CTSOZ1 <7553)
2 3~1 1 IoZ
561 1 601 1 I 1~1 601 191
26 VAC I I I I I I I I I I 5V AC
PRIM
26V AC I sv~ac 5VAC SVAC
SEC
5370-2-54-20A
Figure 24-50-1 AC Electrical Load Distribution System Schematic (Sheet 2 of 2)
1811i 24-50-00
Page 5
0 COP‘QRIGHT, 7988 BY SBBRELINER CORPORAT~ON Sep 2/88
NA-69-420
MAINTENANCE MANUAL
PARALLELING BUS O O 28 VDC O S7A.333
CB615 CB614
snrr I I learr I I snrr
(K514)
K514
NO.Z
00616 ESS BUS
SECONDPIRY
NO. 1 VOLTAGE a2, I at I n!T4 nz
SECDNDI\RY
(K508) EXT. PWR CUTOUT BUS CONT BUS CONT TO
(K510)i
X1
HOURMETER K510 K513

LH DC GEN I I RH DC GEN X2 51140
AND VOLT xz
REV CURR I I REV CUR I I sW GEN 080 IND
METERS(REF) 1,
BATTERY ESS BUS
(REF) (055) ESSENTIAL
CIB OUT TEST
BUS
131
131
K1D41 L100
SOLENOID
II ISOLATION
BATTERY 131
(REFI
C IREFI BUS
74
ESS BUS
de MON
CiB OUT
(K522)
K522 K521 K515 S1032
CAUTION WARN
RH LH EXT
PANEL131
START POWE R MON ITORS
II
r-------------------T----
UTILITY
st
I I I I I rllHzl- i I
D3
I
ESSENT
i (REF)3 K678
B1 ELECT PWR CONT

EXTERNAL I
BUS
I ON~ BZ
POWER I a~plQiZ 02
D1
A3
B1
I (E#ERGIZED WHEN
RECEPTACLE C3 OFF~ OFF i I MLGLOADED
nl
THRV K624.
BUS xl
(K516)
K516 CZ
ELECT
Ci
P"’
7= ON
GRD E’LEC TIE-IN
(~501)
5501 X2
EXTERNAL MASTER
B~TTERY
PWR NO. 1
(5541) DC PWR (5540-)
ENGINE
START EXT.
PWR.SW.
RH
K557 a
~nK1035
EXTERNAL
ENGINE I’I T STARTER CONTROLLERS PWR NO. 2
START
E3
EXTERNAL r I I I I I I I I E2_qE3
POWER 1_1 I I L(V (K556) n E?
RECEPTACLE LH 83
(C82032)
002032 E’
BUS c3 c3
I III CT1,B1 C2_

C2
,US Z STANDBY 141
(~M) (K1~45) (K1M6) 7 PWRTRIP I´•C’
X1
(1(1059)0 C1( i I 1 83
82
XZ 83
(REF) (REF) 83 01 82
EXTERNAL 82
START BUS 48 VDC O 6 6 PWR NO. 2

si I si
1 81
I
at
I I
L\3
A2
(REF)3 (K1022)
81022
JUMPER
ai 7 Al I I LH GEN MONITOR
ist I IF~ I I I I i I I NO. 3 (ENERGIZED
THRU IND OF K568)
STALL WARNING
NO. 2 BATTERY SYSTEM
3 <K525)REF,
K525
IREF)3 ~K526)
K526
(REFI3
(REF)
(K511)
K511
LH GEN
RH GEN
GROUND MONITOR
BATTERY START ELECTRIC (K618)
K618 MONITOR
NO.1
83
NO-1
CONTROL nl nz
MAIN GEAR
ISOLATION
NO. 1 BATTE
X’
ESS BUS
EMERG
(REF)3 K728
LOAD MONITOR
(ENERGIZED WHEN
B,TTERY BUS 28 VDC K512 MLG LOADED)
I80~24-50-00 Figure 24-50-2 DC Electrical Load Distribution System Schematic, S/N 370-1 and Subs (Sheet 1 of 2)
PageG
NA-69-420
MAINTENANCE MANUAL
AFTFUSLIGHTS
00501
r- N0.1
O
LH
00720 00725
C8774 EMER PRESS RATIO
m
PITOT HEAT
N0.2
RH
(CB721)
00721 08728 W
(CB775)
08775
PGO1
J556
Q:
N0.3 rr DoRsnL IB
08722 00727
(CB~40)
00540
ICING CONT
SYSPWR
NO. 4
LH GEN I F RAM AIR O SIN 370-2 TnRU -6, -6, AND -B
INLETS
(061067)
001057
<CB1053)
001053 001055
RkCEIII E
~1 SIN 370-1 AND 370-7
L- P1W6
N0.5 (C81068)
081058 Jloo~
i 3 1 S/N 370-1 7680 -9 CHANQED BY

811 11-10
CB1 054 CB1 056 K682 HYDRAULIC PUMP
MOTOR CONTROL RESET
ESS BUS ESS BUS I I CT I CIRCUIT BREAKER
IsTn 3331´• (STA 206 RH)
RI,I n2 ;TT"’
(K568) RHOUTBDOVHD (PANEL801
SECONDARY
XZ
SECONDARY BUS 28 VDC
BUS RELAY
RH INBD OVHD (PANEL 88)
mi I SECONDARY BUS 28 VDC
RH CONSOLE (PANEL 40L
ESSENTIAL BUS 28 VDC
RH OUTED OVHD (PANEL 30)
ESSENTIALBUSZBVDC
LH OUTED OVHD (PANEL 811
RH INED OVHD (PANEL 881
(cssoo)
CBBOO
ESSENTI~LBUSZBVOC
LH INBD OVHD FWD (PANEL 831
LH INBD OVHD AFT (PANEL 891
(cssol)
00801 ESSENTIAL BUS 28 VDC
RH CONSOLE IPANEL 40)
(06663)
00803 RHCONSOLE (AREn3I
1
ESS BUS Ir’ ESSENTIAL BUS 28 VDC
EMEG.
LH CONSOLE IPPINEL 281
ISTA.IZSLHI
3370-?-54-214
Figure 24-50-2 DC Electrical Load Distribution System Schematic, S/N 370-1 and Subs (Sheet 2 of 2)
1801 24-50-00
Page 7
NA-69-420
MAINTENANCE MANUAL
TO "BA~’ TERMINALS
ON LH AND RH
GENERATOR SYSTEMS
REVERSECURRENT RELAYS
ESSENTIAL 28V DC SECONDARY 28V DC
2 16 18
14
9 1 1 4114
11 L 1 12. T~b 1 12
Kssa
SECONDARY 13~’1
MAIN GEAR
K72BO
suS (FUS LOAD SWITCH
STA 150) 91 91
(FUS STA 150) e 11 Q111
Is 13,
II
OK64e h
RH GENERATOR LH GENERATOR
MONlfORb~ MONITORO
IFUS STA 150) (FVS STA 150)
EXTERNAL POWER
O
MONITOR
IFUSSTAISO)
K516
ESSENTIAL 28V DC
LH INBD OVHD 9 NO. 1 4 NO. 2

FWD CKT BKR PANEL SECONDARY CB61~ SECONDARY
BUS CONTROL Y EUSCONTROL
ESSENTIAL 28V DC
LH OUTED OVHD CKT BKR PANEL
ESSENTIAL 28V DC
ELECTRICAL EOUIPMENT. RACK-SHELF 102
IFUS STA 150 RH)
ESSENTIAL 28V DC
LH CONSOLE
ESSENTIAL 28V DC
RH OUTED OVHD CKT BKR PANEL
SECONDARY 28V DC
ESSENTIAL 28V DC
RH CONSOLE RH CONSOLE
I 1 I NA-380 *IRPLANES NOT CHANGED BY SERVICE LETTER 54

NOTE
m ~IRPL*NES CI(.N.~O BISERVICE LETTE. M
Starter bus is shcnon 042 Eztelreal Power
O 656501265 WHEN GENERATOR IS OPERATING
and Battery System Schematic.
O ENERGIZED WHEN MAIN LANDING GEAR
SWITCHEF ARE IN LOADED POSTTION
380-1-M-SC~
Figure 24-50-3 DC Electrical Load Distribution System Schematic, S/N 380-1 and Subs
1801 24-50-00
Page 8
S~8 V3 E kl Pi E R
MAINTENANCE MANUAL
ELECTRICAL LOAD DISTRIBUTION MAINTENANCE PRACTICES
1. Check-out of Essential Bus Circuit Breaker Out_Caution Light System

NA-370 Airplanes Changed by Service Bulletin 75-20
A. Checking Caution Light System Circuitry
(2) Connect 28.5-volt, constant-voltage type de

a external power source
to airplane utility external power receptacle and turn on external
power source.
(3) Depress and hold ESS BUS C/B OUT TEST switch located on co-pilot’s
inboard instrument panel.
(4) Check that ESS BUS C/B OUT caution light is illuminated. (The
master caution light is also illuminated.)
(5) Release test switch. Check that ESS BUS C/a OUT caution light
goes out. Reset master caution light system.
B. Checking Switch Actuator Mechanism
(I) Place all airplane switches at OFF or airplane-parked position.
(2) Connect 28.5-volt constant-voltage type de external power source

a
to airplane utility external power receptacle and turn on external

power source.
(3) Remove trim panels or couch las required) to gain access to electri-
cal power distribution box located in aft end or passenger cabin
(station 333).
(4) Visually check gap between each or the five essential bus circuit
breaker buttons and the circuit breaker out switch actuator
assembly.
(5) Manually pull out the circuit breaker button that has the largest
gap as determined in step (4).
(6) Check that ESS BUS C/B OUT light on cockpit caution light panel is
illuminated. (Master caution light should also be illuminated.)
(7) Depress circuit breaker button (selected in step 5) slightly (3/64-

inch minimum) and check that ESS BUS C/B OUT caution light remains
illuminated. (Actuator door must contact button.)
(8) Reset circuit breaker and lower actuator door. Check that ESS B~US
C/B OUT caution light goes off.
24-50-2
Page 401
Oct 11/76
SABRELIN ER
MAINTENANCE MANUAL
r
28 VOC ESS ESS BUS C/B OUT TEST
SOLENOID IILECT CONTROL P~NIL)
4n
(L10(1)
L100
I
CBBtB
S11QO
Csta32~
8’1082 NC
ELECTRICAL C
DISTURISUTION i Na
BOX1´•42L f I ESS 8US C/B
OUT CAUTION
LIGHt
(t*UTION
WARN1NO PP~NBLI
$I
SWITCH ACTUATOR
(FLAPPER DOOR)
ESSENTIAL
SOLENOID’ 1II BtlS CIRCUIT
BREAKER
(L1DO) REF INPIC*U
L -.1- -i
ELECTRICAL
DISTRIBUTION 80X
SOLENOID BRACKET ATTACHING

SCREW (TYPICAL)
(L100)
L~OO
SOCENOID
’I NUf
SPACER
11 111111
S(3LENOID
PLUNGER
SOLENOID BRACKET ASSY
--I .65 in.
IPLUNOER PVLLED
FULL FORW~ROI
S?bj-2-~b-o4
Essential Bus Circuit Breaker Out Caution Light

and Test System
14-50-2 Figure 24-50-4
Oct 11/76
Page 402
SA 1El ~21 1E kl l\d E 1R
MAINTENANCE. MANUAL
(9) Replace trim panels or couch as required.
(10) Reset master caution light.
2. Essential Bus 28V DC Circuit Breaker FunctionalCheck- (Nd-370-1 Thru -9

Not Changed by Service Bulletin No. 11)
A. This procedure consists of making a functional check or the 100 ampere,

28 volt de essential bus circuit breakers located in the cabin and cock-
pit. Steps (1), (2), (3), (5), (6) and (7) may be used to perform this
check with the circuit breakers installed in airplane. Steps (1), (2),
(4), (5)~ (6) and (7) may be used when the circuit breakers are removed
from the airplane. To perform the circuit breaker functional check,
proceed as follows:
(1) Gain access to fuselage station 333 electrical power distribution

box and remove copilot’s seat.
(2) Remove trim panel from forward side of fuselage station 143 adja-
cent to essential circuit breakers panel. Remove panel from bulk-
head.
(3) To perform check with circuit breakers installed in the airplane,

proceed as follows:
(a) Pull (open) the No. 2, 3, 4 and 5 circuit breakers at the

fuselage station 143 and 333 (see figure 24-50-5).
NOTE: A 105 ampere load may be applied to the aircraft bus

system by utilizing a load bank or using the aircraft
electrical equipment.
(b) Connect load bank to essential bus (ir used).
(c) Connect external 28V DC electrical power to airplane and ad-

just load bank or turn on the necessary electrical equipment
to obtain a 105 ampere load on the essential bus.
NOTE: if the external power unit contains an ammeter and it

is known to be accurate, it may be used to monitor the
105 ampere load.
(d) Allow the load to remain on both No. 1 circuit breakers for
one hour. The circuit breakers must remain engaged during
the one hour period.
(e) Subsequent to the one hour period, and with the 105 ampere load
applied to the circuit breakers, measure the voltage drop
across both No. 1 circuit breakers (see figure 24-50-5). if
voltage drop exceeds 0.5 volts, replace applicable the cir-
cuit breaker. Replacement circuit breakers shall be dated
July 8, 1974 or later.
24-50-2
Oct 11/76 Page 403
SAB~E L1NER
MAINTENANCE MANUAL
(f) Close the No. 2 aircuit breakers at fusela~$e stations 143 and
333; then open the No. I circuit breakers and repeat steps (d)
and (e).
(g) Repeat steps (d) through (f) on the No. 3, 4, and 5 circuit
breakers.
(h) Remove electrical power from airplane.
(i) Check bus bar and electrical cable attachment to circuit

breakers for security. Torque any loose bolt(s) to 50-60
inch-pounds.
CAUTION: TO PREVENT DAMAGE TO CIRCUIT BREAKERS, SUPPORT THE

CIRCUIT BREAKESI LUGS PRIOR TO TORQUING BOLTS.
(4) To perform a functional check of all 28 volt de essential circuit

breakers when removed from the airplane, proceed as follows:
(a) Remove bolts securing circuit breaker lugs to bus bar and
electrical cables at fuselage stations 143 and 3~3.
CAUTION: TO PREVENT DAMAGE TO CIRCUIT BREAKERS, SUPPORT THE

CIRCUIT BREAKER LUGS PRIOR TO REMOVING BOLTS.
a DO NOT DROP HARDWARE IN POWER DISTRIBUTION I30X.
(b) Mark circuit breaker location, then remove screws securing

circuit breakers to panel, then remove circuit breakers from
airplane.
(c) Using a suitable bus bar or electrical cable capable or

carrying st least 105 amperes, connect sll~circuit breakers
in series (see figure 24-50-5).
(d) Connect a 28 VDC power supply (minimum rating or 105 nsrperes)

to one end and a 105 ampere load to the other end of the
circuit breaker string.
(e) Check that all circuit breakers are engaged, and turn on the
power supply. Adjust load to obtain 105 nsrperes.
(f) Allow the load to remain on the circuit breaker string for one
hour. All circuit breakers must remain engaged during the
one hour period.
(g) Subsequent to the hour

period, and with the 105 ampere load
one
applied to the circuit breaker string, measure the voltage drop

across each circuit breaker. If any voltage drop exceeds 0.5
volts, replace applicable circuit breaker. Replacement circuit
breakers shall be dated July 8, 1974 or later.
(h) Remove electrical power from circuit breaker string and remove
circuit breakers from test set up.
21-50-2
Page 404 Oct 11/7~
SABRELIPIER
MAINTENANCE MANUAL
I (i) Replace circuit breakers in original locations and install
supporting screws.
(j) Position bus bar and electrical cables on circuit breaker lugs.
Install and torque bolts to 50-60 inch-pounds.
CAUTION: TO PREVENT DAMAGE TO CIRCUIT BREAKERS, SUPPORT

CIRCUIT BREAKER LUGS PRIOR TO TORQUfNG BOLTS.
a ENSURE THAT NO BOLTS HAVE BEEN INADVERTENTLY MISSED

DURING THE TOR&UING PROCEDURE.
(5) Check and remove any foreign material from circuit breaker panels.
(6) Check all components for broken or loose electrical wires, and
component security.
(7) Install panel covers and applicable trim panels and copilot’s seat.
3. Removal and Installation of Essential BusCircuit Breaker Out Test Solenoid
NA-370 Airplanes Changed by Service Bulletin 75-20
A. To remove solenoid, proceed as follows:
(1) Remove all external electrical power from airplane and disconnect
both batteries.
(2) Remove trim panels or couch as required to gain access to electri-

cal power distribution box located at station 333.
(3) Open relay box.
(4) Disconnect two wires, at splice points, from rear of L100 solenoid.
Tag wires for later identification.
(5) Raise support switch actuator (circuit breaker cover) and remove
and
two securing solenoid bracket and remove solenoid and brac-
screws
ket assembly.
(6) Remove solenoid mounting nut and separate solenoid from bracket.
(7) Using wrenches, loosen spacer jam nut

two on plunger. Remove
spacer and jam nut from solenoid plunger. Retain for reinstalla-
tion on new solenoid.
B. To install solenoid, proceed as follows:
(1) Install bracket on solenoid as shown in figure 24-50-4.
(2) Check mounting nut for security, then install assembly between cir-
cuit breakers with two solenoid bracket attaching screws. Lift
switch actuator (cover) to gain access to screw locations.
24-50-2
Oct 11/76 Page 405
SA B R E L.I N E R
MAINTENANCE MANUAL
t
P~
´•~C._ D ’O
8
IY
e
a
I~ "o 8
~dPf6jA
88"4881 \Ckeuic
o
"03
PAIlDC ~PPSSPX 243] Bus) a
Po
U
2
VorLmrtar
cracrrrr BREAI~S 808

(208 SEA 333)
Y-----V
2 L
2 2
.’f
~-----V
3 3,
Wkp
T
8 4 n
.i o
al lr _LI lo
05
a
so
a
MP 164A
ClrsNiL Braaker
r~. Sb. F~. 5rs.

333
28 O DC
WYW
ISRfi
V V Y V V´•
1 2 j 4 5
CDIC~CP FRdN F~VSELXQ:
’bCITIoHS ~m 333
222888282
I’ 2’ ’3’ ’4’ ’5
283 ;86888 1~9T sSE UP FOR C9e~3530 C28UUIT

tCW ~WQ FBC~
(IPID BIMC)
Ae Re@eivad B~
Essential Bus 28VDC Circuit Breakers
24-T0-2 Figure 2~-50-5
Page 406 Oct 11/76
SA B R E L´•l N E leZ
MAINTENANCE MANUAL
1 (3) Splice wires (tagged in solenoid removal procedure) to solenoid

stub wires.
NOTE: Do not remove jam nut and

spacer from solenoid plunger,
since plunger may then rall out of solenoid.
(4) Using two wrenches, loosen jam nut on solenoid plunger and adjust
plunger spacer so that end or spacer is 0.65-inch from mounting
plate when plunger is pulled fully forward. See figure 24-50-4.
(5) Check interior of relay box for any debris. Remove debris.
(6) Close relay box.
(7) Check switch actuator mechanism (refer to paragraph 1B).
(8) Replace trim panels or couch as required.
(9) Reconnect batteries.
(10) Check caution light system circuitry (rerer to paragraph IA).
24-50-2
Oct 11/76 Page 407
C H A PT E R
EQUIPMENTI
FURNISHINGS
NA-fi9-420
~1ANC:.4L
CHAPTER 25
EQUIPMENT/FURNIsHINGs
TABLE OF CONTENTS
Subject C h apter/Sce tio n/S ubj cc t Page
~;eneral 25-00-00
Cleaning and Painting
Flight Compartment 25-10-00
Pilot’s and Go-pilot’s Seats
Safety Belts and Inertia Reels
Foot and Knee Heater Pads
Foot-Warmer Blower-Heater Optional Equipment 2
Manual and Automatic Controlled Shoulder Harness Optional Equipment 2
Trouble Shooting
Removal of Seat
Installation of Seat
Removal of Safety Belt and Inertia Reel 201
Installation of Safety Belt and Inertia Reel ........._
202
Removal of Foot Heaters
Installation of Foot Heaters
Removal of Knee Heater Pads
Installation of Knee Heater Pads
Removal of Foot-Warner Blower-Heater 203
Installation of Foot-Warmer Blower-Heater 203
Portable Fire Extinguisher (Cabin and/or Cockpit) Agent
Container Weight Check
Portable Fire Extinguisher (Cabin and/or Cockpit) Agent
Container-Hydrostatic Test
Inspection/Check ........._
Operational Check Cockpit Floor or Knee Heater Pads 601

Operational Check Foot-Warmer Blower-Heater ........._
601
Inspect Cockpit Floor Heater Pads
Inspect Cockpit Knee Heater Pads
Passenger Compartment 25-20-00
EieplacementlInspection Cabin Floor Heater Pads 201
Operational Check Cabin Floor Heater Pads 201
Lavatories 25-40-00
Inspect Lavatory Waste Receptacles 601
25-COMTENTS
Page 1/:! Blank
NA-69-420
MAINTENAKCE MANUAL
CHAPTER 25
EQVIPMENT/FURNIsHINGs
Chapter/
Section Page Date
2Fi-L.E.P. 1/2" Sep 20/85

25-C ONTE NTS 1/2 Sep 20/85
25-00-00 Added 701/702 Sep 20/85
25-10-00 1 Jun28/74
2 Jun28/74
3/4 May 15/81
25-10-01 101 Mar 1/70
102 Jun 28/74
26-10-02 201/201A Jul 24/81

201B Ju124/81
202 Jul 6/73
203/204 May 31/84
601 May 31/84
602 MiLy 31/84
603 May 31/84
604 May 31/84
25-20-00 201 May 31/84
202 May 31/84
25-40-00 601/602 May 31/84
25-L.E.P.
Page 1/2 Blank
NA-69-420
MAINTENANCE MANUAL
GENERAL
CLEANING/PAINTING
AIRPLANE INTERIOR
The airplane interior should be frequently cleaned to

maintain its appearance and to minimize deterioration.
I~1RnllZI
Donotuse abrasive cleaners onanyintcrior
surface. Abrasive cleaners may damage
leathers, painted surfaces, fabrics, and
plastic surfaces.
Avoid using cleaners that contain organic
chemicals particularly ketones, nitro com-
pounds, estcrs,aromatic amincs and hydro-
carbons
Avoid using materials such, asfire estirtg-

uisher fluids, de-icing fluids, hydraulic
fluids, or paint thinners as interior
cleaners.
Most interior surfaces can be cleaned by dusting,

vacuuming, and/or wiping with a mild soap and water
mixture.
If an interior surface is heavily soiled or stained, consult
the manufacturer for a suggested cleaning agent and
procedure.
ICT
25-00-00
Page 701/702 Blank
SABRE LIINER
MAINTENANCE: MANUAL
FLIGHT COMPARTMENT DESCRIPTION AND OPERATION
i. Pilot’s and Copilot’s Seats (See figure 25-10-1.)
Two crew seats provided in the pilot’s compartment.

are Each seat is
equipped with quick-disconnect combination lap belt and shoulder harness;

a
two armrests, which are raised upward and aft to a stowed position; remov-
able seat and back cushions; and adjustment levers for vertical as well as
fore-and-aft movement. A combination map pocket and flight report holder

is provided in the pilot’s seat back. Each seat may be individually
adjusted manually by two levers underneath the seat on the inboard side.
Fore-and-aft adjustment is accomplished by aft movement of the lever that
extends upward from the floor. Vertical adjustment is accomplished by
raising the horizontal lever and holding it in that position until the
proper adjustment is made. Releasing the lever allows the locking pin to
enter an adjustment hole. Both vertical and horizontal adjustments are
in 1/2-inch increments with a full travel or 5 inches.
2. Safety Belts and Inertia Reels
A. Pilot’s and Copilot’s Safety Belts
The safety belt assembly consists of a lap belt, a crotch strap, and a
shoulder harness. The lap belt and crotch strap are attached
separately seat.
to Each strap has an attachment fitting which is
the
inserted into single quick-release buckle attached to one side of the
a
seat belt. Turning the face of the buckle approximately one eight of a
turn in either direction will immediately release all plug-in connec-
tions. In addition, there is an alternate release at the top or the
buckle for the shoulder straps only. This permits extended forward
movement of the head and shoulders without releasing the complete har-
ness assembly.
B. Inertia Reels
A dual inertia reel for the shoulder harness straps is provided within
the bulkhead immediately art of each crew seat. No manual locking
device is provided for the shoulder straps, as the automatic locking
device within the inertia reel will lock at a maximum forward accelera-
tion of 1.4 G and will function with the reel in
position.
any When the
shoulder straps are released from the belt buckle, they will retract,
eliminating the hazard of loose straps in the pilot’s compartment.
The action of the inertia reel may be checked by grasping the loose ends
of the shoulder straps and then pulling quickly. The harness should
lock up. When the load is eased, the harness should rewind.
3. Foot and Knee Heater Pads
Electric heating elements inside rubber pads are installed under the
carpet in the pilot’s and copilot’s area. The knee heater pads are
I installed
under the trim
on the inboard
panels.
side or the
Operation
circuit breaker console panel
of the heater pads is automatic
when the "FOOT HEATERS" circuit breaker on the upper aft right-
25-10-0
Jun 28/74 Page 1
SA E~ R E L11 IV E R
MAINTENANCE MBNUAL
hand circuit-breaker panel is engaged, and the 28-volt de essential bus is

energized. A thermal switch, mounted on the fuselage frame at right sta-
tion 143, controls operation of the heating pads. This switch closes at
280F, completing the electrical circuit to the heating pads. When the
temperature at the switch increases to 430F, the switch opens, shutting off
the current to the heating pads. The 28-volt de essential bus provides the
power to heat the pads. (See figure 25-10-2.)
NOTE: The foot heaters are optional equipment for the cabin area.
4. Foot-warmer Blower-Heaters Optional Equipment
An optional foot-warmer blower-heater may be installed underneath the pilot’s

and copilot’s seats on a portion of the seat assemblies. The blower provides
a flow of air that passes a de-powered heating unit, causing heated air to
flow from the heater outlet. by a "FOOT
Each blower-heater is controlled
WARMER" switch on each side of the cockpit, just above the respective con-
soles. When the switch is placed at BLOWER, only the blower operates. When
the switch is placed at HEATER, both the blower and the heater operate.
The blower is a 26- to 30-volt de motor-driven unit that operates at 5700 rpm.
Maximum starting current for the blower is 4.0 amperes. Normal operating
current is 0.45 ampere.
The heater is a Calrod type with a maximum power consumption of 425 watts
(+10~) at 27 volts de. Maximum starting current for the heater is 20.0
amperes. Normal operating current is 15´•7 amperes.
The blower-heater is protected from overheating by a fusible link that will
open the heater circuit when the temperature goes‘to 246.10C (~27.80C)
[4750F(’500F)1.
Manual and Automatic Controlled Shoulder Harness Optional Equipment
A manual and automatic shoulder harness inertia reel is mounted on the bulk-
head immediately aft of the crew seat. A control lever, located on the
cockpit sidewall, is placarded with aft AUTOMATIC and forward MANUAL LOCK
positions. The AUTOMATIC position normally allows freedom of movement with
the reel maintaining spring tension on the harness, but in emergency the reel
will lock automatically on forward impact. The MANUAL LOCK position allows
locking the reel with spring takeup of any slack. With the control lever in
AUTOMATIC, if the reel automatically locks, it can be unlocked by moving the
lever to MANUAL LOCK and back to AUTOMATIC. If a malfunction jams the reel
in the locked condition preventing freedom of movement, the shoulder harness
can be independently disconnected from the lap belt buckle by depressing the
tab at the top of the buckle.
25-10-0
Page 2 Jun 28/74
hlN~R
MAINTENANCE MANUAL
NA-69-420
INERTIA REEL
PILOT’S SEAT
j i
i ´•F
.i´•
~IIjII$ sd
%i SHOULDER
HARNESS
kTRIM BULKHEAD
PANEL
CARRIAGE
PLATE
TRACK
I
FORE-AND-AFT
ADJUSTMENT PIN
FORWARD
SUPPORT LOCKPIN
(SPRINC´•LOADED)
VERTICAL
ADJUSTMENT
LOCK PLATE
LEVER
~nplcAl)
AFT SUPPORT----’
FORE-AND-AFT
ADJUSTMENT LEVER
FORWARD SUPPORT
HEATER BLOWERS
(OPTIONAL EOUIPMENT)
FOOTWARMER PAD
i:´•
I- PL
HEATING PAD
A
POLYKEN DOUBLE
CARPET
COATED TAPE
(B*CKING
ENSOLITE FLOOR
SECTION A-A
S370-2-53-1A
Flight Compartment Equipment Furnishings

Figure 25-10-1 25-10-0
Page 3
SABRE LINER
MAINTENANCE MANUAL
FLIGHT COMPARTMENT TROUBLE SHOOTING
i. Trouble Shooting Foot Heaters
PROBABLE CAUSE ISOLATION PROCEDURE I REMEDY
A. HEATING PADS DO NOT OPERATE.
(1) Thermal switch Attach jumper wire between Replace thermal switch.
not operating. "A" and "B" terminals of
switch and check for heat-
ing of pads.
Foot heaters With jumper wire in place I Replace relay.

relay inoperative. at switch, check
thermal
for continuity between Al
and A2, and B1 and B2, of
relay.
(3) Heating pads With jumper wire in place Replace heating pad.
inoperative. at switch, check
thermal
for continuity between
terminals "A" and "B" on
heating pad.
(4) Faulty wiring. With jumper in place at Repair faulty wiring.

thermal switch, perform
continuity check of wir-
ing.
2. Trouble Shooting Foot-warmer Blower-Heater
PROB~CBLF: CAUSE ISOLATION PROCEDURE REMEDY
A. FOOT-WARMER BLOWER-HEATER WILL NOT PROVIDE WARM P~FLOW,
(1) Bloweriheater Check for ´•opera"cion of Replace blower-heater.

overheat fusible link heater and blower. (Refer to
open. paragraph LO.) If only

blower functions, heater
circuit is open.
(2) Wiring within Check operation of blower. Replace blower-heater.

blower motor defective. (ReTer to paragraph 10.)
Mar 1/70 25-10-1

Page 101
SABRELINER
MAINTENANCE MANUAL
28V DC ESSENTI*~ .B
FOOT HEATERS
LH KNEE PAD
(OUTBD OVHD)
C/B PANEL)
*I 1 I 4 ~R1005)
PILOT’S FOOT
(51013) 83 HEATER PAD
Bz
THERMAL SWITCH (8) (STA 90, Ln)
(6)
FOOT HEATERS
(ST* 134, RH) 81(4)
*I;*511, I I L~
(3)
ni(s)
COPILOT’S FOOT
NOTE (2)41 i HEATER PAD
(574 PO, RH)
Where tao rally coniact numbers are given, the numbers
B
in parentheses are for Airplanes Serial No. NA-380-1 and
later. The numbers without parentheses are for Airplanes
FOOT HEATERS
SerialNo. NA-370-lthrou~Sh -9
(5TAISO, RH)
RH KNEE PAD
h A A
~RlOlg B
Q(Rlols)
CABIN FOOT HEATER CABIN FOOT HEATER CABIN FOOT HEATER

PAD LH FWD PAD RH FWD PAD
*NOT INSTALLED ON AIRWAY CHECKER (STA 219, LH) (STA 230, RH) (5TA 280. E)
AIRPLANES ISTA 224.75 LH)t (STA 298.5+9CL)t
tAIRWAY CHECKER AIRPLANES FOOTHEATER SCHEMATIC
SECONDARY 287 DC
PILOT CI_ COPILOT FOOTWARMER

FOOTWARMER
HEATER
A3
B B
Al FILTER
MOTOR-FAN
83
82 ~L OFF I I HEATER 425W

O 81 FUSIBLE LINK
BLOWER C
FOOTWARMER
COPILOT’S HEATER-BLOWER HR513

(COPILOT’S SEAT)
HEATER
A3
8 B
Al I I I FILTER
MOTOR-FAN
ez~L OFF I I HEATER 425W
081 FUSIBLE-LINK
BLOWER
FOOTWARMER
PILOT’S HEP~TER-BLOWER HRSld

(P\LDT’5SEhT)
HEATER BLOWER SCHEMATIC U7025J18
(OPTIONAL EQUIPMENT)
Foot Heaters and Heater Blowers Electrical Schematic

~5-10-1 Figure 25-10-2 Jun 28/74
Page 102
MAINTENANCE MANUAL
NA-69-420
FLIGHT CO~PARTMENT MAINTENANCE PRACTICES
C~UTION: USE CAKE WL-IEN REMOVING An7D INSTALLING COCKPIT AND CABIN SE~TS TO Z~SURE
THAT THE I,EFT AND RIGHT COCKPIT KNEE HEATER PADS AND THE CC)CKPI’~ ~ND
CAilIN FOOT HEATEK PADS ARE NO’r DA1´•IAGF;D. UNDET~CTEI) Uhi~iGt-; TO ’THE
ELECTRIC HEATING PADS ~VIAY RESULT IN BURNED PADS TIIAT CALV E~IIT PUNGEIL’T
ODORS.
i. Removal of Seat
A. See figure 25-20-1 for parts identification, and proceed as follows:
(1) Raise lockpins and lift seat fore-and-aft adjustment handle to
release seat lock plates.
(2) Slide seat forward enough to clear aft supports and release
adjustment handle; then lift seat from forward supports.
NOTE: With the seat removed fromplates are

the supports, the lock
free to slide out of the plates in
tracks. To retain lock
tracks, raise seat fore-and-aft adjustment handle, position
lock plates midway in track, and release handle.
2. Installation of Seat
A. It is recommended that an assistant aid in the following installation
procedure.
(1) If the lock plates have removed, slide them into each track.
been
Ensure that adjustment positions on lock plates are in proper
relation to adjustment pin in track.
(2) IJith lockpins up, align tracks with forward supports. Raise seat
fore-and-aft adjustment handle, and slide seat forward on supports.
(3) Align tracks with rear supports. Raise adjustment handle, and slide
seat back to engage aft supports.
(4) Engage lockpins in lock plates, and check seat fore-and-aft

adjustments through full range of travel.
3. Removal of Safety Belt and Inertia Reel
A. Remove safety belt and inertia reel as follows:
(1) Remove seat cushion from seat pan.
(2) Remove crotch strap by removing the two screws, nuts, and washers on
forward bottom of seat pan.
(3) Unsnap lap belt from fittings at rear and on each side of seat pan.
25-10-2
Page 201/201A Blank
1981 BY ROCKWELL INTERNATIONAL Jul 24/81
COPYRIGHT,
~A W E 1~1 N R
MAINTENANCE MANUAL
NA-69-420
(4) Detach bulkhead trim panel, behind seat.
(S) Remove the six attaching bolts securing reel assembly to bul~head
fitting.
(6) Pull shoulder harness straps through guide on top of seat back.
25-10-2
Page 201B
e COPYRIGHT, 1981 BY ROCKWELL IWTERNATIONAL Jul 24/811
SA B R E LI N
MAINTENANCE MANUAL
NA-69-420
4. Installation or Safety Belt and Inertia Reel
A. Install safety belt and inertia reel as follows:
(1) Position inertia reel on bulkhead fitting and install six attaching
bolts.
(2) Thread harness through bulkhead trim panel and through guides on
seat back. Seucre trim panel to bulkhead.
(3) Thread crotch strap through seat pan and seat cushion.
(4) secure crotch strap to seat pan with two screws, nuts, and washers.
(5) Attach seat belts to fittings on each side of seat pan.
5. Removal of Foot Heaters
A. Remove foot heaters as follows:
(1) Disengage "FOOT HEATERS" circuit breaker.
(2) Lift up carpet in area of heating pad and disconnect electrical

leads from pad.
(3) Peel up heater

pad. (The pad is fastened down with double-coated
tape to a backup sheet which is in turn taped down to the
heater
Ensolite padding. Do not remove backup sheet from padding.)
6. Installation of Foot Heaters
A. Install foot heaters as follows:
(1) Lift up carpet in area and fasten heater pad to heater backup
sheet, using double-coated tape.
(2) Ensure that "FOOT HEP~TER’’ circuit breaker is disenffaged; then

connect electrical leads to heater pad. (See figure 25-10-2.)
(3) Replace carpet.
Removal of Knee Heater Pads
A. Remove knee heater pad(s) as follows:
(1) Disengage "FOOT HEATERS" circuit breaker.
(2) Remove trim panels from applicable side or console.
(3) Disconnect electrical plug to heater pad(s).
(4) Remove heater pad(s).
25-ia-2
Page 2Q2 ~ul 6/73
NA-69-420
MAINTENA~CE MANI:AI,
TR 2rj-Z
8H. Installation of Knee Heater Pads 12. Portable Fire Extinguisq(Cabin and/or Cockpit)
Agent Container Hydrostatic Test
A. install knee heater pad(s) as follows:
A. To perform hydrostatic test of portable fire
(1) Connectelectrical plugtoheaterpad(s). bottle container, proceed as follows:
(2) Install heater pad(s) to side of console.
(1) Remove portable fire extinguisher con-
(3) Performoperational check-outofsystem. tainer from airplane.
(4). Install trim panel on side of console. (2) Hydrostatictestcontainer (approved agency).
1 7. Deleted. Information moved to table 601. (3) Install container after hydrostatic test (or
replacement container).
8. Removal of Foot-warmer Blower-Heater
A. Remove foot-warmer blower heater as follows:

13.
retae
Palls. H
Inspect
I
Cockpitmoved to
1 M;lke sil re I’()()’I’ W A li´•M E R" SWI1’C~I

is at OP F’.
(2) Removeseat.
(3) Remove nuts, screws, and washers from

clamp holding blow-heater.
(4) Liftblower-heater awayfromclamp.
9. Installation of Foot-warmer Blower-Heate_r
A. Install foot-warmer blower-heater as follows:
(1) Invert seat; then position blower-heater

in clamp.
(2) Install screws, washers, and nuts.

Tighten nuts sufficiently to hold blower-
heater, but loose enough to allow for
blower-heater unit rotation.
(3) Install seat.
(4) Rotate blower-heater unit until clamp

holding wiring is at its closest point to
blower-heater plug receptacle.
(r,) ’I’inhten nuts on mounting clamp.
(6) Install blower-heater plug to receptacle.

(7) (:heck operation of blower-heater. (Refer
to paragraph 10.)
110. Deleted. Information moved to table 602.
11. Portable Fire Extinguisher (Cabin and/or Cockpit)

Agent Container Weight Check
A. Weigh container as follows:
(1) Remove portable fire extinguisher con-
tainer from airplane.
(2) Weigh container and check that weight

agrees with total weight stenciled on
container.
Install serviceable container in airplane.
25-1 0-2
Page 203/204 Bla,lk
NA-69-420
M IZ I N?’F: ~i i~ N(’IS M ~2 ]V I T A I.
FLIGHT COMPARTMENT
INSPECTION/CHECK
OPERATIONAL CHECK COCKPIT FLOOR

OR KNEE HEATER PADS
Ecluipment/Tools
28 VDC Electrical Power Supply
Electrical JumperWire
Consumables
None
Procedure
Table 6i01. Operational Check Cockpit Floor or Knee Heater Pads
PROCEDURE NORMAL INDICATION
NOTE
B?lpassing the thermal switch permits

cheeking the operation, of the foot heater
and knee heater pads regardless of outside
or cabin air temperature.
i. FOOT HEATERcircuitbreaker out
Connectjumper wire between terminals "A" and "B"

on thermal switch.
4. Electrical power´• on
r,. F’OC)T HE:A1’EH, circuitbreaker in Heater pads he;lt

6. Aii´•plRne secureasdesired
()PERATIONAL CHECK M)()T-WAHMER

HI,OWER HEATER
F,cluipment/Tools
28 VDC Electrical Power Supply
Consumables
None
25-1 0-2
PalSe 601
0 COPYRIGHT, 1984 BY SABRELINER CORPORATION May 31/84 1
NA-69-420
MAINTENANCE MANUAL
Procedures (Cont’d)
Table 602. Operational Check Foot-Warmer Blower-Heater (Cont’d)
i. Electrical power on
2. FOOTWARMERsw BLOWER Check for flow of cool air from blower-heater outlet.
3. FOOT WARMERsw Heater Check for flow of warm air from blower-heater outlet.
and wait
5 minutes
Set. FOOT WARIMER sw to OFF if blower

does not operate when heating unit heats
up. The heater will overheat and cause
separation of the overheatfusible link.
4. FOOTWARMERsw off
5. Repeatsteps2thru4 usingother FOOTWARMER

sw and blower-heater.
6. Airplane secureasdesired A. Blower ceases to rotate,
B. Heatercoolsto ambienttemperature.
INSPECT COCKPIT FLOOR HEATER PADS NOTE

Heater pad is secured with double-coated
Equipment/Tools
tape to a heater backup sheet that is taped
28 VDC Electrical Power Supply to the Ensolite padding. Do not remove
backup sheetfrom padding.
Digital Multimeter, Fluke 8022 or Equivalent
5. Peel up heater pad(s).
Consumables
6. Visually inspect heater pads for the following:
Tape, I)ouble-Coat;ed
A. Looseorbroken wires.
Procedure
B. Darkened or charred areas.
i. FOOT HEATF,Rcil´•cuitbreaker out

C. Delamination, cuts, or tears.
7~ Check resistanceof pad(s)for resistance tolerances.
3. .Lift up carpet in area of heating pad(s). (Referto table 603 for resistance tolerances.)
4. Disconnect electrical leads from cockpit floor heater

pad(s).
25-1 0-2
Page 602
I May 31/84 o COPYRIGHT, 1984 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
INSPECT COCKPIT FLOOR HEATER 8. Replace pad(s) if defects are found and!or if
PADS (Cont’d) resistance is outside resistance tolerances.
9. Install heaterpad(s).
8. Replace pad(s) if defects are found and/or if
resistance is outside resistance tolerances. 10. Connect electrical leads to heater pad(s).
9. Secure heater pads to heater backup sheets with 11. Install sidetrim panels.
tape. 12. Performoperational checkofcabin f100rheater´•pat2
10. Connectelectrical leadstoheaterpad(s). system.
11. Install carpeting. 13. Airplane secu~easdesired
12. Perform operational check of cockpit floor heater

pad system.
IN8PEC1’ C:OCKPIT KNEE HEATER PADS
Equipment/Tools
28 VI)C Electrical Power supply
Digital Multimeter, Fluke 8022 or Equivalent.
Consumables
None
Procedure
I. FOOT HEATERcircuitbreaker out

3. Remove trim from side of console.
4. Disconnect electrical leads from knee heater pad(s).

Fj~ Remove heaterpad(s).
6. Visually inspect heater pads for the following:
A. IJooseorbroken wires.
B. I)arkenedorcharred areas.
C. Delamination,cuts,ortears.
7. Check resistance of pad(s) for resistance tolerances.
(Refer to table 603 for resistance tolerances.)
25-1 0-2
Page 608
o COPYRIGHT, 1984 BY SABRELINER CORPORATION May:~1/84(
NA-Ci9-420
~AIN’rEIVANCE MANITAI,
INSI’ECTION/(:HECK (Continued)
INSI’EC"I’ (:()(:KPIT HNEE HEATER PADS (Cont’d)
’i’a~,le 60:~. Cockpit and Knee Heater Pad Resistance Tolerances
Manufacturer Elesistance (Ohms)

Outside Dimensions (In.)
Electrofilm P/N Min Max
19.0x22.0 (With Notch for 18.51 22.62

control column)
14.0x1X.O (Cockpit side 17.82 21.77

panel)
11"422-~ 14.0x18.0 (Cockpit side 17.82 21.77
panel)
C;ooclyeal´• P,N
19.0x22.0 (With notch for O 12.25(+55’,)
control column)
O I)imensions do not include backing.
25-1 0-2
I’aRc´• (i04
May 31/84 o COPYRIGHT, ~984 BY SABREL(NER CORPORATION

NA-69-420
MANI‘AI,
PASSENGER CONIPARTMENTS
REPI,ACEMENT/INSPECTION (:ARIN FLOOR OPERATIONAL CHE(:K CAHIN FL()()K

HEA’I~ER PADS HEATER PADS
I’:cll~il,mrnti’ronIs
b:cluil,mc´•nl/’l’~,lIla
28 VL)C: Electrical I’ower Yuyl,ly 28 VL)C Electrical Power SuyE,ly
Di~ital Multimeter. Fluke 8022 or Equivalent Wire
ElectricalJumper
Consumables
Consumables
Tape,Doublecoated None
Removable Procedures
Procedure
1. FOOT HEATERS circuitbreaker out
See table 202. ()perational C’heck Cabin Flool´• Ileatel
2. Removecabin seats. Pads.
Roll up carpet in cabin to expose heater pads.

4. r)isconnect electrical leads from pads.
NOTE
Hr?ater ~is secul´•ed lo~iM dowhle-coated
pad
tn.pr! hant~r hu.ck´•u´•l, Yhrat that ´•L’s tupsd
to a
In thp I~Lsol%le padd.iag. I)o rLot ru~no´•c,c!

bQc~´•up parld%rzy.
r,. Pee) up heater pad.
Inspection Procedures
i. Visually inspect heater pads for the followinff:
A. I,ooseor broken wires.
B. Darkenedorcharred areas.
C. nelamination, cuts, or tears.
2. Check resistance of pad for resistance tolerances.

(Refer to table 201 for cabin pad resistance tolerances.)
H. Replace heater pads as required.
,Installation Procedures
i. Sccur´•e hcatin# pad to heater backup sheet with tape.

2. (:onnect clecll´•ical leads to heater psd(s).
I’cr´•l’or´•m an ol,c´•r´•;ltional check of c:abin floor hc;lt.er

pads.
4. Install car´•pet and cabin seats.
r,. Airplane secureasdesired.
25-20-0
Paffe 201
c COPYRIGHT, 1984 BY SABRELINER CORPORATION May 31!84 1
NA-69-420
MAINTENANCE MANUAL
REPI,ACEMENT/INsPECTION FOOT
HEATERS (Cont’d)
’Table 201. ~:abin Heatel´• Pad Resistance ?’oleranceu
Manufacturer Resistance (Ohms)

Outside Dimensions (In.)
Electrofilm P/N Min Max
10~509 15.0x24.0 16.45 20.10
104510 13.5x40.0 11.00 13.45
108301 19.25x24.0 7.20 9.80
108302 7.5x24.0 18.80 23.60
Goodyeapp/N
4056-2256-1 15.0x24.0 O 10.90(f5%)
Table 202. Operational Check Cabin Floor Heater Pads
NOTE
Rllpass%rLg the thermal switch permits

ch.Rcking tar ope´•ration of the foot heater
tr nrl knee, heater pads regardless of outside
or ccrh~n air temperatzc.re.
i. Electrical power off
2. FOOT HEATERccrruitbrreaee out
3. Con nect jumper wire between term inals "A" and "B"
onthermal switch.
4. Electrical power on
5. FOOT HEATERcircuitbreaker in Heater pads heat
6. Airplane secureasdesired
NOTE
IEl Dimensions do not include backinff.
25-20-0
Page 202
I May 31/84 o COPYRIGHT, 1984 BY SABRELINER CORPORATION
NA-69-4~0
LAVATORIES
INSPECTION I,AVATORY WASTE RECEPTACLES
i. Inspect all lavatory paper and linen waste r´•eceptacle enclosure acress doors for pro~er´• oper’ation, f’it, sealilla.;~ntl
latching for the containment of possible trash fires.
2. Inspect all "No Smoking" decals for readability and security.
(:orrect any defects found during this inspection.
25-40-0
Pa#e 601
0 COPYRIGHT, 1984 BY SABRELINER CORPORATION May 31/84 1
CHAPTER
FIRE
PROTECTION
NA-69-420
MAINTENANCE MANUAL
CHAPTER 26
FIRE PROTECTION
TABLE OF CONTENTS

Fire Protection 26-00-00

General.. 1
Fire Detection System 26-10-00

Trouble Shooting. 26-10-01
Replacement of Detector Elements -S/N 370-2 thru -6, -8, and -9 401
Replacement of Detector Elements S/N 370-1, -7, and S/N 380-1 and Subs 402
Replacement of Control Units
Testing Fire Detection System
Fire-extinguishing System 26-20-00

Servicing Fire-extinguishing System 26-20-01 301
Replacement of Agent Containers 26-20-02 401
Replacement of Discharge Valve Kidde Bottle Installation 401
Replacement of Direction Valve 402
Replacement of Fire-extinguishing Discharge Indicator Disks 402
Replacement of Fire-extinguishing Cartridges Kidde Bottle Installation 402
Replacement of Fire-extinguishing Cartridges HLT Industries Inc.
Bottle Installation 403
Checkout of Fire-extinguishing System 26-20-03 501
Inspection of Fire-extinguishing System Double
Check"T" Valve 26-20-04 601
Inspection of Fire-extinguishing System Direction Valve 601
PG-CONTENTS
Page 1/2 Blank
Jun 12/89 I
NA-69-420
MAINTENANCE MANUAL
CHAPTER 26
FIRE PROTECTION
Chapter/ Chapter/
26-L.E.P. 1/2 Oct 5/92 26-20-04 601" Oct 5/92

602 Oct 5/92
BgCONTENTS 112 Jun 12/89 Oct 5/92
603/604
26-00-00 1 Jul 6/73 605/606 Jul 1/91
26-10-00 1 Jul 6/73

2 Jul 6/73
2A Jun 28/74
3 Jul 6/73
4 Jul 6/73
5 May 15/81
26-10-01 101 Mar 1/70
102 Oct11/76
26-10-02 401 Jul 6/73
402 Dec 1/77
403 Dec 1/77
404 Dec 1/77
26-10-03 501 Dec 1/77

502 Dec 1/77
502A Dec1/77
503 Oct11/76
504 Oct11/76
505 Oct11/76
26-20-00 1 Jul 6/73
2 Jul 6/73
3 Jul 6/73
4 Jul 6/73
5 Oct 11/76
26-20-01 301 Mar 1/70

26-20-02 401 Aug 1/86
402 Aug 1/86
403 Aug 1/86
404 Aug 1/86
405/406 Aug 1/86
26-20-03 501 Jun 12/89
502 Jun 12/89
OThe asterisk indicates pages revised, added, or deleted by the current revision.
26-L.E.P.
Page 1/2 Blank
SA B R E LI N E R
MAINTENANCE MANUAL
FTRE PROTECTION DESCRIPTION AND OPERATION
i. General
Fire protection provisions include a detecting and indicating system and an

electrically controlled fire-extinguishing system for each engine nacelle.
The detecting system uses sensing elements so positioned that high tempera-
tures resulting from a fire in the engine nacelle area are detected. Two
"T" handles incorporating red fire-warning lights notify the crew of a fire
or overheat condition in the respective nacelle.
Two similas, but independent, electrically fire-extinguishing sys-

controlled
tems provided
are to control engine nacelles.
fires within the Each system
is armed by pulling the respective "FIRF: PULL" handle. The contents of each
agent container are discharged by positioning the fire-extin~uisher selector

switch to EXT NO. 1 or EXT NO. 2.
Chapter 49 for Fire Extinguisher

I Airplanes with an APU installed, refer to
and Detection Systems.
Jul 6/73 ~6-00-0

Page 1
SABRE LINER
MAINTENANCE MANUAL
FIRE DETECTION SYSTEM DESCRIPTION AND OPERATION
i. Description and Operation
A. General
The engine overheat and fire detection system consists of two independ-
ently operated overheat and fire detection circuits. Each detection cir-
cuit consists of a control unit, detector elements, and a warning
indicator light. (See figures 26-10-1 or 26-10-1A.) Common to both de-
tection circuits are a push-to-test switch and a fire detector test relay.
Each detection circuit is connected as an unbalanced Wheatstone bridge
circuit. (See figures 26-10-2 or 26-10-2A.) Two legs or the bridge
circuit and
R2) are fixed resistors to known value and are inside the
t. The third leg is a fixed resistor on the mounting bracket.
The fourth leg consists of the fixed resistor (R,) inside the control
unit, shunted by the engine nacelle detector eleirients or semiconductor
design. The detector elements function as variable resistors that vary
inversely with the engine nacelle temperature. Bridge circuit operation
is sensed by a polarized or sense relay which is connected across the
bridge circuit inside the control unit and its sensitivity is controlled
by the value or the fixed resistor on the mounting bracket. Its value is
determined by the control unit manufacturer for proper circuit operation.
When an overheat or fire condition occurs within the engine nacelle, the
ambient temperature in that area rises and causes the resistance or the
detector element to decrease. The bridge circuit operating condition
passes through a balanced condition into an unbalanced condition, which
is opposite to normal operation, and causes the warning indicator light
to come on.
If the overheat or fire condition is remedied, the system condition re-

verses, the circuit returns to normal,
operation, and the warning indicator
light is turned off. The detector circuit is then capable or indicating
a subsequent overheat or fire condition should such a condition occur.
B. Detector Elements
Each detector element is an Inconel tube containing a single wire imbedded
I in a semiconductive ceramic material.

material varies inversely with nacelle
The resistance or the
temperature and with the
semiconductor
physical
Jul 6/73 26-10-0

Page 1
SA B R E LI ER
MAINTENANCE MANUAL
LH OVERHEAT AND DET SY5 WSH-IO-TEST )WITCH

FIRE INDICATING iln N*cau
LIGHT (INSIDE "T" LH NACLLLE OVERHEATAND
OVERHEAT AND FIRE OVERHEAT AND FYE DETECTOR
i;;;,,,,, INDICATING LIGHT CIRE DETECTOR CONTROL UNIT
llN5IDE "T" H*ND~E) CONTROL UNIT
(CN5I 4~
II,
Al
i ’E V U I X/ II srn 375
K551 RELAY
RELAY )OX-
STA 100 Rn)
-j
a
TYPE 244C~4060
DETECTOR ELEMENT
(LENGTII 5 FEET)
MOUNTED WITH IICL*MPS)
I
i’.DOOR3
I
’I( I
s;
i i ii
I
I,
~e DETECTOR ELEMENT
i i
ILENCTH IlFEET)
IMOVNTED WITH 17
CLAMPS)
I
LH NACELLE-~ t- 1L~./ TYPE 244(3546101
IlH SHOWN- DETECTOR EPEMLNt
RH OPPOSITE) 9
(LENGTH FEET)
(MOUNTED WITH 51 CLAMPS)
13~0´•I´•dC11
Engine Overheat and Fire Detection System Equipment Location

Airplanes Serial No. n~TA1370-2 Throuah -6. -8 and -9
Figure ~6-10-1 Jul ~/73
Page
~SA e a E 1LI N E a
MAINTENANCE MANUAL
FIRE DET SVS PVSH-TO-TEST SWITCH
LH OVERHEAT AND FIRE

INDICATING LIGHT RH OVERHEAT AND FIRE
/INSIDE 7" HANDLE) INDICATING LIGHT

(INSIDE ’7" HANDLE)
8\
Jil
ct:1 ~h
CN513
i j j
ii i
CNs14
j,I/i
ir i
-i _
RELAVRACK
(FS 143)
ENGINE FIRE DETECTOR ROUTING
*COCITIED AT FUI STA Jll LHENGlNE 1111-1-14-14

011 AIR,LANEl llA-)7Q1 TnRU4
Engine Overheat and Fire Detection System EQuipment Location

Airplanes Serial No. mA-370-S.~ -71 and mA-380-1 and Later
Jun 28/74 Figure 26-10-1A 26-10-0
fage 2A
SA B R E LI N E R
MAINTENANCE MANUAL
length of the heated portion of the detector element. Therefore, an over-
heat or fire condition indication can result from an infinite number of

engine nacelle temperature and heated element length combinations.
C. Control Units
The two hermetically sealed control units contain a Wheatstone bridge

circuit, a polarized or sense relay, and a slave relay. The polarized
or sense relay senses bridge circuit operation. The slave relay is ener-
gized by the operation or the polarized or sense relay. When energized,
the slave rela3r turns on the system warning indicator light. An electri-
cal connector on the bottom of the control unit plugs into an electrical
connector on the mounting bracket, to connect with the airplane wiring
harness and system detector elements.
D. Push-to-Test Switch
The fire detection

push-to-test switch on the fire-extinguishing panel
checks the continuity of the circuits and the proper control unit opera-
tion or both detection systems. The test switch can be operated any time
the 28-volt de essential bus is energized and the "DET TEST" circuit
breaker is pushed in.
E. Overheat- and Fire-warning Indicator Lights
The warning indicat~or lights are inside the "FIRF: PULL" handles mounted
on the windshield bow. Each handle contains lights connected in parallel.
The lights come on whenever the associated detection circuit control unit
is tripped by an engine overheat or fire condition or when the "FlRE DET
SYS PUSH TO TEST" switch is depressed.
Jul 6/73\ 26-10-0

Page 3
QWIQ%N~9,’I, SABRELINER
Reei´•jVt,b BS´• MAINTENANCE MANUAL
I
B"F’$
LH ENO--DET DET TEET X Z RH ENG-DET

Inn Ovno *rr (RH ovno An (Rn ovno Arr
Ca Ca P*NEL) o rANEL)
P*NEL)
NO. _NC ~CZ ~GNRE on s~s

WSH TO’TESI
l;C9 1 (ENOflllECONROL PANEL)
5(1, I L~?\51
NOTE Theintarnal I.I.I 1 1 r7 11
wbing on thia unit is)h´• 2000HM1 I

IISIS~IIBXTRCS I I I 3EXf REI IIM 5 115 R,
control unit internOl wir- (ON MTO aaI(T) MTO
8 B SLAVE
ing shown. POLAR
R,
13 IZED
6113
R,
9181 1 1 I
315
313
LH LNG RH ENG OVERHEAT 1C FIRE

DR CONT unl DLT CONT CNS13
I*n Fuj sr* 372 an)
IMI FVS STA 371 LH)
LH ENOIN~
RH ENGINE
OVERHEAT
53 OVERHEAT
AND FIRE I T ii
WARNING AND FIRE
st
IND LIGHT I)? WARNING
!A2 IhlD LIGHT
(1NS1De Ln (FVS SrA PB CL)
FIRE PULL Ifu5srAoRal (INSIpE Rn
"T" nANDLEI At FIRE PUCL
RRE MT I’*’I I I "r~ HANDLE)
TEfl
KEI1 d
LH an, OVERHEAT A (YIHIS aEUI
an ENO OYEaIIC*I a
7 r~-7 1
*It
i hi
~NZULATOR
FLATE
*It
(MUUMHG OUICI[
"SCONNLmt
L,r,J
(Une DOOR MT) (urma DOOR Mn
1 I
INJLILATOR
INSUUTOR rUfE ELATE
(LOwal DOOR *n) ImCLUDmO OulClc- IINCLUMNO QUKI(- IlwR DOOR AR)
MSEONNKIS) MtCMYIMS)
inn NAC fl*
tl*’ *It
t(LOWPI DOOR IWD)
LEFT aNGINE N*OIIE

_1 QWCK-DISCONN~CIS tl RIGHT BIIOIN~
DOOR FwD)
J
IMOVA)LL-T~Itff- nxen
CONNKTOIZ
RMMa IHXED 10
I1IUJcu
Engine Overheat and Fire Detection System Schematic

A~rplanes Serial No. NA-370-_2 ThrouRh -6, -B and -0
26-10-0 Figure ~6-10-2 Jul 6/n
Page 4
SABRELINER
MAINTENANCE MANUAL
NA-69-420
84
(C854~
CB549 15H5
gLH ENG
FIRE DET
h
2t~51
5A
R548
SLAVE
~I I hi I I I I RELAY I I 1"1~ I I I J 150
FI I I I I I~ 1 OHM LH ENGINE
slhl~-’ ELEMENT
W 82
ul ~(J935iP935)
J929/P929
5935/P935
0" 3 3
nl I In 1
s118
R1
c~
J931/P931 5933/P933
13, ,6, nl I \A n
(55041
9504 LH FIRE DETECTOR CONTROL UNIT
LH ENG FIRE CN514

6 K551
PVLLHANDLE
;i-~L,7 IWFIRE DET TEST

(FS143RELAY
15 4-8 5
I~ I RACK)
8A
1
im NOTE 18--84
5932/P932 )0 5934/P934
THE INTERNAL WIRING ON
(C8550)
CB550
THIS UNIT IS THE SAME AS
Al I in A
150
ORHENG 7 11 THE RIGHT-HAND CONTROL
8 1 OHM
FIRE DET -I I I UNIT INTERNAL WIRING
SHOWN.
CR547) (J930m930) J936/P938
3H3
nl I In n
RH ENGINE
ELEMENT
13 8-4 6
Cs~
9505
RH FIRE DETECTOR C~NTROL UNIT
RH ENG
CN513
FIRE PULL
HANDLE
FIRE DETECTOR CONTROL UNIT MOUNT
0083 143 RELAY RACK)
oil
ol 7-
ri NC2
w~d´•
C8554 (REF)K690
.01 :_9801
OFIREDET ’I~Q. NO. 1
TEST
S519
FIRE DET
TEST O RH DVHD AFTCB PANEL (PNL 80)
COMPONENT LOCATION FOR THESE ITEMS ARE

APPLICABLE TO AIRPLANES S/N 380-1 AND SUBS
8380-2-YI-7B
COMPONENT LOCATION FOR S/N 370-1 AND -7 ARE
IDENTICAL. TO S/N 370-2 THRU -6. -8 AND -9
Engine Overheat and Fire Detection System Schematic

S/N 370-1, -7 and S/N 380-1 And Subs
Figure 26-10-2A 26-10-0
Page 5
oCOPYRIGHT, 1981 BY ROCKJJXLL INTERNATIONAL May 15/81
SAS R E LI N E ~i
MAINTENANCE MANUAL
FIRE DETECTION SYSTE~M TROUBLE SHOOTING
i. Trouble Shooting Engine Overheat and Fire Detection System
If the engine overheat and fire detection system does not work, the cause of
the trouble must be determined and eliminated before the airplane is flown
again. Do not use a torch or soldering iron to test operation of a detector
element. If a detector element is not.cause or trouble, check circuits in
airplane carefully until cause is definitely determined. Do not bverlook
possibility that an overheat condition may have existed. If any system unit
is replaced to remedy a system fault, make a complete operational check-out
of system.
A. WARNING LIGHT FAILS TO LIGHT UP DURING OPERATIONAL CHECK-OUT.
(1) Low batteries or Measure voltage applied to Charge batteries or
electrical power supply warning lights. turn on electrical

off. power.
(2) Faulty lamps. Remove lamps. Apply power Replace faulty lamps.
to Depress "FIRE
system.
DET SYS PUSH TO TEST" switch
and hold. Check for 28-volt
de between center contacts
(for lamps) ground.
and If
voltage is present, lamps are
defective.
(3) Defective With power applied to system Replace defective base.
lamp base. and "FIRE DET SYS PUSH TO

TEST" switch depressed,
check for 2~-volt de between
base contacts and ground.
If voltage is present, base
is defective.
(4) Faulty test Turn off and disconnect Replace test switch.
switch. power from air-plane. MaLe
continuity check on "FIRE
DET SYS PUSH TO TEST" switch
in normal and test positions.
Mar 1/70
Page 101
MAINIENANCE. MANUAL
(5) Loose eonnec- Make detailed continuity Tighten connections or
tions or broken wire in check of circuit. Visually repair broken wire.

system, check system wiring for loose
connections or broken wire.
Faulty engine Make applicable engine Replace faulty engine

overheat and fire de- nacelEe copltrol‘unit trip overheat and fire de-
tector control unit. resistance test. tector control unit.
(7) Faulty K551 Disconnect both engine over- Replace faulty K551
relay. (See figure heat and fire detector con- relay.
26-10-1 or 26-1O-1A.) trol unit plugs. Pull "LH
ENG DET" and "RH ENG DET"
circuit breakers. Push in
"DET TEST" circuit breaker.
Depress "FIRE DET SYS PUSH
TO TEST" switch and hold;
check for 28 VDC at K551
relay coil. If voltage is
present, K551 relay is

faulty.
B. WARNING LIGHT COMES ON DIMLY DURING TEST.
(1) One faulty lamp Remove light cover. Remove Replace faulty lamp.
in light. las~ps. Check each lamp for
continuity.
C. WARNING LIGHT COMES ON WHEN ENGINE IS NOT RUNNING OR WHILE ENGINE IS RtiNNINC
AT NORMAL TEMPERATURES.
(1) Broken wire With external electrical Repair or replace

grounding system. power turned off, make vis- broken wire.
ual and continuity check
for broken wire.
(2) Defective detec- Make applicable detector Replace defective

tor element. element total resistance detector element.
test.
(3) Defective Check quick-disconnects for Dry out quick-

disconnects. moisture or metal chips. disconnects or clean
out metal chips.
(4) Defective engine Make applicable engine Replace defective

overheat and fire detec- nacelle control unit trip overheat and fire de-
ter control unit, resistance test. tector control unit.
26-10-1 Oct 11/76

Page 102
SABRE LINE1R
MAINTENANCE MANUAL
FIRE DETECTION SYSTEM MAINTENANCE PRACTICES
WARNING: CARE MUST BE TAKEN WHEN MAINTENANCE IS DONE ON THE ENGINE OVERHEAT
AND FIRE DETECTION SYSTEM. IMPROPER HANDLING AND INSTALLP~TION OF THE
DETECTOR ELEMENTS MAY RESULT IN A FALSE WARNING.
NOTE: Do not try to straighten acceptable dents or kinks, because stresses will
be set up in the detector element, creating potential failure.
Any crushed section resulting in a decrease of element diameter to 0.060

inch is cause for rejection.
Any abrasion of the element 0.005 inch or more deep is cause for rejection.
Green oxide on surface or detector element must be maintained throughout
the element
length; however, since the oxide is present for heat transfer
purposes only, slight scratches or marring or the oxide can be tolerated.
1 i. Replacement or Detector Elements Airplanes NA-370-2 Through -6, -a and -g
A. Removal
(1) Place all snitches in OFF position and disconnect all external
power from airplane.
(2) Remove lower or upper engine nacelle door.
(3) Observe routing of detector element on mounting brackets. The re-
placement detector element must be installed in the same position.

(4) Remove safety wire and disconnect both connections.
(5) Unfasten detector element clamps and remove detector element.
(6) Install dust covers on open connectors.
B. Installation
(1) Place all switches in OFF position and disconnect external electri-
cal power from airplane.
NOTE: All connectors must be clean and dry and have straight center
pins before connection. Dust caps should be removed only
just before connection is to be made.
(2) Insert female connector into plate, making sure connector hexnut
is properly engaged into hex flange to prevent element from twist-
ing.
(3) Thread hex jam nut into connector which projects through plate and
torQue 40 to 50 inch-pounds (50 inch- pounds maximum). When
torquing hex jam nut to female end connectors that are not
supported by connector joint plates, use a wrench on end connector
hexnut to prevent element from twisting.
(4) Safety-wire jam nut to connector hexnut or to special safety-wire

hole provided in plate.
I Jul 6/73 26-10-2

Page Q01
SA 8 Fi E LI N E R
MAINTENANCE MANUAL
(5) Route detector element from this end to the first element clamp
according to figure 26-10-1, taking care not to bend element excPs-
sively (1/2 inch minimum radius) or damage element in any other

way.
(6) Pinch champ open and insert element in clamp. Release clamp. Make
sure element is centered in spring clamp.
(7) Proceed as in steps (5) and (6) until element has been routed
through all clamps.
NOTE: Minor adjustments may be necessary to permit correct mating

of detector element male end fitting.
(8) Mate the two rittin@gs and torque swivel nut from 50 to 70 inch-
pounds.
(9) Safety-wire swivel nut to support bracket or to special safety-wire
hole provided in structure.
(10) Make complete operational check
a or engine overheat and fire de-
tection system.
I 1A. ReT~lacement or Detector Elements

Subseauent
Airplanes NA-370-1,
Removal
(1) Place all switches in OFF position and disconnect external power
from airplane.
(2) Open engine access doors.
(3) Obser~terouting or detector element on mounting brackets. The
replacement detector element must be installed in the same position.
(L) Disconnect flex leads to gylon and detector element plugs.
CAUTION: ON 380-4 T~IRU 380-53 A~RPLANES NOT BY SSZ#39,

ENSURE THAT BOTH FITTINGS ARE HELD ON EACH SSDE OF THE
PYLON DISCONNECT POINT WHEN REMOVTNG DETECTOR ELEMENTS.
(5) Remove detector element clamps and remove detector element from
engine.
(6) mstalL dust covers on all open connectors.
3. Installation
NOTE: Connectors must be clean and dry and have straight pins be-
fore connection. Dust caps should be removed just prior to
connecting cables.
26-10-2
Dec 1/77
Page 402
SABRE LINER
MAINTENANCE MANUAL
(2) Route fire detector element as shown in figure 26-10-1A. Maintain

3/8" clearance around all components and make all bends (minimum
bend radius 1/2 inch) by hand.
(3) Install detector element clamps. Clamp couplings to engine. Use

proper clamps as depicted in the Illustrated Parts Catalog.
(3A) Using a volt/ohm meter (Simpson 260 or equivalent) set to read
ohms, connect negative lead to airframe ground and positive
lead to fire detector element coupling. Check that meter
reads one ohm or less. Remove volt/ohm meter leads.
(4) Install flex leads to pylon and detector elements.
CAUTION: WHEN TOR&UING CONNECTORS TO DETECTORS, USE A WRENCH ON

CONNECTOR FLATS TO PREVENT DETECTOR CABLE FROM TWfSTING.
ON 380-4 THRU 380-53 AIRPLANES NOT CHANGED BY SSL#39,

ENSURE THAT BOTH FITTINGS ARE HELD ON EACH SIDE OF THE
PYLON DISCONNECT POINT WHEN REMOVING DETECTOR ELEMENTS.
(5) Perform an operational check-out of engine overheat and fire de-

tection system.
2. Replacement of Control Units
A. Removal
(1) Place all airplane switches at OFF and disconnect all external
electrical power from airplane.
(2) Break safety wire that locks knurled to retainer bracket on con-
trol unit.
(3) Loosen and swing knurled nut outward and downward, until nut clears
retainer bracket.
(4) Slide control unit inboard on mounting bracket, until connector on

back of control unit becomes unplugged from receptacle on mounting
bracket.
(5) Remove control unit from mounting bracket.
B. Installation
(1) Place all airplane switches at OFF and disconnect all external elec-
trical power from airplane.
(2) Place control unit on mounting bracket and align pins of connector
with receptacle on bracket.
(3) Slide control unit toward mounting bracket until control unit
connector pins
fully engaged with receptacle.
are Apply pressure
to both control unit and back of mounting bracket to ensure proper
mating of connector with receptacle,
(4) Swing knurled nut upward into position over retainer bracket, and
finger-tighten retainer nut.
i
26-10-2
N
Dec 1/77
Page 403
SABRE LINER
MAINTENANCE MANUAL
(5) Safety-wire knurled nut to retainer bracket on control unit.
(6) Make an operational check-out of system.
W~RNING: ON AIRPLANES NA-370-2 THROUGH -6, -a AND -9, BE SURE

TO RECONNECT FIRE WARNING SYSTEM AFTER REMOVAL AND
REINSTALLAITION OF UPPER AND LOWER ENGINE COWLING.
I Dec 1/77
26-10-2
Page 404
SABRE LINER
MAINTENANCE MANUAL
i. Testing Fire Detection System
NOTE: Make checks in the order given. When a result does not conform to the
procedure, make corrections before going on. If the check does not
meet requirements, refer to 26-10-1.
A. Operational Check-out or Fire Detection System
(1) Place all switches at OFF position.

(2) Place battery and electrical master switches at ON.
(3) Push in "DET TEST," "RH ENG DET," and "LH ENG DET" circuit
breakers.
(4) Press "FIRE DET SYS PUSH TO TEST" switch. Right and left "FIRE
PULL" overheat and fire-warning indicator lights should illuminate
within one second after switch is pushed. Make sure both lights
in assembly illuminate.
each Release test switch. Both lights
should go out within 5 seconds.
(5) Place battery and electrical master switches to OFF.
B. Left or Right Engine Nacelle Detector Element Total Resistance Test
CPAJTION: DO NOT ATTEMPT TO PERFORM THIS TEST IF ENGINE NACELLE AMBIENT

TEMPERATURE OR TEMPERATURE OF ANY DETECTOR ELEMENT EXCEEDS
1000F. FAILURE TO OBSERVE THIS CAUTION WILL RESULT IN PERMA-
NENT DAMAGE TO DETECTOR ELEMENT.
DO NOT ATTEMPT TO PERFORM THIS TEST DURING AN ENGINE RUN-UP OR
IMMEDIATELY AFTER AN ENGINE SHUTDOWN, BECAUSE ENGINE NACELLE

AMBIENT TEMPERATURE WILL HAVE EXCEEDED 100oF.
(1) -´•NA-380 airplanes

I Engine nacelle detector element resistance test
(a) Disconnect airplane wiring harness from control unit mounting

bracket terminals "6" and ’’a"
(b) Connect the two disconnected wires together.
(c) Connect one lead or a multimeter to the two connected wires.
(d) Connect other lead or multimeter to airplane structure. Se-

lect a clean metal surface which is not anodized or painted.
(e) Check resistance with multimeter. The resistance should not
be less than 500,000
Dec 1/77 26-10-3

Nb Page 501
SABRE LINER
MAINTENANCE MANUAL
(f) Disconnect multimeter leads from airplane wiring harness.
(g) ?econnect airplane wiring harness to control unit mounting

3rscket terminals "6" and "8"
(h) Open RH and LB engine cowling. Using a volt/ohm meter (Simpson
260 or equivalent) set to read ohms, connect negative lead
to airframe ground and positive lead to fire detector ele-
ment coupling. Check that meter reads one ohm or less. Remove
volt/ohm meter leads.
NOTE: If resistance in step (h) is greater than specified,

check coupling bracket that attaches to engine for
corrosion or any that could cause a faulty
ground condition.
(i) On RH engine, disconnect fire detector element from one coupling.

Apply external power to airplane.
(j) Using a jumper wire, attach one end or jumper wire to
suitable
inner receptacle, and the other end of jumper
conductor of
wire to ground. Check that the right hand "FIXE PULL" handle
lights illuminate. Remove jumper from receptacle inner con-
ductor and insert in center conductor or fire detector element.
Check that right hand "FIRE PULL" handle lights illuminate.
Remove jumper wire.
(k) Connect and tighten fire detector element to coupling element
disconnected in step (i). Lockwire Coupling.
(1) On LH engine, disconnect fire detector element from one coupling.
(m) Using a jumper wire, attach one end of jumper wire

suitable
to inner conductor of receptacle, and the other end of jumper
wire to ground. Check that the left hand ’’FIRE PULL" handle
lights illuminate. Remove jumper from receptacle inner con-
ductor and insert in center conductor of fire detector element.
Check that left hand "FIRE PULL" handle lights illuminate.
Remove jumper wire.
(n) Connect and tighten fire detector element to coupling (element
disconnected in step (1).
to) Repeat steps (a) through (n) for other control unit.
(p) Close engine cowling and remove electrical power from airplane.
Make an operational check-out of system. (Refer to paragraph
A.)
26-10-3 Dec 1/77

Page $02
LINER
MAINTENANCE MANUAL
VOLTAGE TOTAL RES.

BRREAKDOWN COND TO GRD CENTER
EDISON SYSTEM TEST MTN OIIMS WIIIF: RES.
COMPONENTS PART NO. (looov Dc) MAX OHMS
720F 1000F
Detector element 244C54G132 2TOK 125K ~.60
Detector element 244C54G108 250K 12511 5.40
Detector element 244C54C60 250K 125K 3.00
Male connector 42232 0.05
Female connector 42233 0.05
Elbow 41493 0.05
Plug assembly 872195" Must pass 0.05
Socket assembly 8721g6;c Must pass 0.05
Wiring RSS-101-16 MIL-W-

25038
~Walter Kidde part number.
(2) Engine nacelle detector element resistance test, NA-370 airplanes

with APU installed.
(a) Electrical power OFF.
(b) Open fire detector access door on nacelle. (See figure 26-10-1).
(c) Disconnect aft fire detector disconnect through access door.
(d) Connect multimeter lead to plug and the other lead to receptacle
(mounted on bracket) at disconnected quick-disconnect,
(e) Record resistance reading (maximum 25 ohms!
(f) Disconnect multimeter lead at plug and connect to ground.

(Clean metal surface which is not anodized or painted on engine
or pylon structure).
I Dec 1/77 26-10-3

Page 502A
SAB1RIEklNER
MAINTENANCE MANUAL
(g) Open lower nacelle door and disconnect forward fire detector
quick-disconnect on door bracket. (See figure 26-10-1).
(h) Record insulation resistance reading of fire detector elements.

(Minimum 500K at 1000F or´•under).
NOTE: If total resistance is less than that stated step (h),

in
make an individual resistance test of each component and
wiring.. (Refer to the table for individual resistance
values.) Replace faulty component or wiring, and
repeat test procedure.
(i) Disconnect multimeter leads.
(j) Connect both connectors and close access door and lower
nacelle door.
(k) Make operational check-out of system. (Refer to paragraph A.)
C. Left or Right Engine Nacelle Control Unit Trip Resistance Test Airplanes
Serial No. NA-370-2 Through -6, -8 and -9
NOTE: The following test requires a resistance decade box and a 28-volt
de external power source.
(2) Disconnect plug P663 from aft fuselage relay box. (See figure
26-10-1.)
(3) Connect one lead or decade box to pin "A" of P663 for left nacelle
test.
(4) Connect other lead of decade box to a convenient ground (airplane

structure which is clean, and not anodized or painted).
(5) Push in "DET TEST", "RH ENG DET", and "LH ENG DET" circuit
breakers.
(6) connect a 28-volt de external power source to airplane.
(7) Adjust decade box to approximately 400 ohms.
Slowly decrease decade box resistance (by small amounts) until left
overheat and fire-warning light inside "T" handle on windshield bow
comes on. The light should come on when the decade box resistance
is between 180 and 220 ohms.
(9) Slowly increase decade box resistance until warning light goes out.
The light should go out when the decade box resistance is at or be-
low 300 ohms.
Oct 11/76 26-10-3

Page 503
SABRE LINER
MAINTENANCE MANUAL
NOTE: If warning light does not go out within limits specified in
step (g), check resistance of external resistor connected to

mounting bracket terminals "1" and "4". The resistor should
measure 200 ohms (+1 percent). Tf resistor is not correct,
remove and replace resistor; then repeat te’st. If resistor
value is correct, remove and replace control unit. Repeat
test.
(10) Disconnect decade box lead from pin "A" of P663 and reconnect lead
to pin "C" for´•right nacelle test.
(11) Repeat steps (7) through (9).
(12) Disconnect decade box from P663 and ground.
(13) Disconnect external power from airplane.
(14) Reconnect plug P663 to aft fuselage relay box. Safety-wire plug.
I (15) Make an operational check-out or system. (Refer to paragraph A.)
D. Left or Right Engine Control Unit Trip Resistance Test Airplanes Serial
No. NA-370-1, -7 and NA-380-1 and Later
NOTE: The following test requires a resistance decade box and a 28-volt
de external power source.
(2) Disconnect airplane wiring harness to control unit mounting bracket

terminal "6"
(3) Connect leads of decade box between terminal "6" and a clean ground.
(4) Apply 28 volts de electrical power to airplane.
(5) Adjust decade box to approximately 400 ohms.
(6) Slowly decrease decade box resistance until fire-warning light inside
"T" handle comes on. The light should come on when the decade box
resistance is between 135 and 225 ohms.
(7) Slowly increase decade box resistance until wasning light goes out.
The light should go out when the decade box resistance is at or
below 225 ohms.
NOTE: If warning light operation is not within limits, measure
resistance or R547 R548 external resistor. The

or resistor
should measure 150 ohms (+1 percent). If value or resistor
is not correct, replace resistor; then, repeat
remove and
test. if value or resistor is correct,, replace control unit
and repeat test.
(8) Perform test for opposite engine if required.
26-10-3 Oct 11/76

Page 504
SA iFi! E LI N E R
MAINTENANCE: MANUAL
(10) Disconnect decade box and connect airplane wiring harness to

terminal "6" of control unit mount bracket.
I (U) Perror?n an operational check-out of eyltem. (Refer to paragraph A.
Cct 11/76 26-10-3

Page 505
SABRE LINER
MAINTENANCE MANUAL
FIRE-EXTINGUISHING SYSTEM DESCRIPTION AND OPERATION
i. Description and Operation

A. General
A high-rate-of-discharge fixed fire extinguishing system is provided for

each engine pod. Two pressurized extinguishing-agent ’containers provide
monobromotrirluoromethane, which can be directed from each container to
either engine pod as required. The
discharge lines from each agent con-
tainer meet at a "T" valve to make a single discharge line.
double-check
(See figure 26-20-1 or 26-20-1A.) The one-way check valve prevents one
agent container discharging into the other container line and, thereby
possibly depleting the contents or one container into the other. For
airplanes equipped with APU, refer to Chapter 49.
The system is controlled from the cockpit by the use or manual handles
plus an electrical selector switch. Two
discharge indicator disks,
mounted externally on the fuselage, indicate either manual discharge or
the agent containers, or automatic discharge overboard due to a thermal
condition. A pressure gage, mounted on each container, and visible from
the main wheel well, indicates pressure in the container.
A discharge valve is attached to the bottom of each agent container. The

cartridge in the extinguisher No, 1 or extinguisher No. 2 discharge valve
is ignited by 28-volt de power when a "FIRE PULL" handle is pulled and
the fire-extinguisher selector is actuated to EXT NO. 1 or EXT NO. 2. A
direction valve then routes the extinguishing agent to the proper engine,
according to which "FIRE PULL" handle is pulled. When a cartridge is
fired, the contents of one agent container are discharged by nitrogen
pressure and forced through delivery lines and nozzles into the selected
engine pod. (See figure 26-20-1 or 26-20-1A.)
NOTE: airplanes NA-370-2 through -6, -8 and -9, the sealed fire wall,
On
between the forward and art compartments, does not allow any ex-
tinguishing agent into the art compartment. Since no combustible
fluid or material is contained in the art compartment, an ex-
tinguishing agent is unnecessary.
B. Engine "FIRFI PULL" Handles
Two mechanically interconnected "FIRE PULL" handles, one for each engine,
are on the fire-extinguisher control panel, on the windshield bow. Dur-
ing a fire or overheat condition, indicated by a warning light in the
respective "FIRE PULL" handle, immediately pull handle art. When the
right-hand "FIRE PULL" handle is pulled, the emergency bleed-air shutoff
valve closes, and the extinguisher system direction valve is energized to
allow the extinguishing agent to be routed to the right-hand engine. In
addition, the de generator is taken off the line. When the "FIRE PULL"
handle is returned to its original position, those items previously turned
off, except the de generator, are reinstated, unless the engine master
switch is turned off. The de generator is reinstated by placing the
generator switch to RESET, then to ON" or at ON"f. If the second "FIRE
PULL" handle is pulled, the first handle automatically retracts to its
original position.
"NA-370-2 through -6, -8 and -9

-7, NA-380-1 and Later
Jul 6/73 26-20-0

Page 1
SAB RE LINER
MAINTENANCE MANUAL
C´• Mre-extinguishing ~elector Switch
The fire-extinguisher selector switch, mounted in the center of the ex-

tinguisher control panel and powered by the de essential bus, has three
positions: EXT NO´• 1, EXT NO. 2, and a center, unmarked, off position.
When the selector switch is momentarily positioned to either EXT NO´• 1
or E3m! NO. 2 and has been armed by pulling the "FIRE mn;L" handle, the
extinguishing agent from one agent container is discharged to the engine
pod selected by.the handle, After the initial agent container has been
expended, the fire-extinguisher selector switch may, if i~ecessa;ry, be

momentarily positioned to the other extinguisher to discharge the second
agent container.
D. Agent Containers
Two agent containers for the fire-extinguisher system are installed aft
of the main wheel well area. between ruse.lage stations 298 and 30’1. (See
figure 26-20-1 or 26-20-1A.)
Each agent container has a gage which indi-
cates the pressure in the container. A discharge valve containing a
cartridge is mounted on the lower part or each agent container. The
cartridge, when fired, discharges the container contents into the ducting
toward the engine pods. A fitting is provided in each container to
accommodate lines to the thermal discharge indicators installed in the
fuselage exterior.
E. Direction Valve
Downstream from the double-check "T" valve, the line connects to a direc-
tion valve. (See fi@;ure 26-20-1 or 26-20-1A.) The valve has two exit
ports: a normally open port connected with the left engine pod rire-
extinguishing discharge line, and a normally closed port connected with

the discharge line to the right engine pod. When the right-hand engine
"FIRE PULL" handle is pulled, an electrical circuit is completed to the
direction valve, energizing the solenoid. The fire-extinguishing agent
discharge is then directed to the right-hand engine pod.
F. Discharge Indicators
Two fire-extin~hishing system discharge indicating disks are mounted on

the left side of the fuselage, sft or’the wing. The yellow disk in the
aft discharge indicator is connected by a 1/4-inch line to the fire-
extinguisher discharge line between the double-check "T" valve and the
direction valve. When either container is discharged, a limited flow
will be directed to the yellow disk, blowing it out. A later check or
the agent container pressure gages will show whether one or both con-
tainers have been discharged.
The red disk in the forward discharge indicator is connected by a 1/4-

inch line to both agent containers. When the agent containers have been
overheated excessively, the internal pressure will cause the fusible
safety plug to discharge.
outlet The agent flow will be directed to the
red disk, blowing it out. A check of the agent container pressure gages
will show whether one or both containers were discharged.
2~-20-0 Jul ~/73

Page 2
SA B R E Lf N E R
MAINTENANCE MANUAL
DISCHARGE
NO1I~S
(rlcn~l
10 RIGHT
WD
S)
DOUBLE CHECK
;;T~’;
noc~n
PRESSURE
ACCESS DOOR F88
i
INDICATOR
DISCHARGE INDICATOR
ACCESS 000R r31
DISCHARGE VALVES
s3,ez-51.2s
I Jul 6/73
Engine Fire-extinguishing System
Figure
NA-370-2 Through -6, -8 and -9
l>age 3
SA8RELINER
MAINTENANCE MANUAL
FUEL HEATER COMPARTMENT

TO RIGHT
DISCHP~RGE NOZZLE
POD
lirY~INE
4,
DOUBLE CHECK
"T" VALVE
(STIL SIOILPP~OX)
tNEGA)XORP~A
CONTAINERS
(stn 300
PRESSURE OAGOf
~a)l ENGINE COMPARTMENT

DISCHARGE NOZZLES
ACCESS DOOR F5B
VALVE
INDICATOR
DISCHARGE INDICATOR
ACCESS DOOR FJ1
DISCHARGE VALVES
sro´•I´•s´•-9
Engine Fire-~xtinguishing System NA-370-1, -7, and NA-380-L and Later

26-20-0 Figure 26-20-1A Jul 6/73
Page 4
SABRELINER
MAINTENANCE MANUAL
ENO FIRE-.I -I -I ii
BXT--RH* FIRE SI´•IUT-OFF CONTI( ENG FIRE EXT--LH* ENG FIRE EXT-
DIRECTION*
r
MECHANICAL
’I INTERLOCI(´•
TOLHENCINE I I I I -~I
L
SW NO. 6
TO RH ENGINE
FIRE SHUTOFF FIRE SHUTOFF
RELAY K500
RELAY K501
SW NO. 1 SW NO. 5.
Sw NO. 2," 1. SW NO. 7
SW NO. 4 SW ~´•10. 8
1
FIRE EXTINGUISHER
PANEL LIGHTS TO EMER PRESS
FIRE SHUTOFF
RELAY K672
FIRE PULL O
LEFT 41 +I RIGHT lC679 O
5504) 7 tssos
C21 I AZ
EXt NO. 2 1 fl<T NO. I
at I*I
ENG FIRE D(T SELECTOR
EXTINGUISHER CONTROL PANEL

(CENTER OF ANTIGLARE SHIELD)
EXT OIRECTION VALYE vvS28

(NORMAILY OPEN PORT DIRECTED I
TO LEFT ENGINE NACELLE--STA 334)
I
C
,m o~c-----
7 21 I 1 12
[ZI
LH ENGINE NACELLE
FUEL
HEATER
COMPART-
MENT
1
LH EI~G
NOZZLES
,J I I
RH ENG
NOZZLES
FUEL
HEATER
COMPART´•
MMT
I
1=
L1,RH ENGINE NACELLE

DISCHARGE NOZZLES I I DISCHARGE NOZZLES
u~´•\s
DISCHARGE VALVE I I II I lDISCHARGE VALVE
DOUBLE-CHECK
"T" VALVE
AGENT II I \AGENT
CONTAINERI EXT NO. II /Y~ I EXT NO. 2 CONTAINER
(STA 303) 1 1 (574 303)
THERMAL DISCHARGE MANUAL DISCHARGE
INDICATOR (880 DISK) INDICATOR(YELLOW DISK!
PRESSURE GAGE PRESSURE GAGE
Rn OVERHEAO OUTBOARD CXT BKR PANI~ BKR PANEL
i~ ~91RPCANES SERIAL NO. NA.370.2 TnROU6H -6..8 *NO ´•P

$370-2-j4-268
O AIRPLANES SORI*L HO. NC~´•JBO-I ANO LATER
Engine Fire-ex~inguishing System Electrical Schematic

Oct 11/76 Figure 2~-20-2 26-20-0
Page 5
SA B R E LI N E R
MAINTENANCE MANUAL
FIREIMTTPIJGUISKTNG~ SYSTEM MAINTENANCE PRACTICES
i. Servicing Ffre-axtillguishing System
WARMNG:~ (CF?Br)
IS NONTOXIC AND CLASSED AS NON-
POISONOUS. HOWEVER; IT CAN BE HARMRTI;AND SHOULD BE HANDLED WITH
CARE. DO NOT BREATHE VAPOR OR PERMIT LIQUID TO COME IN CONTACT
WITH SKIN OR CLOTHING. rF LEAKAGE IN A CLOSED SPACE IS SUSPECTED,
THIS SPACE SHOULD NOT BE ENTERED vnrm Awl V~POR HAS BEEN DISSI-
PATED AND ~LE: AREA TS WELL VENTILATED. USE A HALLDE DETECTOR
(PRES-O-LITE, OR EQUIVALENT) TO ENSURE THAT AREA IS SAFE.
A. To service engine fire-extinguishing system, proceed as follows:
(1) Remove discharged agent containers and discharge valves as soon as
possible after containers have been discharged.
(2) With dry compressed air or nitrogen, purge fire-extinguishillg lines.
(3) Install serviceable agent containers and discharge valves.
(4) Replace indicator disks as required.
Mar 1/70 26-20-1

Z Page 301
NA-69-420
MAINTENANCE MANUAL
REMOVAL AND INSTALLATION
REPI,ACEMENT OF AGENT CONTAINERS REPLACEMENT OF DISCHARGE VALVE

KIDDE BOTTLE INSTALLATION
m~11111121 Removal:
I)o not drop pressurized eontainers.

Removal: electrical power is ap-
Take care that no
1. Remove access aft of main wheel wells, plied discharge valve terminal when
at
valve is removedfrom agent container. The
2. Disconnect electrical wires from discharge valve
cartridge in the discharge valve contains a
and immediately connect a shorting wire between
metal slug that isfire-d with lethalforce.
cartridge positive terminal and ground stud (to pre-
vent detonation by static electricity).
3. Disconnect system discharge line and thermal dis-

charge indicator line. Do not attempt to remove fusible safety
outlet plugfrom agent container. Removal
4. Remove four mounting bolts and washers.
offusible safety outlet plug can cause in-
5. Remove agent container from airplane. jury to personnel due to high pressure in
container,
6. Cap all open lines and cover electrical wire lugs.
i. Remove fire extinguisher agent container (with
Installation: discharge valve) Refer to Replacement of Agent
Containers.
I. Weigh container (along with its discharge valve and
cartridge) to ensure that weight agrees with total 2. Note positioning of valve assembly and mark for
weight stenciled on decal attached to container installation in same position.
within f0.25 pound. The total weight of the con-
tainer assembly should be approximately 14 pounds.
3. Using strap wrench remove discharge valve from
container by loosening swivel nut on valve body. I
Installation:
Do not attempt to remove fusible safety
1. Apply grease (Specification MZL-G-7711A or 994
outlet plugfrom agent container. Removal
Regal Starfak Premium 2, a Texaco product) to car-
can cause injury due to high pressure in
tridge threads, and install gasket, contact, strainer,
container.
and cartridge in discharge valve assembly. Torque
2. On Kiddeagentcontainers, remove(shipping)thread cartridge to 150-200 inch-pounds.
protection from container safety port. Apply Perma-
tex No. 1 to threads of thermal discharge connector
P/N 800036 and install connector on container. Take care that no electrical power is ap-
Torqueto50inch-pounds. plied discharge valve terminal when
at
3. Place agent container in position in airplane and valve is removedfrom agent container. The
install four mounting bolts with two washers for cartridge in the discharge valve contains a
each mounting bolt. metal slug that is fired with lethal force.
4. Connect system discharge line and thermal dis- 2. Assemble discharge valve assembly to container as
charge indicator line. On HTL Ind. container, valve follows:

may be rotated to align with discharge line. Do not A. Check that O-rinff packing and disk retainer
loosen fitting that secures valve to container. After
are in place.
rotating, safety wire cartridge to l’/,-inch hex nut.
B. Apply small amount of grease (Specification
5. Remove shorting wire, touch positive lead to air-
MIL-G-7711A 994 Regal Starfak Premium
or
frame ground, then connect electrical wires to dis-
2, a Texaco product) to container neck threads.
charge valve.
C. Position valve and align with mark made dur-
6. Installaccess.
ing removal. (Valve should point 180" from
pressure gauge to align discharge valve fitting
to discharge line.) Tighten swivel nut with a
strap wrench to a torque of approximately 75
foot-pounds.
26-20-02
Page 401
c COPYRIGHT, 1986 BY SABRELINER CORPORATION Aug 1/86
NA-69-420
MAINTENANCE MANUAL
REMOVAL AND INSTALLATION (Continued)
Installation (Cont’d) 5. Place yellow disk in position against lock ring and
install retaining ring.
3. Install container in airplane (refer to Replacement
of Agent Containers).
REPLACEMENT OF FIRE-EXTINGUISNIN(;
CARTRIDGES KIDDE BOTTLE
REPLACEMENT OF DIRECTION VALVE
INSTALLATION
Removal:
Removal:
i. Remove aecess2. (Refer to chapter 6, Figure 6-00-~ or
6-00-4.)
2. Disconnect electrical wires from valve. Take care that no electrical power is ap-
lines
plied at discharge valve terminal when
3. Disconnect engine fire-extinguisher discharge
valve is removedfrom agent container. The
from valve. Remove valve.
cartridge in the discharge valve contains a
4. Cap all open lines and cover electrical wire lugs. metal slug that isfired with lethal force.
Installation:
1. Position direction valve so that normally open port Do not attempt to remove fusible safety
connects to line from left engine pod. Connect engine outlet plugfrom agent container, Removal
fire-extinguisher discharge lines to direction valve,
officsible safety outlet plug cart cause in-
2. Connect electrical wires to direction valve, jur21 to personnel due to high pressure in
container
3. Perform system obstruction and purge check of
direction valve. 1. Remove fire extinguisher agent container (with
discharge valve). Refer to Replacement of Agent
4. Install access.
Containers.
REPLACEMENT OF FIRE-EXTINGUISHING 2. Note position of valve assembly and mark for re-
DISCHARGE INDICATOR DISKS installation in same position.
3. Usingastrapwrench, removedischarge valvefrom

NOTE
containerby loosening swivel nut on valve body.
The fire-extinguishing discharge indica- 4. Inspect interior of discharge valve for corrosion.
tor disks are notnormally removed. If the
thermal discharge indicator or the manual 5. Remove and safely disposeof old discharge cartridge.
discharge indicator has been removed it 6. Remove cartridge contact and inspect for corrosion.
usually indicates discharge of an agent Discard gasket.
container. The agent containers should be
checked and ifdepleted, replaced and the
Installation:
cause of the discharge corrected before the
indicator disk or disks are replaced. 1. Apply grease (Specification MIL-G-77116 or 994
Regal Starfak Premium 2, a Texaco product) to
Replacement of Thermal Discharge threads of new cartridge, and install gasket, contact,
Indicator Disk (Red) strainer, and new cartridge in discharge valve
assembly. Torque cartridge to 150-200 inch-pounds.
i. Place red disk in position in thermal discharge indi-
cator body.
2. Install retainingring.
Take care that no electrical power is ap-
plied at discharge valve terminal. The Far-
Replacement of Manual Discharge tridge contains a metal slug that is firc!d
Indicator Disk (Yellow)
with lethalforce.
i. Place O-ring packing in position in manual dis-
2~ Assemble discharge valve assembly to cont~tiner as
charge indicator body. follows:
2. Install piston against packing.
A. Check that O-ring packing and disk retainer
3. Place spring on stem of piston, arein place.
4. Depress spring and install washer. Hold in place

with lock ring.
26-20-02
Page 402
Aug 1/86 o COPYRIGHT, 1986 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
Installation (Cont’d)
B. Apply small amount of grease (Specification
MIL-G-7711A or 994 Regal Starfak Premium
2, a Texaco product) to container neck threads.
C. Position valve and align with mark made dur-
ing removal. Tighten swivel nut with a strap
wrench to a torque of 75 foot-pounds.
,7. Install agent container. Refer to Replacement of

Agent Containers.
REPLACEMENT OF FIRE-EXTINGUISHING
CARTRIDGES HTL INDUSTRIES INC.
BOTTLE INSTALLATION
To prevent possible injzcrll to personnel,

ensure that electrical power is applied
no
at cartridge electrical (positive) temzinal.
To prevent discharge of bottle, do not re-
move discharge valve securing nut.
Removal:
1. Remove access aft of main wheel wells. Refer to

chapter 6.
2. Remove positive ground electrical wires from

cartridge and immediately connect a shorting wire
between positive terminal and ground stud (to pre-
vent detonation by static electricity).
3. Remove lockwirefrom cartridge.

4. Using two wrenches tone to remove cartridge and
one discharge valve securing nut), remove
to hold
and safely dispose of old cartridge.
Installation:
i. Install O-ring seal (AN6290-5) on new cartridge;

then, using two wrenches tone to hold discharge
valve securing nut and one to install replacement car-
tridge) install cartridge and torque to 90-100 inch-
pounds. Safety wire cartridge to l~-inch hex nut.
IW!llllnlZI
To prevent possible discharge of bottle,

touch positive lead to airframe ground
before connecting to cartridge.
2. Remove shorting wire and connect positive ground
electrical leads to cartridge.
B. Check completed installation for security. Install

access door.
26-20-02
403
0 COPYRIGHT, 1986 BY SABRELINER CORPORATION Aug e~aP68/1
NA-69-420
MAINTENANCE MANUAL
PACKING IP/N 1971-0500)

(IDENTICAL TO APU PORTI
AGENT CONTAINER
ENGINE DISCHARGE VALVE I APU DISCHARGE VALVE
SWIVEL NUT
CARTRIDGE
HUT
GASKET
IPlW3lls5l WRSHER UACUEBCOY
’4~ NUT
CONTACT HER
INSULATOR
STRAINER
VALVE BOGY
STRAINER
CARTRIOBE GASKET
I IP/N 31185) (I INSULATOR
SWIVEL NUT
CONTACT
Fiffure 26-20-5 Fire-extinguishing Cartridge Kidde Bottle Installation
26-20-02
Page 404
NA-69-420
MOUNTING MAINTENANCE MANUAL
PLATES
(TYPICAL
4 PLACES)
PRESSURE
~Y
THERMAL I INDICATOR
OISCHAAGE
LINE
O
ENGINE
OISCHARGL
O APV
OISCHARGE
VALVE
VALVE
O ~J ~I C1
CARTBIBGE
FITTING CI
CARTRIDGE
ELECTRICAL CONNECTION O RING SEAL
(AN62OO-5)
TYPICAL SECTION THROUGH
AIRPLANES WITH APU
DISCHARGE OUTLET
MOUNTING
PLATES
[4 PLACES
TYPICA4
O THEAMAL
DISCHARGE
LINE
PRESSURE
INDICATOR
DISCHARGE
VALVE
GROUND
CARTRIBGE
STUD
CARTRIDGE ELECTRICAL
CONNECTION
O 00 NOT LOOSEN OR REMOVE THIS FITTING WITH
THE BOTTLE PRESSURIZEB.THE DISCHARGE VRLVE
AIRPLANES WITHOUT APU
MAY BE ROTATED WITHOUT LOOSENING THIS NUT.
30&2-54-15
Figure 26-20-6 Fire-extinguishing Cartridge HTL Industries Inc. Bottle Installation
26-20-02
Page 405/406 Blank)
0 COPYRIGHT, 1986 BY SABRELINER CORPORATION Aug 1/86 1
NA-69-420
MAINTENANCE MANUAL
MAINTENANCE PRACTICES ~Continued)
CHECK-OUT OF FIRE-EXTINGUISHING 9. Pull left FIRE PULL handle. Check the following:
SYSTEM
FUEL SHUT OFF FAIL indicator light momen-
Fire-extinguishing System Electrical Circuit tarily illuminates

Functional Test Fire Emergency Control Panel light illuminated
Extinguisher System Direction Valve open to left
NOTE
engine (indicator points to right engine)
LH engine bleed air valve indicator pin in (flush
Test lamp, GE PIN 1819 or Waiter Kidde with top of solenoid)
PIN (or equivalent) lamp is re- RH engine bleed air valve indicator pin out
quiredfor this procedure. The test lamp is
required to limit cartridge testing current NOTE
to 0.035 amperes. This prevents cartridge
Estingui~her system direction valve is
from firing.
normally open to left engine. ~alve does not
move when LHFIREPULL handle is palled
1. Remove the RH and LH engine bleed air valve access
Indicator on valve points to blocked engine.
doors in lower skins of engine pylons, and the
emergency bleed air valve pressure switch, direc-
10. Pull rightFIRE PULLhandle. Checkthefollowing:
tion valve and extinguisher container access doors
on the lower portion of the fuselage. Refer to chapter Left FIRE PULL automatically returns to its
6 for access panel location. normal position
FUEL SHUT OFF FAIL indicator light momen-
2. Disconnect electrical plug from emergency bleed air
valve pressure switch.
tarily illuminates
Fire Emergency Control Panel lighting illu-
minated
Extinguisher System Direction Valve open to
Ensure that disconnected lead from right engine (indicator points to left engine)
cartridge terminal does not touch car- Left engine bleed air valve indicator pin out
tridge stud or airframe. Right engine bleed air valve indicator pin in
11. Set CABIN AIR rotary switch at EMERG PRESS.

3. Disconnect positive electrical lead at discharge
Check for 0 (zero) VDC at pin B of emergency bleed
valve of each extinguisher agent container.
air valve overpressure switch electrical connector
4. Pull out the following circuit breakers: plug (P808)
I LH Ovhd Outbd
Go-Pilot’s Console
BOOST PUMP
BOOST PUMP
LH ENGINE
RH ENGINE
HYD PUMP CONT
External 28 VDC electrical power

LH FUEL
RH FUEL
IGN
IGN
ON.
BOOST
BOOST
12. Return right FIRE PULL handle
position. Check the following:
FUEL SHUT OFF FAIL indicator light
tarily illuminates
Fire Emergency Control Panel lighting
to its normal
momen-
out
Emergency bleed air valve overpressure switch
5. Push in the following circuit breakers: connector plug 28 VDC st pin B
LH Ovhd Outbd LH ENGINE MASTER
13. Set CABIN AIR rotary switch at OFF.
RH ENGINE MASTER
RH Ovhd Outbd ALL FIRE CONTROL 14. Connect test lamp leads between LH cartridge and
WARNING SYSTEMS circuit disconnected positive lead.
breakers
15. Pull left FIRE PULL handle. Momentarily set
6. Set LH ENGINE MASTER switch at ON. Check extinguisher selector switch to EXT NO 1. Test
for momentary illumination of FUEL SHUT OFF lamp should momentarily illuminate.
FAIL indicator light.
16. Pull right FIRE PULL handle. Momentarily set
7. Set RH ENGINE MASTER switch at ON. Check extinguisher selector switch to EXT NO 1. Test
for momentary illumination of FUEL SHUT OFF lamp should illuminate.
FAIL indicator light.
17. Set extinguisher selector switch at EXT NO 2.
8. Set CABIN AIR rotary switch at BOTH ENG. Check that test lamp goes out.
Check that indicator pin on solenoid of LH and RH
18. Disconnect test lamp leads from cartridge and
engine bleed air valve is out (protruding above top disconnected positive lead.
surface of solenoid approximately 1/32 inches).
19. Connect test lamp leads between RH cartridge and
disconnected positive lead.
26-20-03
Page 501
NA-69-420
MAINTENANCE MANUAL
CHECK-OUT OF FIRE-EXTINGUISHING 6. Apply 100 psi air pressure at thermal indicator disk
SYSTEM (Cont’d) port and check all connections of thermal discharge
line for leakage. No leakage is allowed.
20. Momentarily set extinguisher selector switch at
EXT NO 2. Test lamp should illuminate. 7. Shut off air supply and remove air source from port.
Reinstall thermal indicator disk (red).
21. Pull LH FIRE PULL handle. Momentarily set
extinguisher selector switch at EXT NO 2. Test 8. Disconnect manual discharge line at boss on main
lamp should momentarily illuminate. line just aft of the double check T fitting.
22. Return LH FIRE PULL handle to normal position. 9. Connect an air supply to the boss and increase air
23. Set LH and RH ENGINE MASTER switches at

psi. On S/N 370-2 thru -6, -8 and -9,
pressure to 10
check the eight discharge nozzles in left engine
OFF.
nacelle for airflow.
Push in the LH and RH ENGINE IGN g~ BOOST
la CONT, LH and RH FUEL-BOOST PUMP and

HYD PUMP CONT circuit breakers.
10. Apply electrical powertoairplane.
25. Electricalpower-- OFF. Make sure that electrical leads to both left
26. Disconnecttestlamp leads, and right discharge valves on the agent
containers are disconnected.
To prevent accidental firing due to stra~ 11. Pull out right FIRE PULL handle. Check the
voltage, momentarily short cartridge leads discharge nozzles in right engine nacelle for airflow.
toairplane structure before connecting to 12. Shut off airflow. Leave air line connected to boss.
cartridges. 13. On S/N 370-2 thru -6, -8 and -9, disconnect left and
27. Connect disconnected cartridge leads to LH and RH

right nacelle upper discharge line at union just aft of
nacelle canted station 90. This isthe union on the line
cartridges. which connects to the Y for the nozzles. Cap or plug
28. Connect and safety emergency bleed air valve both union fittings. On S/N 370-1, -7 and 380-1 and
overpressure switch electrical connector plug subs, remove left and right engine disconnect flex
(P808). line at engine and plug flex line.
29. On airplanes equipped with APU, refer to chapter 14. Increase air pressure to 100 psi.
49 for electrical circuit functional test.
15. Push in right FIRE PULL handle to pressurize lines
30. Install and/or close access panels. in both nacelles. Check that there are no air leaks in
any ducting or connections.
Fire-extinguishing System Obstruction and Purge
Check
The following checks must be made to ensure that lines, NOTE

fittings, and valves are unobstructed, and that com- Slight air leakage at the swivelfittings on
ponents are installed correctly and operate prop- the HTL fire bottles are acceptable. Air
erly. leakage on the Kidde bottles can be
1. Disconnect electrical leads to system discharge corrected by re-torquing the swivel nut.
valves at agent containers.
16. Shut off air pressure. Remove caps or plugs from
2. Disconnect thermal discharge line at right and left unions and reconnect discharge lines.
agent container connectors.
17. Disconnect air line from manual discharge line boss
3. Remove thermal indicator disk (red) and apply 10
and connect to manual discharge line.
psi air pressure at disk port.
18. Remove yellow indicator disk from discharge in-
4. Check for airflow at disconnected ends of thermal dicator and increase air pressure to 100 psi. Check
discharge lines at right and left containers. that manual discharge indicator piston extends
about 5/32 inch.
NOTE
19. Shut off air pressure and disconnect air line.
Airflow indicates that the lines are un-
obstructed. 20. Reconnect manual discharge to boss and reinstall

yellow disk in indicator.
5. Shut off air pressure supply, reconnect thermal 21. Position all electrical switches to OFF and discon-
discharge lines to agent containers, and torque nect external DC electrical power.
fittings.
26-20-03
Page 502
NA-69-420
MAINTENANCE MANUAL
INSPECTION OF FIRE-EXTINGUISHING INSPECTION OF FIRE-EXTINGUISHING

SYSTEM DOUBLE CHECK’UT’ VALVE SYSTEM DIRECTION VALVE
To inspect the double check "T" valve, proceed as To inspect the direction valve, proceed as follows:
follows: 1. Remove access door 3.
1. Remove access panel 45. 2. Remove direction valve.
2. Remove double check "T" valve from airplane. 3. Remove pins from position indicators and re-
3. Unscrew check valve assembly from valve body. move indicators. (See Figure 26-20-4.)
(See Figure 26-20-3.) 4. Remove washers and packings from shaft; then
4. Remove O-ring packing and discard. remove nut.
5. Remove groove pin holding valve assembly to- 5. Remove packing from nut and discard.
gether. (Pin passes through the O-ring groove 6. Remove shaft from valve body.
in the cap.)
7. Remove cap and discard packing.
6. Remove spring from swivel pin and remove
8. Invert valve 90 that solenoid is down and remove
swivel pin and washer from disc.
solenoid assembly, washer, and packing.
7. Wash all parts thoroughly in dry cleaning sol-
9. Remove flapper assembly from valve body.
vent, P-D-680 or equivalent.
10. Remove spring and spacer from valve body.
8. Inspect both faces of disc for scratches or corro-
sion. Check that spring is not corroded, de- 11. If necessary, remove cotter pin and clevis pin
formed, stretched, or broken. Check all threads and disassemble flapper assembly.
for burrs and checkinternal seating surfaces for 12. Clean all parts except solenoid assembly in dry-
wear and corrosion. cleaning solvent and dry thoroughly with a
clean lint-free rag or dry compressed air. Wipe
NOTE off solenoid assembly with a clean cloth moist-
Any damage, cracks, pits, corrosion, or ened with solvent.
abnormal wear necessitates replacement of 13. Inspect all parts for wear, damage and corro-
the valve assembly, PmN 966301. sion.
9. Place in cap and insert groove pin into

spring 14´• Inspectvalvebody forcracks and burredthreads.
cap so that it passes through the spring loop. 15. Inspect flapper faces for scratches and pits.
Drive groove pin in until it is flush with the
bottom of the O-ring groove. NOTE
10. Place washer swivel pin; then insert swivel
over Any damage, cracks, pits, corrosion, or
pin up through the disc and hook end of swivel abnormal wear necessitates replacement of
pin on to spring in valve cap. Check that disc the valve assembly, P/1V 502000
assembly properly in cap.
seats
11. Lubricate new O-ring, P/N MS28775-219, with 16´• Check that solenoid plunger moves freely and is
MIL-G-4343B grease and carefully install pack- spring loaded out.
ing in groove on check valve assembly. 17. Check that spring in flapper arm has a free
12. Apply an compound, Fel-Pro C-5 or
anti-seize length of about 0.257 inch.
equivalent, sparingly to cap threads. 18. Check that included angle formed by the ends of
13. Screw check valve assembly into valve body and the position indicator shaft spring is 32 (~2)
torque to 75 foot-pounds. degrees.
14. Install check valve in airplane.
NOTE
15. Close access panel. No lubricant is to be used in assembly.
19. Assemble flapper assembly as required, and

install spring in flapper arm recess.
26-20-04
Page 601
0 COPYRIGHT, 1992 BY SABRELINER CQRPORATION Oct 8/92
NA-69-420
MAINTENANCE MANUAL
INSPECTION OF FIRE-EXr~NGUISHING
SYSTEM DIRECTION VALVE (Cont’d)
20. Install solenoid and washer, with new packing,
into valve body. Use same number of washers
(P/N 502620) as were removed in step 8 (none, 1
~or 2). Torque solenoid to 100 inch-pounds. Final
position of terminal block on solenoid should be
not more than 30’ clockwise or 90" counter-
clockwise from centerline of outlet opposite cap
(looking down, solenoid above outlet).
21. Install fiapper assembly in valve body so that
ear on flapper arm engages notch in solenoid
plunger.
22. Insert shaft part way into valve body and through
flapper arm.
23. Install spacer and spring inside valve body and
slide over end of shaft. Place tang of spring over
notched side of flapper arm to hold flapper
against normally closed port.
24. Completely insert shaft through valve body so
that shaft engages flapper arm and position
indicator pin holes in shaft are properly posi-
tioned.
25. Install nut with new packing over indicator
shaft; then install new packings, washers and
indicators.
26. Install cap with new packing and safety to valve
body with lockwire.
27. Apply 24 VDC to solenoid terminals and check
that valve operates properly.
28. Install valve in airplane.
29. Close access panel.
26-20-04
I Page 602
Oct 8/92 Q COPYRIGHT, 1992 BY SABRELINER CORPORATION
NA-g9-420
MAINTENANCE MANUAL
tlP
SPRING
DISC (CHECK VALVE)
Sw(vEL PIN wnSHER
SW(VEL PIN
O RINCPACKINC
VALVE EDDY
CS~
Figure 28-20-3 Double Check ’Vln’ Valve Assembly
26-20-04
Page 603/604 Blank
NA-69-420
MAINTENANCE MANUAL
1i,l
o
13
´•;:j~ B t ,o
20
15
~1 z1
9----~e
I )~--17
1. CAP 7. NUT 14. PACKING 21. SPRING

(A5113-23-016)* (502604)
2. PACKING 8. PACKING
(AS113-23-131)* (ASllS-23-010)* 15. SPRING 22. FLAPPER
(502607)
s. PIN(3/64-DIAX 9. SHAFT 23. BODY
l/kINCH MINIA- 16. SPACER
10. DECAL
TURE SPIRAL PIN)
17. COTTERPIN
(2 each) (047-0260MCP)´• 11. DECAL
18. WASHER
4. INDICATOR 12. SOLENOID ASSY
(502608-1) 19. PIN
5. WASHER
13. WASHER 20. ARM
6. PACKING
(502620)*
(AS113-23-006
2 each)*
May be procuredfrom:
Hydraulic Research Textron or Sabreliner Corporation

10446 Glenoaks Blvd., 8849 Seeger Industrial Drive
Pacoima, CA 91331 St. Louis, MO 65134-1088
Phone: (818)890-9247 Phone: (814)637-3660
Figure 26-20-04 Fire Extinguisher System Direction Valve
26-20-04
Page 605/606 Blank
’b COPYRIGHT, 1991 BY SABRELINER CORPORATION Jul 1/91
CHAPTER
FLIGHT
CONTROLS
NA-69-420
MAINTENANCE MANUAL
CHAPTER 27
FLIGHT CONTROLS
TABLE OF CONTENTS

Flight Controls 27-00-00
Description
General..................................................................................... 1
Flight Control Trim System
Trouble Shooting. 27-00-01.,.,..
Servicing Flight Control Systems 201
Servicing Flight Control Trim Systems 201
Cable Tension Variation With Temperature 201
Locating Wing Reference Plane 201
Installing Rudder, Elevator, and Aileron Hinge Pins 201
Nose Wheel Steering, Flight Control Trim, and Interphone-Microphone
Switches Replacement
Operational Check of Flight Control Trim Systems S/N 380-1 thru -43
Before S/B 75-22, S/N 370-1 and Subs 208
Operational Check of Flight Control Trim Systems S/N 380-1 thru -43
After S/B 75-22 and S/N 380-44 and Subs 211
Operational Check of Trim Disconnect Systems S/N 370-1 and Subs, and
S/N 380-1 and Subs After S/B 74-6 215
Stabilizers
Aileron and Tab 27-10-00

Aileron Control System
Aileron Trim System
Aileron Replacement
Aileron Hinge Pin Replacement 201
Aileron Trim Tab Replacement 202
Aileron Trim Actuator Replacement 202
Aileron Control System Rigging 202
Aileron Trim System Rigging
Icex Application
Aileron Cable Inspection
Aileron Cable Removal and Replacement 215
Control Wheel Removal and Installation 215
Operational Checkout of Aileron Control System 27-10-03 601
Checking Aileron Control System Friction Forces 601
Checking Aileron Trim Systems Airplanes S/N 380-1 thru -43
Not Changed by S/B 75-22 and Airplanes S/N 370-1 and Subs 602
Checking Aileron Trim System Airplanes S/N 380-1 thru -43
Changed by S/B 75-22 and S/N 380-44 and Subs 603
Inspect Sonic Doublers Ailerons 605
27-CONTEFlTS
Page 1
0 COPYRIGHT, 1990 BY SABRELINER CORPORATION Jun22/90
NA-69-420
MAINTENANCE MANUAL

Rudder and Tab. 27-20-00

Rudder Control System 1
Rudder Trim System 1
Trouble Shooting. 27-20-01........
Servicing Rudder Control and Rudder Trim Systems 301
Removing Rudder 27-20-03...........
Installing Rudder
Removing Rudder Control Pilot Force Bungee 403
Installing Rudder Control Pilot Force Bungee 403
Removing Rudder Trim Tab
Installing Rudder Trim Tab 403
Removing Rudder Trim Actuator 410
Installing Rudder Trim Actuator 410
Rigging Rudder Control System 410
Rigging Rudder Trim System
Rudder Control Cable Removal
Rudder Control Cable Installation and Tension Check 410
Checking Rudder Control System 27-20-04 601
Checking Rudder Trim System 601
Elevator Control System 27-30-00

General. . . . . . . . . . . . . . . . . ´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´• 1
Elevators 1
Elevator Control Bobweight Balance Bungee 1
Elevator Control Bias Bungee
Removing Elevators
Installing Elevators 401
Removing Elevator Hinge Pin 401
Installing Elevator Hinge Pin
Removing Elevator Control Bobweiffht Balance Bungee 402
Installing Elevator Control Bobweight Balance Bungee 402
Removing Elevator Control Bias Bungee 402
Installing Elevator Control Bias Bungee 403
Rigging Elevator Control System 403
Repair and Replacement of Elevator Universal Joint Hinge Support 403
Checking Elevator Control System 27-30-03 601
Checking Elevator Control System Friction Forces 601
Checking Elevator Control Bobweight Balance Bungee 602
Checking Elevator Control Bias Bungee 602
Checking Elevator Universal Joint Fittings Free Play 602
Inspect Elevator Honeycomb Trailing Edge S/B 48, AD 80-08-07 609
Horizontal Stabilizer Control 27-40-00

Horizontal Stabilizer 1
Horizontal Stabilizer Trim System 1
Horizontal Stabilizer Trim Position Indicator 1
Horizontal Stabilizer Trim Actuators 1
Horizontal Stabilizer Trim Position Transmitter 2
P~-CONTENTS
I Page
Jun 22/90
2
NA-69-420
MAINTENANCE MANUAL

Horizontal Stabilizer Control(Cont’d) 27-40-02
Removing Horizontal Stabilizer Panel 401
Installing Horizontal Stabilizer 401
Installing and Adjusting Horizontal Stabilizer Center Section Beam Attach Bolts 401
Horizontal Stabilizer Wear and Rebushing Data 401
Removing Horizontal Stabilizer Trim Actuators 401
Installing Horizontal Stabilizer Trim Actuators 402
Removing Horizontal Stabilizer Trim Position Transmitter 402
Installing Horizontal Stabilizer Trim Position Transmitter 402
Rigging Horizontal Stabilizer Trim System 402
Replacement of Horizontal Stabilizer Rotary Flex Drive 402
Checking Horizontal Stabilizer Trim System 601
Horizontal Stabilizer Inspection Check 602
Flaps......................................................................, 27-50-00

Wing Flaps
Wing Flap Actuators
Wing Flap Position Transmitter 2
Wing Flap Position Indicator
Wing Flap Switch
Flap Travel Monitor Switch
Trouble Shooting, 27-50-01....,.,,
Servicing Wing Flaps
Removing Wing Flaps 27-50-03 401
Installing Wing Flaps
Removing Wing Flap Actuators 402
Installing Wing Flap Actuators 402
Removing Wing Flap Position Transmitter 403
Installing Wing Flap Position Transmitter 403
Adjusting Wing Flaps
Checking Wing Flap Actuator Jackshaft End Play 403
Removing Outboard Wing Flap Track 404
Installing Outboard Wing Flap Track 404
Removing Inboard Wing Flap Track 404
Installing Inboard Wing Flap Track 404A
Replacement of Wing Flap Interconnect Coupling 404A
Replacement of Flap Rotary Flex Drive 410
Flap Track Roller Lubrication
Checking Wing Flap System 27-60-04 601
Inspect Sonic Doublers Flaps 603
Speed Brake System 27-60-00

General..................................................................................... 1
Speed Brake Actuating Cylinders 1
Speed Brake Indicating System 2
Speed Brake Control Valve
Speed Brake Dump Valve
Speed Brake Monitor Relays
Restrictors 3
P7-CONTENTS
Page 3
NA-69-420
MAINTENANCE MANUAL

Speed Brake System(Cont’d) 27-60-02
Servicing Speed Brake System
Adjusting Speed Brake Throttle Actuated Switches 301
Removing Speed Brake 27-60-03
Installing Speed Brake t
Removing Speed Brake Actuating Cylinders 401

Installing Speed Brake Actuating Cylinders 403
Removing Speed Brake Limit Switch............’ 404
Installing Speed Brake Limit Switch 404
Adjusting Speed Brake and Actuating Cylinders 27-60-04 501
Adjusting Speed Brake Limit Switch 501
Operational Checkout of Speed Brake 27-60-06 601
Inspect Speed Brake Inner Skin and Doubler 603
Gust Lock

Gust Lock System
Trouble Shooting, 27-70-01,,,,,
Rigging Gust Lock System
Checking Gust Lock System
P7-CONTENTS
Page 4
NA-69-420
MAINTENANCE MANUAL
CHAPTER 27
FLIGHT CONTROLS

27-00-00 27-00-1 Flight Control Trim System S/N 370-1 Thru -9 and
380-1 Thru -43 Before S/B 75-22 6
27-00-2 Flight Control Trim System S/N 380-1 Thru -43
After S/B 75-22 and S/N 380-44 and Subs 8
27-00-02 201 Cable Tension Variation With Temperature Before SOK 34.,,,.,,,,,,, 202
201A Cable Tension Variation With Temperature S/N 370-1 and -7,
S/N 350-1 and Subs After SOK 34 203
202 Locating Wing Reference Plane 205
203 Installing Rudder, Elevator, and Aileron Hinge Pins 206
204 Replacing Control Wheel Switches 207
27-10-00 27-10-1 Aileron Control System 4

27-10-2 Aileron Trim System 5
201 Aileron Installation 204

202 Aileron Trim Tab Installation 206
203 Aileron Trim Actuator Installation 208
204 Rigging Aileron Control System 209
205 Rigging Aileron Trim System 212
206 Aileron Cable Inspection
27-10-601 Inspect Sonic Doublers Aiierons
27-20-00 27-20-1 Rudder Control System 4

27-20-2 Rudder Trim System 5
27-20-03 27-20-401 Installing Rudder 402

27-20-402 Installing Rudder Trim Tab 404
27-20-403 Rigging Rudder Control System 405
27-20-404 Rigging Rudder Trim System 408
27-30-00 27-30-1 Elevator Control System 3
27-30-02 27-30-401 Installing Elevators 404

27-30-402 Installing Elevator Control Bobweight Balance Bungee 405
27-30-403 Installing Elevator Control Bias Bungee 406
27-30-404 Rigging Elevator Control System 407
27-30-405 Elevator Universal Joint Hinge Support 413
27-30-03 27-30-601 Checking Elevator Control Bobweight Balance Bungee 604

27-30-602 Checking Elevator Control Bias Bungee 605
27-30-603 Elevator Universal Joint Compound Indentification 606
27-40-00 27-40-1 Horizontal Stabilizer Trim System 3
27-ILLUS.
Page 1
NA-69-420
MAINTENANCE MANUAL
LIST OF ILLUSTRATIONS (Continued)

27-40-02 27-40-401 Installing Horizontal Stabilizer 403
27-40-402 Horizontal Stabilizer Center Section Beam Attach
BoltInstallation 404
27-40-403 Installing Horizontal Stabilizer Trim Actuators 405
27-40-404 Installing Horizontal Stabilizer Trim Position Transmitter 406
27-40-405 Rigging Horizontal Stabilizer Trim System 407
27-40-406 Horizontal Stabilizer Rotary Flex Drive Free End Play 411
27-50-00 27-50-1 Wing Flap System Schematic Three Position Flap 3
27-50-03 27-50-401 Installing and Adjusting Wing Flaps 405

27-50-402 Test Jig for Checking Actuator Jackshaft End Play 409
27-50-403 Removing and Installing Wing Flap Tracks 411
27-50-404 Flap Track Roller Lubrication 413
27-50-601 Inspect Sonic Doublers Flaps 604
27-60-00 27-60-1 Speed Brake System Schematic 5
27-60-03 27-60-401 Installing Speed Brake 402

27-60-402 Adjusting Speed Brake Panel Actuating Cylinders 405
27-60-601 Inspect Speed Brake Inner Skin and Doubler 604
27-70-00 27-70-1 Gust Lock System 2
27-70-02 27-70-201 Rigging Gust Lock System 202
27-ILLUS
Page 2
Jun22/90 o COPYRIGHT, 1990 BY SABRELINER CORPORATION
NA-69-~20
hIXINTENASCE
C
27
FLIGHT COI~TROLS
LIST OF TABLES
Section Table No. Title Page
27-30-3 601 Universal Joint Dimensions and Tolerances 607
2$-00-02 201 Operational Check of Flight Control Trim Systems S/N 380-1 Thru -13
Before S/B 75-22 and S/B 370-1 and Subs 208
202 Operational Check of Flight Control Trim Systems S/~u’ 350-1 Thrv -43
Before S/B 75-22 and S/N 380-44 and Subs 211
203 Operational Check of Trim Control Systems S/N 3?C-! and Subs
and S/N 380-1 and Subs 215
27-TWBLES
Pane ~;3 Blank
a COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL J:ar 15/83
NA-69-420
ICIAI[NTENANCE MANUAC
CHAPTER 27
FLIG~HT CONTROLS
Chapter/ Chapter/
27-L.E.P. 1 Nov 12/93 27-10-00 (Cont’d) 3 Oct 3/77

2 Apr 4/92 4 Mar 1/70
3/4 Apr 4/92 5 Jun 30/76
27-CONTENTS 1 Jun 22/90 201 Mar 15/83
2 Jun 12/89 202 Mar 15/83
3 Jun 22/90 203 Mar 15/83
4 Jun 22/90 204 Mar 15/83
205 Mar 15/83
27-ILLUS. 1 Jun 22/90
206 Mar 15/83
2 Jun 22/90
207 Mar 15/83
27-TABLES 1/2 Mar 15/83 208 Mar 15/83
27-00-00 1 Mar V70 209 Mar 15/83
2 Jun 30/76 210 Mar 15/83
3 Jun 30/76 211 Mar 15/83
3A Jun 30/76 212 Mar 15/83
3B Jun 30/76 213 Mar 15/83
4 Jun 30/76 214 Mar 15/83
5 Jun 30/76 215 Nov 12/93
6 Mar 15/83 216 Mar 15/83
7 Mar 15/83 27-10-01 101 Mar 1/70
8 Mar 15/83 102 Mar 1/70
9 Mar 15183 103 Jun 30/76
10 Mar 15/83 104 Jun 30/76
27-00-01 101 Mar 1/70 27-10-03 601 Mar u70
102 Mar 1/70 602 Jun 30/76
27-00-02 201 Jun 12/89 603 Jun 30/76
202 Jun 12/89 604 Jun 30/76
203 Mar 15/83 605 Jun 22/90
204 Mar 15/83 606 Jun 22/90
205 Mar 15/83 27-20-00 1 Mar y70
206 Mar 15/83 2 Aug 6/71
207 Mar 15/83 3 Jun 12/89
208 Mar 15/83 4 Jun 12/89
209 Mar 15/83 5 Jul 6/73
210 Mar 15/83 27-20-01 101 Mar 1/70
211 Mar 15/83
102 Mar 1/70
212 Mar 15/83
103 Mar 1/70
213 Mar 15/83
104 Mar V70
214 Mar 15/83
215 Mar 15/83 27-20-02 301 Mar 1/70
216 Mar 15/83
27-10-00 1 Mar 1/70
2 Jun 30/76
Ine as~erisk indicates pages revised, added, or deleted by the current revision.
27-L.E.P.
Page 1
Q COPYRIGHT, 1993 BY SABRELINER CORPORATION
Nov 12/93
NA-69-420
MAINTENANCE MANUAL
Chapter/ Chapter/
27-20-03 401 Jun 30/76 27-40-02 401 Mar 1/70

402 Mar 1/70 402 Jun 30~76
403 Jun 30/76 403 Jul 6/73
404 Mar 1/70 404 Jun 30/76
405 Jun 12/89 405 Jul 6/73
406 Jun 12/89 406 Mar 1/70
407 Jun 30/76 407 Jun 19/8’1
408 Mar 1/70 408 Jun 19/81
409 Jun 12/89 409 Jun 19/81
410 Jun 12/89 410 Jun 19/81
411 Jul 24/81
27-20-04 601 Mar 1/70
602 Jun 30/76 27-401)3 601 Jun 12/89
603/604 Jun 12/89 602 Jun 12/89
2750-00 1 Mar V70 27-60-00 1 Jun 28/74

2 Mar 1/70 2 Jun 28/74
3 Mar 1/70 3 Jun 30/76
2750-01 101 Jun 28/74 27-50-01 101 Mar 1/70

102 Mar 1/70 102 Jun 28/74
103 Mar 1/70 301 Oct 3/77
27-50-02
27-30-02 401 Jun 30/76 401 Mar 1/70
27-50-03
402 Mar 1/70 402 Mar 1/70´•
403 Aug 6/71 403 Jul 6/73
403A Jul 1/91 404 Jun 30/76
403B Jul 1/91 Mar 15/83
404A/404B
404 Aug 1/86 405 Jul 6/73
405 Aug 6~71 406 Jul 6/73
406 Mar 1/70 407 Jul 1/91
407 Jun 19/81 408 Aug 1/86
408 Jun 39/81 409 Ju1~73
409 Aug 1/86 410 Jul 6/73
410 Aug 1/86 411 Jun 30/76
411 Aug 1/86 412 Oct 3/11
412 Jan 19/90 413 Oct 3/77
412A/412B Jul 1/91
413/414 Aug 1/86 27-50-04 601 Mar 1/70
602 Jun 28/74
27-30-03 601 Jun 30/76 603 Jun 22/90
602 Jul 6/73 604 Jun 22/90
603 Mar 1/70
604 Mar 1/70 27-60-00 1 Jul 6/73
605 Mar 1/70 2 Jul 6/73
606 Mar 1/70 3/4 Mar 1/70
607/608 Mar 15/83 5 May 15/81
609/610 Jun 12/89 101 Mar 1/70
27-60-01
27-40-00 1 Jun 28/74 102 Mar 1/70
2 Aug 6/11 27-60-02 301 Jul 6/73
3 Jun 28/74
27-40-01 101 Aug 1/86

102 Aug 1/86
27-L.E.P.
Page 2
Apr 4/92 a COPYRIGHT,´• 1992 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
Chapter/
Section Page Date
27-60-03 401 Mar 1/70

402 Mar 1/70
403 Jun 30/76
403A Jun30/76
403B Jun 30/76
404 Jun 30/76
405 Jun 30/76
27-60-04 501 Jun 30/76

502 Jun 30/76
27-60-05 601 Mar 1/70

602 Mar 1/70
603’ Apr 4/92
60´•4 Jun 22/90
27-70-00 1 Mar 1/70
2 Mar 1/70
27-70-01 101 Mar 1/70
27-70-02 201 Mar 1/70

202 Jun 28/74
203 Jun 28/74
27-L.E.P.
Page 3/4 Blank
o COPYRIGHT, 1992 BY SABRELINER CORPORATION Apr 4/92
SA B R E LI N E R
MAINTENANCE MANUAL
FLIG~T CONTROLS DESCRIPTION
i. General
The flight control systems include an aileron control system, a rudder con-
trol system, an elevator control system, and a gust lock system. The con-
trol systems are of the conventional mechanical type incorporating elec-
trically operated trim systems. No boost systems are used on this airplane.
The aileron control system consists of two interconnected control wheels in

the cockpit, mechanically linked by push rods, bell cranks, cables, and
cable sectors to two aerodynamically balanced ailerons. The ailerons are
hinged to the outboard trailing edges or both wings, with a trim tab on the
left aileron only. Both ailerons are operated, at the same time and in
opposite directions, to provide lateral (roll) control of the airplane.
The rudder control system consists of two pairs of interconnected rudder

pedals in the cockpit and a centering bungee mechanically linked by push
rods, bell cranks, and cables to an aerodynamically balanced rudder. The
rudder, with a trim tab at its trailing edge, is hinged to the trailing edge
of the vertical stabilizer to provide directional (yaw) control of the air-
plane.
The elevator control system consists or two interconnected forward and aft
moving control columns in the cockpit and a bobweight mechanically linked by
push rods, bell cranks, and cables to aerodynamically balanced elevators.
The elevators are hinged to the trailing edge of the horizontal stabilizer,
to provide longitudinal (pitch) control of the airplane. A spring-type bias
bungee is incorporated to establish a no-load center position for the
elevator controls by interconnecting the elevators and horizontal stabilizer.
This no-load position varies automatically with stabilizer trim position.
The complete elevator control system is balanced by a bobweight balance
bungee.
The gust lock system provides a means of mechanically locking the aileron
control system, rudder control system, and elevator control system in their
near-neutral positions while the airplane is on the ground. The gust lock
system is mechanically operated by a handle on the left side of the pilot’s
control pedestal. Both throttle levers must be retarded before the ~ust lock
can be
engaged. With the lock engaged, the throttles cannot be advanced
beyond the idle range, thereby preventing high power settings with the flight
controls locked.
2. Flight Control Trim System (See figure 27-00-1.)
The flight control trim systems

electrically operated and consist of an
are
aileron trim system, a rudder trim

system, and a horizontal stabilizer trim
system. The trim systems are provided with a normal trim circuit and an
alternate trim circuit, both receiving power from the 28-volt de essential
bus. Normal trimming of the airplane for a required flight attitude is
controlled by trim switches, accessible to the pilot and copilot. An
Mar 1/70 27-00-0

Rage 1
SABRE LINER
MAINTENANCE MANUAL
alternate trim system, operated by switches on the pilot’s side of the cock-
pit is for case or a normal trim system railure.~
use in The normal and
alternate trim switches control electrical actuators which operate an aileron
trim tab, a rudder trim tab, and the horizontal stabilizer. A trim arming
switch is provided in each normal trim switch on the control wheels. The
trim arming pressed in to allow normal trim of the ailerons
switch must be
and horizontal on airplanes NA-380-1 through -43 not changed by
stabilizer
Service Bulletin 75-22 and airplanes NA-370-1 and later. On airplanes
NA-380-44 and later and airplanes NA-380-1 through -43 changed by Service
Bulletin 75-22, the trim arming switches are moved simultaneously for normal
horizontal and aileron trim.
The aileron trim system is operated by

a trim switch on the outboard grip of
either control wheel

airplanes NA-380-1
on through -43 not changed by Ser-
vice Bulletin 75-22. On airplanes changed by Service Bulletin 75-22 or
airplanes NA-380-44 and later, the normal aileron trim system is operated
by trim arm switches on the center pedestal. The switches are moved sim~-
taneously for aileron trim. The trim switch controls an electromechanical
aileron trim actuator mounted in the left aileron. The actuator mechanically
operates the trim tab, hinged to the aileron trailing edge. The rudder trim
system is operated by a trim switch on the aft race or the center pedestal.
The trim switch controls an electromechanical rudder trim actuator mounted
in the rudder. The actuator mechanically operates the trim tab, hinged to
the rudder trailing edge. stabilizer trim system is
The horizontal oper-
ated by a trim switch on the outboard grip or either control wheel. The
trim switch controls two electromechanical actuators interconnected by a
flexible shaft which ensures synchronized actuator travel. The actuators

mechanically position the horizontal stabilizer leading edge. The actuators
operate the stabilizer at two speeds: low speed when the landing gear is
up, and high speed when the main landing gear is down and locked. On
NA-38O-38 and later airplanes an audible warning horn will sound whenever
the horizontal stabilizer trim actuators are energized. The stabilizer and
elevators are interconnected through the bias bungee. Movement of the
stabilizer repositions the elevators in a no-load position through the bias
bungee.
The trim systems are provided with

position indicating system con-
a trim
sisting of three trim and three trim position indi-
position transmitters
cators. Each system mechanically operates a potentiometer-type transmitter.
Each transmitter electrically operates a potentiometer-type indicator. All
three indicators are grouped together on the copilot’s inboard instrument
panel.
A. Trim Selector Switch
A trim selector switch, on the alternate trim control

positive-lock
panel, powered by the de essential bus.
is The switch has three posi-
tions: NORMAL, ALTERNATE, and OFF. When the switch is in the NORMAL
position, longitudinal and lateral trim are controlled by the normal
trim switches on the control wheels, and directional trim is controlled
by the normal rudder trim switch on the center pedestal. With the trim
selector switch in the ALTERNATE position, all trim is controlled by the
alternate trim switches on the alternate trim control panel. With the
switch in OFF position, both trim systems are inoperative.
27-00-0 Jun 30/76

Page 2
SABRE LINER
MAINTENANCE MANUAL
I B_ Normal Trim Switches (AirpLanes NA-380-1 through -43 not changed by

Service Bulletin 75-22 and airplanes NA-370-1 and Later)
Normal trim or the horizontal stabilizer or of the aileron tab is pro-

vided through a five-position switch on the aft face of each control
wheel outboard grip. Switch positions are L WG DN (left wing down),
NOSE DN, R WG DN (right wing down), and NOSE UP. When the switch is
released, it automatically returns to the OFF (center) position and
trim action stops. Normal trim or the rudder is provided through a
three-position switch on the aft race of the center pedestal below the
throttles. Holding the rudder trim switch to R (right) trims the nose
of the airplane to the right; holding it to L (left) trims the nose
left. When the switch is released, it automatically returns to the OFF
(center) position and trim action stops. The normal trim switches are
powered by the de essential bus.
B1. Normal Trim Switches (Airplanes NA-380-44 and Later and airplanes
NA-38O-1 through -43 changed by Service Bulletin 75-22)
Normal trim or the horizontal stabilizer is provided through two adja-

cent switches (arm and trim) og the art face or each control wheel
outboard grip. When the switches are released, they automatically re-
turn to off (center) and the trim action stops. The normal trim of
the ailerons is provided through two adjacent switches (arm and trim)
located on the center pedestal. Switch positions are LEFT WING DOWN
and RIGHT WING DOWN. When the switches are released they automatically
return to off (center) and the trim action stops. Normal trim or the
rudder is provided through a three-position switch on the aft face or
the center pedestal below the throttles. Holding the rudder trim
switch to RIGHT trims the nose of the airplane to the right; holding it
to LEFT trims the nose left. When the switch is released, it automati-
cally returns to the (center) position and trim action stops. The
normal trim switches are powered by the de essential bus.
C. Alternate Trim Switches
The alternate trim switches are to be used in case or a normal trim
system failure. When the trim selector switch is positioned at ALTER-

NATE, the ailerons and horizontal stabilizer are trimmed through the
five-position switch on the alternate trim control panel. Holding the
alternate trim switch to either Z;EFT WING DOWN or RIGI~P WING DOWN causes
the corresponding wing to be trimmed down. Holding the alternate trim
switch forward to NOSE DOWN trims the airplane nose down; holding it aft´•
to NOSE UP trims the nose up. switch is released, it auto-
When the
matically returns to the OFF (center)
position and trim action stops.
Alternate trim of the rudder is provided through a three-position switch
on the alternate switch control panel. Holding the trim switch at RIGIFT
trims the nose of the airplane to the right; holding it at ~FT trims
the nose left. When the switch is released, it automatically returns to
the OFF (center) position and trim action stops. The alternate trim
switches are powered by the do essential bus.
Jun 30/7~ 27-00-0

Page 3
SABRE LINER
MAINTENANCE MANUAL
I Trim Arming Switches (Airplanes NA-380-1 through -43 not changed by

Service Bulletin 75-22 and airplanes NA-370-1 and Later)
A trim arming switch is in the center or the normal trim switch on each
control wheel. These switches provide an automatic trim disconnect any
time the switch is not depressed, to prevent trim runaway. When the
switch is released, no power is available to the normal trim system for
the ailerons and horizontal stabilizer. To operate trim, the trim arm-
ing switch must first be depressed to connect electrical power through
the normal trim switch. Rudder trim operation and alternate trim oper-
ation are not affected by the trim arming switches.
D1. Trim Arming Switches (Airplanes ’NA-380-44 and Later and airplanes NA-
380-1 through -43 changed by Service Bulletin 75-22)
A horizontal stabilizer arming switch is the outboard switch on the
pilot’s control wheel and the inboard switch on the copilot’s control
wheel, and the aileron arming switch is the forward AILERON TRIM switch
on the pedestal (see figure 27-10-2).
center These switches provide a
trim disconnect any time the switch is not actuated, to prevent trim
runaway. To operate trim, the arming and trim switches are actuated
simultaneously to connect electrical power through the normal trim
switch. Rudder trim operation and alternate trim operation are not
affected by the trim arming switches.
E. Trim E~ergency Disconnect and Audible Warning Horn Systems
On NA-370-1 and Later and NA-380-1

airplanes changed by Ser-
and Later
vice Bulletin 74-6, a system is installed to simultan-
trim disconnect
eously disconnect the stabilizer, aileron and rudder trim system when-
ever the trim disconnect switch on the pilot’s and copilot’s control
wheel is depressed. The system consists or a trim disconnect indicator
light (installed on the copilot’s inboard instrument panel, two trim.
disconnect switches tone on each control wheel), relays and the nec-
essary electrical wiring to complete the system. The´• trim disconnect

indicator light is also provided with the necessary relays required
for the dimming function and master caution light operation (see
figure 27-00-1). Incorporation or Service Bulletin 74-7 (Airplanes
NA-380-1 through -37 changed by Service Bulletin 74-7 or airplanes
NA-380-38 and later) provides the flight crew with an audible warning
whenever the horizontal stabilizer actuators are energized. The audible
warning horn will sound whenever the horizontal stabilizers are trimmed
manually or trimmed by the auto pilot system. The audible warning
function is removed whenever the disconnect switch on the pilot’s or
copilot’s control wheel depressed (see figure 27-00-1).

is The follow-
ing paragraphs describe the operation or the trim disconnect system
with Service Bulletin 74-6 and 74-7 incorporated. With electrical power
applied to the airplane and the trim selector switch in normal or alter-
nate position, when the trim switch on the control wheel is actuated,
the selected trim actuator is energized. When the trim actuator is
cycling, depressing either trim disconnect switch routes 28 VDC elec-
trical power to the aileron and rudder disconnect relay ~K543) coil.
Relay K543 is then energized, routing electrical power to the RH and
27-00-0 Jun 30/76

Page 3A
SABRE LINER
MAINTENANCE MANUAL
LH stabilizer trim disconnect rela3rs (K541 and K542) which are then
energized, thus opening the ground control circuit to both stabilizer

actuators. relay K543 is energized, it removes the ground circuit
When
from the aileron and rudder trim actuators, applies power to the trim
disconnect indicator light and actuates the master caution light system.
Contacts 3 and 5 or relay K543 provide an electrical holding circuit to
keep relay K543 energized, which in turn disables the stabilizer, rudder
and aileron trim actuators and actuates the caution indicator light
system. The holding circuit may be removed by positioning the trim
selector switch at OFF. During normal trim system operation (trim
disconnect system de-energized) whenever the horizontal stabilizer trim
is actuated, an audible warning will sound to notify the flight crew
that the stabilizer is being trimmed manually or by the autopilot
system.
F. Separate Stabilizer and Aileron Dual Actuation Switches and a Positive

Normal System Horizontal Stabilizer Power Disconnect. (On airplanes
NA-380-1 through -43 changed by Service Bulletin 75-22 or airplanes
NA-380-44 and Later)
This change replaces the existing stabilizer and aileron trim switches
on both control wheels with a rocker type dual actuation stabilizer split
trim switch (see figure 27-00r2041, and adding a like switch on the center
pedestal for aileron trim (see figure 27-10-2). Each switch assembly
has adjacent switches
two (arm and trim), so they can be operated
simultaneously.
This change (see figure 2’1-00-2) adds two relays (K544, K545) to dis-
connect electrical power from the normal system nose up or nose down
relay contacts T1 and T3 on K538 and K540 relays, when the alternate
system is selected.
Jun 30/76 27-00-0

Page 313
NA~420
#I[AINTENANCE MANUAL
COPILOT’S TRIM
NOTES
NORMAL NOSE DN ARMING SWITCH z
09597 (tOPILOT’S TRIM SWITCH)

U
sOxS/NS101 I 3
ALTERNATE L WG DN R WG DN
SIE 74-7, and SIN 380-38 and stlbs NORM i
1 *j
47
O After S/B 74-6
TRIM SYS lil Il
6
6. NOSE UP
at 10
El Befme SIE 74-6
lA4, PILOT’S TRIM SW
WHEEL
PILOT’S TRIM
83 (CONTROL
B on SIN 370-1 thru -9 and SIN 380-1 t~u -57
OUTED GAIP)
ARMING SWITCH
,1
4fler 8/2 r4-r, and SOK e7, and S/N 580-58 Dz i PllOr.S TRIM
tBlu -72 after SoK 27 NOSE DN
NORM OD3 O 3
B On SIN 370-1 tkru -9 SIN 380-I tLru -37 after TRIM CONT O NORMAL TRIM
cl L WG DN I WG DN NORMAL
SIE 74-7 brt after SOK87, and SIN 380-38 and c2
ARM NO. 1
81148 before SOK 27 RUDDER
s 4 7
FI HZCR tlW ~OY rmtart n.nb~s arpIIRPn´• Ibr

ALT TRIM SvS ii) C3 6
NOSEUP ~I´•n3
I
TRIM SW
(CENTER 131 (61 1141 (11)111 (2)
C1~599
aacmbers in arefor S.IN%70-I and CDPI1DT.S TRIM SW PEDESTAL) D2 C2 X 1
parat~PePs
AAB18,
s521
TRIM SELECTOR
7, and SIN380-I t~lu -33 Tbe 81161401-6 u-ithoact
(ALTEI(NATE TRIM
(CONTROC WHEEL
OUTED GRIPI
LEFT3 (5538)
S535
parent~esea arefor SINJ70-Z U~e -0 -8 and -9. CONTROL ~NELJ Z (II

D3
(4~(161
NOSE DOWN
I 5537
RIGHT
09693 LEFT B
IP~-,ISORH) RIGHT
ALTERNATE
WING WING
C
O Left
TRIM I~ND O DOWN DOWN
RUDDER
~orrsole eir(uit-breaker panel E A
TRIM SW
O Radio noisefilter I i r I I P,NOSE UP I I i I I I I I I (ALTERN*TETrUM
ALTERNATE TRIM SW I I I I I I i I I CONTR(X PANEL)
S/N 370 (FS /00 RH~ S:Nr380 (P.Z’L 57 FS 428
(AL~ERNATE TRIM ~7
5549
RH) CONTROL PANEL)
mSIN370(FS401 RH).
ill O
151 181 141
RH) Al
141
BI O D C CI
K535 K536
IJ Relallassy(FS427) AILERON
RUDDER
TRIMx
I
Il FS 98 RH B STAB.
*21 121 xl xz DZ C2
~141 ;ill (61 TRIM
.3~ 151 17~ ~15
m S/N 370 (FS 400 LH)
L6
Ij SIN ~so (FS lso RH, PNL 1041
To
L71 7 1 r 1 r 5
AUTOPILOT
TB515
I
I i,
I 11
EXTEND i I I II~ B H
EXTEND
BRA~E BRn~E
J J
zl _
I f I lTz
K
RETRACT I I
RETRACT
C A I AICERON
C A
600 Ifl~O)!! I
150)!!
12 TRIM I
c I
IRUDDEI
TAB c
A C A
I AVERAGE i: Is 1 C I
DEVIATION ~1% UP L R I
AVERAGE i!
D TO LIGHTING
D ro LIGHTING
AILERON SYSTEM E 600
DOWN RUDDER SYSTEm E 600
TRIM E irtI 50)!! E
12
TRIM 600 (fl 50)!! TRIM
50)!! fl501!!
B RETRACTPRODUCES B RETRACTPROOVCES TAB
a
P503 AB-C ROTATION OF
P501 A-8-C ROTATION DF
AILERON TRIM D TRANSMITTER WIPER RUDDER TRIM D TRANSMITTER WIPER
5634 L R
POSITION INDICATOR POSITION INDICATOR 5508
AILERON TRIM ACTUATOR RUDDER TRIM ACTUATOR
(75111 INDIC*TOR PANEL (TRIM IHDIC*TOR PANEL
*BOVE WINDSnlELD) (INBD LEFT AILERON) (nuDDEa LOWER
ABOVE WINDSHIELD)
LEADING EDGE)
12
Flight Control Trim S/N 370-1 Thru -9

System
and S/B 75-22
380-1 Thru -43 Before
27-00-0 Figure 27-00-1 (Sheet 1 of 2)
Page 6
llar 1~/83 a
NA-69-420
MAINTENANCE MANUAL
28~’ DC ESSENTIAL
(CB15i)
08752
ST*B´• TPnVrL LIMIT O (z~ii)
08777 ~LH STAB. TRIM(il3( TF RH STAB. TRIM O
2 1 Y STAB TRIM-RH ALT~ ~STAB TRIM-LH ALT
CBMIZ
5599 RH _5 UNLOCI:
TO LDG GEnR
SrSTEM r 1 I r 1V TOAUTOPILOT
6
LOCL
I Il I
r ‘f
(SrJ7)~
S597 1 r 1 r cl
,,l J9s4
a ioi´• 78502
6
CAUTION AND WARNING PNL
4 In
m
70
ICOPILOT S IN80 INSIRUMENT PNL)
LH STdB 657
07
RH ST*B
IDG Gt aR DOwNLCCr
U7
t TO AUTO PILOT
P1034 SPEED SPEED

1 1
IELECT SELECT
ta
TR1M DISC_ n
UI -~12
05SEC
9 U 14 TIME DELAY
O
B
13 1 I I I I *1 i *2
~Z1 I I B(TM525)
X1 ´•Ik~ Lt T1
1 Tt L1
4´•1
X2
K541 ~ti-’ u
I
n n L3 x1 I
I*2
ro
j O Ln STI\B TRIM n
L2 72
else
B K542 81031
ID"I
5
TZ h? TZ L2
X1m Xt
15
ALTERNATE
xz xz
O
NOlt-UP K540 iiH ST1B TRIM
K543
Xt NOSE-DOWN else
t 111
NOSE-DOWN
O K71 NOSE-Ur
R1032
AIL ANO RUDDER

U Al ns m U
CR540 CR541
oise
(K5J~
K531 K532 Tsla3l OI II1TR)MAUOIDSICNI\L
;OVHD SW ~ANEL)
ua,t o o
III CR542 LH STAB. TRIM RH STAB. TRIM
O
r CR545 CR546 3 15Kn 1
El i I i
’lr LS505
B D E I F C G H JS06
C~)
J507 H G C F I E D A B
_I RNF h I IRNF h i I ~ANFr7 I ’RNF

18 19 O TRIM EMER DISC
IPILOTS CONTROL WHEEL) I I I RErRAClr EXTEND

SHUNT SHUNT
EXTEND 1 RETRACT
LIMIT In LIMIT LIMIT ~\CIUIT
CLUTCH CLUTCH
ExTE EXTEND
RETRACT SERIES COIL COIL RETRACT
I SHUNT
SHUNT SHUNT SERIES
SHUNT
18 19 O TRIM EMER DISC
FIELD
rltLD
FILLD HORIZONTAL STABILIZER FI(LO FIELD
FIELD
ICOPILOT~S CONTROL WHEEL) I I I 7 HIGH SPEED 1 I I C
_
I 1 I ~LVJ HIGH SPEED
rl---tl-i~ A A hl-t--ti
D~--4 rg LIG~TING
E SrSi~M B
4
LOWSPEED LOWSPEED
UP n
C A
A A
HOR5~8 ~IAI icl Ilcl I I

TRIM I I I I I k -~-114 n
HIGH SPEED B I I I I I I rj HIGH SPEED
a SELECT P I i I I
I I I (I SELECT
B
P502
HORIZ STAB. TRIM POS INDICATOR I

L__---------------- L______---------------_--______~
ITRIU IHOIC*TOR P*HEL ~BOVE IIHDSHIELDI (P505)
P505
HORIZONTAL STABILIZER LH nORIIOIIIAL ST~BILIZER TRIM ACIUATOR (FS 436) RH HORIZONTAL STABILIZER TRIM ACTUATOR (FS 435)
SHOWII IN FULL RETR*CT POSITION
12
TIIM POSITION T~IINIMITTLI CBSOZ) SII~WN IN FUL~
8503
ST* 440 LHJ
Flight Control Trim SystemS/N 370-1 Thru -9

IBT
and S/N 380-1 Thru -43 Before S/B 75-22
Figure 27-00-1 (Sheet 2 of 2) 27-00-0
Page 7
a C(IPYRIGHT, 1983 BY ROCKWELL INTERNATIONAZ, Mar 15/83
NA-69-420
MAINTENANCE MANUAL
28V DC ESSENTIAL
NOTES 08597
CBSS~
e~2
*1 NORUelL o 08544
OFF DN
B S/N 380-d8 and su68 and S!N 380-1 thru -37
NORM D
and SIN 370-I thru -9 A3
after
S!B 74-7
TRIM SYS C1 ALTERNATE
E
TRIM SW
I
A
p s:n: sso-I and gUbS after S.´•N 74-6o B1
B
a BefvrPSB7d-S 08598
83
´•t
,t B
nRMsw NORMAL
RUDDER
mim s~
O
2
08520
14
NOSE (068169 PEDESTAL) TB1027 11
15 ~2
O S,´•M dso-~ thrze -4d NORM 903 UP
G
(j] RPlay assy I~5. FS ISO

TRIM CONT O HORZ STAB PILOT’S TRIM SW
O tnzl
(S539)
9539 I (CRelO)
08510
g~ 16 1
(KU4~8
K534
(CB599)
09599
Ca
C1
(CONTROL WHEEL OUTED GRIP)
lai, l~jl
O Left ronsoIp rirruit breaker panel C

NOSE ALTERNATE
D
j~ Radio noi~efilt4r cs
DN E RUDDER
NORM TRIM
TRIM SELECTOR I I TRIM SW L6( I I TRIM SW
FS 4~8 RH ARM NO. 1
IALTERNATETRIM (ALTERNATETRIM
A
F,’j lj0 RH pan41 107 1 CONTROL P~INEL) O
,t B
ARMSW
TB515
STA98
CONTROL PANEL)
L 2
L7
NOSE
08603
UP D
TRIM IND O HORZ STAB COPILOT’S TRIM SW
R 3
,,,T,,, IHEEL OUTED 9538

O
AUTOPILOT
NOSE DN
RH WING LH WING
DN C
DN
A ~E
RH WING TRIM SELECTOR

(ALTERNATETRIM P
D DN
NOSE UP
CONTROL PANELI
TRIM 5549
’r c
A
~o
K535 j RUDDER
g STAB
.I~ ARM5W AILERONTRIM
Ir TRIM
11 15
LHL~NG (K53610
K53~
O
AILERONTRIM SW
P
(CENTER PEDESTAL)
81033
I
H H
EXTEND O
EXTEND
O BRAKE
BRAKE J
’LLL~ T T I I I
KH Cb I IK
RETRACT
,A C A
CI AILERON
60 (T150)n 600(+150)52 _
1
12 TRIM I
c c
A’ 1C ,I AVERAGE n TAB 15 15 A C u
DEVIATION’1% L R
UP AVERAGE n
D TO LIGHTING
L~/ D ,o LISHTING DEVIATION ’1%
AILEROFI SYSTEM E
600cDOWN RUDDER SYSTEM E 600 RUDDER
E E soo (~150)n
TRIM 600 TRIM
12 (+150)R TAB
(-150) B RETRACTPRODUCES
B RETRACTPRODUCES
B A-B-C ROTATION OF 0501
P503
AILERON TRIM TRANSMITTER WIPER
RUDDER TRIM D TRANSMITTER WIPER
L R
POSITION INDICATOR POSITION INDICATOR
LTRIM IHDIE*TI)R P*HEL
5634
PIILERON TRIM ACTVATOR (TRIH IHDIU´•TOR P*NEL
(J508)
J508
RVDDER TRIM ACTUATOR
ABOVE WIN0SmELD) (RUDDER LOWERI

(INBD LEFT AILERON) *BOVE WINDSHIELD)
(LEADING EDGE)
e~jr
Flight Control Trim System S/N 380-1 Thru -43
After S/B 75-22 and S(N 380-44 and Subs
27-00-0 Figure 27-00-2 (Sheet 1 of 3)
Page 8
Mar 15/83 a COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL
NA-69-420
MAINTENANCE MANUAL
STAB TRAVEL
LIMITO ~I (CB752~
sl 1 18
16
5
’L~
TRIM EMER DISC TRIM EMER DISC
CAUTION AND WARNING PNL 12
(PILOT’S CONTROL WHEELI ICOPILOT~S CONTROL WHEEL) I o
(COPILOT’SINBDINSTRUMENTPANEL)
9
P K657 K658 I
RH STAB
RETRACT
--L Is is 1-
TRIM DISC r~q I I I
8
1 ’13 1 19 19 1 :H STAB
LIMIT
U
~DSIW2)
DS1M12 RETRACT
LIMIT
(p1034)
AILERON AND
RUDDER EMER
lilP
(KYL3)
K543
Flight Control Trim Systan S/N 380-1 Thru -43

After S/B 75-22 and S/N 380-44 and Subs
Figure 27-00-2 (Sheet 2 of 3) 27-00-0
Page 9
0 COPYRIGHT, 1983 BY ROCKWEU INTERNAT’IONAL Mar 15/83
NA-69-420
MAINTENANCE MANUAL
00777 ("8776)
00776 CBSO1
28V DC ESSENTIAL
O LHSTAB.TRIM RH STAB. TRIM O
O S+ABTRIM-RHALT Q STAB TRIM-LH ALT B
TOaUTOPILOT (CBSOP)
CB602
5 UNLOCK
TO LDG GEAR
L9
(S599)
1-
5599 4
SYSTEM
LOCK
6
5 UNLOCK
(sssi)
S597
1
LOCK
LH 6
LDG GEAR DOWN LOCK

I nll 1~.4
I~
ii n r171f L1
SWITCHES
~3 T3 r3’T- L3 r´•12I *1´•I~A2
I
r"-~-r L3
I 1 rJ~CL3T IT ´•2~-, NOSE LZ X1
xi I I
T2 UP
T2
I X2 X1
L2
Xt ´•~i I I I I I g (K~44)
K5Q4 ~e
K545
ALTERMarE
Rn STAB TRIH NDSE-UP ~LTERNI\TE ~n
K539
o~ K540
EltR 1)15C 8 NOSE´•WIIN
~H NORM
X2 8~ Il g(lE~
X2 Ril NORM TRIM
DISC
i~
TRIM DISC
~o DOWN
ii .1
n3
FS 428 RH
K531 K532 relo3,
nZ II I
x:
I R576
PI
~fl
a TRIM AUDIO SIGNAL
LHSTAB.TAIM RHST~B.TRIM 3 15KR (OVHD SW PANEL)
(CR548~
87 t-8---~U
s 6
LS505
3 ~-i 4 O
(CR547)_ n3+~*s
TB1027 n~ A I A w
B b. D E G H 5506
(J507)
5507 H G C F I ED a B
C~B
K541 I~RNF ~cNF h IRNF h i
LH STAB TRIM RETRACT EXTEND EXTEND I RETRACT
SHUNT SHUNT
EMER CIISC
B LIMIT LIMIT
EX
CLUTCH CLUTCH
EYTEND
LIMIT n\L1MIT
RETRACT f COIL COIL RETRACT

SERIES SHUNT SERIES
SHUNT SHUNT
SHUNT I FIELD
FIELD FIELD FIELD
FIELD
FIELD HORIZONTALSIABILIZER
Cp~
P502 HIGH SPEEO h´•Y~ I I I I WIGHSPEED
D ro LIGHTING r A A
E SYSTEM B
n I
A Low SPEED LOW SPEED
c
r-~--------,-----------1
2~ \UP C
I
1 A A
C I
HOR STAB A C
\A I I I I"------------J~ I i
TRIM
0 B I I I i I HIGH SPEED I( I I I I I I I HIGH SPEED
I I I SELECT I) I I I I C1 SELECT
HORIZ STAB. TRIM POS INDICATOR r ,D
(TRIM IN DICI~TOR PANEL *BOVE WIWDSnl ELD) I I I
CP5m)
0505 I______________________--___-___~
TRIM POSITION TRANSMITTER LH HORIZONTAL STABILIZER TRIM ACTUATOR (FS 436) RH HORIZONTAL STABILIZER TRIM ACTUATOR (FS 436)
manawi SUOWN IN FULL SHOWN IN FULL AEIR*CT POBITION
5370-2-j2-61
Flight Control Trim System S/N 380-1 Thru -43

After S/8 75-22 and S/N 380-44 and Subs
27-00-0 Figure 27-00-2 (Sheet 3 of 3)
Page 10
Mar 15/83 o COPYRIGIIT, 1983 BY ROCKWELL INTERNATIONAL
SA B R E LI N E R
MAINTENANCE MANUAL
FLIGHT CONTROLS TROUBLE SHOOTING
I. General
For trouble shooting or individual flight control systems, refer to appli-

cable system.
2. Trouble Shooting Flight Control Trim System
A. TRIM THROWS UNSATISFACTORY.
(1) Trim system Check rigging or trim

improperly adjusted. system.
(2) Mechanical Operate trim actuators back

interference. and forth while inspecting
for mechanical interference.
(3) Actuators not With rod ends disconnected, Readjust external

fully extended or recheck both actuators for Limit switches. If
tracted. full extension or retraction. this does not correct
If actuators do not make full conditions, replace
travel, limit switch is not actuator.
properly set.
´•B. TRIM POSITION INDICATOR INOPERATIVE.
(1) Electrical system Perform continuity check.

faulty.
(2) Faulty trans- Check transmitter. If Replace transmitter.

mitter. transmitter does not meet
check-out requirements, a
faulty transmitter is indi-

cated.
27-00-1
Mar 1/70
Page 101
SAB RE LINER
MAINTENANCE MANUAL
PROBABLE CAUSE ISOLATION PROCE~XTRE REMEDY
(3) Faulty trim If there is continuity Replace trim position

position indicator. in electrical system indicator.
and transmitter meets
check-out requirements,
a faulty trim position
indicator is indicated.
C. TIMING REQUIREMENTS UNSATISFACTORY.
(1) Improper timing Check for binding and Remove and replace
due to faulty switches that all mechanical actuator.
or improperly runction- parts are properly ad-
ing actuators. justed.
(2) Electrical sys- Perform continuity Repair electrical

tem fault check. s
27-00-1
Page 102
Ec´•r f~lfO
NA-69-420
IMAINTENANCE MANUAL
FLIGHT CONTROLS
SERVICING FLIGHT CONTROL SYSTEMS

No servicing of flight control systems is required. All
joints in the flight control systems have lubricant-sealed
bearings and do not require lubrication.
SERVICING FLIGHT CONTROL TRIM SYSTEMS

The only servicing required in the flight control trim
system is lubrication of the horizontal stabilizer trim
actuators and idler links.
CABLE TENSION VARIATION WITH

TEMPERATURE
See Figures 27-00-201 or 27-00-201A.
LOCATING WING REFERENCE PLANE
Locating the wing reference plane (WRP) is required for

current rigging procedures of flaps and ailerons. (See
Figure 27-00-202.)
INSTALLING RUDDER, ELEVATOR, AND

AILERON HINGE PINS
See Figure 27-00-208.
NOSE WHEEL STEERING, FLIGHT CONTROL

TRIM, AND INTERPHONE-MICROPHONE
SWITCHES REPLACEMENT
NOTE
Before unsoldering wires from switch

terminals, make sure wires are adequately
ident~ified for proper reassembly.
27-00-02
Page 201
NA-69-420
MAINTENANCE MANUAL
380
360
t*BLEIENSION A7 100F
1 I I ALL CABLE TENSION READINGS

340
HAVE A TOLERANCE OF ~10 PCT.
320
300
RUDDER CABLES
CABLE TENSION (5/32 IN. DIA)

280
IN LBS.
260
AILERON CABLES
(1/8 IN. DIA)
240
220
ELEVATOR CABLES
(5/3? IN. DIA)

200
OUTSIDE AIR TEMPERATURE IN OF

tao
0 10 ?O 30 40 50 60 70 80 90 100 110 120
NOTE
O Take temper~turs in nose wneslwsll it airplane i. in sun.add
5 degrees to this temperature.
~f air~lane is in, the suit, point nose of airplane
toward, or away from, sun to obtain an even
temperature on e~posed surfaces.
O Rig as ciase to center of tolerance as p~ssible.
O Before adjusting cable tension, place airplane in an even-
temperature area for at least one hour.
AUTOPILOT SERVO(S) CABLE TENSION CHARTS
Adjust aileron autopilot servo cable tension to 50 ~5)

pounds. Cable tension variation due to temperature changes
is not a factor when adjusting the aileron autopilot servo cable.
DIRECTIONAL CONTROL (RUDDER) I LONGITUDINAL CONTROL (ELEVATOR)

70 1 ps
B I~
-1
z z
so 75
z z
O O
43 ss
ii, v,
m
55
I´•! I I ~Y I I I I I I I I W~
m
m
9 d
lo 30 so 70 Po 100 1 lo 30 50 70 PO IbO
OUTSIDE AIR TEMPERATURE IN OF I OUTSIDE AIR TEMPERATURE IN DF
Figure 201 Cable Tension Variation With Temperature (Before SOK 34)
27-00-02
Page 202
Jun 12/89 o
NA-69-420
MAINTENANCE MANUAL
460
CABLE TENSION AT 700F
440 CI ALL CABLE TENSION.R EADINGS

HAVE A TOLERANCE OF 10 PCT.
420
LOWER RH
ELEVATOR
CABLE
400
380
360
340
320
300
280
260
~240
cj 220
LOWER LH ELEVATOR
CABLE
200
UPPER RH ELEVATOR
CABLE
180
UPPER LH ELEVATOR
CABLE
160
140
120
100
80
0 20 40 60 80 100 120 140 160
OUTSIDE Alk TEMPERATURE IN OF
Cable Tension Variation With Temperature S/N 370-1 and -7,

S/N 380-1 and Subs After SOK 34
Figure 201A (Sheet 1 of 2) 27-00-02
Page 203 1
COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL 1Mar ~5183 1
NA-69-420
MAINTENANCE MANUAL
460
440
420
400
380
360
RUDDER
340’ 1 I I I I I I-CABLES
320
300
280
OZ
;280
IH 2401 1 I/i lii~l
220
200
100
1601 I _I L 1 CABLE TENSION AT 70 F
ALL CABLE TENSION READINGS

140
HAVE A TOLERANCE OF 10 PCT.
120
100
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

OUTSIDE AIR TE#P IN F
NOTE
Take temperature in nose wheel well. If airplane is In sun.add
If ni,´•plnnu i8 ill Ihr nua. poinl no.vv c2/Ri,’plnr,r
5 degrees to this temperature.
lucc~a,´•d, o,´• cccc’nl/ SI´•o,,~, sure to ohlniw n~
trNlpe,nlr~r on r.\’ponrd nu,~nrcn.
O Before adjusting cable tension, place airplane in an even-

O Rig as class to canter of taisrance as pos.ible
temperature area for at least one hour.
AUTOPILOT SERVO(S) CABLE TENSION CHARTS
Adjust aileron autopilot servo cable tension to 50 (f-5)

pounds. Cable tension variation due to temperature chanaes
is not a factor when adjusting the aileron autopilot servo cable.
DIRECTIONAL CONTROL (RUDDER) I LONG ITUDI N AL CON TROL (ELEVATOR)
70 1 95
V) 60 I I y) 85
m Illllllwll I m
-I I I I I I I I/I I I I -1
Z 50 I Z 75
Z I I I I IYI I I I I Z
I I I /I I I I I
0 40 I 65
V) IIIIYlllli I V)
B m 55
1-
W I I VI I I I 1 I I I W
20, 1 45
O 9
I I I I I I I
lo 1 35
10 30 50 70 90 100 1 to 30 so 70 90 li)O
OUTSIDE AIR TEMPERATURE IN OF I OUTSIDE AIR TEMPERATURE IN OF
Cable Tension Variation With Temperature S/N 370-1 and -7,

27-00-02 S/N 380-1 and Subs After SOK 34
Fiffure 201A (Sheet 2 of 2)
Page 204
NA-69-420
MAINTENANCE MANUAL
NOTE
The wing inbcl and outbdfized trailing edges cannot be

O LOCstB reference 8. This point a fwd at the autbd nap track
inspection hole and must be located on the CL of the screws fwd of the
used as a reference, since they are not aeeurately held to
inspection hole.
the wing reference plane during the fabrication
Process.
O Place otraigntedge ion risers of aqua length) psrallel to Ihe plans of
O Place airplane on jacks and level

points A and B. The distance between the points is 37-15/16 (+1/32)
O Locate reference point A. This point is directly aft of the outbd fwd
O Measure ground angle of this straightedge jwing referenoe ang el
wing hoist hole and must be located on the CL between the two sealing
with an inclinometer or bevel
protractorand record this measurement. This
screws aft of the hoist hole.
angle will be 2e28’ (f300) With airplane level on jacks.
REFERENCE
POINT A
WING HOIST
POINT
REFERENCE
POINT B
E
I~ OUTED FLAP TRACK
INSPECTION HOLE-1/1IN. DIA
37 15/16 (f1/32~1N.
STRAIGHTEDGE
I r
1
RISER
O INCLINOMETER
RISER
t
2 IN. MIN
POINT A POINT B
~.r.....
WING CONTOUR
TYPICAL WING REFERENCE FIXTURE
Locating Wing Reference Plane

Figure 202 27-00-02
Page 205 1
0 COPYRIGHT, 1983 BY ROCKWELL INfERNATIONAL Mar 15/831
NA-69-420
MAINTENANCE MANUAL
RUDDER
UPPER H~MGE PVI
RUDDER
TRIM
ctr ~=_
ACTUATOR
DOOR
c;
’"i
UPPER
HINGE
FITTING I
CENTER
RESAINER
HINGE
BOLT
I PIN
SAFETYWIRE
ii
RETAINER BOLT ~II I I /_/
A-
BONDING BRAID
CENTER HINGE P1N

REIAINER BO~T4
ELEVATOR HINGE PIN
SAFETYWIRE
i I
I
I
i
ii
I
CENTER INGE PIN OUTED

HINGE FITTING ACCEjS DOOR
HINGE FITTING ELEVATOR TIP
AnERON
OUTED HINGE PIN
ACCESS DOOR
´•:r TI’.
.1´•
RETAINER BOLT
-iir~=77 II INBD r
HINGE
n.I r
QZ OUTED
ui (L 1II, HNGE
tNEO ~I
HINGE BOLT
Installing Rudder, Elevator, and Aileron Hinge

27-00-02 eruffiFsniP
203
Page 206
NA-69-420
MAINTENANCE MANUAL
INTER PHONE SWITCH

OO NOSE WHEEL
STEERING SWITCH
MIC SWITCH
O lilGJEMER TRIM
DISC IMS25o894A)
SETSCREW
ROCKER ACTUATOR d SPLIT TRIM SWITCH

IHORIZONTAL
STABILIZER)
ROLL PIN
O OG/A SWITCH
j
c
B ~AUTO PILOT
DISC SWITCH
O MAP LIGHT
SWITCH
MOUNTING BLOCK
j 1Z’*E
MAP LIGHT
(BEHIND MEDALLION)
MACHINE SCREWS
TRIM SWITCH
~I IHORIZONTAL
STABILIZER
COPILOT’S TYPICAL
AND AILERON)
il- O
lr RED
BLUE
L TRIM ARM I SPLIT
O r SWITCH
F SWITCH
3 O NOSE DN I O TRIMSWITCH P
ARM 1720-6701.
MASONI
P~ (401-4201 MASONIDN D
A E C
5 TRIM
5
L WING DN R WING
6 B UP A
DN
6
NOSE UP
7
B
60
4
tl
INTERPHONE
8r MIC
SWITCH
9 SWITCH
NO TES
to
o NOSE WHEEL O SIN 580-1 thru -49 after SIE 75-22 and
--L STEERSWITCH SINsso-bSandsuba
12 1 O SIN 980-1 thru -43 before SIE 75-12 and
AUTO PILOT DISC SWITCH SIN 370-1 and subs
13
31 1 14 I O SIN 570-1 thru -8 and SIN380-1 and subs, after
4
Mnp LIGHT SIE 74-5
16
i. G~SWITCHp ~_ SWITCH
SIN980-1 and subs
17 1
7 B -L
EMER TRIM DISC
is VMAP LT SWITCH O SIN370-1 and subs
O Switch removal pull out (finger tight)

PGT-U22
MPIPLIGHTWIRING B B Switch irrptallation bond into place using
PGTV 22 _) (STOWEDI RTV 103, color black (General Electric Co.)
Replacing Control Wheel Switches

Figure 204 27-00-02
Page 207(
o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL Mar 15/83)
NA-69-420
MAINTENANCE MANUAL
OPERATIONAL CHECK OF FLIGHT CONTROL

TRIM SYSTEMS S/N 380-1 THRU -43 BEFORE
S/B 75-22 AND S/N 370-1 AND SUBS
See table 201 for a general check of the aileron trim

system, rudder trim system, and horizontal stabilizer
trim system. If trouble is encountered, and the source of
trouble is not evident, refer to the more detailed check of
the specific system.
Table 201. Operational Check of Flight Control Trim Systems S/N 380-1 thru -43 Before S/B 75-22 and
S/N 370-1 and Subs
PROCEDURE NORIMAL INDICATION
EQUIPMENT/TOOLS
28 Vdc Electrical Power Supply
i, Electrical power on
2, Circuit breakers:
NORMAL TRIM (four) ....in
ALTERNATE TRIM (three) in
TRIM IND in
STAB SPEED CONT ......in
3. Set trim selector switch NORM

(Located on ALTERNATE TRIM CONTROLS
panel.)
4. Push and hold trim switch ....,.......L WG DN A. Ailerontrimtab movesdown.
(Located on left grip of pilot’s control wheel.) B. AILERON TRIM indicator .............L WG DN
5. Push and hold trim switch ............R WG DN A. Aileron trim tab moves up.
B. AILERON TRIM indicator ..,..........R WG DN
6. Operate trim switch until AILERON TRIM A. Aileron trim tab aligns with trailing edge of aileron.
indicator reads zero,
B. AILERON TRIM indicator zero
7. Repeat steps 4 thru 6 for co-pilot’s wheel.

8. Push and hold RUD TRIM switch ,,,....,L (left) A. Rudder trim tab moves right.
(Locatedon aft face of center pedestal.)
B. RUDDER TRIM indicator ................L (left)
9. Push and hold RUD TRIM switch R (right) A. Ruddertrimtab moves left.
B. RUDDER TRIM indicator R (rig´•ht)

10, Operate RUD TRIM switch until indicator reads A. Rudder trim tab aligns with trailing edge of rudder.
zero.
B. RUDDER TRIM indicator zero
Is
27-00-02
Page 208
NA-69-420
MAINTENANCE MANUAL
S/N 370-1 and Subs (Cont’d)
Check that all rig pins are removed from

elevator control system before operating
horizontal stabilizer This will prevent
damage to elevator push rods.
NOTES
On airplanes SIN 380-58 and subs an
audible warning horn will Bound whenever
the horizontal stabilizer trim actuators
are energized
Actuators may be operated for one
complete cycle followed by minutes off, or
by using momentary pulses to prevent
overheating actuators during check
procedure. Hold switch until actuator
stops running during laf~t in, of travel, to
attainfull-up orfull-down positions when
wing momentary pulses.
11. Check MLG is down and locked.
12. Push and hold trim switch NOSE UP A. Horizontal stabilizer moves down.
(Locatedon left grip of pilot’s control wheel.)
B. HORZ STAB indicator UP
13. Push and hold trim switch NOSE DN A. Horizontal stabilizer moves up.
B. HORZ STAB indicator DN
14. Repeat steps 12 and 13 far co-pilot’s control wheel.
NOTE
Refer to Checking Horizontal Stabilizer
Trim System for low-speed operation of
horizontal stabilizer trim system.
RH STABILIZER NORM TRIM ..........out

16. Push and hold trim switch NOSE DN A. Horizontal stabilizer moves leading edge up.
(This checks left horizontal stabilizer operation.)
RH STABILIZER NORMAL TRIM ........in

LH STABILIZER NORMAL TRIM .......out
18. Push and hold trim switch NOSE UP A. Horizontal stabilizer moves leading edge down.
(This checks right horizontal stabilizer actuator.)
JT
27-00-02
Page 209
NA-69-420
MAINTENANCE MANUAL
PROCEDURE NOR1MAL INDICATION
19. Circuit breaker
LH STABILIZER NORMAL TRIM ........in
NOTE
Steps ~O thru XS check the alternate

operation of the aileron, rudder, and
horizontal stabilizer trim systems.
20. Set trim selector switch ALT

panel.)
21. 4 thru 6 with alternate trim switch at
Repeat steps
LEFT WING DOWN and RIGHT WING DOWN.
22. Repeat steps 8 thru 10 with alternate trim switch at

LEFT and RIGHT.
23. Repeat steps 11 thru 13 with alternate trim switch

at NOSE UP and NOSE DOWN.
25. Secure airplane as desired.
27-00-02
Page 210
NA-69-420
MAINTENANCE MANUAL
OPERATIONAL CHECK OF FLIGHT CONTROL

TRIM SYSTEM S/N 380-1 THRU -43 AFTER
S/B 75-22 AND S/N 380- 44 AND SUBS
See table 202 for a general check of the aileron trim
system, horizontal stabilizer trim system, and rudder
trim system.
Table 202. Operational Check of Flight Control Trim System S/N 380-1 thru -43 After S/B 75-22 and
S/N 380-44 and Subs
UIPMENT/TOOLS
28 Vdc Electrical Power Supply
1. Electrical power............~ on
NORMAL TRIM (four) ....in
ALTERNATE TRIM (three)........: .........in
TRIM IND in
STAB SPEED CONT ......in

panel.) This checks the alternate operation of the
aileron trim system.
4. Push and hold alternate trim A. Aileron trim tab moves down.
switch ..LEFT WING DOWN
B~ AILERON TRIM indicator........ left wing down
5. Push and hold alternate trim A. Aileron trim tab moves up.
switch .RIGHT WING DOWN
B~ AILERON TRIM indicator...... right wing down

This checks the normal operation of the aileron trim
system.
7. Push fwd half of AILERON TRIM switch in both A. Aileron trim tab does not move.
directions.
B. AILERON TRIM indicator......... does not move
8. Push aft half of AILERON TRIM switch in both A. Aileron trim tab does not move.
directions.
B. AILERON TRIM indicator......... does not move
9. Push both halves ofAILERON TRIM switch A. Aileron trim tab moves in the proper direction
simultaneously in both directions, selected.
B. AZLERON TRIM indicator.... move in the proper

direction selected
IB
27-00-02
Page 211
NA-69-420
MAINTENANCE MANUAL
Table 202. Operational Check of Flight Control Trim System S/N 380-1 thru -43 After S/B 75-22 and S/N
380-44 and Subs (Cont’d)
IRrmlmB1
elevator control system before operating
horizontal stabilixer. This will prevent
damage to elevator doors.
NOTE
Actuators may be operated for one
complete cycle followed by minutes off,or
by using momentary pulses to prevent
overheating actuators during check
procedure. Hold switch until actuators
stops running during last in. of travel, to
attainfull-ulo orfull-down positions when
using momentary pulses.

This checks the alternate operation of the horizontal
stabilizer trim system.
11. Push alternate trim switch NOSE DOWN A. Horizontal stabilizer leading edge moves up.
(Located on ALTERNATE TRIM CONTROLS B. HORZ STAB indicator UP
panel.)
12. Push alternate trim switch NOSE UP A. Horizontal stabilizer leading edge moves down.
B, HORZ STAB indicator DOWN

This checks the normal operation of the horizontal
stabilizer trim system.
14. Push pilot’s outbd half of the horizontal stabilizer A. Horizontal stabilizer does not moves.
trim switch in both directions.
B. HORZ STAB indicator does not move
(Located on pilot’s control wheel.)
15. Repeat step 14 for inbd half of the pilot’s horizontal Same as step 14.
stabilizer trim switch.
16. Push and hold both halves of the pilot’s A. Horizontal stabilizer leading edge moves up.
horizontal stabilizer trim switch
B. HORZ STAB indicator. UP
simultaneously. NOSE DN
17. Push and hold both halves of the pilot’s A. Horizontal stabilizer leading edge moves down.
horizontal stabilizer trim switch
B. HORZ STAB indicator DN
simultaneousiy. NOSE UP
18. Repeat steps 16 and 17 using co-piiot’s horizontal
stabilizer trim switch.
27-00-02
Page 212
NA-69-420
MAINTENANCE MANUAL
NOTE
Refer to Cheeking Horizontal Stabilizer
Trim S7dstem for low-speed operation of
horizontal stabilizer trim ~stem.
19. Circuit breaker:
RH STABILIZER NORMAL TRIM .......out
20. Push and hold normal trim switch.... NOSE DN A. Horizontal stabilizer leading edge moves up.
This checks the left horizontal stabilizer operation
RH STABILIZER NORMAL TRIM ........in
LH STABILIZER NORMAL TRIM .......out
22. Push and hold normal trim switches.. NOSE UP A. Horizontal stabilizer leading edge moves down.
This checks the right horizontal stabilizer
operation.
23. Circuit breaker:
LH STABILIZER NORMAL TRIM ........in
24. Set alternate trim selector switch........... ALT

panel.)
25. Push and hold RUD TRIM switch ........L (left) A. Rudder trim tab moves right.
This checks the alternate operation of the rudder
trim system.
26. Push and hold RUD TRIM switch R (right) A. Ruddertrim tab moves left.
B. RUDDER TRIM indicator R (riffht)
27. Set alternate trim selector switch.........NORM

panel.)
28. Push and hold RUD TRIM switch ........L (left) A. Rudder trim tab moves right.
This checks the normal operation of the rudder trim
system.
29. Push and hold RUD TRIM switch R (right) A. Rudder trim tab moves left.
B. RUDDER TRIM indicator R (riffht)

30. Operate RUD TRIM switch until indicator reads A. Rudder trim tab aligns with trailing edge of rudder.
zero.
B. RUDDER TRIM indicator zero
JT
27-00-02
Page 213
NA-69-420
MAINTENANCE MANUAL
31. Set normal and alternate trim selector

switches OFF
32. Actuate all alternate and normal trim switches. A. No trimming occurs.
33. Place trim selector switch to NORMAL.
la
27-00-02
Page 214
Nlar la/83 o 1983 BY ROCKWECL INTERNATIONAC
NA-69-420
MAINTENANCE MANUAL
OPERATIONAL CHECK OF TRIM DISCONNECT

SYSTEMS S/N 370-1 AND SUBS AND S/N 380-1
AND SUBS AFTER S/B 74-6
See table 203 for an operational check of the trim

disconnect system.
Table 203, Operational Check of Trim Control Systems S/N 370-1 and Subs and S/N 380-1 and Subs
1, Electrical power on
NORM TRIM SYS .,.,..,.in
ALT TRIM SYS ,,..,,,.,,,in
NORM TRIM CONT. ......in
3. Set trim selector switch to ALT
4, Press and release TRIM EMERG DISC switch on TRIM DZSC indicator light on
pilot control wheel.

5. Set pilot’s trim switch ,,,,.......,.,.R WG DN Aileron trim does not move.
6, Set pilot’s trim switch..........., NOSE DOWN Stabilizer trim does not move.
7. Repeat steps 3 thru 6 using co-pilot’s trim switch.

8, Set rudder trim switch......... LEFT or RIGHT Rudder trim does not move,
9, Position trim selector switch at NORM and repeat

steps 4 thru 7.
10, Set trim selector switch to OFF, then to NORM, TRIM DISC indicator light off
11. On S/N 380-38 and subs and airplanes after S/B An audible warning is present during operation of
74-7, position pilot trim to NOSE UP or NOSE horizontal stabilizer trim actuators.
DOWN.
13, Electrical power off
JT
27-00-02
Page 215

NA-69-420
MAINTENANCE MANUAL
STABILIZERS
Stabilizers Inspection Procedures

1. Remove access panels on fuselage adjacent to
horizontal stabilizer interconnecting beam
assembly and torque tube.
2. Inspect horizontal stabilizer skin for cracks,
buckles, dents, corrosion, and loose rivets.
3. Inspect horizontal stabilizer attach fittings for
security.
4. Inspect elevator skin for cracks, buckles, dents,
corrosion and loose rivets.
5. Inspect honeycomb trailing edge for delamination

and leading edge skin for cracks around balance
weight attach screws.
6. Inspect elevator hinges for cracks, hinge bolts for
looseness, and bonding straps for condition and
security.
7. Inspect torque tube bearings installed within
bushing, far cleanliness and freedom of rotation.
8. Inspect elevator drain holes for obstruction.
9. Inspect elevator inbd stub fairings, attached to
fuselage, for cracks and security of attachment
(airplanes S/N 370-1 thru -6, -8 and -9).
10. Inspect vertical stabilizer skin for cracks, buckles,
dents, abrasions, wrinkles, and loose rivets or
screws.
11. Inspect fiberglass antenna fairing for condition.

12. Inspect antennas for condition and security.
13. Inspect rudder and trim tab for security, tears, and
missing rivets, and bonding straps for condition and
security.
14. Inspect rudder hinges for cracks, hinge bolts for
looseness, and bonding straps for condition and
security.
15. Inspect rudder torque tube jo-bolts for looseness.
Insert rig pin in aft cable bellcrank and push on the
rudder side to side. Check the jo-bolts and movement
in the torque tube. (Do not check with wrench or
attempt to tighten.)
16. Inspect rudder torque tube bearing for cleanliness
and freedom of rotation. (Make sure bearing race
does not turn on tube.)
17. Install access panels.
27-00-02
Page 216
SABRE LINE PR
MAINTENANCE MANUAL
AILEIRON AND TAB DESCRIPTION AND OPERATION
i. Aileron Control System (See figure 27-10-1.)
The aileron control of two interconnected control wheels,

system consists
in the cockpit, mechanically by push rods, bell cranks, cables, and
linked
cable sectors to two aerodynaslically balanced ailerons. The ailerons are
hinged to the outboard trailing edges of both wings. A trim tab is hinged
to the left aileron only. Both ailerons are operated at the same time and
in opposite directions, to provide lateral (roll) control or the airplane.
Overtravel stop bolts on the lower forward fuselage bell crank limit the
travel or both aileron control wheels. Travel stop bolts on the sector at
the outboard ends of the aileron control cables limit the travel of the
ailerons.
The aileron push rods extend along the right side of the fuselage, near the
floor of the pressurized cabin, to a pressure-seal bell crank. The pressure-
seal bell crank permits the aileron controls to extend through the pres-
surized area without releasing cabin pressure. A push rod connects the
pressure-seal bell crank to two inboard cable sectors. Aileron control
cables enclosed in aluminum tubing along the ~rt side or the rear
extend
spar or both wings to outboa;rd cable sectors. A push rod connects the out-
board cable sector to a bell crank attached to the aileron.
The outboard cable sectors areaileron position indicator pro-

utilized as
tractors to facilitate checking and rigging. Index marks are en~aved on

the outboard cable sectors. An aileron position indicator pointer is
attached directly over the outboard cable sector to the wing structure on
eachwing. Movement of the outboard sectors moves the protractors under
the pointers, indicating the positions of the ailerons.
2. Aileron Trim System (See figure 27-10-2.)
The aileron trim system consists of a trim tab, an electromechanical

actuator, control switches, a trim position indicator, and a trim position
transmitter.
The trim tab hinged to the trailing edge or the left aileron.
is The trim
by push rod and bell crank connected to the electrical

tab positioned
is a a
trim actuator. The trim actuator is at the inb’o~Lrd leading edge or the left
aileron. The trim actuator is operated by a, pilot’s trim switch and a
copilot’s trim switch on the aft race or the outboard grip of either control
wheel, and an alternate trim switch on the alternate trim control panel.
The normal and alternate trim circuits are selected by a trim selector
switch. A pilot’s trim arming switch and a copilot’s trim arming switch
are provided on the normal trim switch or either control wheel. These
switches, when released, interrupt the normal trim circuit in case’ of run-
away trim or a sticking trim switch.
The aileron trim position indicator, on the copilot’s inboard instrument
panel, indicates the trimmed position. The indicator is electrically posi-

tioned by a transmitter.
27-10-0
Mar 1/70
1
Page
SABRE LINER
MA(NTENANCE MANUAL
The transmitter (Kart of the a~tuator assembly) isinternally geared to the

aileron trim actuator. The aileron trim tab limits are 12 (f~1/2) degrees or
57/64 (f1/32) inch in either direction from the trim tab trailing edge to
aileron trailing edge.
Lateral trimming of the airplane is controlled by operating switches in the

normal or alternate trim circuits. The switches direct electrical power
from the 28-volt de essential bus to the actuator that mechanically operates
the aileron trim tab, on the left aileron, to the up or dam position.
NOTE: On airplanes NA-380-1 through -43 not changed by Service Bulletin

75-22 and airplanes NA-370-1 and later, have the normal system
aileron trim switches on outboard grip or either control wheel.
On airplanes NA-380-1 through -43 changed by Service Bulletin 75-221

and NA-380-44 and later, has one normal system aileron trim switch
located on center pedestal.
aileron trim tab is

nonna~ily operated by positioning the trim selector
j switch at NORMAL and pushing the five-position trim switch, on the outboard
grip of the pilot’s or copilot’s control wheel, to L WG DN (left wing dam)
or R WG DN (right wing darn). The trim tab can also be positioned with the
trim selector switch at ALT~RNATE. The alternate trim switch, on the alter-
nate trim control panel, is moved to LEFT WING DCWN or RIG~T WING DC~N to
operate the aileron trim actuator. The sileron trim actuator then mechan-
ically operates the trim tab up or down.
The actuator also mechanically operates the integrally mounted position

transmitter. The transmitter electrically operates the aileron trim posi-
tion indicator. Placing either of the trim switches at RIGHT WING DOWN
extends the actuator. Extending the actuator the trim tab up and
moves
indicates right-wing-down on the aileron trim_poaition indicator. Releasing’
the trim arming switch, on either trim switch, breaks the normal trim cir-
cult. The trim
emergency.disconnect switch will ~top the actuator in any
position. The trim arming switch will not affect the trim when the trim
selector switch is at ALTERNATE.
A. Ailerons
The ailerons are of all-metal construction. The basic structure con-

sists of stringers, conventional ribs, and
honeycomb trailing edge
a
covered by aluminum alloy skin, The ailerons are hinged to the outboard
trailing edges or the wings and are mechanically operated. Balance is
obtained by weights mounted in the leading edge. The left aileron con-
tains the aileron’crim actuator and the aileron trim tab. The right
aileron does not have a trim actuator and tab.
B. Aileron Trim Tab
The trim tab is hinged at two points on thd left aileron and is operated
by the aileron trim actuator. The trim tab is or aluminum-covered
honeycomb construction. A balance weight is attached to the leading
cage.
;27-10-0 ]Jun 30/~

IPage 2
~FA BRELINE R.
MAINTENANCE MANUAL
C. Aileron Trim Actuator
A linear-type, 28-vol’; de electromechanical actuator operates the

aileron trim tab. The aileron trim actuator is mechanically linked to
the aileron trim tab by a bell crank and a push rod. The actuator Fs
mounted near the Inboard leading edge or the Left aileron. The actuator
has two internal travel limit switches to limit the travel or the
jackscrew. Nonjamming mechanical stops are employed to restrict jack-

screw travel in case of travel limit switch failure. An antirotational
device is used to prevent the jackscrew end fitting from rotating. An
aileron trim position transmitter (part of the actuator assembly) is
internally connected to the jackscrew. Movement of the jackscrew
operates the transmitter. The transmitter electrically operates the
aileron trim position indicator in the cockpit. The transmitter is a
potentiometer type designed to operate through 360 degrees or more of
shaft rotation,
The transmitter wiper is centered on’cap ’"B" within 1-1/2 degrees with
the actuator in neutral position. Retracting the actuator produces A,
B, C direction of rotation of the wiper. Mo~rement of the wiper elec-
trically reproduces a similar movement in the indicator.
D. Aileron Trim Position Indicator
The aileron trim posi-,ion indicator, on the copilot’s inboard instrument

panel, is powered by the 28-volt de essential’ous. Two rotating
pointers, fixed opposite each other, indicate left-wing-down and rlght-
wing-down trim positions of the trim ~ab in degrees.. The indicator is
electricallj´• positioned by a trim position transmitter on the aileron
trim actuator. The indicator is calibrated 12 degrees wing-lip or wing-
down in increments of b degrees.
1 oct 3/Ti 27-10-0

Page 3
S~PLBRELINER
MAINTENANCF~ MANUAL
L\ILERON POSITION
IND!CATOR POINTER
OUTBOARD CABLE SECTOR AND PROTRACTOR
;rvPccaL 8om sloes)
TRAVEL
e
STOP BOLTS
AILERON PUSH ROD
PRESSURE SEAL BELL CRANK
AILERON (NBOARD CABLE SECTORS

AILERON PUSH
RODS
AILERON CONTROL D TRIM TAB
WHEELS (LEIT SIOE ONLY)
CONTROL-
COLVMNS ,L, A
´•..i
TURNBUCKL%S
AILERON
AILERON
CONTROL CABLES
AILERON
MID FUSELAGE PUSH ROD
BELL CRANK
PUSH ROD
OVERTRAVEL STOP 80L15

BELL CRANK jllP.z.rla
~ileron Control System

27- 10-o Fi~ure 27-10-1 !lar 1/70
Page 4
SABRELINER
MAINTENANCE MANUAL
PILOT’S TRIM SWITCH AND

TRIM ARMING SWITCH
AILERON TRIM POSITION INDICATOR
+IHORIZONTAL STABILIZER)
t(AILERON AND HORIZONTAL

[P1
STABILIZERI
TFSYATE TRIM CONTROL PANEL

COPILOT’S TRIM SWITCH AND
PILOT’S CONTROL
TRIM ARMING SWITCH
WHEEL
4 (HORIZONTALSTABILIZERL
t (AILERON AND HORIZONTAL

STABILIZERI
LEFT CONSOLE
CIRCUIT-BREAKER COPILOT’S CONTROL WHEEL
PANEL
ARM
r- SWITCH
3 *ILERON
TRIM
LEFT 3\ RIGHT
WING I IRC-I)II WING
ALTERNATE TRIM SWITCH 1 I I I DOWN W W DOWN
TRIM SWITCH
NOTE: ARM AND TRIM SWITCH

MUST BE OPERATED
SIMULTANEOUSLY FOR TRIM
OPERATION
FL619
TRIM SELECTOR SWITCH
AILERON TRIM ACTUATOR

(LEFT SIDE oNo)
n
\IYIII1 ~LLrsll II
AILERON
TRIM tAB
(LEFT SIDE ONL’IJ I TRIM TAB PUSH ROO‘
I BELL CRANK
ON AIRPLANES NA-38Q1 THROUGH -43 CHANGED BY
SERVICE BULLETIN 75-22 AND AIRPLANES N*-38044
ANDLATER
TRIM TAB
ON AIRPLANES N*-3801 THROUGH -43 NOT cHANOED I .´•a3:~":i?:

8V SERVICE BLILLETIN 75-22 AND AIRPLANES
AND LATER
s~70-2-52-ae
Aileron Trim System

Jun 30/76 Figure 27-10-2 27-10-0
Page 5
NA-69-420
MAINTENANCE MANUAL
AILERON AND TAB
AILERON REPLACEMENT NOTES
Spare aileron assemblies are furnished

Aileron Removal
with a small amount of material on the
skin ends for finish trimming. The
NOTE excessive skin material will not interfere
with installation.
Removal procedures for LH and RH
ailerons are the same except for The aileron has a honeycomb trailing edge
disconnecting the trim actuator electrical and the ends are filled with Corefil 615.
plug on the left wing. The trailing edges are pretrimmed to the
correct dimension at the time of
I. Disconnect aileron operating link from outbd manufacture and should not require
bellcrank at aileron inbd hinge fitting. additional trimming. If additional
at inbd and outbd hinffes. trimming is required, the Corefil 615 may
2. Disconnect bonding wires
befiled, To prevent delamination, file with
3. Remove two bolts from inbd hinge fitting and one the skin and not across it.
bolt from outbd hinge fitting. Remove right aileron.
2. Removeaileron. Trim andfiletomark.
NOTE
3. Performa static balance check if a new, repaired, or
The LH aileron cannot be removed until

anewly painted aileron is being installed. (Refer to
Sabreliner Structural Repair Manual,
step 4 is accomplished.
NA-66-1032.)
4. Carefully lower inbd end of left aileron to gain access 4. Perform procedures in figure 201.
to trim actuator electrical plug.
AILERON HINGE PIN REPLACEMENT
NOTE
Aileron Hinge Pin Removal
The trim actuator electrical plug is in the
LH wing at the ccileron inbd hinge station. i. Remove aileron from wing.
aileron.
2. Remove safetywire from outbd hinge pin and
5. Disconnect electrical plug and remove
from outbd hinge. (See figure 203.)
remove
Aileron Installation 3. Remove access door at inbd hinge bolt.
4. Remove safetywire from inbd hinge bolt and remove

NOTE bolt from inbd hinge.
Use procedures in figure ;201 if the same

Aileron Hinge Pin Installation
unaltered aileron is to be installed, ~f a new
aileron is to be installed, use steps 1 thru 4. i. Position inbd hinge in place and install inbd hinge
bolt. (See figure 203.) Safetywire hinge bolt.
1. Temporarily install aileron and mark correct gap as
2. Position outbd hinge in place and install outbd hinge
shown in figure 201.
pin. Safetywire hinge pin to retainer bolt.
3. Install access door on aileron.
27-1 0-00
Page
o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL IV 201I
NA-69-420
MAINTENANCE MANUAL
AILERON TRIM TAB REPLACEMENT TCEX APPLICATION
Aileron Trim Tab Removal Consumables
Dry Cleaning Solvent, P-D-680 or Equivalent

NOTE
ICEX(B.F. Goodrich Transportation Products)
The aileron trim is on the LH aileron.
Procedure
i. Disconnect trim actuator rod end from trim tab inbd
i. Install maintenance ground safety locks.
hinge fitting.
2. Remove wheel well cover in RH wheel well.
2. Disconnect bonding wire at inbd hinge fitting.
3. Remove all dirt and grease from sectors and
3. Rotate trim tab upward and remove three screws
from inbd hinge fitting and remove trim tab. supports from solvent.
4. Attach hinge fitting to aileron to prevent loss of

4. Blowdry all srufaces.
fitting.
Aileron Trim Tab Installation

Application of ICEX requires the use of
skin and eye protection (Neoprene gloves
NOTE and chemical goggles). If material
accidentally contacts skin or eyes, flush
Perform a static balance check if a new,
immediately with plenty of clean waterfor
repaired, or a newly painted trim tab is
15 minutes and consult a physician if eye
installed. (Refer to Sabreliner Structural
or skin, irritation persists.
Repair 1Manual, NA-66-103~.)
I;f accidentally swallowed, do not induce
See figure 202. vomiting, see a physician immediately.
Use only in well ventilated area, avoid
AILERON TRIM ACTUATOR REPLACEMENT
prolonged breathing of vapos.
Aileron Trim Actuator Removal Keep container tightly closed when not is
use. Keep container awayfrom openflame
NOTE or electric heater.
The aileron trim actuator is the LH Properly dispose of empty container. Do

not burn as toxic vapors are released.
aileron.
1. Remove access cover.
2. Disconnect trim actuator electrical plug. Too heavy an application will result in a
3. Remove attaching bolts from both ends of actuator

sticky surface that will collect dust and
dirt reducing ICEX efficiency.
and remove actuator.
Ensure ICEX does not contact sector
Aileron Trim Actuator Installation bearings as deterioration may occur.
See figure 203.

5. Apply ICEX with a swab or small brush to obtain
AILERON CONTROL SYSTEM RIGGING complete coverage in a single continuous back and
forth motion.
See figure 204.
6. Install wheel well cover.
AILERON TRIM SYSTEM RIGGING 7. Remove maintenance ground safety locks.
See figure 205. 8. Secure airplane as desired.
27-1 0-00
Pap;e 202
NA-69-420
MAINTENANCE MANUAL
INSPECT AILERON CABLES P/N 276-523006- ii. If cable replacement is required, refer to Aileron
11, 276-523008-11 and 276-523005-11 (CABLES- Cable Replacement.
WITHOUT NYLON JACKETS) 12. Connectcablesto LHoutbdsector.
Inspect the aileron cables for fraying in the area of pulley 13~ Install LH outbd sector pulley and pivot bolt. Tighten
contact, just outboard of the main wheel wells. This cable and safetywire pivot bolt.
inspection is applicable to the carbon steel cables and the
stainless steel cables. Examine cables for broken wires by 14´• Connect upper LH cable to inbd (wheel well) sector.
Install cable guard pin.
passing cloth over the cable. This will clean the cable for a
visual inspection and detect broken wires if the cloth 15~ ConnectlowerLH cableturnbuckle andadjustcable
snags on the cable. The absence of snags is not positive tension. Check for a "slip fit" of LH inbd and outbd
evidence that broken wires do not exist. Bend the cable sector rig pins. Safetywire turnbuckle.
and inspect with a four power, or greater, magnifying
16. Disconnect lower RH cable turnbuckle in RH wheel
glass in the area of pulley contact. Should 1 to 3 wires be
well.
found broken, the next scheduled inspection of the cables
would be at 600 flight hours or 12 months. However, 17. Remove cable guard pin and disconnect upper RH
should 4 to 6 wires be found broken, the cables should be cable at aileron sector in RH wheel well.
removed from the pulleys for inspection at each 18~ Pull the upper cable into RH landing gear strut well
subsequent 100 flight hour inspection. If a cable has an and the lower RH cable into the RH wheel well.
excess of 6 broken wires, it must be replaced.
19. Inspect pulleys for wear and/or damage.
The four aileron cables may be inspected without
removing the cables from the airplane using the following 20´• Inspect cables for wear, broken strands and corro-
procedure. sion. Special attention should be given to the cables
where they pass over the pulleys on the wing rear
IW!1111[1~1
spar at the root ribs. If cable replacement is
If lower wing trailing edge skin has to be required, refer to Aileron Cable Replacement.
removed (PIN or to 21. Connect upper RH cable to aileron sector in RH
replace a pulley or bracket, hydraulic pres- wheel well.
sure must not be applied to the airplane
and normal and auxiliary accumulator

22. Connectlower RH cableturnbuckle and adjustcable
tension. Check for "slip fit" of inbd and outbd sector
pressures depleted when either skin is off
the airplane. This will prevent damage to rig pins. Safetywire turnbuckle.
the tee-section trailing edge member (main 23. Check entire aileron cable installation for security
landing gear actuating cylinder attach and safeties.
member). 24. Install aileron sector and cable guards in LH and RH
wheel wells.
1. Lower wingflaps.
25. Rotate pilot’s control wheel clockwise to its full-
2. Remove wheel well (dish pan) covers in LH and RH travel position: right aileron trailing edge should
wheel wells.
move up; left aileron trailing edge should move
3. Dump both Normal and Auxiliary hydraulic down. Check that aileron position indicator protrac-
accumulator pressure. tor on outbd cable sector of each wing reads 15-1/2
4. Disconnect lower LH cable turnbuckle in LH wheel 1/2)".

well. 26. Rotate pilot’s control wheel counterclockwise to its
full-travel position: right aileron trailing edge
5. Remove cable guard pin and disconnect upper LH
should move down; left aileron trailing edge should
cable from the wheel well sector.
move up. Protractor reading should be the same as in
6. Remove safetywire from LH outbd sector pivot bolt. step 25.
Remove pivot bolt.
27. Install wheel well (dish pan) covers in LH and RH
7. Disconnect the upper and lower cables from LH wheelwells.
outbd sector.
28. Airplane secure as desired.
8. Pull the upper LH cable into landing gear strut well
and the lower LH cable into the wheel well.
9. Inspectpulleysfor wearand/ordamage.
10. Inspect cables for wear, broken strands and corro-
sion. Special attention should be given to the cables
where they pass over the pulleys on the wing rear
spar at the root ribs.
JT
27-1 0-00
Page 203
0 COPYRIGHT, 1990 BY SABRELINER CORPORATION Jan 19/90
NA-69-420
MAINTENANCE MANUAL
AILERON TRIM ACTUATOR

NOTES PI
ELECTRICAL PLUG
The LH and RH aileron installation pro-
cedures are the same, except the connection,
of the ailerolz trim actuator electrical plug
for the LH aileron.
Ensure outbd hinge linle is properljy in- o
stalled if it was removed or misaliggnzent

of the ailerort with the wing mold line will
result.
Ensure that ailerorz well is free of loose

tools and hardware, AILERON INBD HINGE
i, Position aileron. (LH aileron only connect aileron

electrical plug to receptacle in LH wing at aileron
inbd hinge station.)
2. Install one bolt in outbd and two bolts in inbd hinge

fittings, .888 Ilr.
OUTED HINGE
LINK
.637 IN.
3/8 IN. MIN

5/8 IN. MAX
I BOLT
OUTED HINGE OUTED HINGE LINK
FITTING
WASHER AND NUT
AILERON
(R WING OPPOSITE)
BONDING WIRE
INBD HINGE FITTING
TP 5118 IN. MIN

7/18 IN. MAX
BONDING WIRE
f ~ILERON
Figure 201 Aileron Installation (Sheet 1 of 2)
27-1 0-00
Page 204
Auff 1/86 o COPYRIGHT, 1986 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
O Connect aulbd bsllcranlt to aiieron operating lint at silemn inbd
hinge fitting.
DI Connect bonding wres at inbd and authd hinges
O EnPure aiieran.are at rig porition and ehecl clearance between
aileron and flap and between outbd edge of aileron and wing. Obtain
clearances by trimming aileron.
O pracedures in Cnscting *iieron Control Syrtem.
O Pelt orm procedure, in Checking A leron Trim Syotem.
j~ nppect all connections Checir thal.rsa is tree ot tools, rags, and

hardware.
3/8 IN. MIN O

5/8 IN. MAX
BONDING
AILERON OPERATING
LINK
s/ls IN. MIN O
7/16 IN. MAX
AILERON
O BONDING WIRE---/
El ou-reo
BELLCRANK
ATTACH BOLT
Aileron Installation
Fiffure 201 (Sheet 2 of 2) 27-1 0-00
Fage 205
NA-69-420
MAINTENANCE MANUAL
O Remove inbd hinge fitt ng from trim tab, n.ertlnbd hingefittinp inlo NOTE
its pivot on’aileron inbd side.
Make shims from 8024-T42 aluminum alloy and the
same shape as the out6d hinge.
O Insert trim tab outbd end into its pivot on aileron. Slip trim tab inbd
end into alignment with inbd hinge fitting and install the three screws
attaching hinge fitting to trim tab. Rotate trim tab for access to install O Check inbd-~utbd mauement doer not exceed 0.OBO in max. Pidd
screws. shims between outbd hinge and trim tab to bring movement within
tolerance.
NOTE
Replace trim tab if the outbd trailing edge is more than

fl/lS in. out of alignment with the aileron trailing
edge.
O *lign trim tab inbdtrai ing edgswith.ilsron trailing edge. Checkthat

trim tab trailing edge is aligned rt1/16 in, with aileron trailing edge.
AILERON
TRIM TAB -7
r INBD HINGE OO
SCREW ’*c r
TRIM TAB
AILERON
r. ;´•´•´•r ItC~C
C
SHIMt)
AILERON TRAILING EDGE (FOR BONDING INBD HINGE
FITTING
EITRIM
TABTRAILING EDGE
u OUTED HINGE
TRIM TAB
c: c´• c´• G´• c

I,-
I
JAM NUT
PIILERON7~ SHIM
PUSH ROD
PO.OBOIN.H*X
VIEW LOOKING UP
27-1 0-00 Aileron Trim Tab Installation

Figure 202 (Sheet 1 of 2)
Page 206
NA-69-420
MAINTENANCE MANUAL
O Align trim tab with aileron and check clearances between trim lab
and aileron. Trim as necessary.
O Connect bonding wire st inbd hinge fitting tD aileron
O Connect trim actuator push rod end to inbd hinge fitting. Install bolt
and washer, and tighten nut. Install cotter pin.
O Operate trim tab through its full range M trauel. There rhauld be no
evidence of binding.
Check Inm tab. (Retsr to Checking *ileron Trim Syslem.)
TRIM TAB
AILERON
couTeD, I L.i!i;i51
sns IN, MIN 0 ---~e ~J1 IN. MIN
11/32 IN. MAX
5/15 IN. MAX
TRIM TAB
AILERON
INBD HINGE
FITTING
TRIM TAB r INBD HINGE :::;i’BONDING WIRE

00
FITTING
ACTUATOR
OTRIM
PUSH ROD
Aileron Trim Tab Installation

Figure 202 (Sheet 2 of 2) 27-1 0-00
Page 207)
0 COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL Mar 15/83 1
NA-69-420
MAINTENANCE MANUAL
O Position trim actuator with rod end on outbd side toward bellcrank
and install attach bolts.
O Connect actuator electrical plug. and safetywire.
El Chec~ trim tab.
~I Ensure area is free of rags, tools, and loose hardware.
O Secure airplane as desired.
ACTUATOR ROD END
ATTACH BOLTS
c 22p: 8..- g
*luaou
OAILERON TRIM TAB

I rS Y ’\Ci
I~Qr
TRIM ACTUATOR
BELL CRANK --1 til ELECTRICAL PLUG
27-1 0-00 Aileron Trim Actuator

erugiFnoital atsnI
203
Page 208
Nlar 15/83 o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL
NA-69-420
MAINTENANCE MANUAL
NOTE
O insert Tig pins in inbd cable sectors. Adjust push rods until rig pins
have a "drop fit." Lock jam nuts on rod-end fittings.
Llse 5/16-in. diameter rods or bolts as rig pins. Prevent
foreed alignment of rods or bellrranks by maintaining
a "drop fit" on all rig pins.
OT’S CONTROL COLUMN
O Move gust locle handle to the disengaged position; then insert rig
pins in pilot’s and co-pilot’s control column bellcranks.
O Insert a rig pin in center bellcrank, between pilot’s and co-pilot’s BELL CRANK
control columns. Adjust both LH and RH push rods until rig pin hasa "drop
fit." Lock jam nuts on rod-end fittings.
i\
O If push rods are not properly adjusted or if they are being replaced,
insert rig pins in remaining aileron control system bellcranks. Adjust push
rods until rig pins have a "drop fit." Lock jam nuts on rod-end fittings.
BELL CRANK
RIGPIN’ I PILOT’S CONTROL COLUMN
CENTER BELL CRANK
RIG PINS
‘f-
.TURNBUCKLES
I INBDCABLESECTORS
-T\PUSHROD--
FUSELAGE FWD BELL CRANK
PUSH
CRANKS
RIG PINS
PUSH ROD
RIG PINS RH WHEEL WELL
Rigging Aileron Control System

27-1 0-00
Page 2091
o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL h;Iar 15/83(
NA-69-420
MAINTENANCE MANUAL
(TYPICAL BOTH SIDES) OUTED
CABLE SECTOR
O To gain access to aiieron control cables and ouibd cable sectorp.
operate flaps to down position. To prevent raising flaps, pull LH FLAP and
RH FLAP circuit breakers on left console circuit-breaker panel.
O
"drop fit." and cable tension should be 250 (f25) Ibs at 700 F. (Refer to
Cable Tension Variation With Temperature chart in this chapter.) Tension
can be checked near the outbd side of the flap actuator. Alternately adjust IN.
I~ln
turnbuckles until previously stated cable tension is obtained. Turnbuckle I! MIN
RIO PIN
adjusting nut should be not less than tie in, from edge ct turnbuclle.
Safetywire turnbuckles.
TURNBUCI(LE
(TYPICAL 2 PLACES
4~
EACH WING)
O Check that aileron position indicator on autbd cable.Bctor is set at r*!L;QN EONTIOL C~IIIS
zero degrees. Adjust position indicator pointer, to obtain this setting.

Secure screws, and safetywire.
O Enp.rs that cable sector rig pins are in~talled.ln ardertoproperly rig
ailerons, they must be adjusted with respect to the wing reference plane. AILERON
The outbd wing fixed trailing edges cannot be used as reference, since they
are not accurately held to the wing reference plane during the fabrication
process.
O Oetermine wing reference p ane and reco~d angle
m Disconnect outbd aileron push rod jovtbd end) attach bolt.
LOUTIOIID
m place an inciinometer on a ptrai~htedgs. as shown in detail A. on
UIIE IEnO.
AILERON
aileron between aileron trailing edge and heel along first row of rivets
outbd of inbd edge. OUTED PUSH ROD
ROD END
EO Measure angle.tr.ightedgs. This angle must be 3’ (1´•30’)

of
greater than wing reference angle for required 30’ aileron up trailing edge
rig position.
Hold aieron to rig position and adjust oulbd push rod.
m MIUStllUtbd push rOd n the following manner:
Loosen outbd push rod inner jam nut.
SCREWS 1 /--POSITION INDICATOR POINTER
15´•~ rlSny).
Adjust outbd push rod to obtain a ..drop iir. of outbd attach
16030’
bolt. (This is accomplished by rotating entire rod assembly.) I to
O Replace outbd push rod attach bolt and tighten.

b
O Tighten inner jrm nut and I~ch.
UTBD
CABLE SECTOR
Ihlcuhlomnra
m Repeat steps 6 thru 14 on right wing. STRAIGHTEDGE
00 Remove all rig pin..
PLACE STRAIOHTEDOE
AILERON
27-1 0-00 Rigging Aileron Control System

IPage
Mar 15/83
210
o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL
NA-69-420
MAINTENANCE MANUAL
m Rotate pilot.s contra wheel cw to isf uli-travel position: RHai(eron m Repeat step Is: however, apply a forca at 20 lbs to pi at.s contro
trailing edge should move up; LH aileron trailing edge should move down, wheel in a cow Adjust remaining overtravel stop bolt,
direction. to obtain
Trailing edge of each aileron should be withirl the dimensional limits 0.005 to 0.032-in. clearance. Secure jam nut.
shown in detail B. Check that aileron position indicator protractor on outbd
cable sector of each wing reads 15030’ (rt30’). Obtain this setting of
adj usting travel stop bolts on support assemb ly of each outbd cable sector, NOTE
Steps lr thne 20 ~ay l,e p4rSomned ore the c´•o-pilo~:F

NOTE control wheel os well os t8e pilot’s rontrol toseel.
At full travel, simultaneous striking of LH and RH

aileron travel stops need not occur. Pil DO PrODedUre5 in Checking Aileron Cantral System
EO Aot.ts pi 01~ C0ntmt wheel ccw to its full-travel position: RH Thorough y inspect a leron oontralsystem Checir that all moving
aileron trailing edge should move down; LH aileron trailing edge should parts do not bind or touch structure while system is operated through its
move up. Results should be as in step 11. Secure jam nuts, and safetywire full range of travel. Check that all jam nuts are secured. Check that all bolts
stop bolts. and turnbuckles are properly saf etied, Be sure that areas are free of tools,
rags, and loose hardware. Install access doors.
m *pplV 1 lorce of in ibo to pilot.s control wheel in acwd rection.

Maintain this force while checking clearance of overtravel stop bolt. The
overtravel stop bolt is on the support fitting of the aileron control system I (TYPICAL BOTH SIDES) I- OUTED
fwd bellcrank. Clearance between overtravel stop bolt and bellcrank CABLE SECTOR
should be 0.005 to 0.032 in. Adjust overtravel stop bolt, to obtain this
clearance. Secure jam nut,
’WING THEORETICAL TRAILING EDGE
DETAIL B
I TRAVEL
STOP BOLTS
OUTBO*RD
WING
CABLE SECTOR
n~ 1
2.49 TO 2.55 IN.
249T025; IN,
ALLERON I I WING’ LAILERON
(SEE SHEET 1 FOR LOCATION.)
0.005 IN. MIN

0.032 IN. MAX SUPPORT FITTING
OVERTRAVEL
STOP BOLT
CONTROL
~1....
´•Q:´•, WHEEL O 13
O
OVERTRAVEL
STOP BOLT
I
0.005 IN. MIN
SUPPORT FITTING
WHEEL 1 0.032 IN. MAX
FUSELAGE FWD BELLCRANK I FUSELAGE MIDBELLCRANK--] 5370-2´•52-14
Rigging Aileron Control System

Figure 204 (Sheet 3 of 3) 27-1 0-00
Page 2111
o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL Mar 15/83(
NA-69-420
MAINTENANCE MANUAL
Move trm switch to L WG DN. Hod switcn st this pas tan until
NOTE aileron trim tab stops moving.
The ohjuet of
this proredure is to synchronize, ~uilhia
toleranees and through the full range of traael, the
nilsron trim tab trailing edge u,ith the traz,el of tht´•
O ChBC)I the fulltravs position ol the ailer0n trim position indio81ur
needle. The needle should align, within f1/32 in., with the 12"
aileron trim posiliorc, inzdicator needle, The total tral~el
left-wing-down index line. If indicator needle does not align within this
of the aileron trim tab trailing edge Nhnuld be egually tolerance, referto Aileron Trim System in Trouble Shooting Flight Control
divided between the full ap and full doMm po.uitioas Trim Systems.
from the ailpron trailing edge.
O Coonect 28 vde
O Check that trim tab trailing edge is 57/6n jt1/32) n, down (rom
uti)lly external power source to airplane aileron trailing edge. II it is not, adjust push rod until it is.
EFFECTIVITIES
trim selector switch, on ALTERNATE TRIM CONTROL panel, to
0 SIN BXO-I thru -4Y he~fol´•e SIE and SIN
,YrO-l and .uuh.u.
m S/N dso-I thnL -4~3 after SiB 7~5-ZX and S/N ;3NO-
El Operate trim switch, on outbd grip of pilot’s or co-pilot’s control 14 and subs,
wheel (O) on center pedestal (O), until aileron trim position indicator
reads zero degrees. AILERON TRAILING EDGE
O Chscl that trim lab trail ng
aileron
edge is aligned, within f1/32 in., with
trailing edge. If it is not, adlust push rod until tab trailing edge and
aileron trailing edge align within this tolerance.
TRIM TAB
o (~1/32)
IN.-n, i-
AILERON TRIM
TRIM SELECTOR
POSITION INDICATOR
SWITCH
Fld29
JAM NUT
ALTERNATE
CONTROL PANEL
TRIM1. PUSH ROD
AILERON
TRIM WING
LEFT ~R II\ RIGHT
WING IIIIC~II WING
DOWN RYI \Yn DOWN
TRIM SWITCH m
Q\
TRIM TAB
5
AILERON
TRIM SWITCH O TRIMAILERON

AILERON
POSITION INDICATOR PUSH ROD
,z
ii
oN
b4
~Os;
jijii~-o
I_
lil~NEEDLE
o
TRIM TAB
(rt1/32) IN
(FULL DOWN
POSITION)
27-1 0-00 Pigging Aileron Trim System

Page 212
NA-69-420
MAINTENANCE MANUAL
O MOuB trim switch fo a R WG ON. Hold switch at Ihil position until

aileron trim tab stops moving.
O Check that aileron trim position indicator needle aligns, within f1/32
in., with the 120 right-wing-down index line. If indicator needle does not
align within this tolerance, refer to Atleron Trim System in Trouble
Shooting Flight Control Trim Systems.
m Check that trim trailing edge is 57/64 (f1132) in, up fr.m aileron
trailing edge. Readjust push rod as necessary, to equally divide total travel
of trim tab.
m Repeat SIBp. 3 and 4 SBEUIe and PalB1Y lam nut an purh rod.
m 00 procsdurer in Checking Alleron Trim System.
TRIM SWITCH
oH wr?
TRIM TAB
srrra
NOSNlp (FULL UP
POSITION)
I
AILERON
TRIMPOSN INDICATOR
i 164 (f1/32)
I N.AILERON
PUSH ROD
NEEDLE ,C--L O (11/32) IN.
Rigging Aileron Trim System

27-1 0-00
Page 213 1
o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL Mar 15/83)
NA-69-420
MAINTENANCE MANUAL
Aileron Cable Inspection P/N 276-523005-21, D. If any one of the following conditions exists, the
276-523006-31, and 276-523008-31 (Cables With cable shall be replaced:
Nylon Jackets) (1) Complete circumferential crack or
separation of the nylon jacket.

nrnnn~l
(2) Fifty percent (50%) or more bare cable is
~f lower wing trailing edge skin (PIN showing due to a worn or split nylon
a66-130104-al or is removed to jacket.
replace a pulley or bracket, hydraulic
(3) Six or more broken wires.
pre~sure must applied to the
not be
airplane and normal and auziliar~y E. If cable replacement is required, refer to
accumulators must be depleted. This will Aileron Cable Replacement.
prevent damage to tee-section trailing edge F. Connect cables to LH outbd sector and install
member (main landing gear actuating
outbd sector pulley and pivot bolt. Tighten and
cylinder attach member).
safetywire pivot bolt.
NOTE G. Connect upper LH cable to wheel well sector.
Install cable guard pin.
It is recommended to replace all pulleys
H. Connect lower LH cable turnbuckle and adjust
that have groove wear before cable
cable tension. Check for "slip fit" of LH inbd
installation.
and outbd sector rig pins. Safetywire
turnbuckle.
1. Lower wing flaps.
2. Remove wheel well covers (dishpans). 5. Inspect RH (upper and lower) aileron cables per
steps A thru H.
3. Inspect LH (upper and lower) aileron cables per
A. Disconnect lower RH cable turnbuckle in RH
steps A thru E.
wheel well.
A. Disonnect lower LH cable turnbuckle in LH
B. Remove cable guard pin and disconnect upper
wheel well. (See figure 27-10-406.)
RH cable at aileron sector in RH wheel well.
B. Remove cable guard pin and disconnect upper
LH cable from the wheel well sector. C. Pull theuppercableintoRH mainlandinggear
strut well and the lower RH cable in the RH
C. Remove safetywire from LH outbd sector pivot wheel well. Inspect cables. (Refer to step 4.)
bolt. Remove pivot bolt.
D. If cable replacement is required, refer to
D. Disconnect the upper and lower cables from Aileron Cable Removal and Replacement.
LH outbd sector.
E. Connect upper RH cable to aileron sector.
E. Pull the upper LH cable into landinggear strut
well and the lower LH cable into the wheel well. F. Connect turnbuckle and adjust cable tension.
G. Check for "slip fit" to inbd and outbd sector rig

4. Inspect cables with special attention given to the
cable-to-pulley contact area per steps A thru H. pins.
A. Inspect pulleys for wear and/or damage. H. Safetywire turnbuckle.
B. Clean cables specifically in the area of 6´• Check entire installation for security and safeties.
cable-to-pulley contact. 7. Rotate pilot’s control wheel cw to its full-travel
C. Using 4-power (or greater) magnifyingglass,
a
position: RH aileron trailing edge should moveup;
LH aileron trailing edge should move down. Check
inspect the nylon jacket and/or cables for
that aileron position indicator protractor on outbd
cracks, broken sections, worn areas, peeling,
bubbles and a max of five broken wires. If any cable sector of each wing reads 15030’ (+30’).
one of these conditions is present, the cables
shall be re-inspected at end of each six months
of operation.
27-1 0-00
I Page
Mar
214
15/83 o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL
NA-69-420
MAINTENANCE MANUAL
MAINTENANCE PRACTLCES (Continued)
Aileron Cable Inspection P/N 276-523005- CONTROL WHEEL REMOVAL AND

21, 276-523006-31, and 276-523008-31 (Cables INSTALLATION
With Nylon Jackets) (Cont’d) Control Wheel Removal
8. Rotate pilot’s control wheel ccw to its full-travel 1. Remove medallion retaining screw. Thescrew is
position: RH aileron trailing edge should move reached through a hole in the underside of the
down; LH aileron trailing edge should move up. control wheel.
Protractor reading should be the same as in 2. Using a sharp instrument, lift out lower edge of
step 7. medallion; then slide medallion out of place.
9. Install wheel well covers.
3. Remove retaining screws in wiring disconnect
10. Raise wing flaps and secure airplane. plug.
4. Cut safetywire and remove wheel retaining nut.
AILERON CABLE REMOVAL AND
5. Pull wheel from shaft and carefully work wheel
REPLACEMENT
over electrical disconnect plug.
Aileron Cable Removal
NOTE Control Wheel Installation
II is tl~al allpulleys liaving cable 1. Position control in neutral position, then place
groove wear be replaced wheel on shaft in a level attitude.
2. Install thin washer and nut. Torque nut to 100-
1. Lower wing flaps. 150 in.-lb.
2. Remove wheel well covers.
3. Remove laminations from the Control Column
3. Remove LH or RH (upper and lower) aileron Adjustment Shim (See TPC NA-69-420, Figure
cables per steps A thru E. 10-15 for location) as required to obtain .0005 to
k Disconnect upper and lower turnbuckles. .0020 inch backlash between the two Central
Column Bevel Roll Control Gears.
(See Figure 206.)
B. Remove cable guard pins tone only on RH 4. Connect wiring disconnect plug and install lock
screws.
installation) and disconnect cables from the
wheel well sector. 5. Install medallion and retaining screw.
C. Remove safetywire from ]LH or RH outbd 6. Perform operational check of aileron and hori-
sector pivot bolt. Remove pivot bolt. zontal stabilizer trim systems.
D. Disconnect the upper and lower cables from
LH or RH outbd sector.
E. Remove cable pulleys from wing rear spar
and remove cables from airplane.
Aileron Cable Replacement

1. Position cables in airplane.
2. Connect cables to applicable outbd sector and
install outbd sector and pivot bolt. Tighten and
safetywire pivot bolt.
3. Connect LH or RH cable to wheel well sector.
Install cable guard pints).
4. Install cable pulleys on wing rear spar.
5. Connect upper and lower cable turnbuckles and
adjust cable tension. (See Figure 201.)
6. Rig aileron control system. (See Figure 204.)
7. Perform operational check of aileron control
system.
8. Install wheel well covers.
27-1 0-00
Page 215
´•NA-69-420
MAINTENANCE MANUAL
RH UPPER AILERON
CABLETURNBVCKLE I
o@109
LH UPPER AILERON
CABLE TURNBUCKLE
RH LOWER AILERON
CABLE TURNBUCKLE
LH LOWER AILERON
CABLE TURNBUCKLE
INBD CABLE SECTORS -h PUSH ROD
I
PUSH ROD J I I ~T X3d a’
LH OUTED AILERON SECTOR P(VOf BOLT

(ACCESS ’THRU LH WING FLAP WELL)
27-10-00 Aileron Cable

erugiFnotcepsI
206
Page 216
SABRE LINER
MAINTENANCE MANUAL
AILWON AND TAB SYSTEM TROUBLE SHOOTING
i. Trouble Shooting Aileron Control and Aileron Trim Systems
AIL;ERON CONTROL SYSTEM
A. CONTROLS DO NOT MOVE.
(1) Gust lock Check elevator controls and Disengage gust lock
mechanism in engaged rudder controls. If they handle by moving
position. cannot be moved, gust lock handle down and for-

handle is engaged. ward from engaged
position.
(2) Mechanical ob- Check control system linkage

struction in control sys- to determine cause or
tem linkage. mechanical interference.
Check especially at bell
cranks for ri ins.
B. CONTROLS MOVE, BUT SURFACE DOES NCTr FOLLOW.
(1) Push rods, cables, Check that control system Reconnect linkage
or bell cranks discon- linkage is not discon- and secure jam nuts.
nected. nected at any point.
(2) Cable discon- Lower flaps and check Reconnect or replace

nected or broken, cables. cable.
C. FULL SURFACE TRAVEL CANNOT BE OBTAINED.
(1) Improper adjust- Refer to adjustment pro-

ment or aileron stop cedure in figure 27-10-404.
bolts or overtravel stop
bolts.
(2) Mechanical Thoroughly inspect control Make certain that
interference binding
or system to determine cause control system has
in control system, of interference or binding, adequate clearance

from all structure,
plumbing, wire
bundles, etc.
(3) Improperly rigged Lower flaps, and check ailer- Rerig aileron
aileron control system, ron position indicators. If actuating linkage.
travel is short in one direc- (See figure
tion and if there is over- 27-10-404.)
travel in opposite direction,
linkage is obabl misri d.
Mar L/70 27-10-1

Page 101
SABR E EI IP~ B~ W
MAINTENANCE MANUAL
D. CONTROLS BIND MOMENTARILY WRING OPWATION.
(1) Mechanical inter- While moving controls starry Make certain that
ference in control sys- back and forth over point control system has
tem. where binding occurs, check adequate clearance
entire system C,o determine from all structure,
cause of interference. plumbing, wire
bundles etc.
E. FRICTION FORCES TOO HIGH.
(1) Cable tension too Check cable tension. Adjust cable tenr
high. sion. (See figure
27-00-201.)
(2) Mechanical inter- While starry moving con- Make certain that
ference in system, trols back and forth, in- control system has
spect entire system, adequate clearance
including control wheels, from all structure,
to ensure that it is pro- plumbing, wire
perly installed and that it bundles, etc.
has adequate clearance.
ALLERON TRIM SYSTEM
F. TRIM SYSTEM INOPERATIVE.
(1) Circuit breakers Check ’1NORP/I~L TRIM" and

not pushed in. "ALTERNATE TRIM" circuit
breakers on left console
circuit-breaker panel.
(2) Trim selector Check trim selector switch

switch positioned in- position on alternate trim
correctly. control panel.
(3) Electrical sys- Perform continuity check. Repair electrical

tem fault SYStem.
G. TRIM THRCWS UNSATISFACTORY.
(1) Trim system Check rigging of trim sys-
improperly adjusted. tem. (See fi~ure 27-10-405.)
(2) Mechanical inter- Remove secess 6. Operate

ference in linkage. trim actuator back and forth
whileinspecting linkage,
especially at bell crank,
for mechanical interference.
27-10-1 Mar 1/70

Page 102
SABRE LINER
MAINTENANCE MANUAL
(3) Faulty trim Check trim tab travel from I Replace faulty
i actuator. neutral to right and left ex- actuator.
treme positions. (Measure fr
tab trailing edge to aileron
trailing edge.) If travel is
less than 7/8 inch or more than
59/64 inch either side or neu-
tral, actuator is faulty.
(4) Faulty normal Position TRIM SELECTOR switch Replace trim switch
trim switch or electri- at NORMAL and hold trim and or repair electrical
cal wiring. arm switches at L WG DN. Check wiring.

for 28-volt de at terminal (A3)
or 1 and ground indication at
terminal (03) or 9 on K535 re-
lay at right hand station 150.

(Relay assembly 125). Hold
trim and arm switches at R WG
DN. Check for 28-volt de at
terminal (B3) or 8 and ground
indication at terminal (03) or
9 D535 relay st right-hand

on
station 150. If voltage is not

available at either terminal,
the switch is faulty or faulty
electrical wiring.
NOTE: Terminal numbers not in
parenthesis are for air-
planes NA-370-1 and -7,
and NA-380-1 and later.
Terminal numbers with
parenthesis are for air-
planes NA-370-2 through
-6, -8,´•and -9.
(5) Faulty alter- Position TRIM SELECTOR switch Replace alternate

nate trim switch or at ALT and hold trim switch at trim switch or
electrical wiring. LEFT WING DOWN. Check for 28- repair electrical
vdc at terminal (Al) or 5 on wiring.
K535 relay at right hand sta-
tion 150 (relay assembly 125).
Hold trim switch at RIGHT WING
DOWN. Check for 28-vde at
terminal (B1) or 4 on K535
relay. If voltage is not
available at either terminal,
the switch is faulty or faulty
electrical wiring.
Jun 30/76 27-10-1

Page 103
SA B R E LI N E R
MAIN7ENANCE MANUAL
PROBABLE CAUSE ISOLATION PROCEDURE REMEDY.
H. TRIM POSITION INDICATOR ´•INOPERATIVE.
(1) Electrical sys- Perform continuity check. Repair electrical

tem faulty, system.
(2) Faulty trans- Check transmitter. If trans- Replace actuator.

mitter on trim actuator. mitter does not meet check-out i
requirements, a faulty actuator
is indicated.
(3) Faulty trim If there is continuity in elec- Replace trim position

position indicator, trical system and transmitter indicator.
meets check-out requirements,
a faulty trim position indica-
tor is indicated.
30/76
I 27-10-1Page 104
Jun
SABRE LINER
MAINTENANCE MANUAL
i. qperational Check-out of Aileron Control System
A. Before check-art, the aileron control system must be properly rigged,

(See figure 27-10-404.) If check-out does not meet requirements, refer
to trouble shooting procedures.
(1) With gust lock disengaged, move aileron control wheels through full
travel and check whether they operate freely. There should be no
sign or binding.
(2) Rotate aileron control wheels clockwise. The right aileron trail-
ing edge should go up. The left aileron trailing edge should go
dam.
(3) Repeat procedure with aileron control wheels rotated in opposite

direction. The right aileron trailing edge should go down. The
left aileron trailing edge should go up.
(4) Check aileron travel positions at aileron position indicators on
outboard cable sectors of bath wings as follows:
(a) To gain access to aileron outboard cable sectors, operate

flaps to dam position.
(b) To prevent raising flaps, pull "LH FLAP" and "RH FLA~"
circuit breakers on left console circuit-breaker
panel. Hold
aileron trailing edges level with wing theoretical. trailing
edge. The aileron position indicator on each outboard cable
sector should read O (1/2) degrees.
(c) Rotate aileron control wheel clockwise to mechanical stop and

check full travel or ailerons; then rotate aileron control
wheel counterclockwise to mechanical stop and check full
travel or ailerons. The position indicators should read
15-1/2 (f1/2) degrees in the full travel position.
2. Checking Aileron Control System Friction Forces
A. Using an accurate-reading push-pull type scale and a flexible tape rule,

check friction forces as follows:
(1) Rotate pilot’s control wheel to Full counterclockwise position.
(2) Attach scale to one handle of control wheel.
(3) BY slowly, steadily, and continuously pulling on scale, move con-
trol wheel clockwise.
(4) Record scale readings at one-inch increments from 1/2 inch of

start position to 1/2 inch or full-travel position. Record all
pull forces of wheel as "A" and all push forces of wheel as "B."
Record forces in a vertical row.
~izzr 1/70 27-10-3

Page 601
EIABRE LINER
MAINTENANCE MANUAL
(5) Rotate pilot’s control wheel to full clockwise position and repeat
check in opposite direction.
(6) By slowly, steadily, and continuously pushing on scale, move
control wheel counterclockwise.
(7) Record all pull forces of wheel as "A" and all push forces or
wheel as "B". Record forces at same points in a vertical row from
bottom to top, next to first row of forces.
Compute friction forces as follows: For positions where force

recorded in one direction is "B" and in opposite direction is "A",
add these two forces. Then divide by two. Where both forces are
either "B" or "A", subtract smaller force from larger force. Then
divide by two. The results will be friction forces. Friction
forces at any position must not exceed 3 pounds.
Checking Aileron Trim System Airplanes NA-380-1 Through -43 Not Changed
P By Service Bulletin 75-22 and Airplanes NA-370-3. and Later
A. Before check-out, the aileron trim system must be properly rigged.

(See figure 27-10-405). If trim system does not meet check-out
requirements, refer to trouble shooting procedures.
(1) Connect 28-volt de utility external power source to airplane.
(2) Rush in the following circuit breakers on left console circuit-

breaker panel:
a "NORMAL TRIM SYSTEM"
"ALTERNATE TRIM SYSTEM"
a "NORMAL TRIM CONT"
a "TRIM IND"
(3) Place trim selector switch, on alternate trim control panel at

NORMAL.
(4) Engage trim arm switch and move trim switch, on left grill or
pilot’s control wheel, to L WG DN. Hold until aileron trim tab
stops moving. The sileron trim tab should go down. The needle of
the aileron trim position indicator should align with +1/32 inch or
the 12-degree left-wing-down index line. Check that trailing edge
of trim tab is 57/64 (1/32) inch down from trailing edge of
aileron.
(5) With trim arm switch engaged, hold trim switch at R WG DN until
aileron trim tab stops moving. The aileron trim tab should go up.
The needle or the aileron trim position indicator should align with-
in 41/32 inch of the 12-degree right-wing-down index line. Check
that trailing edge of trim tab is 57/64 (+-1/32) inch up from
trailing edge of aileron.
27-10-3
Jun 30/7~
Page 602
SAB RE LINER
MAINTENANCE MANUAL
(6) Operate trim switch until aileron trim position indicator reads
zero degrees. Check that trailing edge or trim tab is aligned with
trailing edge or aileron within ~/32 inch.
(7) Repeat procedure on copilot’s control wheel. Engage trim arm switch
and hold trim switch at L WG I)N. The aileron trim tab should go
down. The aileron trim position indicator should read lert-wing-
down 12 degrees.
(8) With trim arm switch engaged, hold trim switch at R WG DN. The
aileron trim tab should go up. The aileron trim position indicator
should read right-wing-down 12 degrees.
(9) Check pilot’s trim arming switch, on trim switch of control wheel,
as follows:
(a) push in trim arming switch and push trim switch in either
direction.
(b) When trim tab starts to move, release trim arming switch whilel
maintaining trim switch position. The trim tab should stop

moving
(10) Repeat step (9) on copilot’s control wheel.
(11) Position trim selector switch, on alternate trim control panel, to
ALTERNATE.
(12) Repeat steps (7) and (8) with alternate trim switch, on alternate
trim control panel.
C13) Check timing or aileron trim actuator. Use a stop watch to check
time it takes for aileron trim actuator to operate from one ex-
I treme trim position to other extreme trim position (24 degrees).

The trim rate should not be less than 1.27 degrees per second
(about 18.80 seconds total travel time) and no more than 2.8 degrees
per second (about 8.6 seconds total travel time).
(14) Disconnect 28-volt de external electrical power from airplane.
Checking Aileron Trim System --Airplanes NA-380-1 Through -43 Changed

Service Bulletin 75-22 and NA-380-44 and Later
A. Before check-out, the aileron trim system must be properly rigged. (See
figure 27-10-405). if trim system does not meet check-outrequirements,
refer to trouble shooting procedures.
Jun 30/76 27-10-3

Page 603
SABRE LINER
MAINTENANCE MANUAL
(2) Push in the following circuit breakers on left console circuit

breaker panel:
"NORM TRIM CONT"
a "ALTERNATE TRIM-SYSTEM"
"NORM TRIM SYSTEM"
"TRII IND"
(3) Place trim selector switch, on alternate trim control panel at

NORMAL
(4) Actuate trim arm switch and trim switch simultaneously on center
pedestal to LEFT WING DOWN. Hold until aileron trim tab stops
moving. The aileron trim tab should go down. The needle of the
aileron trim position indicator should align with f1/32 inch of
the 12-degree left-wing-down index line. Check that trailing edge
of trim tab is 47/64 (+-1/32) inch down from trailing edge of
aileron.
(5)´• With trim arm switch engaged, hold trim switch at RIGHT WING DOWN
until aileron trim tab stops moving. The aileron trim tab should
go up. The needle or the aileron trim position indicator should

align within +1/32 inch of the 12-degree right-wing-down index
line. Check that trailing edge or trim tab is 57/64 (41/32) inch
up from trailing edge or aileron.
(6) operate trim switch until aileron trim position indicator reads
zero degrees. Check that trailing edge of trim tab is aligned
with trailing edge or aileron within +1/32 inch.
(7) Check trim arming switch on center pedestal, as follows:
(a) Actuate the trim and arming switches simultaneously in

either direction.
(b) When trim tab starts to move, release trim arming switch
(forward snitch) while maintaining trim switch position. The
trim tab should stop moving.

ALTERNATE
(9) Check timing of aileron trim actuator.stop watch to check

Use a
time it takes for aileron operate from one extreme

trim actuator to
trim position to other extreme trim position (24 degrees). The
trim rate should not be less than 1.27 degrees per second (about
18.80 seconds total travel time) and no more than 2.80 degrees per
second (about 8.60 seconds total travel time).
(10) Disconnect 28-volt de external electrical power from airplane.
27-10-3 Jun 30/76

Page 604
NA-69-420
MAINTENANCE MANUAL
INSPECT AILERON SONIC DOUBLERS
Equipment/Tools
None
Consumables
None
Inspection
See Figure 27-10-601 for visual inspection procedure.
ILT
27-10-03
Page 605
NA-69-420
MAINTENANCE MANUAL
~u
oiobo
YISUALLY INSPECT TOP ANO BOTTOM

SKIN FOR BULGES BETWEEN FASTENERS.
BUBBLES OR FLAWS IN THE PAINT
SYSTEM. CHECK FOR LOOSE MISSING
ANB/OR CORROOEO FASTENERS
BOUBLER
27-10-601 Inspect Sonic Doublers Ailerons
27-1 0-03
Page 606
Jun 22/90 COPYAIGHT, 1990 BY SABRELINER CORPORATION
SABRE LINER
MAINTENANCE MANUAL
RUDDER AND TAB DESCRIPTION AND OPERATION
i. Rudder Control System (See figure 27-~0-1.1
The rudder control system consists of two pairs or interconnected rudder

pedals and a centering bungee mechanically linked through push rods, bell
cranks, and cables to the rudder. Movement of the rudder is limited by
travel stop bolts in the rudder torque tube support.
The push rods extend along the right side of the fuselage, near the
rudder
floor of the pressurized cabin, to a pressure-seal bell crank. The
pressure-seal bell crank permits the rudder controls to extend through the
pressurized area‘without releasing cabin pressure. A push rod connects the
pressure-seal bell crank to a forward cable bell crank. Rudder control
cables extend along the right side of the fuselage rear section from the
forward cable bell crank to the aft cabld bell crank. A push rod connects
the aft cable bell crank to the rudder horn attached to the rudder surface
torque tube. A bungee is connected to the aft cable bell crank
pilot force
to center the rudder pedals. The pilot’s and copilot’s rudder pedal posi-
tion may be adjusted to comfortable leg-length by rotating the respective
pedal adjustment knob on either control pedestal. Clockwise rotation of the
adjustment knobs moves pedals forward; counterclockwise rotation of the
adjustment knobs moves pedals aft.
Rudder Trim System (See figure 27-20-2.)
The ruddersystem consists of a trim tab, an electromechanical actua-

trim
tor, a trim position indicator,
control switches, and a trim position trans-
mitter. The trim tab is hinged to the trailing edge of the rudder. The
trim tab is positioned by a push rod and a bell crank connected to the
electrical trim actuator. The trim actuator is in the lower leading edge
of the rudder. The trim actuator is operated by a rudder trim switch on the
aft face of the center pedestal, and an alternate trim switch on the alter-
nate trim control panel. The normal or alternate trim circuits are selected
by a trim selector switch.
Directional trimming of the airplane is controlled by manually operating

switches in the normal or alternate trim circuits. The switches direct
eleCtrical power from the 28-volt de essential bus to the actuator that
mechanically operates the rudder trim tab to the left or right position.
(See figure 27-00-1.) The ~udder trim tab is normalljr operated by posi-
tioning the trim selector switch at NORMAL and pushing the three-position
trim switch, on the aft face of the center pedestal, to L (left) or R
(rigkt). The trim tab can also be positioned with the trim selector switch
at ALTERNATE. The alternate trim switch, on the alternate trim control
panel, is moved to LEFT or RIGHT to operate the rudder trim actuator. The
rudder trim actuator then mechanically operates the trim tab to the left or
right.
The rudder trim position indicator, on the copilot’s inboard instrument

panel, indicates the trimmed position. The indicator is electrically posi-
tioned by a transmitter. The transmitter (part of the actuator assembly) is
Mar 1/70´• 27-20-0

Page 1
SAB R E LI N E R
MAINTENANCE MANUAL
internally geared to the rudder. trim actuator. The rudder trim tab limits
are 15 (f1/2) degrees or 1-1/~ (f1/32) inches in either direction from trim
tab trailing edge to rudder trailing edge.
The mechanically operates the intergrally mounted position

actuator also
transmitter. transmitter electrically operates the rudder trim position
The
indicator. Placing the rudder trim switch at R or the alternate trim switch
at RIGKT extends the actuator. Extending the actuator moves the trim tab
left and indicates rudder right on the rudder trim position ’indicator.
A rudder position indicator (a built-in rigging fixture), near the end of

the rudder surface torque tube, is provided as an aid during checking and
rigging procedures. A rudder position indicator protractor is attached to
the rudder surface
torque tube support. A rudder position indicator pointer
is attached rudder torque tube directly over the protractor.
to the Move-
ment or the rudder surface torque tube moves the pointer along the protrac-
tor, indicating the position or the rudder.
A. Rudder
The rudder is of all-metal construction. The basic structure consists

ofstringers, conventional ribs, and a honeycomb trailing edge covered
by stressed aluminum alloy skin. The rudder is hinged to the trailing
edge or the vertical stabilizer and is mechanically operated. Balance
is obtained by weights mounted in the leading edge. The rudder contains
the rudder trim actuator and the rudder trim tab.
B. Rudder Pedals
Two identical sets of rudder pedals (pFLot’s and copilot’s) are pro-
vided to operate the rudder and brakes. The rudder pedals control the
rudder action through direct mechanical linkage to the rudder. The
wheel brakes are actuated by pressure on the top of the rudder pedals.
The pedals are attached to the hangers by a short tubular arm. The
hangers are suspended from pivot points on the pilot’s and copilot’s
control column. This arrangement allows the rudder pedals to move
forward aft, enabling rudder control, and to pivot around the tubu-
and
lar arm, enabling brake control; The rudder pedals may be adjusted to
the correct leg length.
C. Rudder Pedal Adjustment Knob
Comfortable leg-length ad3ustment of the rudder pedals may be accom-

plished by a rudder pedal adjustment knob on the control pedestal
directly below the control wheels. Counterclockwise turning of the knob
adjusts the pedals aft (toward the pilot); clockwise turning of the knob
adjusts the pedals forward.
D. Rudder Control Pilot Force Bungee
The rudder control pilot force bungee is in the lower part or the ruse-
lage rear section at canted station 457. The bungee is a single-action
type. The bungee has a movable piston rod and a preloaded spring. It
27-20-0 Aug 6/71

Page 2
NA-69-420
MAINTENANCE MANUAL
Rudder Control Pilot Force Bungee (Cont’d)

is spring-loaded to its retracted position. The bungee is
connected to the rudder control system to center the
rudder pedals. When the rudder pedals are moved, the
bungee spring is compressed, creating a force against the
rudder pedals. When the rudder pedals are released, the
bungee spring returns the bungee to its retracted
position, centering the rudder pedals.
Rudder Trim Actuator
A linear-type, 28 VDC, electromechanical actuator

operates the rudder trim tab. The rudder trim actuator is
mechanically linked to the rudder trim tab by a bellcrank
and push rod. The actuator is mounted near the leading
edge of the rudder. The actuator has two internal travel
limit switches to limit the travel of the jackscrew. Non-
jamming mechanical stops are employed to restrict jack-
screw travel in case of travel limit switch failure. An
antirotational device is used to prevent the jackscrew end
fitting from rotating. A rudder trim position transmitter
(part of the actuator assembly) is internally geared to the
jackscrew. Movementof the jackscrew operates the trans-
mitter. The transmitter electrically operates the rudder
trim position indicator in the cockpit. The transmitter is a
potentiometer type designed to operate through 360
degrees or more of shaft rotation.
The transmitter wiper is centered on top B within 1-1/2
degrees with the actuator in neutral position. Retracting
the actuator produces A, B, C direction of rotation of the
wiper. Movement of the wiper electrically reproduces a
similar movement in the indicator.
Rudder Trim Position Indicator
The rudder trim position indicator, on the co-pilot’s

inboard instrument panel, is powered by the 28 VDC
essential bus. A rotating pointer indicates rudder left and
rudder right trim positions of the trim tab in degrees. The
indicator is electrically positioned by a trim position
transmitter on the rudder trim actuator. The indicator is
calibrated 15 degrees right or left in increments of 5
degrees.
27-20-00
0 COPYRIGHT, 1989 E3Y SABRELINER CORPORATION Jun
Page 3
12/89 I
NA-69-420
MAINTENANCE MANUAL
GO-PILOT’S RUDDER PEDAL

RUDDER /r"t~ (CO-PILOT’SLEFT)
CONTROL
TORQUE
VERTICAL STABILIZER
TUBE
RUDDER
ADJUSTMENT
SUPPORT KNOB
(CO-PILOT’S)
FITTING TRIM TAB
BELL CRANK
OVERTRAVEL
STOP BOLTS fFe
ACROSS-SHIPINTERCONNECT ROD
PUSH
RODi AFT CABLE
BELL CRANK
RUDDER CONTROL
I CABLES
TURNBUCKLE
(TYPICAL) ,PILOT FORCE
BUNGEE
’´•~PJi"irlB\ ~3
FWD CABLE BELL CRANK
SEAL BELL CRANK
ni
PUSH ROD RUDDER SURFACE

TORQUE TUBE
RUDDER PUSH ROD
RUDDER PEDAL
(TYPICAL)
TRAVEL
STOP BOLTS
RUDDER POSITION
INDICATOR POINTER
RUDDER
HORN
RUDDER POSITION LRUDDER SURFACE

INDICATOR PROTRACTOR--/ TORQUE TUBE
SUPPORT
5310-2-51-17
Figure 27-20-1 Rudder Control System
27-20-00
Page4
Jun12/89 o COPYRIGHT, 1989 BY SABRELINER CORPORATION
SABRE L1NE FZ
MAINTENANCE MANUAL
RUDDER TRIM POSITION INDICATOR
I~
RUDDER TRIM SWITCH
CONTROL PANELALTERNAIETRIMT
LEFT CONIOLE
CIRCUIT-BREAKER PANEL" I VERTICAL
STABILIZER
RUDDER
TRIM SELECTOR SWITCH? TRIM TAB
RUDDER TRIM
ALTERNATE RUDDER
~Y"
ili
nlmswne~
~IIO.L1Z )I*
Rudder Trim System

Jul ~/73 Figure 27-20-2 27- 20-0
Page 5
SA B R E LI N E R
MAINTENANCE MANUAL
RUDDER AND TAB TROUBLE SHOOTING
i. Trouble Shooting Rudder Control and Rudder Trim Systems
RUDDER CONTROL SYSTEM
(1) Gust lock mech- Check elevator controls Disengage gust lock
anism in engaged posi- and aileron controls. handle by moving handle
tion. If they cannot be moved, down and forward from
gust lock handle is engaged position.
engaged.
(2) Mechanical Check control system

obstruction in control linkage to determine
system linkage. cause of mechanical
interference. Check
especially at bell
cranks for ri ins.
B. CONTROLS MOVE, BUT SURFACE DOES NOT FOLLOW.
(1) Push rods, cables, Check that control system Reconnect linkage and
or bell cranks discon- linkage is not discon- secure jam nuts.
nected. nected at any point.
C2) Cable disconnected Check cables in fuselage Reconnect or replace

or broken, rear section. cable.
(1) Improper adjust- Refer to adjustment

ment of rudder stop procedure in figure
bolts or overtravel stop 27-20-403.
bolts.
(2) Mechanical inter- Thoroughly inspect control Make certain that control
ference or binding in system to determine cause system has adequate
control system, or interference or bind- clearance from all
ing. structure, plumbing,
wire bundles, etc.
(3) Improperly rigged Remove access, and Rerig rudder control

rudder control system. check position indica- system. (See figure
tcrs. If travel is 27-20-403.)
yhort in one direction
Mar 1/70 27-20-1

Page 101
~A B R E Li N E R
MAINTENANCE MANUAL
PROBABIE: CAUSE ISOLATION PROCEDURE REMEDY
and if there is oJer-

travel in opposite direc-
tion, linkage is pl’obably
misrip~ned.
D. CONTROLS BIND MOMENTARILY DURING OPERATION.
(1) Mechanical inter- While moving controls Make certain that con-
ference in control system. slowly hack and forth trol system has adequate
over point where bind- clearance from all
ing occurs, check structure, plumbing,
entire system to deter- wire bundles, etc.
mine cause of Interrer-
ence.
(2) Pilot force Remove bungee from air- Replace bungee is faulty,
b fault lane. Check b
(L) Cable tension too Check cable tension. Adjust cable tension to
high. 300 (f25) pounds at
700F.
(2) ~echanical inter- While slowly moving Make certain that con-
ference in system. controls back.and forth, trol system has

inspect entire system adequate clearance from
to determine whether it all structure, plumbing,
is -properly installed wire bundles, etc.
and whether it has
adequate clearance.
F. RUDDER PEDAL FORCES TCO HIGH OR TOO LOW.
(1) Improperly Check bungee installa- Adjust bungee. Bungee

rigged bungee. tion. may be adjusted without
being disconnected.
(2) Faulty bungee. Remove bungee from air- Replace bungee is faulty.
lane. Check b
G. RUDDER PEDALS WILL NOT RETURN TO NEUTRAL WITHIN ~t5 DECREES.
(1) Mechanical inter- While slowly moving Make certain that con-
ference in control system. controls back and forth, trol system has
inspect entire system adequate clearance from
to determine whether it all structure, plumbing,
is properly installed wire bundles, and other
and whether it has objects.
adequate clearance.
27-20-1 Mar 1/70

Page 102
SABRE LINER
MAINTENANCE MANUAL
(2) Improperly Check bungee installa- Adjust bungee. Bungee

rigged bungee. tion. may be adjusted without
being disconnected.
(3) Faulty bungee. Remove bungee from air- Replace bungee is faulty.
lane. Chock bun
MOTE: The following trouble shooting information is based on the assumption

that electrical power is available to the system. It is suggested that
frequent reference be made to the trim system schematic when trouble
shooting the systems. This will aid in isolating a specific trouble.
RUDDER TRIM SYSTEM
H. TRIM SYSTEM INOPERATIVE.
(1) Circuit breakers Check "NORMAL TRIM" and

not pushed in. "AI,TEIINATE TRIM" circuit
breakers on left coiisole
circuit-breaker panel.
(2) Trim selector Check trim selector

switch positioned Fncor- switch position on alter-
rectly. nato trim control panel.
(3) Electrical system Perform continuity Repair electrical sys-

fault check, tem.
I. TRIM THROWS UNSATISFACTORY.
(1) Trim system im- Check rigging of trim

properly adjusted. system.
(2) Mechanical inter- Remove trim actuator

rerence in linkage´•. access door. Operate
trim actuator back and
forth while inspecting
linkage,, especially at
bell crank, for mech-
anical interference.
(3) Faulty trim Check total trim tab Replace faulty actuator.
actuator. travel from neutral
position. If travel is
less than 1-3/32 inches
or more than 1-5/32
inches, the trim actua-
tor is fault
Mar 1/70 27-20-1

Page 103
SA B R E LI N E R
MAINTENANCE MANUAL
J. TRIM POSITION INDICATOR INOPERATIVE.
(1) Electrical system Perform continuity Repair electrical sy8-

faulty. check. tem.
(2) Faulty trans- Check transmitter.

mitter on trim actuator. (Refer to procedure
for chec~ing rudder
trim system.) If
transmitter does not
meet check-out require-
ments, a faulty actua-
tor is indicated.
(3) Faulty trim posi- If there is continuity Replace trim position

tion indicator. in electrical system indicator.
and transmitter meets
a faulty trim position
indicator is indicated.
27-20-1 Mar 1/70

Pae~e 104
S19 B R E LI N E R
MAINTENANCE MANUAL
RUDDER AND TAB M~INTENANCE PRACTICES
i. Servicing Rudder Control and Rudder Trim Systems
Servicing of the rudder control and rudder trim systems is not required.
All joints in both systems have lubricant-sealed bearings and do not require
additional lubrication.
Mar 1/70 27-;20-2

Page 301
SABRE LINER
MAINTENANCE MANUAL
i. Removing Rudder
A. The rudder may be removed without disturbing the rudder system rigging.
To remove rudder, proceed as follows:
(1) Remove access panel.
(2) Disconnect rudder trim tab actuator wiring harness from terminal
strip TB532. The wiring harness extends from the bottom of the
rudder torque tube.
(3) Disconnect rudder from rudder torque tube. This is done by rotat-
ing rudder to one side and removing two bolts from mounting
brackets under rudder.
(4) Disconnect bonding wire under rudder near torque tube.
(5) Disconnect bonding wire and remove the four bolts securing the
upper and center hinge supports from the vertical stabilizer.
(6) Disengage the hinge support brackets from the vertical stabilizer,
move the rudder to one side to clear the trailing section of the
vertical stabilizer. Lift rudder and pull rudder trim tab actua-
tor wiring harness from rudder torque tube.
(7) If a new rudder is to be installed, remove the hinge support from

the old rudder as follows:
(a) Disconnect bonding wires from the upper and center hinge
supports. Remove rudder hinge pins and the hinge supports,
2. Installing Rudder
I A. If the
If a new
same unaltered rudder is to be
rudder is to be
installed, see figure 27-20-401.
installed, proceed as follows:
(1) Temporarily install rudder and mark correct gap as shown in figure
27-20-401.
NOTE: Spare rudder assemblies are furnished with a small amount of

material on the skin ends finish trimming.
for The excessive
skin material will not interfere with installation.
(2) Remove rudder, Trim and rile to mark.
NOTE: The rudder has a honeycomb trailing edge and the ends are
filled with Coreril 615. The trailing edges are pretrimmed
to the correct dimension at the time of manufacture and
should not require additional trimming. If additional trim-
ming is required, the Corefil 615 may be filed. To prevent
delamination, rile with the skin and not across it.
I (3)
(4)
If
perform
a
NA-66-1O32
Do
new,
a
repaired or
static balance check

or
a newly painted
per the Structural
as
Sabreliner Service Ijulletin No. 17.
procedures in figure 27-20-401.

rudder is being installed,
Repair Manual
1’Jun 30/76 27-20-3

Page 401
~RIGBNAL
SABRELINER
-´•:-~19ed By
MAINTENANCE MANUAL
k: i; 6’
_
~-Runorn
VERTICAL STABILI~LER o(tl/s)lNcn
Align rudder lower trailing edge with vertical Itabilizer

RUM)ER’TORQUE gni-liort
edge; then check that rudder upper trailing edge ir aligned
with vertical rtobiliIer trailing edge within _C1/8 inch. If rudder
upper trailing edge ir out of alignment with vertical Itabiliz~r troil-
ing edge more than ~1/8 inch, replace rudder.
Check that clearanca~ between rudder

RUDDER TORQUE
llll(~OTIOll
Ovpp´•.´•"d."d"l~l Ibbili.´•r.nd
Y
between rudder lower and and vertical r= Ilal
INCn
rtobililer ore or rhown. Trim exce,r
TRIM ACTUATOR
material i
WIRING HARNESS
-6-"i
r
VERTICAL UPPER
ACCESS PANEL STABILIIER HINGE
or
LI In~at rudd´•r trim I.b..tuotl, riring horn´•u
rudder into rudder torque tubs on fureloge.
ot
pullina rvddar trim o.)u.t.r *iring h.m´•l´• th´•~ush

O Whil+
bottom of rudder torque tube in accerr panel,corefully po~i-
tion rudder on rudder torque tube.
HINGE
5/16
TOIIQULTUIK´•-~
t(-c~/16)INCH
i´• CENTER HINGE
,I SHOWN; UPPER VERTICAL
1 HINGE SIMILAR STABIUZER
RUDDER
BOLTS
jll6(‘CI/IWIKH
HINGE SUPPORT
RUDDER HINGE
RUDDER
Move rudder through itr full range of travel. Check that claclr´•
ii ance between rudder leading edge and vertical ,tabilirer
RO"* ’Vdd´•’ Imiling sdg´• a on´• id´•i fh´•n dlpn Nddn
E1 hinger with hinge rupportr. inrtall bolts at center and upper
lroliins ´•d~´•l i, or Ihom. Tlirn .x~´•ll m.)´•ri.i fro. r´•rti..l
Itabiii2er trailing edger.
hinger.
TRIM
MOUNTING BRACKRS? I oi
ACTUATOR
’Od WIRING B
c
O HARNESS
BOLTt7 I\ ~--BOLT
g
RUDDER1V~ O
TERMINAL
STRIP
(71))32) o
CLAMPS
c~
’PI bp´• .pt
II L7P1
I/
bnnn Nddn hlm..lu.D.*ring h..nl I.,´•.n~in.l nrp

TOROUE TUBE O TB532. Inrtall clampl.
BONDING WIRE
inltallin( h. bdfl I1~Do in "Ch.cking Rudd.r Control Sy~tem."

mounting broct´•b under rudder. Safety bdb to bmketr
into
with lackwir*.
O CMn´•d bondinl rin und´•. ruddn n´•.r torqu´• tvbo.

m Se rure that
warer then inrtoll
arear are
occerl
free of rage, tooll, and loore hord´•
panel.
I,le~e.lo
Installing Rudder
27-20-3 Fi~ure 27-20-401 Mar 1/70
Page 402
S.A B R E LI N E R
MAINTENANCE MANUAL
3´• RemovJ.ng Rudder Control Pilot Force Bungee
A. The pilot force bungee is in the lower fuselage rear section at canted
station 457. To remove bungee, proceed as follows:
(1) Loosen bungee rod end, and rotate rod to allow rod stop to ride on
housing or bungee to relieve preload.
(2) Disconnect bungee rod end from aft cable bell crank.
(3) Disconnect bungee end from bracket on bulkhead.
4. InBtalling Rudder Control Pilot Force Bungee
A. To install pilot force bungee, proceed as follows:
(1) Connect fixed end of bungee to bracket on bulkhead.
(2) Extend opposite end of bungee as necessary to connect to aft cable

bell crank.
(3) To obtain correct setting, loosen rod-end jam nut and back off lock
washer; rotate rod inside rod end until gap between rod stop and
bungee 1/4 (+1/32)
end cap is inch. Engage lock washer to rod end,
tighten jam nut, and safety with lockwire.
5´• Removing Rudder Trim Tab
A. To remove rudder trim tab, proceed as follows:
(1) Disconnect trim actuator rod end from upper hinge fitting.
(2) Disconnect bonding wire from upper hinge fitting.
(3) Rotate trim tab to one side, remove the three screws from lower
hinge fitting, and remove trim tab.
(4) Attach hinge fitting to rudder to prevent loss of fitting,
6. Installing Rudder Trim Tab
For rudder trim tab installation, see figure 27-20-402.
I
NOTE: If a new, repaired or a newly painted trim tab is installed, perform
a static balance check as per the Structural Repair Manual
NA-66-L032 or Sabreliner Service Bulletin No. 17.
Jun 30/76 27-20-3

Page 403
~R[BGIFhBAL SAB RE LINER
~3gp MAINTENANCE MANUAL
A~’I’P
O I´•nov~ bim 1.~ I´•r´•r hinp´• 1Hli.s (~m ruddn. O Ilipn trim I.b low´•r tr.ilinp ´•dl´• w(th rudd´•r Ir.iC
ing cdg´•; thon chock that trim tab uppor trailing cdgo i~
RUDMR align´•d with rudder tailing ~dOl within -~1/16 inch. It trim
tab upp´•r trailing ´•dgo i~ oat of alignm´•nt with ruddor trail-
ing ´•dgo mom than 1/16 inch, r´•ploc´• trim tab.
P(N
RUDDER--\ INCI
(ON RUDDH)
C TRIM
TUPER
HINGE
FITTING
O r´•*tion,´•im I.* (n I.b op´•nlnp (n ´•udd´•r, to Ihot
trim tab uppor hin(l´• fitting i~ ´•ngag´•d with hingo pin on
ruddar. Hold trim tab low´•r and ~lightly oat of aiignmont
with ruddar. Engag´• low´•r hing´• fitting with trim tab; than
~lid´• fitting and tab into ali(lnm´•n( with rudd´•r.
O
to
In.l.ll
ruddor. Rotato trim tab for to inltall
Nn.´• ~Uul
d~
SCREW
(IYC 3 PUCILJ
TRIM TAR
TRIM TA~
RUDDER
(OFI TRIM I*E)
TRIM ACTUATOR RUDDER
LOWER HINGE CITIINO--~ I PUSH ROD
El CO.Mbbonding
t ~n Incn
a
IIONDINO
WIRE
W "RUDDER
I-- TRIM TAI

TAl
SCREW
TRIM ACTUATOR
rwnloo _C
Align trim tab with rvddor; than ch´•cL that cl´•aano
b~wnn trim tab and ruddw ic a ~hown. Trim a
lij (Rotar ta "Choclring Trkn

UPPER HINGE Syctom.")
~3 ImINO
O OC´•nh Mn 1.~ I~rmlk Ik (vll nly J h´•nl.
O C´•n~d kin pul ´•ocl k Than lould b´• no´•vidmcld binding.
tab uppor hing´• tlttins.
Installing Rudder Trim Tab

27-20-3 Figure 27-20-402 Mar 1/70
Page 404
NA-69-420
MAINTENANCE MANUAL
NOTE 3. Repeat steps 1 and 2 on pilot’s rudder controls.

Use 5/1 B-inch diameter rods or bolts as 4. Remove access door and, ensuring that gust lock
pins. IMaintain a "drop fit" on all rig pins, handle is in the disengaged position, insert rig pin in
to eliminate forced aligment of rods or bellcrank on lower end of pilot’s torque tube.
bellcranks.
1~1110121 I
Do not apply loads to the control system
rCGVSi’LOCK-fi ~JU,R
-PEDAL
when rig pins are installed. Damage to ADJUSTMENT-
system parts can occur. i"
i. Insert rig pin into pedal adjustment bellcrank.

j
Rotate pedal adjustment knob on co-pilot’s control
pedestal until rig has a "drop fit." I r,
2. Adjust rod assemblies until centerline of rudder
pedals aligns with centerline of screws in support.
Lock jam nut on rod-end fittings.
NOTE
Clockwise rotation of pedal adjustment
knob moves pedalsforward; counterelock-
wise rotation moves pedals aft.
CI
Cj
2 RaD liill j
ASSEMBLIES m\ r ACCESS DOOR
PEDAL ADJUSTMENT
CO-PIIOT’S
BELL CRANK
LEPT RUDDER
PEDAL
~im
gp
ACROSS-SHIP
ADJUSTMENT INTERCONNECT
SCREW TORQUE
rUBEl
1 RIG
BELL CRANK
IUPPORT 1%5~ (CO-PILOT.S)
BELL
CRANK
(PILOT’SI
~L‘";
4 RIG
PININTERCoNNECr
ROD
5. Remove access door, and insert rig pin in bellcrank

anlower end of co-pilot’s rudder control torque tube.
Adjust across-ship interconnecting rod until rig pin
has a "drop fit." Lock jam nut on rod-end fitting.
ACCESS DOOR
Figure 27-20-403 Rigging Rudder Control System (Sheet 1 of 3)
27-20-03
Page 405
NA-6;9-420
MAINTENANCE MANUAL
6. If push rods are not properly adjusted or if they are

being replaced, insert rig pins in the remainingbell-
cranks up to and including forward cable bellcrank.
All rig pins should have a "drop fit." If they do not,
RIO PIN rRIG PIN
adjust push rods until "drop fit" is obtained. Lock
RIG PIN
jam nuts on rod-end fittings. I; I
o~ r,r
O FWD CABLE
D PIN I
BELL CRANK
8. While rig pins are installed, check rudder align-

ment. Trailing edge of rudder should align with
trailing edge of vertical stabilizer within f1/8 inch.
Through access panel, adjust push rod attached to
lower end of rudder surface torque tube, to obtain
rudder rig position. ’L~ck jam nut on rod-end fitting.
7. Through aft fuselage access doors, insert rig pin in
aft cable bellcrank. Rig pin should have a "drop fit," 9´• Through access panel, check that rudder position
and cable tension should be 300 (f 30) pounds at indicator pointer at lower end of rudder surface
700F (see Figure 201). If this "drop fit" and cable torque tube is set at zero degrees. If it is not, adjust
tension are not obtained, alternately adjust turn- rudder position indicator protractor until pointer is
buckles until cable tension is as stated, and until rig at zero degrees. Tighten screws and secure with
pins have a "drop fit." Turnbuckle adjusting nut safetywire.
should be no less than 1/8 inch from edge of turn-
buckle. Secure turnbuckles with safetywire. 10. Check that clearance between bungee end cap and
rod stop is 1/4 (f1/32) inch. If it is not, loosen rod-end
NOTP~ jam nuts, and back off lock washer; then rotate rod
inside rod end until this clearance is met. Engage
Check that rudder control cables cross, lock washer with rod end, tighten jam nut, and
from top of cable bellcranks to bottom of secure nut to lock washer with safetywire.
opposite bellcranks.
Do not break safet~wire on bungee hozlsing

or on rod stop.
BELL
CRANK
Remove all rig pins. Bungee should align rudder
1 ´•i´•:
11.
within f2 degrees of rig position. Repeat steps 9
CONTROL
CABLES through 11 as necessary to align rudder within
dC
[t .N tolerance.
VERTIC*L STABILIZER RUDDER

´•I
~5ej´•
AFT CABLE
BELL
ROD
ROD STOP
~Lf d 1!
’NCH
I I If’ T/
PROTRACTOR
sUNOEE O
END
Icarm
CABLE BELL CRANK
Figure 27-20-403 Rigging Rudder Control System (Sheet 2 of 3)
27-20-03
Page 406
SABRE LINER
MAINTENANCE MANUAL
Using precisionscale. apply force in a forward direction, to

a
canter and bare of left pedal. When the rudder reacher 24

degrees left m indicated on tha rudder position indicator protractor,
step 12, with pilot’s right
the pedal forceshould be 45 6) pounds. At full pedal deflection,
check that rudder trailing edge is 10.2 to 10.6 inches from trailing
m
edge of vertical stabili2clr. Check whether ruddar position indicator position. Secure jam nuts.
mads 25 K) dagrees. If it doer not, obtain this setting by adjulting
travel stop bolt on rudder surface torqucl tube support assembly. NOtlSteps 12 and 13 may be performed
on the copilot’, rudder pedals as wall os on
the pilot’s rudder pedals.
RUDDER
STABILIZER
STABILIZER 10.2 TO
10.6 INCHES
10.2 TO
RUDDER-J IPNCHES
JAM NUT
JAM NUT
TRAVEL STOP BOLT
252420 15 K
TRAVEL STOP
(RUDDER I Y \BOLT
LtFT)
(RUDDER
RIGHT)
RUDDER
POSITION
INDICATOR
POINTER
Push pilot’s left rudder pedal to full-forward position. Repeat procedure, applying 180-pound force in
m Using a precision scale, apply Is0-pound force, in a
m forward direction to the pilot’s right rudder pedal.
a
forward direction, to center and base of left rudder pedal. Clearance between remaining overtravel stop bolt and bell
Maintain this force while checking clearance of overtmvel stop crank should be 0.005 to 0.032 inch. Adjust stop bolt as
bolt. The overtravel stop bolt is on the support fitting at the necessary. Secure jam nuts and safety stop bolt with lockwire.
lower end of the copilot’s rudder control torque tube. Clear-
ance between overtravel stop bolt and bell crank should be
0.005 to 0.032 inch. If it is not, adjust stop bolt until this h
CIKI1´•.K. i, mel. s.,,, i,, nutr. ond lafety rtop bolt with
iockwire.
(Il-lle
o.oos IN. MIN TO
0032’N.M*X
3 OVERTRAVEL
C´•; STOP BOLT
"4´•~ \UT~-
BnL
CRANK
SUPPORT
IN. MIN TO
BELL FITTING
CRANK
0.0321N.MCIXVEL O O
SUPPORT STOP 2Bti-62-1D
FITTING
i~jS
I
i r BELL CRANK
’COPILOT’S;
3ea~ SUPPORT
r~n Thoroughly inspect rudder control system. Check that all

LL~ moving parts, through full range of travel, do not bind or
touch structure. Check security of all jpm nuts. Check proper
m I´•pC.t It.or 14 ond 15 on (opilot.l rudder pd.ll. sofetying of all bolts and turnbuckler. Be lure that areas are free
of tools, rag,, and loots hardware. Install door,.
m pro~.sdura
access
Do in RUddLr control 5*fem"
5370-2-52-23A
Rigging Rudder Control System

Jun 30/76 Figure 27-20-403 (Sheet 3 of 3) 27-20-3
Page 407
SABRELINER
hlAINTENANCE MANUAL
ORIQIBpll!l_
As Re@~iv-Q ~ai
A$’P
NOt~ The object of thic pracedure ir to ,ynchronir´•, ~ithin

tolerancer and through the full range of travel, the travel of the
rudder trim tab trailing edge with the travel of the rudder trim until trailing edger align within thir tolerance.
petition indicator needle. The total travel of the rudder trim tab
trailing edge rhould be equolly divided between the full left and
full right poritionr fram the rudder bailing edge
11 Connc) 1B´•*ol) de ulilib ´•d~nol pmn lo~nc´• le alplnu

nitl32)21.
O ,wiRh on alternate OOprohhin~nhb

on front of center
trimcontrol ponel to pede,tal, until rudder
NORMAL. trim porition indicator
reads rero d´•gr´•r. I TRIM TAR
TRIM SELECTOR RUDDER TRIM

SWITCH POSITION INDIClTOB
’UM-U´•11D
IAM NUT
PUSH ROD
,R
TRI11
RUDDE1
ALTERNATE
TRIM CONTROL
PANEL
Ijji
TRIM TAB
II,
N.r´• frim.rihh M L(I´•hl.

O Hold awHeh at L until rub
der trim tab rtopl moving. PUSH ROD
TRIM TAB
P’-1B’ ~--IRIM SWITCH
(rl/JZ)IN.
Check full travel porition of RUDDER

B rudder trim po~lon indi-
,R
cator needle. The needle rhould
align, within -C1/32 inch, with
the rudder left index
-i
line. If indicator needle doer not
RUDDER
align thir tolerance, r´•f~
IR1H
to "Traubbe Shoatinl"
it i,.
IllLI´•52´•1(
Rigging Rudder Trim System

Figure 27-X)-404 (Sheet 1 of 2! wr 1/70
NA-69-420
MAINTENANCE MANUAL
8. Movetrim switchtoR(right). Holdtrim switchatR FS-LB1
until rudder trim tab stops moving.
9. Check that rudder trim position indicator needle

aligns, within f1/32 inch, with the 1Bdegree rudder
right index line. If indicator needle does not align
within this tolerance, refer to Trouble Shooting.
TRIM SWITCH
10. Check that trailing edge of trim tab is 1-1/8 (f1/32)
inches left of rudder trailing edge. Readjust push
rod as necessary to equally divide total travel of trim
tab. o (-+1/32) IN.
NEEDLE
11. Repeat steps 3 and 4. Secure and safety jam nut on
I push rod with safetywire.

12. Do procedures in Checking Rudder Trim System.
RUDDER
TRIM
RUDDER
PUSH ROD TRIM
POSITION INDICATOR
TRIM TAB
Figure 27-20-404 Rigging Rudder Trim System (Sheet 2 of 2)
27-20-03
Page 409
BJA-69-420
MAINTENANCE MANUAL
Removing Rudder Trim Actuator 2. Install cables on bellcranks and assemble turn-
buckles.
1. Remove trim actuator access panel (refer to chapter
6). NOTE
2. Disconnect electrical plug.
Ciceek that rudder control cables crossfrom
3. Disconnect actuator shaft to bellcrank attach bolt. top oftlte cable bellcrank to the bottom of the
4. Disconnect actuator attach bolt and remove actuator opposite bellerank. Also, ensure that
from rudder. turnbuekles be located closer to the c4ft

bellcranle (see Figure
Installing Rudder Trim Actuator
3. Alternately adjustthe turnbuckles to obtain a cable
1. Position actuator in rudder and install attaching
tension of 300 (f30) pounds at 700F (see Figure 27-
bolts, washers, nuts and cotter pins.
00-201). Turnbuckle adjusting nut should be no less
2. Connect actuator electrical plug. Lockwire electri- than 1/8 inch from edge of turnbuckle.
cal plug.
4. Ensure that the rig pins still have a "drop fit."
3. Check rudder trim rigging. Refer to Rigging
Rudder Trim System.
5. Safety turnbuckles using .040 in. safetywire.
4. Install rudder trim actuator access panel. 6. Remove~all rigpins.

7. Perform operational test of rudder control system.
Rigging Rudder Control System
8. Install access panels previously removed to access
For adjustment and rigging of rudder control system, see bellcranks.
Figure 27-20-403.
9. Secureairplane asnecessary.
Rigging’ Rudder Trim System
For adjustment and rigging of rudder trim system, see
Figure 27-20-404.
RUDDER CONTROL CABLE REMOVAL
NOTE
Use 5/1 6 inch dia rods or bolts as rig pins.

IMaintain a "drop fit" on all rig pins to
eliminate forced alignment of belleranks.
Do not applll loads to the control sZlstem

when rig pins are installed. Damage to
s2lstem parts can occur
1. Remove electrical power from airplane.
2. Insert rig pins in forward and aft rudder cable

area (see Figure
bellcranks, located in aft fuselage
27-20-403).
3. Cut safetywire from rudder control cable turn-
buckles and disassemble turnbuckles.
4. Remove cables from bellcranks and remove from

airplane.
RUDDER CONTROL CABLE INSTALLATION

AND TENSION CHECK
1. Ensure that rig pins are installed in the forward and

aft rudder bellcanks (see Figure 27-20-403).
27-20-03
Page 410
SA B R E LI N E R
MAINTENANCE MANUAL
Checking Rudder Control System
A. Before check-out, the rudder control system properly rigged.

must be
(See figure 27-20-403.) If check-out does
requirements, refer
not meet
to trouble shooting procedures. The parts referred to in the following
procedure are identified in figures 27-20-1 and 27-20-403.
(1) Check that gust lock is disengaged; then move rudder pedals through
full travel and check whether they operate freely. There should he
no sign of ~inding.
(2) Push left rudder pedal to full-forward position. The rudder trail-
ing edge should move left. When the pedal is released, it should
freely return to neutral.
(3) Repeat procedure with right rudder pedal pushed to full-forward

position. The rudder should move right. When the pedal is re-
leased, it should freely return to neutral.
(4) Check rudder travel positions on rudder position indicator at lower

end of rudder surface torque tube as follows:
(a) To gain access to rudder position indicator, remove access
panel 8.
(b) Align rudder trailing edge with vertical stabilizer lower

trailing edge. The rudder position indicator should read
0 (f1/2) degrees.
(c) Push pilot’s left rudder pedal to full-forward position. The

position indicator should read 25 (flJ2) in full-travel posi-
tion. When the pedal is released, it should freely return to
neutral posit-ion within f5 degrees.
(d) Repeat procedure with right rudder pedal pushed to full-forward

position. The rudder position indicator should read 25 (~t1/2)
degrees In full-travel position. When the pedal is released,
it should freely return to neutral within f5 degrees.
(5) Check rudder pedal forces by pushing base of left rudder pedal.
Deflect rudder until rudder position indicator at lower end of
rudder torque tube is positioned at 24 degrees. The scale should
read 45 (f5) pounds. Repeat procedure on right rudder pedal. The
results should be the same.
(6) Install access panel 8.
2. Checking Rudder Trim System
A. Before check-out, the rudder trim properly rigged.

system must See
be
figure 27-20-404.) system does not meet check-out requirements,
If trim
refer to trouble shooting procedures. The parts referred to in the
following procedure are identified in figures 27-20-2 and 27-20-404.
Mar 1/70 27-20-4

Page 601
SABRE LINER
MAINTENANCE MANUAL
(2) Push in the following circuit breakers on Left console cFrcuit-

breaker panel:
a "ALTERNC~TE TRIM SYSTE~I"
a "NORMAL TRIM SYSTEM"
"NORM TRIM CONT"
a "TRIM IND"
(3) Place trim selector switch, on alternate trim control panel, at

NORMAL.
(4) Place rudder trim switch, on front or center pedestal under

throttle control levers, st L (left). Hold until rudder trim tab
stops moving. The rudder trim tab should move right. The needle
of the position indicator should align within f1/32
rudder trim
inch of the 15-degree rudder-left index line. Check that trailing
edge of trim tab is 1-1/8 (f1/32) inches right from trailing edge
or rudder.
(5) Hold rudder trim switch at R (rFght) until rudder trim tab stops
moving. The rudder trim tab should move left. The needle of the
rudder trim position indicator should align within f 1/32 inch of
the 15-degree rudder-right index line. Check that trailing edge of
trim tab is 1-1/8 (f1/32) inches left from trailing edge of rudder.
(6) Operate rudder trim switch until rudder trim position indicator
reads zero degrees. Check that trailing edge of trim tab is
aligned with trailing edge or rudder within f 1/32 inch.

ALTERNATE.
(8) Place rudder alternate trlm´• switch, on alternate trim control panel,
at LFIFT. Hold until rudder trim tab stops moving. ~The rudder trim
tab should move right. The rudder trim position indicator should
read rudder left 15 degrees.
(9) Hold rudder alternate trim switch at RIGIIT until rudder trim tab
stops moving. The rudder trim tab should move left. The rudder
trim position Indicator should read rudder right 15 degrees.
(10) Check timing of rudder trim actuator. Use a stop watch to check
time it takes for rudder trim actuator to operate from one extreme
position to the other extreme trim position. Trim rate should be
no less than 2,18 degrees per second (13.8 seconds total travel
time) and no more than 3.5 degrees per second (about 8.6 seconds
total travel time).
(11) Disconnect 28-volt de external electrical power source from air-

plane.
27-Xl-4 Mar 1/70

Page 602
NA-69-420
MAINTENANCE MANUAL
INSPECT VERTICAL STABILIZER AND

RUDDER
Inspect the vertical stabilizer and rudder as follows:
1. Vertical stabilizer skin for cracks, buckles, dents,

abrasions, wrinkles, and loose rivets or screws.
Fiberglass antenna fairing for condition. Antennas
for condition and security.
2. Rudder and trim tab for security, tears, and missing

rivets. Bonding straps for condition and security.
3. Rudder hinges for cracks, hinge bolts for looseness.

Bonding straps for condition and security.
4. Rudder torque tube jo-bolts for looseness. (Do not
check with wrench or attempt to tighten.)
5. Rudder torque tube bearing for cleanliness and

freedom of rotation.
ICT
27-20-04
Page 603/604 Blank
SA B R E LI N E R
MAINTENANCE MANUAL
ELEVATOR CONTROL SYSTEM DESCRIPTION AND OPERATION
The elevator control system consists of two interconnected forward and aft
moving control columns in the cockpit and a bobweight mechanically linked by
push rods, bell cranks, and cables to aerodynamically balanced elevators.
The elevators are hinged to the trailing edge of the horizontal stabilizer,
to provide longitudinal (pFtch) control of the airplane. A spring-type bias
bungee is incorporated to establish a no-load center position for the eleva-
tor controls by interconnecting the elevators and horizontal stabilizer.
This no-load position varies automatically with stabilizer trim position.
The complete elevator control system is balanced by a bobweight balance
bungee.
2. Elevators
The elevators are interchangeable and are interconnected by an aluminum
alloy torque tube. The basic structure consists of stringers, conventional

ribs, and a honeycomb trailing edge covered by stressed aluminum alloy skin.
The elevators are hinged to the horizontal stabilizer trailing edge at shree
places on the left panel and three places on the right panel. Balance is
obtained by means of weights mounted in the leading edge. Two elevator
horns, one on each end of the torque tube, connect the elevators to the
elevator actuating linkage.
3´• Elevator Control Bobweight Balance Bungee
The elevator control bobweight balance bungee is on the left side of the
lower part of the fuselage forward section at station 108. The ~unpee is
a single-action type and has a movable piston rod and a preloaded spring.
It is spring-loaded toward its retracted position, and is connected to the
elevator control columns. For this reason, when the system is in rigged
neutral position, the bungee is partially extended to counteract the bob-
weight and control linkage weight. When the control columns are moved
forward from neutral, the bungee is extended farther, and the spring is
compressed accordingly. If the control columns are then released (hands
off), the bungee repositions the controls to neutral. When the control
columns are moved aft from neutral, the bungee is retracted, imposing less
counteracting force. Releasing the controls at this point then allows the
weight of the control linkage and bobweight to reposition the controls to
neutral and reload the balance bungee.
4. Elevator Control Bias Bungee~
The elevator control bias bungee is on the left side of the fuselage rear
section at canted station 457. The bungee is a single-action type and has
a movable piston rod and a preloaded spring. It is spring-loaded in its
retracted position. When the control columns are moved, the bungee spring
is cdmpressed, creating a force against the control columns. When the con-
trol columns are released, the bungee spring returns the bungee to its
retracted position. The lower end of the bungee is attached to a truss that
is mechanically linked to the horizontal stabilizer. The rod end of the
Mar 1/70 L37-30-o

Page 1
SA B R E LI N E R
MAINTENANCE MANUAL
bun~ee is attached to the aft cable bell crank. Movement of the stabilizer
operates the mechanical linkage and repositions the lower end of the bungee.
Motion of the bungee rotates the aft cable bell crank. The bell crank posi-
tions the elevator controls in a no-load trim position.
27-30-0 Mar 1/70

Page 2
SABRELINER
MAINTENANCE MANUAL
PILOT’S CONTROL COLUMN

OVERTRAVEL STOP BOLTS
ELEVATOR
An CABLE BELL CRANKS
TORQUE TUBE
SCONTROL COLUMN
BELL CRANK TURNBUCKLES
FWD CABLE BELL CRANKS
OT’S CONTROL
PEDESTAL
rLLEVITO~
PRESSURE-SEAL BELL CRANKS
PILOT’S CONTROL
COLUMN
ELEVATOR PUSH RODS
COPILOT’S CONTROL
COLUMN
(TYPIC*L)
t HORIZONTAL
BUNGEE STABILIZER
ELEVATOR
CONTROL I LIPP(RTRAVEL
BELL CRANKS I STOPBOL!
ZONTAL
BOBWEIGHI---\ C_--I STABILIZER
II"
i.
cb. LOWER TRAVEL
STOP BOLT
r.
r
ACROSS-SHIP
BOBWEIGHT
INTERCONNECT
BALANCE BUNGLE
TOROUE TUBE
HORIZONTAL ELEVATOR TORQUE

STABILIZER BEAM TUBE
HORIZONTAL STABILIZER
mi
i~z
i
AFT
LEBAC CRANK ELEVATOR
nOANELEVATORTORaUTTU%E
B
i ELEVATOR
poslnaw
t INDICATOR
POINTER
Nrwa~.
TRIM INTERCONNECT t
PUSH ROD
o
’m~o!
TRIM INIERC6NNKI
BELL CRANK
ELEVATOR POSITION
INDICATOR PROTRACTOR
BIAS
BUNOEE HORIZONTAL
STABILIZER BEAM
TRnM INTERCONNECT
r, NRNBUCKLE
Elevator Control Systeln

Mar 1/70 Figure 27-30-1 ’7- _3-3
FaaP
SAB R LINER
MAINTENANCE MANUAL
EI~VATOR CO~JTROL SYSTEM TROUBLE SHOOTING
i. Trouble Shooting Elevator Control System
(1) Gust lock mecha- Check aileron controls Disengage gust Lock
nism in engaged position. and rudder controls. handle by moving hanitle
If they cannot be moved, down and forward from
gust lock handle is engaged position.
engaged.
(2) ~Jlechanical Check control system

obstruction in control linkage to determine
system linkage. cause of mechanical
interference. Check
especially at bell
cranks for ri ins.
B. CONTROLS MOVE, BUT SURFACE DOES NOT FOLIX~W.
(1) Push rods, cables, Check control system Reconnect linkage and
or bell cranks discon- linkage to see that it secure jam nuts.
nected. is not disconnected at

any point.
(2) Cable discon- Check cables in fuse- Reconnect or replace

nected or broken. la rear section, cable.
(1) Improper adjust- Refer to adjustment

ment of elevator stop procedure in figure
bolts or overtravel stop 27-30-404.
bolts.
(2) ~e chanical inter- Thoroughly inspect con- Make certain that contr!jl
ference or binding in trol system to determine system has adequate
control system. cause of interference or clearance from all
binding. structure, plumbing,
wire bundles, etc.
(3) Improperly rigged Remove access and check Rerig elevator control
elevator control system, position indicators, system. (See figure
Position indicator 27-30-404.)
should read 11 degrees
trailing edge full down
and 22 degrees trailing
ed full u If travel
Jun i8/74 ;´•~f’-jo-i

Page LO1
SABRE LINER
MAINTENANCE MANUAL
PROBABLE: CAUSE ISOLATION PROCEDURE REME~DY
is short in one direction

and if there is overtravel
in opposite direction, link-
age is obably misrigged.
D. CONTROLS BIND MOMENTARILY DURING OPERATION.
(1) Mechanical inter- While slowly moving controls Make certain that
ference in control system back and forth over point control system has
where binding occurs, check adequate clearance
entire system to determine from all structure,
cause of interference. plumbing, wire
bundles, etc.
(2) Faulty bungee. Remove bias bungee from air- Replace faulty bun-
plane. Check bungee,(See gee.

figure 27-30-602.) If bias
bungee is not faulty, check
bobweight balance bungee.
See figure 27-30-601.)
(1) Cable tension Check cable tension. Adjust cable tension

too high. to 275 (f25) pounds
at 700F.
(2) Mechanical inter- While slowly moving con- Make certain that
ference in system. trols back and forth, in- control system has
spect entire -system, inadequate clearance
eluding control columns, to from all structure,
determine whether it is plumbing, wire
properly installed, and bundles, and other
whether it has adequate objects.
clearance.
F. ELEVATOR CONTROL FORCES TOO HIGH OR TOO LOW.
(1) Improperly rigged Check bungee installations. Adjust bungee.

bungees.
(2) Faulty bungee. Remove bungee from airplane. Replace faulty

Check bungee. bungee.
G. ELEVATOR CONTROLS WILL NOT RETURN TO TRIM POSITION.
(1) Mechanical inter- While slowly moving controls Make certain that
ference in control system. back and forth, inspect en- control system has
tire system to determine adequate clearance
27-30-1 Mar 1/70

Page 102
SABRE LINER
MAINTENANCE MANUAL
whether it is properly in- from all structure,

stalled and whether it has plumbing, wire
adequate clearance. bundles, and other
objects.
(2) Improperly Check bungee installations, Adjust bungee.

rigged bungees.
(3) Faulty bungee. RemoSe bungee from airplane. Replace faulty

Check ec.
Mar 1/70 r-3c-1

Page i3j
SABRE LINER
MAINTENANCE MANUAL
E~VATOR CON~ROTI SYSTEM M~INTENANCE PRACTICES
i. Removing Elevators
A, To remove elevators, proceed as follows:
NOTE: The removal procedures for the left and right elevators are the
same.
(1) Remove two bolts at outboard hinge and two bolts at intelaediste
hinge by rotating elevator up to remove the bottom bolts, and douc
to remove the top bolts.
(2) When replacing elevators with new elevators, and when reinstalling
all elevators, remove two screws on top and two screws on bottom of
elevator from inboard hinge fitting. Remove two screws from art
race of inboard hinge fitting.
(3) Disconnect bonding wire at inboard and outboard hinge, and remove
elevator.
2. Installing Elevators
I A. If the same unaltered elevator is to be installed, do procedures in

figure 27-30-401. If a new elevator is to be installed, do the foll~w-
ing procedure.
(1) Temporarily install elevator and;nark correct gap as shown i::

figure 27-30-401.
NOTE: Spare elevator assemblies are furnished with a small amount
of material the skin inboard end for finish turinnni~.

on
The excessive skin material will not interfere with ins-~al-

lation
(2) Remove elevator. Trim and file to mark.
NO’I~E: The elevator has a honeycomb trailing edge and the end is
filled with Corefil 615. me trailing edge is pretrimmed
to the correct dimension at the time or manufacture and
should not require additional trimming. If additional
trimming is required, the Corefil 615 may be filed. To
prevent delamination, file with the skin and not across i’,.
(3) If a new, repaired or a newly painted elevator is being installed,

perform a static balance check as per the Structural Repair Manual
NA-66-1032.
(4) Do procedures in 27-30-401.
3. Removing Elevator Hinge Pin
A. To remove elevator hinge pin, proceed as follbws:
(1) Remove elevator tip from elevator.
Jun 30/76 27-30-2

Page 401
SABRE LINER
MAINTENANCE MANUAL
(2) Remove lockwire from retainer bolt and remove bolt.
(3) Remove center hinge pin access door at bottom of left-hand elevator
panel and top of right-hand elevator panel).
(4) Remove lockwire from hinge pin retainer bolts and remove bolts.
(5) Remove hinge pins from center hinge and outboard hinge fFttings.
(6) Remove bonding braid from center hinge fitting.
4, Installing Elevator Hinge Pin
A. Install elevator hinge pin as follows:
(1) Install bonding braid to center hinge fitting. Make sure bonding
braid is in good condition and that surfaces at bonding braid
attach points are free or paint or any material that would not
permit proper bonding.
(2) Insert outboard hinge pin through outboard fitting. Align center
hinge fitting, and insert center hinge pin.
(3) Install hinge pin retainer bolts and safety with MS20995F41 Lock-
wire.
(4) Install elevator tip and center hinge pin access door.
5´• Removing Elevator Control Bobweight Balance Bungee
CAUTION: MAINTENANCE OF BUNGEE IS LIMITED TO CHECKS AND ROD-END ADJLTST-

MENTS REFERRED TO IN THIS TRE LOCKWTJRE ON THE BUNGEE
HOUSING MUST NOT BE BROKEN. INTERNAL ADJUSTMENT OF THE BUNGEE
MUST NOT BE ATTEMPITED.
A. parts referred to in the following procedure are identified in figure

27-30-402.
(2) Disconnect bungee rod end from bobweight balance bungee bell crank.
(2) Disconnect bungee end fitting from L~acket on fuselage frame.
Installing Elevator Control Bobwe_ight Balance ~gee
See figure 27-30-402.
7´• Removing Elevator Control Bias Bungee
CAUTION: MAINTENANCE OF BUNOEE IS LIMITED TO CHECKS AND ROD-END AIXTUST-

MENTS REFERRED TO IN THIS CHAP~ER. THE LOCKWIRE ON THE BUNGEE
HOUSING ON. THE ROD STOF ~IUST NCTr BE BROKEN. INT~NAL ADJUST-
MENT OF THE BUNOEE EaJSII NOII~ BE ATTEMPTED.
27-30-2 Mar 1/70

Rage 402
SABRE LINER
MAlr;lTENANCE MANUAL
A. To remove elevator control bias bungee, proceed as fol.lowE:
Through access doors, loosen~bungee rod end, and rot~te r~d tu

allow rod stop to ride on housing of bungee, to relieve
Disconnect bungee rod end from aft cable bell crank.

pins, and rotate bell crank to pull tolt.
(3) Disconnect bungee end fitting from bracket on truss.
8. Installin~ Elevator Control Bias Bun~ee
g. Elevator Control System
See Figure 27-30-40~.
10. Repair and Replacement of Elevator Universal Joint ~Iir,ge Supp;rt
Elevator inboard hinge supports Part No. 285-220~01-3 or m~::-
be replaced when worn beyond acceptable limits. (Refer to eiev´•lti´•n
Universal Joint Dimensions and ~olerances" chart.) Elevhtor intihru :li:li:o

supports Part No. 285-220401-7 and -8 have a steel bushing rive~eii il-. ti.tl
upper bearing area to reduce wear. When wear limits are exceeueii ir; tiiic
area, the steel bushing may be removed from the hinge support hr~e r´•t:;_´•tce~
If only the hinge support is to be removed and replaced, ref’er -lii i-Lil-!~
and D. in the following procedures. If steel bushing or lower i;c~r´•i.:_,: -I::-
sembly of hinge support is to be removed and replaced, refer ti iten:::!
and C. in the following procedures.
A. To remove elevator universal joint hinee support? see fii:ure ;I’j-:=--~

and proceed as follows:
(1) Remove fuselage access panels above and below eievtiiii´• t-- t::::I:
access to elevator torque tube.
Remove applicable elevator.
(3) Remove cotter pin, nut, washers, and AN;L-;ilA verticaI: t~llLt s~-cilr´•::_;´•
elevator torque tube universal joint to elevaiar int~-l::´•l:i "‘’FF:´•:l‘~
hinge.
(4) Remove through bolt attaching support hinge to st~Li-

liaer root rib bearing. Remove support hinge and retlil; -~-li v- I´•-~i
joint bushing.
B. To replace inboard hinge support upper bushing, see i’igure C-7-~0--0i

and proceed as follows:
(1) With universal joint hinge support removed f’rom birFL’1:;’J, :’i;::;S.T;
upper bearing and carefully drill out I-ive-, --cc_ :_l~r:._:.:
in upper bearing area of hinge support.
Aug 6/71 ;´•-I‘-3o-r

NA-69-420
MAINTENANCE MANUAL
RIAINTENANCE PRACTICES (Continued)
NOTE 4. Install bearing retainer, washers, and the

Use extreme care drilling
Luhen out four NAS1291-3 nuts. Torque retainer attach i
attach rivet. If the rivet hole becomes screws to 25-35 inch-pounds. With screws
oversize or elongated ruhen the rivet is torqued, a gap of0.000 to 0.020 iIlch between
being removed the hinge support must the retainer and hinge support is acccptablc~
be replaced.
D. To install elevator universal joint hinge support,
see Figure 27-30-405 and proceed as follows:
2. Remove steel bushing by adequately support-
ing lug areasof hinge support and tapping 1. Installthrough bolt which attaches support
lightly with hammer and punch, or use suit- hinge to horizontal stabilizer root rib bear-
able tool to press bushing out, ing. With bolt head outboard, install one
3. Clean areaof any rivet chips and install a

washer under bolt head and
der nut. Tighten
one
nut to 40 to 50
washer un-
inch-pounds.
I
new bushing, Part No. 285-220406-3 or -5.
2. Installbushing in universaljoint and align
NOTE
support hinge fitting with torque tube as-
The 285-220406-5 bushing is of the latest
sembly. Install vertical AN4-41A bolt, wash-
design and is made of stainless steel nut. Install BW1LS~’-
ers, and retaining one
for improved corrosion resistance. 17-26-125 washer under bolt head. install one
2W18-416 washer between rcmainiilg 2W2SI)

The bushing is a light press fit to the hinge 17-26-125 washer and retaining Ilut. Tighten
support. Adequately support hinge lug area nut to 50-70 inch-pounds and install cotter
when installing bushing. If 285-220406-5
pin.
bushing is being installed, coat MS20470AD5-
10 attach rivet with wet zinc-chromate primer 3. Install elevator. (See Figure 27-30-401.)
and install. Oversize rivets are not to be used; 4. Check completed installation for proper safet~-
squeeze rivet to fill hole ifrequired. ing and security ofattachmcnt. Install Fuse-
4. Install new AN201KP8A bearing in bushing, lage access panels as required. Operatr el-
evator and check for proper cie~rances.
C. To replace inboard hinge support lower bearing,
see Figure 27-30-405 and proceed as follows:
1. With universaljoint hinge support removed

from airplane, remove the four nuts and wash-
ers securing lower bearing retainer to hinge
support.
2. Remove 265-220404 bearing retainer and bear-
ing.
3. Clean bearing area foreign
of any matter and
install new AN200KP8 bearing.
27-30-02
Page 403A
Jul 8/04 OCOPYRIGHT, 2004 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
NOTE 2. Install bushing in universal joint and align
Use eztreme care when drilling out attach

support hinge fitting with torque tube assem-
rivet. V the rivet hole becomes oversize or
bly. Install vertical AN4-41A bolt, washers.
and retaining nut. Install one 2W25P-17-26-125
elongated when the rivet is being removed, washer under bolthead. Install one 2W18-416
the hinge support must be replaced. washer between remaining 2W25P-17-26-125
washer and retaining nut. Tighten nut to 50-70
2. Remove steel bushing by adequately support-
inch-pounds and install cotter pin.
ing lug areas of hinge support and tapping
lightly with hammer and punch, or use suitable 3. Installelevator.(See Figure27-30-401.)
tool to press bushing out.
4. Check completed installation for proper safetv-
3. Clean area of any rivet chips and install a new ing and security of attachment. Instail fuselage
bushing Part No. 285-220406-3 or -5. access panels as required. Operate elevator and
check for proper clearances.
NOTE
The bushing is of the latest
design and is made of stainless steel for
improved corrosion resistance.
The bushing is a light press fit to the hinge support.
Adequately support hinge lug area when installing

bushing. If 285-220406-5 bushing is being installed,
coat MS20470AD5-10 attach rivet with wet zinc-
chromate primer and install. Oversize rivets are not
to be used; squeeze rivet to fill hole if required.
4. Install new AN201KP8A bearing in bushing.
C. To replace inboard hinge support lower bearing, see

Figure 27-30-405 and proceed as follows:
i. With universal joint hinge support removed
from airplane, remove the four nuts and
washers securing lower bearing retainer to
hinge support.
2. Remove 265-220404 bearing retainer and
bearing.
3. Clean bearing area of any foreign matter and
install new AN200KP8 bearing.
4. Install bearing retainer, washers, and the four
NAS129-3 nuts. Torque retainer attach screws
to 25-35 inch-pounds. With screws torqued, a
gap of 0.000 to 0.020 inch between the retainer

and hinge support is acceptable.
D. To install elevator universal joint hinge support, see
figure 27-30-405 and proceed as follows:

1. Install through bolt which attaches support
hinge to horizontal stabilizer root rib
bearing.
With bolt head outboard, install one washer
under bolt head and one washer under nut.
NOTE: Please seethe
I
q
Tighten nut to torque value of 480 to 690 inch
pounds, and install cotter pin. a TEMPORARy
REVISION
that revises this
page.
27-30-02
Page 403A
Jul 1/91 o COPYRIGHT, 1991 BY SABRELINER CORPORATION
NA-69-120
MAINTENANCE MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
27-30-02
I’aRe 4038
NA-69-420
MAINTENANCE MANUAL
NOTES 3. Torquescrewsand bolts.

The left and right elevator installation procedures are the 4. Connect bonding wire at inboard and oulboard hinges.
same.
When an elevator is installed on the opposite side, the inbd

hinge fitting must remain in the original location.
BONDING
i. Hoist elevator into position so that inboard hinge fitting is I WIRE
aligned with mating fitting on interconnect torque tube, and so o
BOLTS I lo
that center and outboard hinges are aligned with mating fit-
tings on horizontal stabilizer. 1 C‘
\,eoLTS
o
2. Install screws in inboard hinge fitling and install bolts in cen- o I\ I c
ter and outboard hinges as shown,
o
a
6 C
INBOARD HINGE FITTING U TORQUE

ELEVATOR
O
a ,6 n
o‘ o\% ~I
o o
o O
0
6
o" ~a, I c,
OR c
ELEVATOR
o n
o
o\ a
HINGE I OUTBDHINGE
SCREWS
(TYPICAL 4 PLACES)
HINGE
SIGHTHOLE
SIGHTHOLES 7 I I OUTBOARD
HINGE
r:::s
iiil
ELEVATOR
PROTRACTOR
3/8 I/16JINCH AT
TRAILING EDGE
STABILIZER
7/32( cl/l6j1NCH
5/16(rt1/16)INCH
AT HINGE
O I~
II IO
FUSELAGE i
ELEVATOR ELEVATOR
SCREWS
6. Operate elevators through full range of travel. Check clear-
BONDING WIRE ances between elevator leading edge and horizontal stabilizer
upper and lower trailing edges as shown. Trim excess material
from stabilizer trailing edges.
5. Operate horizontal stabilizer to O" on protractor. Align elevator
trai I ing edge with sight-hole on fuselage. Check that clearances
between elevator and fuselage are as shown. Trim excess mater 7. Inspectall connections. Make sure that area is free of tools, rags,
ial from elevator inboard edge, and loose hardware.
5370-2-52-371\
Figure 27-30-401 Installing Elevators
27-30-02
Page 404
MAINTENANCE MANUAL
NOtE The
before bungae
elevator control system must be
is installed.
properly rigg´•d
BIAS BUNGE ELEVATOR CONTROL

i
O Oi.~onnad elcv.lor rontml biaa bung´•t
on left side of lower part of fuselage at rear
section, canted station 457.
O Remove bolt conn´•.ling purh rod to

bobweightbalance bunge´•b´•llcrank.
CONTROL
WHEELS C
01 Conne.1 end bun.ee to bro.Le1 on frome by

installing bolt.
O Conns.l bungee red end to hungee bell by

BUNGEE
installing bolt. BELL CRANK
O Re.onned purh rod I. bunges bell lollour~: BOLT

With control wheels held in full-aft position, rotate bungee BUNGEE
ball crank until push rod end is aligned with hole in bell ROD END BOLT
crank. install bolt removed in step 2.
PUSH ROD
Olsl´•.le lontr.l uheall. e~l*m.lelv .pplv .m.ll pu.h- END
pull forcer to pilot’s control wheal, noting whare wheel PtN

comes
bond."
O
to rest;
Inrcrt
than place control wheel in center of
bungaa boll..onL.*diurt bungcs

rig pin in
end as necessary so that rig pin has a "drop fit" when con-
rodIfG
"daad
trol wheel i, in center of "dead bond. To obtain setting,

loosen rod-end jam nut, and back off lock washer, then
rotate rod end and repeat step 6 as nacessary. Engage
lock washer with rod end, tighten jam nut, and lofely nut ~-Locr
to lock washer.
I O Icmovl rig pin.

10 I´•inlt.ll bi.. bungee dil.onn´•.hd in.tep
IUNG~EJnM
100
NUrWASnLI
1.
mAft.r ´•I´•v.tor..nlrol .rtsm i. prop´•rly rigged.

check operation of elevator control systam.
m l.,.o ~.mplstL bungrr in.l.il.lion. .h~Ling r.n-

)II! BUNCEE
nections and adjustment.
Make sure that area is frae of
mgs, tools, and loose hardware. install access door.
BRACKET
rnstalling Elevator Control Bobweight Balance Bungee

Ilug 6/71 Figure 27-30-402 27-30-2
Page 4C5
S~qBR E LI N E R
MAINTENANCE MANUAL
AFT CABLE
BELL CRANK
ROD END
LOCK WASHER
~AM NUT
r RIO PIN
ROD
ROD STOP
5/16
lf1/32) INCH
TRIM INrERCONNKT
TURNBUCKLE
END
;j/ -C~gT-lltplN
N
TRIM INTERCONNECT
,~ile BOLT
BELL CRANK
TRUSS
II[1 Op.roc´• horilonl.l It.bili~´•, I´•adlnp ´•dg´• lo 4-1/2

degrees (40301) on protractor.
D Throu(lh occ´•lrol, conn´•ct end of bnnpoo ~o trusl on
bulkhead by installing bolt.
O With bungee rod end extended as necessary, connect

bung‘e to oft cable bell crank by installing bolt. O theek Ihot rig pin in on ~.ble b´•ll crook hip o "drop
"drop fil." adjurt
10 in~´•r) rig pin in bim inl´•rtonn´•d f~f;I; )rim
bell crank.
lil Roch.ck pop on bunpe´•. To obtnin rod
110 Insort rip pin in oil cnbl´• boil crank.
end again as necessary. Engage lock washer with rod and,
tighten iam nut, and safety nut to lock washer.
O Rolc~,´• bung´•´• rod insid´• rod ´•nd ~o pr.vid´• 5/16 O R´•mov´• rip pins.
(C 1/32) inch gap between bungee end cap and rod stop.
m Inspect compl´•1´• bungee inrtalla~ion, checking conncc-
~o not brook lockwir´• on bunga´• hoving or tions and odjullment. Make lure that area is tree at rag5
on rod stop. tools, and loots hardware. Install access door.
Islo~-sne
Installing Elevator Control Bias Bungee

27-30-2 Figure 27-30-403 Mar 1/70
Page 40~
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
NOTE Use 5/16-inch diometer rods or bolts as rig pins. Maintain a "drop
PILOT’S CONTROL WHBB
fit" on all rig pins, to eliminate forced alignment of rods or bell cranks.
Before rigging elevator control system, the horizrJnt.l rtobilizer trim

must be properly rigged. (Refer to "Rigging Horizontal System. r--´•iiia
o,
I-t
TRIM SWITCH~
SIGHT HOLES g
4-1/2 DEGREES
PROTRACTOR
Ii
1´•´•
LEFT HORIZONTAL STABILIZER

b-
1~- I
GUST LOCK HANDLE
i
Before operating horizontal stabilizer, check PILOTS CONTROL PEDESTAL
that all rig pins are removed from elevotor con-
trol system and trim interconnect bell crank. Move lock handle to the dIsengaged
Operate horizontal stabilizer loading edge until sight holes O position.gust
on int~boord leading edge of left horizontal stabilizer align
with --4 112 degrees (4" 30’) on protractor; then insert rig pin
through side of copilot’s control pedestal into
elevator control column bell crank. PILOT’S CONTROL WHEEL
COPILOT’S CONTROL WHEEL
I
COPILOT’S CONTROL COLUMN --7 1
COPILOT’S ELEVATOR
CONTROL COLUMN PILOT’S CONTROL COLUMN td’
BELL CRkiCK-
I I
BOBWEIGHT
~El
3 RIG PIN
COPILOT’S
C
CONTROL
PEDESTAL
2 R1G PIN
iiiiilili.~‘-- 4 RIG PIN PILOT’S CONTROL
PEDESTAL
O
6
i:_i
ii:i:ti-i
I -,,I1~1COLUMN
PILOT’S ELEVATOR CONTROL
BELL CRANK
$i
S ale PIN 6 IIG P1N
yROD
ROD
L-:-i
ACROSS-SHIP INTERCONNECT
TORQUE TUBE BELL CRANK
:::::.::::::::::I::::j;~l,
ACROSS-SHIP INTERCONNECT TORQUE TUBE
Insert bobweight bell crank. Adjust rod

O sary,
rig pin
so that
in
rig pin has a "drop fit." Lock jam
os
nut
neces-
on rod- ROD
Oend fit ing.Insert

nut on
crank
rig pin in across-ship interconnecting torque
copilot’s side. Adjust
on
rod-end fitting.
rod as necessary. Lock
tube bell
jam
BOBWEIGHT BALANCE
THGIEWBOBEEGNUB
BALANCE BUNGEE BELL
..i
rig pin through outboard side of pilot’s control pedes-
Insert Insert rig pin in bobweight balance bungee bell crank.
n Adju,t
O tol into elevator control column bell crank. Adiust rod os Y rod os necessary to install rig pin. A "drop fit" is not n+ccr-
necessary. Lock iam nut on rod-end fitting. sary at this time. Lock jam nut on rod-end fitting
Rigging Elevator Control System

Figure 27-30-404 (Sheet 1 of 7) 27-3C~2
Page 407
0 COPYRIGHT, 1981 BY ROCKWELL TF\ITERNATIONAL Jun 19/81
~A B R E LI N-E R
MAINTENANCE MANUAL
NA-69-420
AFT CABLE BELL CRANKS

push rods properly adjusted they if
f Ih
replaced, rig pins t
are not
insert ob
remaining in
being or
hall cranks
are
on
sides of fuselage
lriglpins,
A .s and including forward
up to
except
knarcranks, c should
those in control column bell
cable bell
i
have a "drop fit." Adjust push rods as necessary. Secure
jam nuts on rod-end fittings.
FORWARD CABLE BELL CRANKS
PUSH ROD
ITYPICAL)
RIG PIN
(TYPICAL 9 PLACES EACH SIDE)
ELEVATOR
HORIZONTAL STABILlZER BEAM 1
ELEVATOR OPERATING
BELLCRANK ii
(LEFT SIDE)
ijc
AFT CABCE SELL CRANKS
ILEFT SIDEI
LINK
i I~ Q
LELEVATOR HORN
ROD
TURNBUCKLE RIGPIN 10
(TYPICAL 4 PLACES)
Through access door, insert rig pin in aft cable bell crank on left
1/8 INCH
MIN
Iii side of fuselage rear section. Rig pin should have a "drop fit"
and cable tension should be 275(+_25) pounds at 700F. (Refer to
"Cable Tension Variation With Temperature" chart in this Chapter.
i
Alternately adjust turbuckles as necessary. Turnbuckle adjusting nut
should be no less than 1/8 inch from edge of turnbuckle. Safety turn-
buckle with lockwire ton airplanes NA370-2 thru -6, -8 and a, and
NA370-1. -7 and NA380-1 and later not changed by Sabrellner Optional Kit
8 RIG PIN No. 341 DO not safety turnbuckles at this time on airplanes changed
by Sa~relinerOptional Kit No. 34. They will be safatied in a later step.
TURNBUCKLE
ADJUSTING NUT
´•ectian.
pi
cae~clrvrlcall
O Ropear aep 8 on right.ide of furslsgs ,ear
nit Through access doors, insert rig pins in elevator operating

~u bell cranks on left and right sides. Adjust links as
necessary. Lock jam nuts on rod end fittings.
5370-2-52-31A
Rigging Elgvator Control System

27-30-2 Figure 27-30-404 (Sheet 2 of 7)
Page 408
Jun 19/81 o COPYRIGHT, 1981 BY ROCKWELL INT%RNATIONAL
NA-69-420
MAINTENANCE MANUAL
11. With riR pins i nstalled and horizontal stabilizer leading edge posi- 8 INCII M~XILI.)U
tioncd at -4 1/2 (f1/4) degrees, check trail ing edge of left
tI:rotavele
shoultl align with sight hole (within 1/8 inch) on fuselage. To
ohlain I:levator rig position, adjust push rods attached to elevator 11 LEFT ELEVATOR TRAILING EDGE
I,
horns on hoth sides as necessary. Secure jam nuts on rod-end
fitlings.
ELEVATOR POSITION INDICATOR

POINTER~ SIGHT
HOCEj
B INCH MAIIMuY
POSITION INDICATOR PROTRACTOR

I I ELEVATOR HORN
SCREW
LINK
ELEVATOR HORN
IRIGHT SIDE
PUSH ROD
IRIGHT SIDE;
LEFT ELEVATOR
RIG PIN
PUSH ROD i
ELEVATOR I (LEFT SIDE)
OPERATING BELL CRANK
TRIM INTERCONNECT PUSH ROD
AFT CABLE BELL

CRANK’ii-,´•
13 ale PIN
ELEV*TOI OPER*TING aELL CII*NK

I
LEFT HORIZONTAL LTRIM INTERCONNECT PUSH ROD

STABILIZER
TRIM INTERCONNECT BELL CRANK
LEADING EDGE
´•i/ Through check that elevator position indic´•alor prOtraclor Ir
access,
set at zero Protractor is attached to the left xid~ o! th~
degrees. The
horizontal stabilizer beam near the left rlrvaior horn. Ad!uic
necessary. Secure Bcrew.i. and lockwire.
InSIIIIIFI
BIAS BUNGEE i
EnaulrrisllPneon installed in trim intcreonnPcl bP11-
i?/I
sl*r suworr ours
ii crank and elevator o~erat ing bellcrank to pTelYRI bell-
crank and biacl bu_ngeP truss from relating ICr~l’ jroA
its true posit2on.Fn iiure to do so may result in rod end
handing and restricting el4aator tra~´•P1.
13. I nsert rig pin in elevator operating bellcrank, if rig pin wa~
14 RIG PIN removedin preceding steps.
14. Insert rig pin in trim interconnect bellcrank. Adjust trim

interconnect push rod as necessary. and I~kwire.
Figure 27-30-404 Rigging Elevator Control System (Sheet 3 o~ 7) U7kI-~2-3U
27-30-02
Page 409
COPYRIGHT, 1986 BY SABRELINER CORPORATION Aug 1186
1\TA-69-420
MAINTENANCF, MANUAL
ROD EN D
NOTE LOCK WASHER
JAM NUT AFT CABLE

The trim i?zterconneet pw~h rod may be BELL CRANK
adjusted without disconnecting its ends. ROD
DO NOT BREAK
15. With rig pin in aft cable bellcrank, ,DIMENSION THIS SAFETY WIRE
check that gap between bias bungee end "A"
cap and rod stop is 5/16 (+1/32) inch. ROD STOP
To obtain dimension "A", proceed as
follows:
A. Loosen bungeerod-endjam nutand 5 RIG PIN
back off lock washer; then rotate rod

insiderodendasnecessarvtoobtain END
CAP
setting.
nor
,od
an hnuuing
Y
.B.pots
o?´• on
Removeall rig´•pins.i
id
C. Adjust trim interconnect turnbuckle n/"
HOUSING
so that a rig pin inserted in aft cable
bellcrank has a "drop fit." Lockwire

TRIM INTERCONNECT
turnbuckle assembly. TURNBUCKLE
BIAS
D. Recheckgaponbungee. Adjustbungeerod
BUNGEE
j
end again as necessary, to obtain setting C,~
Engage lock washer with rod end, lighten
jam nut, snd safety nut to iock washer.
E. Remove rigpin.
BOBWEIGHTBALANCEBUNGEE
1-
bP LBIAS BUNGEE
CONTROL PEDESTAL
BOBWEIGHTBALANCE
BUNGEE BELL CRANK
16. Check that bobweight balance bungee is in-

stalled; then insert rig pi n in bobweight balance
bungee bellcrank. Adjust rod end of bobweight
balance bungee so that rig pin has a "drop fit." 16
Remove rig pin.
RIG PIN
END
BOBWEIGHT
As Re@i:;vscl ~M w-
6~118
5370-2-52-33
Figure 27-30-404 Rigging Elevator Control System (Sheet 4 of 7)
27´•30-02
I Aug egaP68/1410
NA-69-420
MAINTENANCE MANUAL
17. Operate elevator trailing edge to full up position. Adjust 18. ()perate elevator trailing crlne to lull down Ixhilion. Aritu-t
lower stop bolts on stabilizer as necessary to limit elevator upper stop bolts on stabilizer as limit ft~´•ialclr
to
trailing edge uptravel to 22 (f1/2) degrees (6-31/32 inches trailing edge down-travel to 11 (+_Li’’~ dear~s i:i-l?,-:(P
minimum to 7-3/8 inches maximum, measured from elevator inches min to 3-15/10 inches maximum. meh~urecl from rlr-
trailingedge centerline to sighthole on fuselage). Secure jam vator trailing edge cent~rline to siRhtholtl on lust´•laac~)
nuts on stop bolts; then check that elevator indicator indi- Secure jam nub on stop bolts, then check that elevator Ix,si
cates surface position within ~1/2 degree, tion indicator indicates surface position within t I2 dCRrPC
HORIZONTAL STABILIZER UPPER TRAVEL STOP M)LT
17.18 unrw*roa
TRAILING EDGE
LOWER TRAVEL I SIGHT-
STOP BOLT ELEVATOR
HOLE
-::I:
19. Fush pilot’s control column to full-torward position. using a :t~

precision scale, apply a 60-pound force in a forward direction ELEVATOR POSITION
to control wheel. Maintain this force while checking clear- INDICATOR POINTER
ance of forward overtravel stop bolt through access. Clear-
ELEVATOR POSITION
ance between overtravel stop bolt and bellcrank should be as
indicated. Adjust stop bolt as necessary. Securejam nut, and INDICATOR PROTRACTOR
----LL~_ I
lockwire stop bolt.
ZERO DEGREES
PILOT’S CONTROL WHEEL
PILOT’S CONTROL
ilEBNMULOC
CRANK
0.005 INCH MIN
PILOT’S CONTROL 0.032 INCH MAX G_
COLUMN
FORWARD OVERTRAVEL STOP BOLT
PILOT’S CONTROL /i i
COLUMN BELL CRANK
JAM NUT
PILOT’
PLDESTAL~ 2(1. I~ellllal I,rocc´•durt´•, 11’(I
IY)un~l fclrce irl an a11 ur.
cantml whrrl (.ll~arnnt:rl*-t´•*n´•n al~

PnOT’S I,\´•crtravc´•l x(oyl lull anil 1*´•!ir:trl
CONTROL shoultl In´• a.i i.irr:
PEDESTA L 7 nut, and str,jl ~rllt \iilh !~i´•ii

wirr.
":B BOBWEIGHT il~i AFT OVERTRAVEL STOP BOLT

BALANCE
BUNGEE
PILOT’S
81: I CONTROLCO~UMN
BELL CRANK
PILOT’S CONTROL COLUMN BELL CRANK InM
O
PILOT’S CONTROL PEDESTAL O 00~ INCH ~UIH
O 032 INCH HII
3102-~I´•Y
27-30-02
Page 411
0 COPYRIGHT, 1986 BY SABRELINER CORPORATION AuR 1,’86
NA-69-420
MAINTENANCE MANUAL 22 0.062 INCH
MINIMUM gO’I):~ SIGHT HOLES
24 ROD STOP 21
‘C
HOae Rac~Me
BUNGEE
ONTAL
END CAP
STABILIZER
LEADING EDGE
PROTRACTOR
-80
23 15’
i
~-BIASBUNGEE BIAS BUNGEE
OVERTRAVEL STOP BOLT
2501s7 i-0032j
--.~z INCH
i´•
~17
BIAS BUNGEE
~ly
ff
TRUSS
JAM NUT
TRIM INTERCONNECT TURNBUCKLE ROD END
IW!nllm~l 25. With stabilizer at 80 and elevator trail ing edge up 80,
adjust bias bungee overtravel stop bolt to 0.187
Before operating horizontal stabilixer, (f0.032) inch from upper rod end of trim intercon-
check that all rig pins are removed from
nect turnbuckle. Secure jam nuts and lockwire stop
elevator control sllstem and trim inter-
bolt.
connect bellcrank.
S/N 370-2 thru -6, -8 and -9, S/N 370-1, -7 and
IW~RIIZI S/N 380-1 and Subs not changed by SOK 34.
Check elevator free play as follows:
Ensure a minimum clearance ofO.OGC in.
is obtained to prevent rod stop from bot- A. Install LH aft cable bellcrank rig pin 27.
toming out against the bungee end cap and B. Mount an inclinometer on the center hinge
bending the bungee rod before operating fitting on the elevator.
horizontal stabilizer
C. Apply a 5-pound up-and-down load to trail
21. Operate horizontal stabilizer to full NOSE DN posi- ing edge of elevator and record both deflec-
tion. Check that sight holes on leading edge of left
tions. Difference should not exceed 0"40’.
horizontal stabilizer align with protractor as shown.
Remove rig pin.
22. Move elevator controls through full range of travel.
D. Proceed to step 34.
Check that gap between bias bungee end cap and rod
stop is no less than 0.062 inch. If adjustment is neces- S/N 370-1 thru -9, and S/N 380-1 and Subs
sary, repeat steps 1 and 15. changed by SOK 34, perform the following steps:
23. Operate horizontal stabilizer to full NOSE UP posi-
tion. Check that sightholes on leading edge of hori-
zontal stabilizer align with protractor as shown.
24. Move elevator controls through full range of travel.

Check that gap between bias bungee end cap and rod
stop is not less than 0.062 inch. If adjustment is
necessary repeat steps 1 and 15.
S370-2-52-358
27-30-02
Page 412
NA-69-420
MAINTENANCE MANUAL
26. Trim stabilizer to -4030’. Check elevator free play as follows:
27. Insert aft cable bellcrank rig pins (both LH and RH A. Install LH aft cable bellcrank rig pin 27.
sides). Adjust upper LH cable to 300+ 30 pounds B. Mount an inclinometer on the center hinge fit-
tension and lower LH cable to 260+ 25 pounds ten-
sion. Adjust upper RH cable to 27Sf 25 pounds ten-
ting on the elevator.
sion and the lower RH cable to 395f 40 pounds ten- C. Apply a 5 pound up-and-down load to trailing
sion. Refer to cable tension chart for temperature edge of elevator and record both deflections.
variations. Check that turnbuckle adjusting nut is no Difference should not exceed 0" 20’. Remove rig
less than 1/8 inch from edge of turnbuckle. Safety pin.
turnbuckle with lockwire.
31. RepeatstepSOon RHside.
NOTE 32. If difference exceeds 0" 20’, insert both LH and RH
elevator operating bellcrank rig pins and extend the
All cable tensions are at rOOF (Refer to
LH (lengthen) rod (29) one-half turn and shorten the
Cable ~ariation with tem~erature
RH rod one-half turn. Remove all rig pins.
chart in this chapter.)
33. RepeatstepSO.
28. Check forward bellcrank rig pins for free fit. A 1/8
34. Do procedures in Checking Elevator Control
(.125) diameter rig pin may be used for this check System.
only. Remove all rig pins.
35. Conduct a complete inspection of elevator control
29. With stabilizer trimmed to -4030’, insert LH and RH
system. Check that, through full range of travel, all
rig pins 29. Remove and extend LH rod ´•one-half
turn. Remove and shorten RH rod one-half turn.
moving parts do not bind or touch structure. Check
seeurih´• of all jam nuts. Check proper sa~lety i ng oiall
Reconnect both rods.
bolts and turnbuckles. Make sure that areas are free
30. Check that cable tensions are as depicted in step 27. of tools, rags, and loose hardware. Install access
The final bias between the upper LH cable and the doors.
lower LH cable should be between 20 and 60 pounds,
and 60 to 180 pounds between the RH upper and RH
lower cables. ELEVATOR
HORIZONTAL STABILIZER BEAM
ELEVATOR OPERATING
BELL CRANK
(LEFT SIDE)
AFT CABLE BELL CRANKS

(LEFT SIDE)
ELEVATOR HORN
*n cute
TURNBUCKLE
29 LH ROD BELL CMMI
(TVPICAL 4 PLACESI
(RH S(DE TYPICAL)
29 RIG PIN
1181NCH
FORWARD
MIN
BELL CRANK
28P’G P’NS
27
LH RIO PIN
TURNBUCKLE
IRH SIDE TYPICAL)
ADJUSTING NUT
LE(TYPICAL)
Figure 27-80-404 Rigging Elevator Control System (9heet 7 of 7)
27-30-02
Page 412q/412 B Plank
(D COPYRIGHT, 1991 BY SABRELINER CORPORATION Jul 1/91
NA-69-420
MAINTENASCE MASUAL
2082106 CAP
(PIII 285-22040931
uC~
VERTICAL
STEEL UPPER CLV _--
BOLT
ATTACH BUSHIIG BEARING I I’-- lANc4111
HIVET I IAWMIKPBAI
WASHER
12W25P-1 7-251251
RUSHING
THROUGHBOLT O
O
INAS1104-18)
e.
PI1
6h
g)
i’ii
SC#W
HINGE O
31 NUT
RETAINER
SUPPORT IWIS1Zgl-Ol
FSn~CC) laq´•
ELEVATOR
TOROUE TUBE
o
c~] ’II II IHSEYBLI
BEARINGRETI WER J
LOWER
IRN200KPBI
1265-2204041 /3
(NIS1291J1NUT(TYPI i? i/i o
uro-2-rl-ru
Figure 27-30-405 Elevator Universal Joint Hinge Support
27-30-02
Page 118/414 Blank
0 COPYRIGHT, 1986 BY SABRELINER CORPORATION Aug 1486
SA s R E LI N E R
MAINTENANCE MANUAL
i. Checking Elevator Control System
A. Before check-out, the elevator control system and horizontal stajil’ze-

trim system must be properly rigged. (See figures 27-30-404 and
27-40-405.) If check-out does not meet requirements, refer to trouble
shooting procedures for the elevator system.
(1) Make that gust lock is disengaged; then move elevator controls
sure
through full range or travel, and check that they operate PrPel~
There should be no si~ of binding.
(2) Operate horizontal stabilizer leading edge until sight holes =n

inboard leading edge align with 4-1/2 degrees (4030’) on protrac=or.
CAUTION: BEFORE OPERATING R~IZONTAL STABILIZER, MAKE SirRE ~AT

ALL RIO PINS ARE RESIWED FRC~ ELEVATOR CONTROL SYSTEM
AND TRE TRIM INTERCONNECT BELL CRAM(.
(3) Push control wheel to full-forward position. Check full travel of

elevator: The elevator trailing edge should move dan?.
(4) Check elevator position indicator on left elevator horn. Silth ti?e
elevator trailing edge full down, the elevator position indicator
should read 11~4degrees. When the wheel is slowly released, tee
control system should return to neutral position.
(5) Pull control wheel to full-aft position, and repeat procedure.

With the elevator edge full up, the elevator position
trail"g
indicator should read 22fp degrees. When the wheel is slowly
released, the control system should return to neutral position.
(6) Trim horizontal stabilizer to position indicated in the following

chart; then, using an accurate-reading push-pill t~pe scale, I~sh
Ccotrcl
or pull control wheel to position elevators as indicated.
system forces should Pall within specified limits.
TRIM’PCXj ELFV TRG EMIE CONT SYS

(DEG) POS (I]M;) FORCES (LB)
4-1/2 Vp 21 48 (t7)
pam 10 19 (+-3)
Vp 21 62 (t8)
o Dam 10 o (+5)
Vp 21 35 (~5)
8 Darn 10 33 (’5)
(7) Install access.
2. Checking Elevator Control System Friction Forces
A. Friction forces may be checked with bias bungee disconnected from aPt
cable bell crank. Remove all rig pins; then, using an accurate-rebdir~
Jun 30/76 27 -30-3

Page E01
SABRELINER
MAINTENANCE MANUAL
push-pull type scale and a flexible tape rule, check friction forces as
follows:
(1) Move pilot’s control column to full-forward position.
(2) Attach scale to center of control wheel.
(3) By slowly and continuously pulling on scale, move control wheel in

an aft direction.
(4) Record scale readings at one-inch increments from 1/2 inch or start
position to 1/2 inch of full-travel position. Record all aft
moving forces of wheel as "A" and all forward moving forces or
wheel as "I3." Record forces in a vertical row.
(5) Place control wheel in full-art position and repeat check in

opposite direction.
(6) By slowly and continuously pushing on scale, move control wheel

forward.
(7) Record forces at same points. Record all forward moving forces of
wheel as "B" and all a~t moving forces of the wheel as "A." Record
forces at same points in a, vertical row from bottom to top, next
to first row of forces.
(8) Compute friction forces as follows: For positions where force

recorded in one direction is "A" and in opposite direction is "B,"
add these two forces. Then divide by two. Where both forces are
either "A" or "B," subtract smaller force from larger force. Then
divide by two. The results will be friction forces. Friction
forces at any position must not exceed 6 pounds.
3. Checking Elevator Control Bobweight Balance Bungee
4. Checking Elevator Control Bias Bungee
5. Checking Elevator Universal Joint Fittings Free Play
I
A. Refer to Chapter T for intervals at which this check will. be performed.
See figure 27-30-603 for identification of components.
(I) Remove upper and lower fli.ght control access panels on both sides
of fuselage. (Rerer to Chapter 6, figure 6-00-3.)
(2) Hold one elevator in a fixed position, and using a force gage,
apply a force, not to exceed one pound, to move the opposite eleva-
tor trailing edge up and down.
27-30-3 Jul 6//73

Page 602
SABRE LINER
MAINTENANCE MANUAL
(3) Measure up and down travel (free play) at trailing edge u´•
Total deflection of the elevator trailing edge should not exceed
1/8 inch, and play evenly

should be distributed among all joint; In
the left and right universal joint assen~blies.
NOTE: Make sure fixed elevator does not; move durint;::iea; i~i’t-::1;-ri;
opposite elevator free play.
(4) if play at elevator trailing edge exceeds 1/8 ii~i´•il, ill´• i

free
while watching the universal joints, the :nea--ui´•ed ~lr;:.-
I
in only one or two of the joints in the :´•i-r,in;-:
step (5)´• If free play at the trailini~ edee ic wi~i´•LI: ~/1 i:1~
the play seems to be evenly distributed a::!o:lt: ttL:L r;ii;; I’~_´•
in eachassembly, skil: steps (C,) thr´•ouGh (7) un--i ~r-i:´•:´•_-I:L _
(8).
(5) Mount a dial indicator on one joint or tile ´•~ni
assembly so that free play between the shuft, beurini, -n~ :,c:
housing can be measured (indicator to ber~ti´•iiti: il:;ii;rlilij
ting and indicator contact point touchin~ ilit il~´•
(6) Using a force gage, apply a force, not to exceed one ncl.!id.
to move elevator trailing edge up and do~m. I~ree pl´•I:.-
joint being measured should not exceed dimensio!le iri r:ci:i;::;:_
"G" of figure 27-30-604.
(7) Repeat steps (5) and (6) for each of the other jointy:: li- I~IE
assembly. If maximum tolerances are exceeded, tl´•~e ::r,j-.´•er_´•:
joint assembly must be removed, disassembled,
replaced as necessary.
NOTE: If free play in the entire joint :issemb~.:l exceeri;´•

total of the maximum figures in column 1’;;" cf
27-30-604, it may be necessary to repl-ce se:´•er:~l c´•-n;-
ponents in the assembly !J~ich do not thenisel´•len c-V:t-´•r!

the maximum limits in column "F" of the c~i´•!rt.
(8) If disassembly of one or both universfll jointe !iece~s´•:i
steps (2) through (7) must be repented -~fter re´•issil~j’-,-
(9! Install access panels.
2’1-30-?
Mar 1/70
P-~ge h03
SA B R E LI N E R
MAINTENANCE MANUAL
To check bungee, proceed as fo\\ows:

NOfE With the exception of the procedure in step 4, the
Viruolly check bungee asrembly to determine that houring.
fallow.ing information Il not to be used when the bobweight
balance bungee is being adjusted. It is intended to furnish
O rod, bearings, etc., are not damaged.
check-out information only, to determine whether the bungee
is serviceable. The bungee is to be checked in the condition Check that bungee is free of dirt, grease, oil, and foreign
it is in when it is removed from the airplane. Safety wire on matter.
bungee housing must not be broken, internal adiustments of

bungee must not be attempted. If the bungee fails to meet
any of the checks, it should be replaced with a new unit.
O Shake bungee
bungee housing
to determine that loose obiects are not inside
Check thol free of

O length bungee ir 9-13/16 inches.
.´•´•;i
s
Extend bungee [10 timer) to 12-13116 inches.
c-
Check bungee force. The force required to extend the
ic
d’
´•li
O to 12-13/16 inches should be 76.5 (1-3.7) pounds.

bungee
BUNGEE
I _
12-13/16 INCHES AT 76.5 3.7) POUNDS FORCE

I
9-13.’ Ib INCHES FREE
1-
SAFETY WIRE---;I I
----~I
o
~C
l;r LOCK WASHER

‘i ROD END
-BEARING HOUSING ROD JAM NUT
5310-)51-36
Aa~ Rei:c~ived
8?g
Checking Elevator Control Bobweight Balance Bungee

27-30-3 Figure 27-30-601 Mar 1/70
Page 604
SABRE LINER
MAINTENANCE MANUAL
NOTE with the exception of the procedure in step 4,. the fol- To check bungee. proceed os foilowr:
lowiog nformofian if not to be u.ed when the bior bungee ii Vilually bunge. oll.mbll to dele.mlne Ih.l houllng
being adjusted. It ir intended to furnish cheek-out information rod, beorings, etc are not domoged,
only, to determine whether the bungee is serviceable. The bungee free o~ d~rt. gtrolc.
ChecL deternline whether bungee
Il to be checked in the condition it ir in when if ir removed front
the airplane. Lockwire on bungee body must not be broken
O oil, foreign to
and matter If,t II not. clean

II
it
attempted. If the Shake determine Ihat loore otl~r!,

odjustments of bungee must
O bungee bungee
Internal not be to ale not Ir~;de
bungee fails to meet any of the checks, it should be replaced with houl,ng
Check that free length of bungee 11 15 16 in;hri It ii
P adlust
not. itto that mearurement
Is II
O times.
Ten extend length of bungee to 1217132 inches
Check bungee force. The force r~qulred to extend the bungr~

to )2-27/32 inchershould be 310 1 5) pound~
fl Meorure dirtonre from lop of end top lo bolrom of ou~n

rim of housing; dirtoncP ,hould n~l exceed 7 P 16 lnche, If end
cop reqvire, odjuitment, remove ro(cty xire and odjuit coF cc

obtoin dimension. and safety end cop MS2OPP5FI1 ic~i
wire.
BUNGEE
12´•27/32 INCHES AT 310( 5) POUNDS TORCE --I

11´•15/161NCHES ~REE LENGTH
IAM NUT
WASHER
LOCK-
WIRE ILOCK
’i;
ROD
BEARING
HOUSINGj END CAP’ ROD STOP’
BEARING- IM)
END
As 816
A’i~P
Checking Elevator Control Bias Bungee

Mar 1/70 Figure 27-30-602 3~ 7~
SABRELINER
MAINTENANCE MANUAL
LIN201KP8A BEARING
265-220406 BUSHING
265-22040\
BEARING HOUSING
4820M-S8-006 BUSHING
AN201KP12A BEARING ~1
Up
I
a ~n ANZO\KPBA BEARING
-LF~ II I
FWD
-ItJ
-tj?
2~5-220202 IErblNPR II! Il i: I 265-220403 BEARING
HOUSING
r-
0 TO 0.015 IN. GAP MAX
265-2204?2 LINK
265-220203
BEARING HOUSING
265-220401
BEARING HOUSING
4820M-SB-006 BUSHING
AN200KPB BEARING
1310-2-52´•38
Elevator Universal Joint Component Identification

27-30-3 Figure 27-30-603 Mar 1/70
Page 606
NA-69-420
MAINTENANCE MANUAL
Table 601. Universal Joint Dimensions and Tolerances
A I B I C I D E I F G I NOTES
MIX AUOWABLE ~iP See figure for identification of

BETWEE9 JOIWT I components.
648 BETWEEIS eOM- WEW OR MF6 TOTM COIPO#EITS DtlE MUIWABLL JOIIT
a The following notes esplain the letter
POISE#TS OUE 10 JOlnT 6AP i#IFI OR #EW JOIKT 649 TI1 WUR 6AP DUE TO WECLR
JO1#T JOIWT
&+D1 ICOLE MAX+WEARI columns in tJse chart~
I#FGORIEVYWI. I COL II I OUE TO COL B BERRIR6 AAOIAL PLAY ICOLBMIIX+WEaRI
ISEE FIGURE n306Mls COMPOIEHTS
Column A indicates allowable
265-220402 7415 nan
minimum and mazimum ma~u-
´•hatt OD 1 0.7465 min 1 0.00~0nam
0.0’100 max
AN2O1KP12A 1 6.7495 nan 0.0035max factured dimensions.
kulng ID IO.~WW)mex I I 6.0626;Hwn 0.GOD nan 6.6026 am
0.0108 max
I Column B indicates allowable play
mo IAN#I~IKPTU 71.6250 man 1 1 6.00488148 I Q.a01 max 1 0.0058 max
OD
between adjacent components in the
~J1.6245 min i o.0000nam t I e C
265-2204(L1 1.6250 nan 0.0013 max
O.Onn m´•x
joint resulting from manufactured
limits in column A.
bearing houdng 1D 1 1.6258 max
#15-22402 10.4975 man I f I I f I s Column Cindioates allowablefree play

aImn OD 1 0.4965 min 1 6.00269991 I t 1 1 0.0’100 max
for the entire joint assembly, resulting
AN201KP8A 0.*995 nom 0.0035 mcl~
0.0420 nan 0.000 am 0~0020 man from manrJacttLred limits in column A.
6981919 to 0~5a00 max 6.0106 ma
AFT 0.0046 max i 0.001 max 0.0056 max
AmD1 1.1250 nom Column D indicates allowable tn.&nu-
bs~rlng 00 1 1.12(5 min I 0.0000non j I 6.0166 max factured radial play in the bearings.
a66~220503 1.1250 man 6.0011 max
barInDImoainD 10 1.1256max Column E indicates allowa~le playjor
oAsss am the entire joint asse~ly with bearing
´•h´•ft OD I 0.0010Mlm I I 1 0.0(190 max radial play resulting from mcbnu-
6.4995 nan
I 0.o21 max
I I I I I I factured allowable limits (column C
bw~ln51D I Q5O0O max
column D~
AWZO1KPM 1.1256 nan
OD 1 1.1215 ml~ I 0.0a00nom I O.OOMnom 1 0.000 nan I 0.0020mwn Column indicates m.azimum
F
bsarIna 6.6860 max 0.0118 max
UPPEA 0.a58 m´•´• t 0.001rmr I 0.00tiBmal
m5-228401 1.1250 man 0.0011 max alloutable play bstloeen adjaeent
k´•rlng ho~ng ID I 1.1254 I 1 I
max
1 components in. tJ;e joint assembly,
ms-220406 1 0.4905 man
resuitiftgfrom wear.
´•hrll 00 0.4919 min 0.0010 nan 0.0(180 max
6.4995 nan 1 6.00268181 I 1 I Column G indicates m.a%imum

I I I 1 .1 1
to osoas max I _
_
allowable play between all Eo~Lpotcents
T0.4965 nan f I I I I in the joint, resultingfrom wear. The
thalOD ja.48TOmIn 1 6.001anan I I i 6.0696max dimensions given in this column are not
6.00218188
6.4965 am
I I I I I I the total of the dimensions given in
Io 1 ~5000 max
column F. ~Umazincum limits in column
1.m75nom
60028 am 0.000 nom 0.00#) man F /or ad3’aceizt components are
Oo 1.4470 min o.aoao am 0.0120 max
6.0646
LOWER
1~175 man 0.0013 max
0.~80 max 1 0.0111 max I O.#lfQm´•~
nu~
e3cceeded then the ma~intunz limits in
ID I 1.m63 column G will be esceeded.
min
OAI1S nan
Total in aU joints is not to esceed
wear
O.IYnD min 40010 am
0.OQZb ma
O.ocso max
0.010 in., though wear in adjacelet
even
O.md aam
complmenls witliin eack indiviclucrl joint
buNng ID I osolos n~su
mag be within tolerance.
27-30-3 "´•"I´• 1 I~ A !_
p.le 807/808 B1´•nlr
M´•r 115/85
a COPYRIGHT. lsIL3 &Y ROCKWELL INTERNATIONAL
NA-69-420
MAINTENANCE MANUAL
INSPECT ELEVATOR HONEYCOMB

TRAILING EDGE S/B 48, AD 80-08-07
EQUIPMENT/TOOLS
Metal Object,CoinorWasher
CONSUMABLES
None
INSPECTION
IW!IRIIIEI
Do not use a sharp metal object or tap too
hard during this inspection or the honey-
comb structure may be damaged.
NOTES
a Inspect the top and bottom surfaces of the
trailing edge on each elevator for delami-
nation.
Delaminationmayalso be detectedby look-

ing across the trailing edgefor wrinkles or
buckles in the otherwise smooth surface.
i. Lightly tap the upper and lower surfaces of the

elevator trailing edge.
2. Listen for a sharp metallic click indicating sound

honeycomb structure. A noticeably non-metallic
click indicates delamination has occurred.
NOTE
Installation of non-honeycomb trailing
edges will terminate additional inspection
requirements.
3. Replace defective trailing edge(s). (Refer to S/B 48.)

4. Establish a continuing inspection cycle if trailing
edges are sound. (Refer to chapter 5.)
27-30-03
Page 609/610 Blank
SAB R E LI N E R
MAINTENANCE MANUAL
HORIZONTAL ST~BILIZEII CONTROL DESCRIPTION AND
i, Horizontal Stabilizer
The entire horizontal

stabilizer assembly is movable and is used for
tudinal trim. It
hinged to the upper parrt of the fuselage rear sccticn
is
at two places and is operated by two synchronized actu-
ators.’ The horizontal stabilizer assembly consists of two rzanels LntPr-
connected by a center section beam and an interconnect torque tube. fhe
basic structure consists of a rear beam, stringers, and conventional ribs
covered by stressed aluminum alloy skin.
The panels are bolted onto the center section beam st thei~ afL
ends. The center section beam is attached to the fuseiage at ~ve
points. The inboard forward ends of the panels are attached to the zeli-
crank type ends or the interconnect torque tube. The tu~e Ls
to the fuselage by two idler links, one on each end of
~Z1C iOrlue
The two actuators are also attached to the inboard f´•jrcrard i?nds s´•r‘ -:-.e
panels, The torque-tube/bell-crank arrangement provides a ~aL1-safe

zontal stabilizer actuator system. In case one actuator should fall, =~e
other~will continue to operate at a reduced speed.
2, Horizontal Stabilizer Trim System
Longitudinal trimming of the airplane is controlled bg pushing a +rirn svi-.=:_,

on the outboard grip of either control wheel, in an up or darr; dlre´•-‘’I or..
(See riQ;ure 27-40-1,) The trim switch controls two
actuators interconnected by a flexible shaft to provi~e
operation, The actuators mechanically position the en~ire ;=a-
lizer up or dam. The actuators operate the scabilize- at. tvci scer8;: 1-~
speed when the landing gear is up, and high speed wt7.~n maif. landln~ ~-esr´•
is dam and locked. The stabilizer and elevators are i?;tercorJ-,ected.
the bias bungee, Movement of the stabilizer repositions ",he el95-asors In
no-load position through the bias bungee. A horizontal s~zbillter ’riT.
position transmitter is mechanically operated by a rod corJlected ’3 ’t~ le~i
end of the stabilizer torque tube. The transmitter electrlcal;7 cpe-n-es 9
stabilizer trim position indicator the
I
horizontal n 3n
dnaairplanes,
later warning audible
tal. .dezigrene
stabilizer trim actuators
an
are
horn will sound vf:enever t~e :IcrLzcr.-
3. Horizontal Stabilizer Trim Position Indicator

The horizontalstabilizer trim posi’tlon icdl’cator, on +,hr ccpilot’s l:l.‘;caz´•
instrument powered by the 28-volt de essenil-ial Sus.
panel; is A ro-,a-,l:~S
pointer indicates nose-u-p trim and is electrically poslt:one0 by a or;

zontal stabilizer trim position trar,smitter. The indicst~r is cail’crs;er~
in increments or 1/2 degree.
4. Horizon+,al Stabilizer Trim Actuators
Two linear-type, 28-volt de, electromechanical ac~uators operate ti;s

horizontal stabilizer, The ac-tuatol´•s are connece,ed to support fi-,frrsJs rr.
the inboard forvard end of each stabilizer panel. The actuatcrs are i-rer-
connected by a flexible shaft to provide single-actuator operaticc. face
Jun 28/74
FaEe 1
SABRE LINER
MAINTENANCE MANUAL
actuator can drive the opposite actuator through the synchronizing flexible
shaft. Therefore, in case of power failure to one actuator, stabilizer

positioning (at a reduced rate) is Still possible.
The actuators operate at high or low speeddepending on landing gear position.

The actuato.r operates normally at low speed through the extend field coil or
retract field coil.The actuator will operate at high speed when the high-
speed relay within the actuator is energized.
selector The relay closes
contacts that complete the circuit through a resistor to the opposite’rield
coil. The resistor reduces the voltage to the opposite field coil. When
both field coils are energized, with one at a reduced voltage, the electro-
´•magnetic field will be weakened. A weaker magnetic field increases the
speed of the armature, thereby operating the actuator jackscrew at a higher
speed.
The actuators have three limit switches to limit the travel or the jack-
screw. Nonjamming mechanical stops are employed to restrict jackscrew
travel in case of travel limit switch failure. An antirotational device is
used to prevent the jackscrew end fitting from rotating.
5´• Horizontal Stabilizer Trim Position Transmitter
The horizontal stabilizer trim position transmitter electrically operates

the horizontal stabiliz~r trim position indicator. The transmitter iS for-
ward of the left horizontal stabilizer trim actuator. The transmitter is
mechanically connected by a rod to the left end or the stabilizer inter-

connect torque tube, Movement or the torque tube by the horizontal stabi-
lizer actuators operates the transmitter. The transmitter electrically
operates the indicator in the cockpit. The transmitter is a potentiometer
type designed to operate through 3~0 degrees or more of shaft rotation.
The transmitter viper is centered tap "B" with the stabilizer in 4-1/2
On
degree rig position. Retracting the actuators, moving the stabilizer

leading edge darn, produces A,B,C direction of rotation of the wiper inside
the transmitter; movement of the wiper electrically reproduces a similar
movement in the indicator.
27-40-0 Aug 6/71

Page 2
OWlgiilNAB SABRELINER
As We@ei\d~ad MAINTENANCE MANUAL
Cl"g’p
HORIZONTAL STABILIZER TRIM POSITION INDICATOR
PILOT’S RIM SWITCH COPILOT’S TRIM SWITCH

AND TRIM ARMING AND TRIM ARMING
SWITCH SWITCH
PILOT’S
CONTROL
LEFT CONSOLE
CIRCUIT-BREAKER
PANEL
COPILOT’S
CONTROL WHEEL
:i
F’:
3 \1CI~
eu
ELEVATOR
K)RIZONIAL
ALTERNATE fRIM SWITCH
STABILIZER
CENTER
I
INTERCONNECT SECTION
(WRGENCI TOROUE TUBS BEAM
rut~
.I\ n
TRIM SELECTOR SWITCH
AFT FUSELAGE
RELAY BOX,
AL STABILIZER TRIM ACTUATORS
INIERCONNECT
TORQUE TUBE
GWOL~nOMlt
STABILIrER
LEADING EK;E
UGXT HOLES
TRANSMITTER CONTROLROD
FLEXIBLE SHAFT
FLEXIBLE SHAFT PROTRACTOR

SUPPORT
TRIM POllnON
TRANJMI1TER
N~3702 TnROUOH ´•8. ´•B ~ND ´•O.
TRANSMITTER ARM
Horizontal Stabilizer Trim 3ystem

Jun 28/74 Fie~ure 27-40-1 27--C-´•3
F´•ge 3
NA-69-420
MAINTENAKCE MANCAI.
HORIZONTAL STABILIZER CONTROL
TROUBLE SHOOTIN(;
TROUBLE SHOOTING HORIZONTAL

STABILIZER TRIM SYSTEM
PROBABLE CAUSE ISOLATION PROCEDURE RE:MEDY
Trim System Inoperative

1. Circuit breakers not pushed in. Check the four NORMAL TRIM circuit
breakers, the three ALTERNATE TRIM
circuit breakers, and TRIM IND and
STAB SPEED CONT circuit breakers
an left console circuit-breaker panel.
2. Trim selector switch positioned Check trim selector switch position on
incorrectly. alternate trim control panel.
3. Electrical system faulty. Perform continuity check. Kepair electrical ~vstt´•m.
4. Mechanical failure in one Disconnect one actuator from torque Keplace defective actuator.
actuator, causing other actuator tube. Pull one circuit breaker; operate Repair or replace faulty wiring.
to be held immobile through opposite actuator. Reverse procedure
synchronizing shaft. for other side.
5. Faulty trim switch or electrical Position TRIM SELECTOR switch at Replace trim switch or repair
wiring. NORM and hold trim and arm switch at electrical wiring.
NOSE UP. Check for 28 VDC at terminal
X1 on K540 relay at right hand station
150. (Relay panel 107) and 28 VDC at
terminal (X2) or 15 on K534 relay at right
hand station 150(relay assembly 125).
Hold trim switch at NOSE DN. Check for
28 VDC at terminal X1 or K538 relay at
right hand station 150. If voltage is not
available at either contact, switch is
faulty or electrical wiring.
NOTE
Terminal numbers not in par-

enthesis are for SIN 3r0-1 and
-r, and 580-1 and Subs. TernLi-
nal numbers with parenthesis
are for SIN 9r0-~2 thru -0, -8,
and -g~
Trim Actuators Do Not Disable When Trim Dise Switch is Depressed Airplanes Changed by S/B 7´•1-6
1. Faulty trim disconnect Perform continuity check of switch(es) Replace switch(e~) or repair
switch(es) or open electrical and electrical wiring electrical wiring.
wiring.
2. Faulty aileron and rudder trim Perform continuity check of relay coil. Keplace rela?´• foil.
disconnect relay (K543).
27-40-01
Page 101
c~ COPYRIGHT, 1986 BY SABRELINER CORPORATION Aug 1/86
NA-69-420
MAINTENANCE MANUAL
TROUBLE SHOOTING (Continued)
TROUBLE SHOOTING HORIZONTAL

STABILIZER TRIM SYSTEM (Cont’d)
A.ctuator(s) Do Not Disable When Trim Dise Switch is Depressed

Horizontal Stabilizer Trim
Airplanes Changed by S/B 74-6.
I. Faulty RH and/or LH stabilizer With electricai power applied to airplane, Replace relay(s) or repair
trim disconnect relay(s) K541 check for 88 VT)C at terminals "XI" of electrical wiring.
and/or K542. relay coil(s). If ~u!tage is not present,
check for open circuit in electrical wiring.
If voltage is present, replace relay(s).
Audible Signal Absent When Trimming Horizontal Stabilizer Airplanes Changed by S/B 74-7
i. Faulty audible warning horn I Check for 28 VDC at positive terminal I Replace warning horn.
(LS505). I of horn when stabilizer is trimming. I
27-40-01
I Page 102
SAB RE LINER
MAINTENANCE MANUAL
HORIZONTAL STABILIZER CONTROL MAINTENANCE PRACTICES
i, Removing Horizontal Stabilizer Panel
A. The removal procedures for the left and right horizontal stabilizer´•
panels are the same.
(1) Remove elevator from stabilizer if stabilizer panel is being re-

placed; otherwise, elevator does not need to be removed.
(2) Disconnect actuator rod end from forward support fitting.
(3) Through accesses, disconnect stabilizer forward support fitting

from interconnect torque tube. Uhen removing both surfaces, ii
connect transmitter rod from torque tube before disconnecting
support fitting; then carefully lower torque tube.
(4) Remove one bolt attaching elevator inboard hinge fitting to ele-
vator torque tube assembly.
(5) Remove the two bolts attaching panel to center section ’eea?;,
remove horizontal stabilizer panel,
2. Installing Horizontal Stabilizer

3. Installing and Adjusting Horizontal Stabilizer Center Section Beam Attac‘r,
Bolts
NOTE: If the horizontal stabilizer center section beam support fitticgs

or splice fittings, on the forward and aft sides of
the related
the canted bulkhead at fuselage station 457, are replaced, it is
necessary to inspect for excessive clearance as shown in figure
27-40-402, detail A. If clearance is excessive, add shims. T’
the support or splice fittings are removed and are to be rein-
stalled, any existing shims must be retained for reinstallatlon.
4. Horizontal Stabilizer Wear and Rebushing Data
Refer to Structural Repair Manual, Report No. NA-66-1032.
5. Removing Horizontal Stabilizer Trim Actuators
A. The horizontal stabilizer actuators are in the fuselage rear

under the leading edge of the stabilizer. The removal procedcres ~or
the left and right actuators are the same.
(1) Disconnect actuator electrical plug.
(2) Disconnect interconnect flex shaft from actuator.
(3) Disconnect flex shaft support from actuator.
(4) Remove attaching bolts from both ends of actuator and rezcve
actuator.
Mar 1/70 27-i0-2

Page 4Cl
i~A s R E ~I N E R
MAINTENANCE MANUAL
6. Installing Horizontal Stabilizer Trim Actuators
7´• Removing Horizontal Stabilizer Trim Position Transmitter

A. The horizontal stabilizer trim position transmitter is in the fuselage
rear section, aft of the left horizontal trim actuator.
(1) Disconnect electrical plug through accesses.
(2) Disconnect arm from shaft.
(3) Remove the four screws from bracket and remove transmitter.
8. Installing Horizontal Stabilizer Trim Position Transmitter

9. Rigging_Horizontal Stabilizer Trim System
10. Replacement of Horizontal Stabilizer Rotary Flex D~ive

A. To remove horizontal stabilizer rotary flex drive, proceed as follows:
(I) Open aft fuselage access doors on art fuselage lower centerline.
(2) Ensure that all electrical power is off.
(3) Disconnect drive coupling from each trim actuator.
(4) Remove clamps securing flex drive to support rod and remove flex
drive.
R. To install horizontal stabilizer rotary flex drive, proceed as follows:
(1) Check the total free end play or the flex shaft 1/32 to 3/32
is
inch (see figure 27-40-406). To check free play, proceed as
follows:
(a) Lay the flex drive assembly on a flat surface. Push the
inner shaft one way as far as possible.
(b) Measure distance between washer and splined end as depicted.
CAU_TION: AFTER THE REQUIRED DIMENSION IS OBTAINED, DO NOT

ALLOW TIIE OUTER CASING TO ROTATE DURING HANDLING
OR INSTALLATION.
(c) If the dimension is not 1/32 to 3/32 inch, secure one end or
outer casing and rotate opposite end as required until the
required dimension is obtained.
(2) Connect flex drive
couplings to trim actuators. Ensure that drive
is engaged properly. Hold outer casing and tighten "B" nuts. Safety
with lockwire.
(3) Route depicted in figure 27-40-405; then,

flex drive as install
clamps securing flex drive to support rod.
(4) Perform operational check out of stabilizer trim system.
27-40-2 Jun 30/76

Page 402
qg~g%g;lNdaB SABRELINER
Weceia~d
MAINTENANCE MANUAL
NOn tho inctollation procoduroe for tho loft and right

hothonld oro the
Through coma Itobililr torrord ~uppa,
HOR1ZON1AL
O to inhrconwrt
occ~,
torquo tub and Iafty with locfn*iro.
litci~gCon-
STAIIUrll-~ I mt hQnlcnitt´•C rod to taquo tub if homminr rod war diworr-
noctod during ronouol of ,tobililor.
SKTION Conn~t ~Ouolor ~d ´•nd twmrd ~uppM 6mnp.

BEAN
I
s*Fm wilt
;CORWARD
SI~Km
FTHJO
INTERCONNECT
INTERCONNECT
TORQUE TUBE
TORQUE
ACTUATOR
With mnoml, in~tall bdC attaching Ilobiliror
jl pclrwl
acc~
to contor uction barn.
two
ROD 80
II~LNIMIITE11
a -´•IIUi~:i
A STABILIZER I:´• ROD
PANEL
curl
Il-l-´•D
D IlltOll ´•I´•rator ii ii m~ nmo*´•d.
koding dg´• 0 born. cbrL rlm

ATTACHING
BOLTS
CENTER SKtlON
BEAM
P With
am b(mn horilontal and
at
hrrJog´• or tbnn.
~J. frim 0 mmlcy.
lu´•2~´•n*
5/16 Itl 116) INCH CONSTANT

InlAll nut, and walh´•n on bolt,, and torqu´• thorn to
Itandord valuo, of 2500 to 3000 inch´•pound~. HORIZONTAL
STABIUZER
1
~CLlrj
-;f
uom
HORIZONTAL
STABIUZER
zss´•lle
In,toll bolt ottaching olovator inhoclrd hingo fitting

Q nlovator torquo tubo
to
Ir-a´•l*
or
´•-~4, P1IOIMCIOI
ELEVATOR TORQUE ~b lE ACCIS
TUBE ASSEMBLY CKTIZOM*L n´•urtR
"‘q
gK#
´•*ruo~No
~:l´•s
Slowly opomto ,tobiliur through full mngl of tm*r!. Th´•n

u Ihould b´• no ovidwKo of binding.
Inlpoct all connoction,. Mako that ir fro´• of

o tool,, ,uro oroa
;1
ragl, and loo~ hardworo.
INBD HINGE Cb AfTACHINO

RT~INO BOLT ml~n(dl m~´•´•.
Installing Horizontal Stabilizer

Jul 6/73 Figure 27-40-401 27-40-2
Page 403
SABRELINER
MAINTENANCE MANUAL
BUSHINGS PRESS FIT

0.005 ACCUMULATIVE SHIM
LH INSTALLATION BUSHINGS
siWAJHPR j
ALLOWABLE GAP (60M ONLY RHIHSTILLATIOH
FITTINGS) SHIM IP AN310-10 ONLY
REQUIRED NUT
SPLICE
FITTING
ntnoneoLT
BEAM SUPPORT
r
WASHER
FHIM
BOLT
FITTING
HUT
nrw A CENTER SECTION

SHOWINGMAX ALLOWABLE BEAM SUPPORT
CAP BETWEEN BULKHEAD
MID ATTACH PITT1NGS
STATION
451BULKHEAD
STABILIZER
CENTER SECTION
BEAM
BULKHEAD
CENTER SECTION
BEAM
CENTER SECTION
PRESS FIT BEAM
BUSHINGS BUSHINGS
AH 310-10 NUT
TOROUE 70 TO 120
IN. LB THEN
BICK OFF fO
o
NEAREST CASTELLATION
BOLT
0.000 TO 0.006 IN. CAP
SHIM
SHIM
SHIM IM CENTER SECTION
CENTER SECTION DOLT
(60 NOT TORLIVE. BEAM SUPPORT
BEAM SUPPORT
0.002 IN. MIN TO
TORCIUE WILL DISTORT
0.012 IN. MAX CIP
31116 C~USINC
EXCESSIVE GAP.) IF REQUIRED, REDUCE
HORIZONTAL 3366161666
HORIZONTAL STABILIZER TOROUE ON AN310-10 CENTER SECTION BEAM LH
CENTER SECTION BEAM RH NUT UNTIL MIN CAP ATTACH BOLT INSTALLATION
ATTACH BOLT INSTALLATION IS OBTAINED
1370´•I´•L1~1
Beam
Horizontal Stabilizer Center Section
Attach. Bolt Installation
.Jun 30/76
27-40-2 Fi~ure 27-40-402
Page 404
SABRE LINER
MAINTENANCE MANUAL
The installation procedures for the left and right

actuators are the same.
Operate horizontal stabilizer actuator to fully

O extended position, and move horizontal stabilizer
to approximately 00 position on protractor; then
position actuator with its adjustable rod end pointed

up, and install attaching bolts.
El tD..e.l fleiible.hafl luppo,t to.clu.lor.
O C.nnec~..lu.tor ele.t.i..l plug. ond I.lely
Fully and connect flexible shaft

Cj’~i
O retract actuators
O Lubricate oc)uotor.
Chs.l horil.n~.l It.bili~e. rigging
HORIZONTAL
STABILIZER
ACTUATOR
ATTACH
BOLT
C~3
FLEXIBLE
SHAFT
O
i
FLEX SHAFT
SUPPORT
Installing Horizontal Stabilizer Trim Actuators

Jul 6/73 Figure 27-40-403 27-1;0-2
Page 405
SABRELINER
MAINTENANCE ~MANUAL
Through access doors 1 and 51, obtain access to

bracket on left side of fuselage rearUsing four
section.
screws, install horizontal side stabilizer trim position
transmitter, its shaft inboard, on bracket.
O Install arm on transmiltef with fla~ side outboard,
check that clearance between arm and transmitter is 1/16
inch; then connect arm to shaft
O Connect electricalplug, and safety.
Connect transmitter. Do steps 2 through 5 of "Checking

Horizontal Stabili~er Trim System.
STA
428
ARM~ A BRACKET
SCREW CAL
(4 PLACES)
PLUG
a
ELECTRICAL
PLUG
SHAFT
c’--i
iii i~ *RP
BRACKET
vL -I
1/161N.
STA
428 laF´•\I# i.H c~
HORIZOWTAL STABILIZER
TRIM POSITION TRANSMITTER
531(1-1-52~4
Installing Horizontal Stabilizer Trim

Position Transmitter
Figure 27-40-404 Mar 1/70
27-40-~
Page 40~
~RIGBMAh
Ra~ Recelikege By SABRE LINER
5~P MAINTENANCE MANUAL
NA-69-420
NOTE The object of this procedure is to synchronize, O Connect ?B-uolt dr urllily e*tlinol poret ,uu´•re lo al.~lonr
within tolerances, the travel of the leading edges of both
panels of the horizontal stabilizer, one with the other, and Move trim selector switch olfernore iontro? F3nel te
O on trim
with the travel of the horizontal stabilizer trim position
NonMa~. rrt;~
indicator needle.
ALTERNATE TRIM
Prevent overheating actuators during the riggin~ pro-
cedure by operating them one cotnplcte cycle, followed by 2 CONTROL PANEL---
minutes off, or by using momentary guises. To attain full
pulses, TRIM SELECTOR SWITCH
up or full dou´•n positions when usin~ mon~entary
hold switch until actuator stops runnin~ during last inch of
travel.
i Airpianes NA-380-1 through -37 and NA-370:1 through ´•9 changed
by Service Bulletin 74-7 and NA-380-38 and later airplanes, an audible
warning horn will sound whenever the horizontal stabilizer trim actuators
are energized.
~J
~autiscz Before
that all
operoting horizontol stabilizer, check
rig pins ore removed from elevator con-
trolsystem This will prevent damaging elevator push rods.
F?osF ?1=‘
R
OH
NOs~ ’OSI .p
srr~a
r-
t t
TRIM- 3 3
SWITCH
u/ I \li
E] Move trim switch, on outboord
copilot’s control wheel, to NosE oN. Hold switch
grip of pilot’s or
at this position until horizontal stabilizer stops moving.
Through
bolts do
access doors, check that overtravel stop
touch
O Check that sightholer on leading edge or horizontal Itahlii~n align
not support fittings on horizontal with a point O (+15. ´•0) degrees on protractors Adlurt rod tndlon
stcbilizer. Back off stop bolts if necessary. actuators as necessary.
When the interconl~fct flesiltle O Dilcannec( intereonnecf Ilerible la(l at on, atuato. to rcmore
shaft is connected to actuators, do not allo~v the any possible cable twist, then reconnect it and lockrrlre.
outer casing to rot;tte a~hile the "13" nuts;ll‘e

ti ghte ned
OVERTRAVEL
laler A~rpidliri
STOP BOLT
HORIZONTAL
GAP~ STABILIZER AIIPIJ(’CI Na 3~ci 1 ll-!9.
iar~l
r
ROD END
~--SIGHTHOLLS
SUPPORT FITTING I I
B
HORIZONTAL STABILIZER iI
TRIM ACTUATORS j
(FULLY EXTENDED)
I
SAFETY WIRE
-e
AIRPLANE
1~5"+1/2"
I
PROTRACTOR
INTERCONNECT FLEXIBLE SHAFT
5)70-2-52-053
Rigging Horizontal Stabilizer Trim System

Figure 27-40-405 (Sheet 1 of 4) 27-40-2
Page 407
0 COPYRIGHT 1981 BY ROCKWELL LMTERNATIONAL Jun 19/81
SA B R E LI N E R
MAINTENANCE MANUAL
NA-69-420
O With main
to NOSE
landing
UP. Hold
gear down and
switch at this
locked, move trim switch
position until horizontal
stabilizer !;tops moving. Check that overtravel stop bolts do not
touch support fittings on stabilizer. Back off stop bolts if necessary. SECTION
BEAM
HORIZONTAL
STABILIZER
sightholes on leading edge of horizontal stabilizer align with
HORIZONTALSUP ORT
Check that
O a point 8 (~15) degrees on protractor. Adjust rod and on left actuator
to divide stroke between up and down positions. Adjust right actuator
accordingly. Lockjam nut and lockwire.
STABILIZER
GAP" ~r I I PROTRACTOR
OVERTRAVEL I 1 111~
STOP BOLT
SIGHTHOLES
HORIZONTAL STABILIZER STOP BOLT

TRIM ACTUATOR BIAS 0.187 (0.032)
(FULLY RETRAC’IED)
BUNGEE
TRIM INTERCONNI
TRUSS TURNBUCKLE ROC
JAM
NUT
bolt to 0.187 0.032 inch gap.
mAdjurt jam
Secure
bias bungee overtravel stop
nut and lockwire.
OVERTRAVEL
SUPPORT FITTING
STOP BOLT
1/4 i _ I/16)INCH
iA I;fa
i
i
ROD
I SUPPORT FITTING
OVERTRAVEL
STOP BOLT HORIZONTAL STABILIZER
ACTUATORS AT
ACTUATORS AT
FULLY RETRP,CTED POSITION
FULLY EXTENDED POSITION
with octuotorl ot ~uli poiitian check ciearon~e ef Energi2e actuators to the full extended position Cleorance
O
r
overtravel stop bolts. Clearance between overtrcivel stop between overhavel stop bolts and support fittings should be
bolts and support fittings should be 1/4(-+1/16) inch. Adjust 1 1/4(~I1/16) inch. Adjust spacers and stop bolts until this clear-
spacers and stop bolts until this clearance is met. I anceismet. 8380-2-52-46B

27-40-2 Figure 27-40-405 (Sheet 2 of 4)
Page 408
Jun 19/81 o COPYRIGHT, 1981 BY ROCKWELL INTERNATIONAL
SA B ELINER
MAINTENANCE MANUAL
NA-69-420
trim switch to position stabilizer leeding edge at 4-1/2
Fliloperate
LYdagrees (40 30’) down. Check that dimension "A" of trons- m edge With trim ind;cator system energiied ond rtobdllr~ irohng
ot 4-1 2 if 1 /4) degrees (4" 30 ´•heci ..HOI( ST*8
mittr control rod is 8.84 inches for NA-285-70 airplanes TRIM" position indicator in The indicator should reed
and 7. 00 inches for NA-285-80 airplanes. 4-1/2 degrecr NOSE-UP To sct indicalor odju~l Iran,ml)tcr br
BRUSH rotating ,ronrmitler shalt Inrlall ~ronrminer orm on rhaf´• r;ih
PROTRACTOR SEAL flat side foc;ng oh, and lightly clamp tran~iiltc´• arm to Ihoh
SLOT
The transmitta actuating am ha an adjustment dire. Rotating th dHe *nll

LEADING EDGE provide an increased or decreased adjustment range.
PID~USTMENT
RII;i;lW[; vl~e
i .~..1
´•Ii t
SIGHTHOLES
TRANSh´•ITTER
DIAL INDICATOR
(STARRETT 25141- CLAMP TO ROTATE IRM 1800
OR EQUIVALENT) BRUSH SEAL
SLOT
en -n
LU Attach dial indicator to L. H. brush seal slot and zero indicator with HORIZONTAL STABILIZER
stabilizer leading edge at 4-1/2 degrees. Manually push up on the stabilizer TRIM POSITION INDICATOR
Ieeding edge and record indicator reading, then pull stabilizer leading edge
down and record indicator reading. Add both readings and it must not be
over 0.040 inch (This indicates the free´•plav of the horizontal
stabiliza act-
uator and its attach points). Ripest thQ step on the R. H. side of fuselage
(Sa
for hsaqTay indication. Remove dial indicator.
TRANSMITTER _
CONTROL ROD
B\
II
\4 ---cl
PILOT’S TRIM
SWITCH a i
Alova trim switch to NOSE UP.

DIMENSION "A"
m Hold trim switch in this pouhan until IDbilim stops mo,ln)
J, ,dle.t the "HOR STAB. TRIM" poritlon Indiura should a~lgn. wrtttHl
~/32 inch, with the Il-dqlree Index line.
shaft until it does.
1/16 inch between
Clamp
arm
transmitter
and tranrmitter.
it it doer nor,
arm to rhah. allowing

rcadjurr tran~mtttn
a Elearance or
Oi=1- 32)INCnCj
,i II\ u~
TRIM ACTUATOR
IV
d b~JL.
Hold trim switch ot NOSE DN until stabilizer stops moving. id

m The needle of the "HOR STAB. TRIM" position indicator
TRIM POSITION INDICATOR --u
i C3s-~a
’";V
should align, within ~1/32 inch, with the 0-degree index line.
i
If indicator needle does not align within this tolerance, readjust
transmitter shaft. Lightly clamp transmitter arm to shaft.
ARM
!Fi TRANSMITTER
TRIM POSITION INDICATOR b
TRANSMITTER SHAFT
I (L001(lr(C 30*Ht
UP
0(-C1/32)
INCHES ST~B J-
I :i 1/16 INCH~e
j~SO-2-5!-?rC)

Figure 27-40-405 (Sheet 3 of 4) 27-40-2
Page 409
O COPYRIGHT, 1981 BY ROCKWELL INTERNATIONAL Jun 19/81
S:A e a E LI N E a
MAINTENANCE MANUAL
NA-69-420
LaO RBmOW IOP aDCBII COYBI. ~Yel ion am rilht horl.on~al .Inblliler
attach bolts. I I ACCESSCOVERS
monnrara Irim rwilch to position horirum41 stabilizer

leading CENTER SECIION
edge at 4´•1/2 degrees (4030") down.
BEAM
m Fsbiicrm rpci. ru.pon anpla i~ing liiuminum Alloy Ex-

trusion) 1530 7075-76511 QO-A-200/11 or equivalent as shown.
Fabricate special clamp using 2024-7351 alumaum alloy rolled bar
00-A-225/6 or equivalent 3/4 X 1 112 X 1 1/2. INIEIICONNECT
TORQUE
Use Starrett Dial Indicator No. 25-&61 or equivalent

LH SIDE SHOWN
10 Attach dial indicator to LH support at Pus. Sta. 457.406

shown using clamp and left hand special support angle.
as
FWD
FS457A06
DIAL INDICATOR (STARRETT,

NO. 25-441 OR EQUIVALENT)
NUT 8 BOLT OUTBO CLAMP
nS REOD. TOI s~C NAS1352-4-36
ATTACH olAL ~oR EQUIVALENT)
INDICATOR
LH SUPPORT I
00 Zero indicator with horizontal stabilizer leading edge at i r DIAL INDICATOR

4-1/2 degrees (4030") down. -2-~-f--L CLAMP
SUPPORT ANGLE
m Manually Cc 5/32"
rib wf ficiently to
reading.
posh up
just begin
onthe LN horizontal stabilizer outboerd
to lif t aft end of aircraft end
record
HORIZONTAL STAB
ATTACH BOLTS
LH SUPPORT
1
CAUTIOEII Do not push up on horizontal stabilizer tip. -~Jj!-
Push atoutboard rib only.
m Remove dial indicator, support angla and clamp from iH

HORIZONTAL
STABILIZER
CLAMP
support. IVPPERSURFACE)
SUPPORT
EEI Attach dial indicator RH support at Pus. Sta. 457.406 as
to
ANGLE LHSUPPORT
previously shown. using clamp and right hand special support angle.
Irm Reatlings must not exceed .0195 on the loft sitle and .0165 on
m Manually push on the RH horizontal stabilizer outboard rib

the right sirle.
utfficiently to just begin to lift aft end of aircraft and record reading. If readings exceed noted dialtlensions. a detailed inspection of
the joint components must be made to determine actual joint c~om--
ponent wear. If component wear exceeds the ,naximum allowable
Radin. or~inad indie.l. p(´•y in ´•tnch ioint. bat*ean the wear, the joint mllst he replaced or repaired
LH support, the RM support, and the horizontal stabilizer center section
begm.
Remove dial indicator, support angle and clan,p fron, right
i
1/4" Ilorizontal stabilizer stlpport and install removed access covers.
LH shown RH opaori~e
7/16"
.125RI
950 I I .3/4" 111
11/2"
1/4"
DIA.)F 125"
11116"
mColpll uilh P"rBdUIBI in..Chn~Liny narllonfll
Stobili.ar
3/8" Jcl 112" Trim System".
5/8" DRILL AND TAP

7/16" tl II II 3/4" 1/4-20 UNC 3A
2112" i‘
1518"’
)t 2 1/4~REF.-C1
_L iLJI_ SCREW NAS 132-4-36
c,´•´• -l dl 5ie´•´• -I OR EOUIVALENT

27-40-2 Figure 27-40-405 (Sheet 4 of 4)
Page 410
Jun19/81 o
SAIBRE ~INER
MAINTENANCE MANUAL
NA-69-420
OUTER
CASING
~C 1:32 10 13i i’iCI1
WAS)-1ER
INNER
SHAFT
WORIZONTAL
STABILIZER
i
QI!
1: 5L~
SAFETY WIRE
1
c:~ssi
r nR;´•Ln~!
2´•´•i
HORIZONTAL
STABILIZER
ROTARY FLEX
DRIVE
Horizontal Stabilizer Rotary

Flex Drive Free End Play
27-$()-2
Figure 27-40-406
P3ge :11I
O COPYRIGHT, 1981 BY ROCKWELL INTERNATIONAL .rui 24:nll
NA-69-420
MAINTENANCE MANUAL
INSPECTION/CHECK
CHECKING HORIZONTAL STABILIZER grip of pilot’s control wheel, to NOSF, UP. Hold until
TRIM SYSTEM horizontal stabilizer stops moving. The horizontal
stabilizer edge should go down. The needle of the
Before checkout, the horizontal stabilizer trim system
horizontal stabilizer trim position indicator should
must be properly rigged. (See Figure 27-40-405.) If trim align within f1/.32 inch of the 8-deRree index line.
system does not meet checkout requirements, refer to
Check that sightholes on inboard edge of stabilizer
trouble shooting procedures for the horizontal stabilizer
align with 7-3J4 degrees minimum. 8-~’4 deyree~
trim system. With the airplane on jacks, proceed as follows:
maximum on protractor attached to fuselaRe.
1. Connect 28 VDC utility external power source to
6. Repeat steps 4 and 5, on eo-pilot’s control wheel.
airplane.
7. Position trim selector switch, on AI,TERNATE
2. Push in the following circuit breakers on left console
TRIM CONTROLS panel, to AI,T.
circuit-breaker panel:
8. Repeat steps 4 and 5 with alternate trim switch. on
a NORMALTRIM(four) ALTERNATE TRIM CONTROI,S panel.
a ALTERNATETRIM (three)
9. Return trim selector switch to NORM.
TRIMIND
10. Check high trim speed of horizontal stabilizer full
a STAB SPEEDCONT trim range with main land inR Rear down and lork~l.
Operate trim switch. Check one full length of Irin\
3. Place trim selector switch, on alternate trim control
travel (no less than 6 seconds minimum and no more
panel, at NORMAL.
than 7.5 seconds maximum.
11. Check low-speed operation of horizontal stabilizer

trim system as follows:
elevator corttrol system before operating A. With landing gear up and locked and trim
horixontal stabili;ter. This will prevent dam- switch at NORM, move trim switch to N()SE
age to elevator push rods. UP. The horizontal stabi I izer shou Id move dow n
at a slower rate of speed.
4. Engage trim arming switch and hold switch at
NOSE DN until horizontal stabilizer stops moving. B. Check low trim speed of horizontal nla~,iiizer
The horizontal stabilizer leading edge should go up. full trim range. Check one full length of trim
The needle of the horizontal stabilizer trim position travel (no less than 16 seconds ntinimum and no
indicator should align within ~1/32 inch of the zero more than 23.5 seconds maximum.
degree index line. Check that sightholes on the lead-

ing edge of horizontal stabilizer align between zero NOTE
and -1/4 degree marks on protractors on both sides
Trim speeds of the horixontal stabilirur
of fuselage.
should be d´•Cfferentfor high and lotc-~pe4d
checks. ~f speed checks are the some, a break
NOTES
in electrical continuily i~ indicalrd.
a On SIN 380-1 thru -3r and SIN 3r0-I thru
12. Check left horizontal stabilizer actuator as follows.
-9changed by SIE r4´•- r and SIN 380-38 and
Subs, an audible wamzing horn will sound A. Pull out RH STABII,IZF,K NORMAI, TRIM
whenever the hori~ontal stabilizer brim circuit breaker.
actuators are energixed. B. Move trim switch to N()SE: I)N. The horizontal
To prevent overheating actuators during stabilizer should move leading-edge-up.
rigging procedure, actuators may be oper- 13. Check right horizontal stabilizer actuator ib~ follows:
ated for one complete cycle followed by 2
minutes off, or by using momentary pulses. A. Push in RH STARII,IZE:R N()K~IXI, TRIM
To attain full-up or Sull-down positions circuit breaker.
when using momentary pulses, hold switch
B. Pull out I,H STARILIZER
until actuator stops running during last
circuit breaker.
inch of travel.
C. Move trim switch to NOSIS UP. The horizontal
5. With main landing gear down and locked and trim stabilizer should move
arming switch engaged, move trim switch, on left
27-40-03
Page 601
0 COPYRIGHT, 1989 BY SABRELINER CORPORATION Jun 12i89
NA-69-420
1MAINTENANCE ~ANUAL
CHECKING HORIZONTAL STABILIZER

TRIM SYSTEM (Cont’d)
D. Push in LH STABILIZER-- NORMALTRIM
circuit breaker.
14. Check pilot’s trim arming switch, on normal trim

switch on control wheel, as follows:
A. With trim arming switch released, position

trim switch to NOSE UP and NOSE DN. The
horizontal stabilizer should not move.
B. Hold trim switch at NOSE UP and NOSE DN

and depress trim arming switch. The horizon-
tal stabilizer should start moving.
15. Repeat step 14, on co-pilot’s control wheel.

16. Disconnect 28 VDC utility external power source
from airplane.
HORIZONTAL STABILIZER INSPECTION

CHECK
1. Openaccesspanels. Checkthefollowing:
2. Horizontal stabilizer skin for cracks, buckles,
dents, corrosion and loose rivets.
3. Horizontal stabilizer attach fittings for security.
4. Elevator skin for cracks, buckles, dents, corrosion

and loose rivets. Trailing edge for damage and
security. Leading edge skin for cracks around bal-
ance weight attach screws.
5. Elevator hinges for cracks, hinge bolts for

looseness. Bonding straps for condition and
security. Torque tube bearings AN201KP8A
(installed within bushing 285-220406-3) for
cleanliness and freedom of rotation.
6. Elevator drain holes for obstruction.
1 7. Install accesspanels.
27140-03
Page 602
SAB~E LINER
MAINTENANCE MANUAL
FLAPS DESCEIIPTION AND OPERATI~jN
i. F’laps
Wing flaps are provided to reduce stalling speeds of the airplane. The
flaps are electrically controlled by a flap switch in the cockpit which
col!t,rols two electromechanical actuators. The actuators mechanically posi-
tion the flaps at the inboard trailing edge of both ~in&s. Each ’lap is
iudividuall.y operated by an actuator through an individual. electric ircui’.
The actuators are mechanically interconnected by a flexible shaft to
s~nchronize the flap travel. Each actuator is capable oi‘ driving the oppu-
site flap through the syl~chronizing flexible shaft, along with the r’lap
which it is attached. Therefore, in case of a power or motor failure to cr:e
actuator, flap positioning (at a reduced speed! is still obtainable. A
flap position transmitter is mechanically connected to the left flap alid

electrically operates a flap position indicator In the cockpit.
Wine; flap operation is controlled by a switch ideiitified "FLAFS" cn trie

aft face of the cent;er´• pedesti~l ir! the cockpit. ~tovement of the rir,g iiae
t switch from PART to either UP

to the wirlg nap actuators.
or
(See figure 27-50-1.

D3 closes
T~iherl the accuato-s
the switch and directs elpctri-_sl
power
are eriergized, the output shaft is either exteiided or retracted, dependiii~
upo:! the position of the wing flap switch.
Cn the down cycle, the extend-limit switch in each actuator oper!s and brpa~s
the circuit to the extend field winding when the flaps reach flill-dow!l
position. On the up cycle as the actuator is retracted, a travel limit

switch arld a load limit switch tin each actuator) open the circuit vhe!: t,hp
flaps reach full up and the actuator operation is resisted by the flap
mechanical up-stops. This results ir! a torque load to preioad ~he wing
t’laps in the streamlined position.
The nap system (figure 27-50-1) is a three position system with internal
limit switches built into the nap actuators. The three
flap positions are
UP, PART and DN. Selecting the PART position will place the Flaps at the
60~ position.
The wing flap position indicator, on the center instrument pariel, is eiec-
tric~ally operated by a transmitter attached to the trailing edge oi’ the
le~’t´• wirlg. When the flap moves up or down, an arm rotates the shaft of the
traiismitter. Movement in the transmitter electrically reproduces a similar
movement, in the indicator. The indicator reflects the position or’ the flaps
in p~rceatage up or down.
2. Wil;E; Flap Actuators
~11Jo liriear-type, 28-volt de, electroniechanical actuators operate the xin~:

flaps. The wing flap actuators, or;e itl each wing, are attached to the wi::~
st;l´•ucture about midway bet~iveen flap tracks. The actuators are i~ttercor;-
colu!ected by a flexi.ble shaft to ensure syllchronized f’lap trave. ~ori.iammi::f´•
interrial mechanical stops a2´•o incorporated in the actuators to resist 3ach-
sc:´•ew displacement in case of failure of a travel limit switch, load
switch, or relay ill the actuator. Two limit switches ill Psch a~tuilt.?!´• sg~´•ve
Jitn 28/74 27- 5C-3

Page 1
SABRE LINER
MAINTENANCE MANUAL
I to stop the flaps automatically

switch is placed at PART.
at the selected position~when the flap
3´• Wing Flap Position Transmitter
The wing flap position transmitter, in the left wing trailirlg edge, elec-
trically operates the wing flap position indicator. The transmitter is
mechanically connected by a rod to the inboard rib near the forward Leading
edge or the flap. Movement of the flap operates the transmitter. The
transmitter then sends a signal to the indicator in the cockpit. Retracting
the flap toward the up position produces A, B, 0 direction of rotation of
the wiper inside the transmitter. Movement of the wiper electrically re-
produces a similar movement in the indicator.
4; Wing Flap Position indicator
The wing flap position indicator is near the bottom of the center instru-
ment panel. A rotating pointer indicates the position of the flaps j~.n
percentage up or dowrl. The indicator is electrically positioned by a wing
flap position transmitter. The instrument is calibrated in percent of flap
extended and reads from "UP" (O) to "DOWN" (100) in increments of 10 percent.
Full flap travel is 25 degrees (100 percent). This indicator facilitates
the selection of intermediate flap positions.
5´• Wing Flap Switch
The wing nap switch, recessed in the center pedestal to prevent inadvertent
operation, is powered by the de essential bus and moves in a quadrant marked
’1UP," "PAR~," and "DN." To position the flaps full up or full down, the
flap switch is moved to the corresponding position and Left there. (~ower
is automatically removed from the actuators when the flaps reach the
extreme position.)
The PART ´•position incorporates a "lever-lock" feature which will stop the
switch at the PART position when the switch handle is being moved from UP.
To move to DN, pull out on switch handle to clear one-way gate. The switch
can be freely returned from the DN to the PART or the UP position.
6. Flap Travel Monitor Switch
The flap travel monitor switch is installed in the right wheel well and
connected to the inboard flap rib. The switch is adjusted to actuate when
the flaps are 14 (~1) degrees. down. The switch is connected into the land-
ing gear position indicating and warning
system. For further information,
removal, installation, and rigging procedures for this switch, refer to
Chapter 34.
27-50-0 3ur 28/74

Page 2
SABREL1NER
MAINTENANCE MANUAL
1V DE fISENTI*L
RH FLAP Ln FLAP FLAP POS IND

(LIPT COHIOLE (LErT COHSOLI
(cs~
CBOgO
(LLrl COWY)Lf
CIRCUlf-BRCIKERI I CIRCUIT-BRL*~CR I EIIICUIl-DPC*I(LR
PIH6L) I I PIN6L) P*W6L)
6e~m)
06607 CBBOB
~PSOO
ur
rilC)
CC-------------I*I \\ra´•ccl
101*
*~---------le
PMY
FLAP POSITION TRANSMITTER

[1660666 LLCT FLAP)
FLIP POSITION IXDICITOR
02 1 I 62 A2 02 tCEIITLI IYITIUYEWI CUIILI
031011631 I
b~Bu All 03 ID1
6662
UP
PART
FLAP
(CENTLR
PCDCIT*L)
.1611 J6H)
L II c D I I D c r
H.C.CXTLHD I(.C.TRIVLL
LUIIT llI LIYlt SW
POSITION
IWITCI(LI
Fl
Ln rnna Fw *cru*roR
H.O. LOAD
um Al
RHF II(ORt LIWT Sw I I~ RWF I I I
1(1
TI(IRYIL
Pl)OteCTOR
IIRILS
AIY
FIELD
ICRILf
66666 lnunr
COIL 66*66
COIL
RH WING FLAP ACTUATOR Ln 11(110 FLAP ACTUATOR

an wlNa (6TA 306) Ln mNO (STA 3061
1370-1-)1-666
Wing Flap System Schematic Three-position Flap

Jun 30/76 Figure 27-50-1 27- 50-0
Page 3
SABR ELI N E R
MAINTENANCE MANUAL
FLAPS -TRCUBLE SHOOTING
i. Trouble Shooting Wing Flaps
NOTE: The following trouble shooting information is based on the assumption

that electrical power is available to the system. It is suggested
that frequent reference be n~ade to the wing flap system schen~8tic
during trouble shooting of the system. This will aid in isolating
a specific trouble.
PROBABLE CAUSE ISOLATION PROCEDURE RPIEDY
A. FLAPS NCrr SYNCHRONIZED.
(1) Flexible shaft Disconnect flexible shaft in Replace broken
improperly connected, wheelwell. Check for broken shaft. Retract both

not synchronized, or shaft and proper meshing of flaps to full up and
broken. splined connections. preloaded position;
then reconnect
flexible shaft.
B. FROZEN SYSTEM.
(1) Mechanical Disconnect flexible shaft in Replace defective

failure in one actuator, wheel well, Pull one circuit actuator. Repair or
causing other actuator breaker; operate opposite replace faulty wir-
to be’ held immobile’ actuator. Reverse procedure ing.
through synchronizing for other side.
shaft.
C, FLAPS DO NOT REACH LIMIT OF UP OR DC~N TRAVEL.
(1) Flap improperly Check installation of flap.

installed. (See figure 27-50-401.)
(2) Actuator not Disconnect flap intercon- Replace defective
fully extended or nect shaft in wheel well actuator.

retracted. and operate each flap
independently of the other
to isolate defective
actuat or
D. FLAPS DO NOT OPERATE TOGEmW WITH ONE ACTUATOR.
(1) Defective Check flexible shaft for Replace defective

flexible shaft. proper meshing of splined shafts, Retract b(,th
connections in wheel well actuators to pl´•e-
and at actuator, and for loaded position, and

excessive binding or fric- reconnect flexible
tion in the flexible shafts. shafts at couPli
Mar 1/70 27-50-1

Page 101
SA BR E LI N E R
MAINTENANCE MANUAL
(2) Defective Disconnect~rlexible shaft Replace defective

actuator. and rate actuator. actuator.
E. FLAP POSITION INDICATOR INOPERATNE.
(I) Electrical sys- Perform continuity check. Repair electrical

tem faulty. system.
(2) Faulty trans- Check transmitter. If Replace transmitter.

mitter. transmitter does not meet
a faulty transmitter is
indicated.
(3) Faulty flap If there is continuity in Replace flap posi-

position indicator. electrical system and tion indicator.
transmitter meets check-out
requirements, a faulty flap
position indicator is indi-
cated.
F. FLAPS DO NC7I~ MEET TIMING REQUIREMENTS.
(1) Improper timing Refer to trouble D. Correct binding.

of flaps due to binding.
(2) Open circuit Disconnect electrical plug Replace circuit

breaker, open circuit at actuator and check for breaker, repair
to actuator, or open 28-volt power to actuator. open circuit, or
circuit in actuator. If power is available, replace actuator.
check actuator receptacle
and actuator.
(3) Improper timing Check for binding and that Remove and replace
all mechanical actuator.
due to faulty switches parts are
or improperly function- properly adjusted.

actuators.
~la. FLAPS DO IIOT 9POP PrPOMATICP~LY AT PdRT POSITIOIP.
(1) Internal limit Disconnect flap interconnect Replace defective

in wheel well and oper- actuator.
switch failure in actu- shaft
ator. ate each flap independently
to isolate defective actuator
H. FLAP PRELOAD CANNOT HE OEfilAINED.
(1) Flap actuator I Rechecb to ensure I Ifflaps are rigged

load limit switch I that flaps are properly I properly, replace
inoperative. rigged. defective actuator.
27-50-1 Jun 28/74

Page 102
SABRE LINER
MAINTENANCE MANUAL
FLAPS MAI~NTENANCE PRACTICES
i. Servicing Wing Flaps
The only servicing required on the wing flaps is lu%rica~ioc -e
flap actuators. There are two grease fittings, one a~ rear JDp~ a~-_:-
ator-to-wing attach point, and the other at the a^_s--.:
point. The flap track rollers may be lubricated:n ;ii~:-,

riRure 27-50-404.
Oct 3/77
Paae 301
SA B R E LI N E R
MAINTENANCE MANUAL
i. Removing Wing Flaps
A. The removal procedures for the left and right flaps are the same e.utep~
as noted.
NOTE: If the same flap is to be reinstalled, do not distu2´•b set’.iiic~s

of up-stop bolts, roller trucks, or actuator end fittin,:. I:
these adjustments are disturbed, the complete installatioii and
adjustment procedure must be checked when the flap is 2‘e.ll!s~allc´•i’i.
(1) Connect external de power supply to airplane, and check th3t Il~ii
FLAP" and "RH FLAP" circuit breakers are engaged; then move
flap switch to DN, When flaps reach their full do~n positiori,
turn off power supply,
(2) Disconnect flap bonding braids from wing structure.
(3) Disconnect flap position transmitter rod from inhioard ei:d r:f’ 1~:
flap, (The right flap does not have a transmitter.)
(4) Remove stop screws from end of tracks.
(5) With flap supported, disconnect act;uatoi´• eiid fit--ir;i´• .’r´•ljln .!~7,p
removing the two screws from top of flap to ~elrase fl~p -´•Zcv:s.
Then guide flap off tracks. If actuatoi´• or f’lap is i;elni: I´•lpla::-~-I,
disconnect flap clevis from actuator end fS.i;tine
2, Installing Wing Flaps
A. The installation procedures for the left and right flal?s are tile sarr.tl
except as noted.
NOTE: This procedure is based on the assumpt,iui; tiinti :ilrl fi?p

installed has been previously adjusteti, and ’,~in:. ad.i´•isil:si_l.*S
up-stop bolts, flap roller trucks, anil t~lp act.ua~or c:´•: 1’;
have not been disturbed. If these ad.justmeni.s IlaVe i:~en ´•iis-
turbed, readjust as necessary as shown in fiGu!‘e 2~1-j;0-ii01.
(1) Check that actuator is properly installed,
(2) Check that flap clevis is properly install.ed on actllal-.c:1.. el:d
fitting and that actuator is fully extended.
(3) Guide flap on tracks and connect; act,l~atot´• tu flap ~y i!:s.aiii:;i

the two screws through flap and flap clevi.s,
(4) Install stop screws at aft end of flap i;racl~s.
(5) Connect flap bonding braids and, on lefil flap ollly, coli!,ei:; :’la~-,
position transmitter linkage.
Mar 1/70
PaFe ’i01
SA B R E LI N E R
MAINTENANCE MANUAL
(6) Check flap operation.
CAUTION: IF THE FLAP INTERCONNECT SHAFT HAS BEEN DISCONNECTED, THE

FLAPS MUST BE RESYNCHRONIZED. DISCONNECT SHAFT IN WHEEL
WELL BEFORE RETRACTING FLAPS; THEN, WHEN BOTH FLCIPS ARE
FULLY RETRACTED AGAINST THEIR UP-STOP BOLTS, RECONNECT

SHAFT.
3´• Removing Wing Flap Actuators
A. The removal procedures for the left and right flap actuators are the
same.
(1) Remove wing flaps.
(2) Disconnect actuator electrical plug.
(3) Disconnect flexible shaft from actuator.
(4) Remove bolt from forward end of actuator and remove actuator.
4. Installing Wing Flap Actuators
A. The installation procedures for the left and right flap actuators are
the same.
(1) Position actuator with rod end art; install attaching bolt at rear
spar, and safety with cotter pin.
(2) Connect actuator electrical plug, and safety.
(3) With external de power supply connected to airplane and "LH FLAP"
and "RH FLAP" circuit breakers engaged, position wing flap switch
at DN, to fully extend actuators.
(4) connect flap interconnect shaft to upper fitting on actuator. Dis-

connect interconnect shaft in wheel well. (The shaft is recon-
nected only after flaps are installed and both fully retracted
against their up-stop bolts.)
CAUTION: WHEN CONNECTING FLAP INTERCONNECT SHAFT, MAKE CERTAIN

THAT SPLINED COUPLINGS ARF: ALIGNED BEFORE TIG~PTENING
SLEEVE NUT. IT IS POSSIBLE TO ENGAGE A THREAD OR TWO
OF THE COUPLING BEFORE TKE SPLINES ENGAGE. IF THE
SPLINES ARE MISALIGNED AND THE NLPT IS THEN TIGHTENED,
THE COUPLING MAY ~E RUINED.
(5) Lubricate actuator.
(6) Install wing flap.
NOTE: If installing an actuator other than the one previously

removed, perform applicable steps of figure 27-50-401 to
ensure proper preload on flap.
27-50-3 Mar 1/70

Page 402
SAB RE LINER
MAINTENANCE MANUAL
5´• Removing Wing Flap Position Transmitter
A. The wing flap position transmitter is on the left wing, and is con-
nected by a rod to the inboard forward edge of the left flap.
(1) Through left main gear strut well, disconnect electrical plug.
(2) Disconnect arm from shaft.
(3) Remove the four screws from bracket, and remove transmitter.
’6. Installing Wing Flap Position Transmitter
A. To install flap position transmitter, proceed as follows:
(1) Install transmitter in left main gear strut well vlt~ ’he
screws.
Connect arm to shaft with 1/8-inch clearance between am: and
transmitter.
(3) Connect electrical plug, and safety.
(4) Check transmitter.
7´• adjusting Wing Flaps
For adjustment of wing flaps, see figure 27-50-401.
Checking Wing Flap PIctuator Jackshaft End Play
A. The following is a suggested method of determining the fl~ sc-,~iai-,r
jackshaft end play.
(1) Remove wing flap(s). (Refer to Removing Wing Flaps.)
(2) Attach a cylinder gauge (Starre-t;t Cylinder Gauge, ~i!odel b5~9 or
equivalent) to the jackscrew housing. (See figure

(3) Position measuring rod against rear face of flap actuator.
(4) Attach push-pull scale (Chatillion Model P’I)HiOO or equivalent) -,o

actuator support adapter (P/N 265-180089-3). Apply a IceO
(push on adapter toward actuator housing and set gauge at aero).
(5) Apply a 25-pound load (pull on adapter away from acti;a’sor) on :zek-
screw. Monitor reading on gauge while applying 25-pound load.
(6) Jackscrew end play shall not exceed 0.032 inch.
(7) Install serviceable flap actuator in airplane if required.
(8) Install wing flaps.
(9) Perform operational checkout of wing flap system.
Jul 6/73 27-50-3

Page 1C3
SA B R E LI N E R
MAINTENANCE MANUAL
9. Removing Outboard Wing Flap Track
A. The removal procedure for right hand and left hand outboard flap tracks
(see figure 27-50-403), are as follows:
(1) Remove wing flap.
Remove NAS1105-8 bolt, 2F118-516 washer and NAS1291-5 nut that

attaches nap track to spar lug.
(3) Remove two screws, washers and nuts that attach flap track to
lower wing skin.
(4) Remove the flap track and record shims if installed.
10. Installing Outboard Wing Flap Track
B. The installation procedure for right hand and left hand outboard flap
tracks are as follows:
(1) Install the two screws, washers and nuts attaching the flap track
to the lower wing (See figure 27-50-403
skin. screw for install-
ation). Torque nuts 140 to 203 inch pounds (use Torq-Set screw-
driver, EX-170-5/16 and SC-314 adapter).
(2) Check alignment of hole in flap track with hole in wing spar lug.
If holes do not align (slip fit), remove two screws installed in
step (1); then insert shim between flap track and lower wing skin
as necessary to obtain slip fit for NAS110~-8 bolt with flap track
attach screws installed and nuts torqued.
N_OTE_: Make tapered shim from 2024-T42 bare aluminum sheet, and
not over .080 inch thickness. Paint shim with jet-skin
white primer.
(3) Install NAS1105-8 bolt, washer and torque nut to 140 to 203 inch
pounds.
10A. Removing Inboard Wing Flap Track
A. The removal procedure for right hand and left hand inboard flap tracks
(see figure 27-50-403), are as follows:
(1) Remove wing flap.
(2) Remove NAS1108-13 bolt, 2W18-816 washer, and MS20364-820 nut that
attaches flap track to spar lug.
(3) Remove four screws, washers and nuts that attach flap track to
lower wing skin.
27-50-3 Jun 30/76

Page 404
NA-69-420
MAINTENANCE
(4) Remove the flap track and record shims if installed.
10B. Installing Inboard Wing Flap Track
A.
asThe n.iraj~&::ioflap
procedure
installation IrucedurE ilap for RH
ior
iera
gB and LH inbd
and inM tracks
rrac*. are
I
(1) Install the four washers, and nuts attaching the
screws,
flap track to the skin. (See figure 27-50-403
lower wing
for screw installation.) Torque nuts to 140 to 203
in.-lbs (use Torq-Set screwdriver, EXT-L70-5/16 and SC-32h
adapter).
NOTE: Make tapered shim from 2024-T42 bare aluminum

sheet, and not over .080 thickness. Paint shim with
jet-skin white primer.
(2) Check alignment offlap track with hole in wing

hole in
spar lug. align

If holes do (slip fit), remove four
not
screws installed in step (1); then insert shim between

flap track and lower wing skin as necessary to obtain slip
fit for NAS1108-13 bolt with flap track attach screws
installed and nuts torqued.
(3) Install NAS1108-13 bolt, washer and torque nut to 140 to
203 in.-lbs.
11. Replacement of Flap Interconnect Coupling
A. To remove flap interconnect coupling, turn on electrical power

and raise flaps.
37-50-3
Page 404A/404B Blank
1983 BY ROCKWELL INTERNATIONAL !Iar 15/83
0 COPYRIGHT,
SA B R E LI N E R
MAINTENANCE MANUAL
STALL WARNING TRANSMITTER

NOTE Thisprocedure includer the Ilc~l ncerulry to imloll and
odjw~ a newflop or to reodjurt a pe*iourly in,tolled flop. A upa
ate flap inrtollation procedure. outlining only thew ,tcp~ mclwwl to
i.
text portion of this section.
FLAP
INTERCONNECT The left wing flop inlblla,ion and odiu,tment procedure II the ~mu
ACTUATOR
SHAFT or the right wing flop inrtollation and odiu~lmen, procedure. c~trpl
i os noted.
Dirconnect flop interconnect,haft in wheel well
ACTUATOR
LEFT WING FLAP
COUPLING
FLAP POSITION
FLAP TRACKS
TRANSMITTER
O Connect exte;nalde power supply to airplane and push

O Check that octuator ii properly inltalled (Refer
in circuit breakercontrolling flap to be installed; then pull Wing Flap Actuotorr’)
circuit breaker controlling opposite flap, to prevent unneces-
sory operation of opposite flap. (Refer to "Wing Flap System
Schematic" illustrotion.) O InstallflaI~ clevis on artustur ~nd litlir~. Imt:lli
and tighten attach bolts.

O Move "FLAP’´• switch in cockpit to UP,to fully retroct octuator. -Y~ACTUATOR EhiD ClrTlr;C
i~
ATTACH BOL
FLAP CLEVIS
O
;.1_ II’ Inlloll a Ihorl rig pi. i, Ihe oileran lontrol
lh. Ilr´•..f Ihr oufba~id Hot Irorl.
u~tor la.,rd ~n
1!:
CIRCUIT BREAKERS
FLAP SWITCH
~acctiacr The rig pin murt be in,erted all the way if the
rig pin extend, too for oft of the uctor. the llop
leading edge will be domoged when the flop it re,ro~tcd
lil Secure flo~ bonding broids end. on the Icfl llop onir. the
O Remove retaining screw from oft end of each flop track.

Iran,mi~ter link. inporitionr such that the bonding
link will not interfere with flop opera,lon
brald~ and the
tranrmitter
O Che~-L. that Ilop up´•llop bolts ore poprll odlu.tcd. or
INBOARD illul~ra,ed.
FLAP TRACK
RETAINING OVTIOARD
0\\ I i SCREW FLAP TRACK RETAINING
SCREW
I I I
O
WASHER
UP-STOP BOLT
Y
ATTACH BOLTS--Y TRUCK" LFLAP ATTACH BOLTS TRUCK’ FLAP
UP-STOP BOLT NOTE The wo,herr undn the truck-to-flop ottoxh bol,~ mu,´•
have frerh surface for the serrotion, on the bu,hingl to "bltt into
a
00 Remove flap odjuitment occerr covers on flop lower
If the walhtr, have been ured. they may be either turned. or replaced
rurfoce; then odjust flop roller truck-to-hop attach bolts ~o
with new oner mode from O.1ZS-inch bore alummun
that they are loose enough to permit truck to be shifted about
within the limits of oversize mounting holer provided in flop ribr.
"Iloy material.
Installing and Adjusting Wing Flaps

Jul 6/73 Figure ~7-50-401 (Sheet 1 of 4) 27--;"-3
r’nee iio;
SABRELINER
MAINTENANCE MANUAL
Extend flop actuator, then guide flop on tracks and install re-
Do not overtighten clamps; overtightened clamp~
toining.crews and washers in ends of flap tracks. Then connect
will crush the trailing edge.
actuator to flap by installing the two long screws through the flop
clevis, or shown. CLAMPS
FLAP ACTUATOR
ATTACH
(IXIINDLD) BLOCKS
SCREWS
s
AILERON
FLAP
ij mlsauoHmENr
REFERENCE STEP 14
WING
FLAP ROOT
straightedge along this line.
m Move "FLAP" switch ta UP position. Allowflap to retract

and shut off automatically. STRAIGHTEDGE
INCLINOMETER
NOT~ overheating may be prevented by operating actuator
Actuator
through complete, continuous extension or retraction cycle followed
by a
one
2-minute off period. A

FLAP
*dju.t length al.clualor or fallav.: m Adiurt 11. p inbeerd end autboord roller truclis os laliowr:
a. Retract flop, allowing actuator to shut off automaticolly.
b. Locote wing reference plane, and record angle found.
a. Tape 3 ~32-inch thick shims to top surface of flop, in the area
under the wing trailing edge. c. Place inclinometer on straight edge, at detail A, of flap,between
flap trailing edge and heel along first raw of rivets outboard of
inbaard edge.
WING TRAILING EDGE d. Measure angle of 51(0ight edge. This angle must be 3-1/4(~ 1/4)
degrees more than wing reference plane angle for required O degree
3´•32 i ’5/6~) inth
flop-up traili ng edge rig position.
ei Measure mir~lignment between inboord flop trailing edge and
FORE AND AFT outboard edge of wing root trailing edge. Record distance.
ALIGNMENT f. Using wgod blocks and "C" clamps os shown, secure flop trailing
SHIM 1/8 INCH edge to the dimension noted in step e. (This will hold the flap troiling
a\
edge in rig position while the flap roller trucks ore being adiusted ond
FLAP
secured
ACTUATOR
g. Hold flap leading edge up ogoinst shims. Push roller trucks forward
as for os possible ond push up on aft end of truck; then torque Iruck-ta-
flop attach bolts to values shown.

h. Remove blocks and "C" clamps.
WING ROOT
TRAILING EDGE
AILERON’ FLAP
AD~UST TO TOUCn
IIKIII TIOHTENINO OUTBOARD
FLAP TRACK
I
b. Hold
flop leeding edge up against shims; then, after ensuring that
flap trailing edge is aligned within 1/8 inch with aileron and wing root
I~\ *n~cnlous71\
trailing edges, check fore-and-of, alignment of flop trailing edge. Shift
flop, to equalile inboord and autboord fore-ond-aft misolignment, and
note the misalignment dimension.
ATTACH TRUCK
(TOlOut 410 TO
c. Remove small access cover on lower surface of flap near actuotor
410l110H-K)UNDS)
attach point. Rotate octuator end fitting os necessary to align flop
WING TRAILING EDGE
trailing edge to within 1/8 inch with wing root and oileron trailing edges. *DJUSI70 70UCn
~EK)ICTOIQUING
4ll4On FLAP
FLAP ACTUATOR
TRUCK
CLEVIS
ACTUATOR ROD END-/ LINIOARD

FLAP TRACK
FWD ATTACH BOLT Y*n AnACH BOLTS
TOIPUs(9010910 LTOIQUI 430 10
537025250*
)NCH-)OUNDS. 450 INCn-K~UNDS
Installing and Adjusting Wing Flaps

~7-50-3 Figure ~7-50-401 (Sheet 2 of 4) Jul 6/73
Page 406
NA-69-420
MAINTENANCE MANUAL
m pr.lood Ilop oglinll ull-´•t.o b.lh..(o Io.lI NOTE It o´•c´•l..~,.´•,.p boltl m.r b´• ~´•.diY"´•d I lNsncTtoN
Lower flop full down position,
to realign possible change in flap trailing edge caused HOLE
(rrm~)b
a. to
br preload from actuator. lnboard stop holt to he )-9/16
b. Rotote actuotar end fitting, to shorten actuator (+3:32,-1/16) inch; ovtboord stop bolt to he 2´•11/16
1/16 inch. )/32,-1/16) inch. If bolts are readiusted, rechecl(
rig position and steps IS and 16.
m Operate flop to its full
that flop trailing edge is within alignment limits shown
in step 14. Through inspection holes in wing upper
surface, check thot forword rollers contact up.stop bolts. (VItW L0011WG DQWN
111~0 )NlltCIKm nOU)
FLAP 7 r SCREW I INSPECTION
FLAP
P,i CLEVIS
I
~711
J’I
SCREW TAB i
7
lr
LOCKNUT
ACTUATOR
END FITTING
NOTf To odiul) end fitting remo*e scrcr and
tab ond rotate IvrnbucLlr nut os requirrd. Rcploce
tob ond screw: then solcir-rirc.
flap to full down position. Check that distance between

flap trailing edge and theoretical wing trailing edge is os shown in
detail B.
Do not use limit switchesto obtain travel
~tib´• ti.n~; ii the fl.pl h.ve he.. prop´•dy.djulted, rF~r i;,
I
4
travel positions will be within tolerance. (INIOI)D OaG
NItI
IULL DOWII
rOllTION) atr6ll B
I~ If right flap is being adjusted, proceed to step 19; if left flop NOfE Flap position to he within tolerance when ap´•lotifip fro~
approach position and from down to opprooch poril;Dn.
is being adjusted, rig flap position indicator system or follows: up to
a. Check that "FLAPS POS IND" circuit breaker is engaged.

of transmitter oc,uoting rod, until distance WING THEORETICAL TE
b. Adjust length
between center of rod-end bolt hole and oft face of rear spar is
os noted.
c. Loosen clamping nut on transmitter arm; then rotate (rant
mitter shaft until cockpit indicator reads 100 (+3) percent flap,
down. 1e0 U. I~
1-118 DCC.
a. Slid´•,r.n~mincr orm I.fcr.l)y.n rhatl pr~uid´• 118´•inh
to
clearance between arm and tron,mithr; then tighten clamping nut. REAR SPAR
muC
e, Operate flaps to 66-percent position mark. Check that flap position _
r
TRANSMlnER
is osshown in detail C. ~-----CLAMI1HG NUT
NOTE The transmitter actuating arm has aadjustment dire. Rotating r IOD
the disc. will provide an increase or decrease adjustment range.
FLAP POSITION I SHAFT-.

ARm
~I
6-)11 IHCntS
I?
p.
I:-
w
sH~n it IwCw
i)i~ ::´•:1 NOTE: Someeirpteneshe*e

three hate diuNrum dnc. ARM
CIRCUIT BREAKER PANEL

(FUP K)SITION IND)
TRANSMITTER/ARM --I
DISC (SERRATED)
~mll1l1*
Figure 27-50-401 Installing and Adjusting Wing Flaps (Sheet 3 oi 4)
27-50-93
Page 407
o COPYRIGHT, 1991 BY SABRELINER CORPORATION Jul 1/91 I
NA-69-420
MAINTENANCE MANUAL
BONDING WIRE
NOtE When R.H. Flap is adjusted the stall warning system switch
linkoge should be checked. (re(er to 34-10-4)
m i.b..ra .nd oulb.rd tl.ck..

D
Install flop adjustment access covers.

G O
ru,-J
E~l Cycle flap full down then to full up position: No binding
should be evident throughout its full range of travel. Ensure that flap
is contacting bo’th stops, the trailing edge is within toleronce, and
actuator is not fully bottomed.
m Using a posh-pull scale.opplyodown load at a position

2 (t1/2) inches forword from flop troiling edge in line with flop
actuator. Flap should not rock on rollers with applied load of less
than 55 pounds, hut should rock on rollers belere a maximum of 175
pounds. Record load at which flop rocks on rollers.
m Engage Eircuit breoter controlling opposite flop. Por,ialll
extend, then retract flaps, to ensure that both flaps ore full up,
properly preloaded, and synchronired.
NOTE: A black of wood should be used to protect flap when load
in
fh.l Ih. inbo.rd t´•or~ oR lo*er,o,,,, i,,,l,,,,, Im cn...t fl.p inl.rcannecl rho(t in.iheel x~.ll.
rotate, ond that forward lower roller will rotate freely. On outboard
track, either forward or of, roller may rotote freely.
If flop preload eannat be ablalned, refer to trouble
m P"’i’llr atcnd. Ibn fully r.l.oo(lapJ. VLrily ~l.rLdunr
in step 21 for bath(laps. Difference between loads on left and right
shooting wing flaps, flops must be within 10 percent of lowest load recorded in step 21.
If load is not within tolerance, the flap with the lowest load must be
m Ch.cL Eleoronces befueen flop trailing edgLond oil´•ron
’C’i9g’d.
trailing edge, and between flap trailing edge and wing root trailing
edge os shown. Trim excess material from flop until these clearances
ore met.
318 INCH MINIMUM
513 INCH M*XIMVM
FLAP
315 INCH MINIMUM

5/1 INCH MAXIMUM
FLAP
INTERCONNECT
SHAFT
COUPLING
AILERON
WING
m Lublirota o.luolol.
m Ch.r~(lop opsroti.n I~ p~.c´•durr in "Chc.ting

Wing Flap System."
E~ R´•..*´•.il´•ron ´•´•.1.1 lit rin inl~.ll.d in r,cp T.
8370-2-52-11*
Figure 27-50-401 Installing and Adjusting Wing Flaps (Sheet 4 of 4)
27-50-03
I Aug egaP68/1
408
o COPYRIGHT, 1986 RY SABRELINER CORPORATION
SABRELINER
MAINTENANCE MANUAL
AIRCRAFT
STAARETT CYLINDER GAGE
STRUCTURE
MODEL 4528 OR E(1UIVALENT
MEASURING I JACK SCREW PUSH-PULL SCALE

ROD I HOUSING 10 r0 5(1 POUNDS)
-z-; o
DOWEL CLAMPS SUPWRT

ADAPTER
IP/N 265180089-3)
Test Jig for Checking Actuator Sackshaft End Play

Figure 27-50-402 27-5c-3
Jul 6/73
Page 409
SABWELINER
MAINTENANCE MANUAL
Shut off all electrical power.
coupling from
(3) Remove jam nut from one side of coupling and remove
mounting bracket. (See figure 27-50-401.)

follows:
B. To install flap interconnect coupling, proceed as
(1) install new coupling on bracket and secure with jam nut.
(2) Engage rotary flex drive shafts with interconnect coupling and
tighten coupling nuts. Safety with lock~ire.
(3) Perform operational check-out of wing flaps.
Replacement of Flap Rotary Flex Drive
A. To remove flap rotary flex drive, proceed as follows:
(1) Turn on electrical power and lower flaps for access to wing rear
spar.
(2) Turn &11 electrical power off. Remove wheel well covers.
(3) Disconnect flex shaft coupling at each flap actuator.
(4) Remove all accessible clamps from flex drive.
(5) Working in main gear wheel well, disconnect both flex shafts from
interconnect coupling.
(6) Remove clamps on flex shaft in wheel and strut wells.
(7) Carefully withdraw flex shaft through wheel and strut well and
remove from airplane.
B, To install nap rotary flex drive, proceed as follows:
(1) Route new flex drive from flap well. through bulkhead Into strut
well and through wing trailing edge stxllcture into main wheel well.
(2) Connect flex shaft coupling to nap actuator in flap well. Safety
with lockwire.
(3) Turn on elecrical power and fully retract both flaps.
(4) Connect flex drive couplings to interconnect couplings. Safety

with lockwire.
(5) Perform operational check out of wing flap system.
(6) Install wheel well covers.
21-50-3 Jul 6/73

Page 410
SABRE LINER
MAINTENANCE MANUAL
NOTE:
~t sim it nquind Mdu

apmd ~kim fmm f016T42
6616 Juminum thrt ud
no~ovw.080 inch chidcnrr
P*nlrhim with whim
p#m.
C~
NUT Na 10SYBZI~
WASHER (WN 2W~&81111

WINa SPAR LUQ
INEOARO WI190
FLAP tRACX
80LT (P/N NAS 1100131
FOUR NUTS IP/N NAS 1291-51
WASHERS (PlN 211108181
SCF~EWSTWO SCREWSjb
TWO
LOWER W1NO SI<IN
(P/N 7230667)
SHIM (lr REQUIREDI
Ir/N 7S3b´•BAB)
THREE WASHERS oUTeOARo mrm

(P/N ZWls~tB) FLAP fRACX
THREE NUTS
(PIN NAS 129~´•81
WINa SPAR LUC3
BOLT INAS 110081
LH WINQ FLAP
TRACKS SHOWN.
Rn WINa FLAP ~Tf Y~ 1
NPICAL.
y(lH (IF ReOUtfttOl

SCREW
(PIN 78306A71
WINa SI<IN
SCREW(F/N7830SAS)
Removing and Installing Wing Flap Tracks

Figure ~7-50-4Q3 ~7-So-?
Page ´•il;
Jun 30/16
SABRE LINER
MA(NTENANCE, MANUAL
111
Lubricate flap track rollers as per figure 27-50-404.
27-50-3
Page 412 Oct 3/77
SABRE LINER
MAINTENANCE MANUAL
oo jao o~
n
FLAP (TYP1CAL)
iA? WS
.i%
*CCLIIlIIOI( IDIWT
trtC Ilrf ox LUII~CUlr
IIYIOU LltTIR
~L, OCP wlc.L.nro olL cRwclIL rURPo)R ~O´• nut
BEARING YR´•137CP-X BEARING YR-137CP-X
LOCALLY MANUFACTURED TOOL FOR McGILL 8EARING YR-137-CP-X
QK )00 DEC X 0.109 IN. D1A.

RUBBER SEALING DRILL 0.062 IN,
WASHER DIA.r)A
ROLLER
r O.O1SIN.
R MAX (TIP) I/: SIM
1.062 IN. i:
ABOUT
i i
"O" RINGS
I I .1
GREASE
NUT
0.188 IN.
I I ITYPICLILI
L~A
FITTING 0.12 IN.
BOLT 0.781114. ‘GRILL ONE 5/161N. 0IA HOLE :HIU

I- L~ FLAT BOTTOM DRILL 1Jilb IN..
!.00 IN.
DEPTH SHOWN.
SECTION AIA REAM 0.8431(+ 0.005. 0.001011N.

DEPTH 11/16 1N.
PARTS LIST
2W18-516M WASHER (2 REQD)

Ms2e77s.ai RING(1 REOD)
msze775.m "O" RING (1 RE0D1
Install roller in tool ond lubricate w;,h any one of ,se ioi-
M5~!CJ42L5 NUT (1 REOD) lo~ing greases:
AN5-15A BOLT (1 REOD) SupermiI Grease No. 72832. Americon 0;1 Co
CormoIube 678, E. F. nough,on ond Co
Mnsool~l FITTING (1 REQD)
Royco 27, Royol Lubricants Co
NnSlslsDs WASHER (1 REOD) AerolhellGrease 7A, Shell Oil Co
Mobilgreose 27, Socony Mobil Co, Inc
Uni tamp EP, Texaco, Inc
Make from 2024-r42 Al e*tr bar or Al extr shape, Fed. Spec QQ-
Sinclair 3827 Grease, S;ncloir Refining Co
A-200/3A, or 2024-T4 Al rolled bor, Fed. Spec QQ´•A´•225/6A.
No finish is required. Pcd´•3527. Standard O;I of Cal;f.
Co,trol Oils, Inc

Figure 27-50-404
oct 3/77 Page Si3
SA B R E LI N E R
MAINTENANCE MANUAL
i. Checking Wing Flap System
A. Before check-out, the wing flap system must be properly installed and
adjusted. (Refer to procedure for installing wing flaps, and see

figure 27-50-401)
Connect 28-volt de utility power source to airplane.
(2) Push in the following circuit breakers on left console circuit-

breaker panel:
"LH -FLAP"
"RH FL~PIP"
"POS MD FLAP"
(3) Move wing flap switch, on center pedestal, to DN. The naps should
fully extend, and the actuator should shut off automatically. The
wing flap position indicator should read flaps extended 100 (~3)
percent. The trailing edges of the flaps should be 25-1/2 (t-1/2)
degrees down from the inboard trailing edge of the wing, a distance
or 12-3/8 (’1/4) inches.
NOTE: To prevent overheating actuators during checking procedure,

the actuators may be operated for one complete cycle fol-
lowed by 2 minutes off.
(4) Insert 5/16-inch diameter rig pins in both aileron outboard cable
sectors to make check in step (7). Use short rig pins to prevent
damage td nap leading edges.
(5) Place a small piece of masking tape on each of the four up-stop
bolts to make check in step (11).
Place wing flaps switch at UP and allow both

flaps to retract until
actuators stop running. Note
that, as actuators top running, they
shut off smoothly with no twisting action or sharp bottoming sound
or jackscrews. This indicates that the actuators are being shut

off by their load limit switches.
(7) Check position or flaps. The wing flap position indicator should
read O (’3) percent.
NOTE: The Maps should be rigged at O degrees; and the trailing

edges of the wing, aileron, and nap should be aligned
within 1/8 inch. (See figure 27-~0-401.)
(8) Check for 3/32 (’5/64) inch clearance between top of flap and
trailing edge of wing over flaps.
Mar 1/70 27-50-4

Page ~01
SA B R E LI N E R
MAINTENANCE MANUAL
(9) Place wing flap switch at DN and observe actuators. When flaps are
fully extended, note that actuators shut off smoothly with no twist-
ing action or bottoming sound of their jackscrews.
(10) Remove rig pins from aileron outboard cable sectors.
(ll) Check the four pieces of flap up-stop bolts In

tape placed on
step (5). Each should bear indicating´•that the pressure

a mark
applied by the flaps in their retracted position was about even.
This indicates that the flaps are evenly preloaded against up-stop
bolts. Remove tape.
(12) Check approach position of flaps as follows:
(a) should rise to 60% (~9X)
I
Place flap switch at PART. Flaps
position and
(b) Place
.dloh.dloh
flap
switch at PART.
switch at UP; when naps are
Flaps should lower to
fully retracted, place
60~ (f9) position and
(c) ´•Pull out on flap switch and move to DN. Flaps should extend
fully. Place flap switch at UP.
(13) Check Left flap actuator as follows:.
(a) Pull out "RH FLAP" circuit breaker.
(b) Move wing flap switch to 1IN. Both naps should move down.
(14) Check right flap actuator as follows:
(a) Push in "RH FLAP" circuit breaker.
(b) Pull out "LH FZAP" circuit breaker.
(c) Move wing flap switch to UP. Both flaps should move up.
(15) Check timing of actuators with both circuit breakers pushed in.
The wing flaps should go down in no more than 8 seconds. The
flaps should go up in no more than 10 seconds.
(16) Disconnect 28-volt de utility external power source from airplane.
27-50-4 Jun 28/74

Page 602
NA-69-420
MAIS’I’EIVAN(I´•: ~MXS1’AI,
INSPECT WING FLAP SONIC DOUHLERS
Equipment/Tools
None
Consumables
None
Inspection
See Figure 27-50-601 for visual inspection procedure.
flLTFlfil
ILT
27-50-04
I’aRe 60:~
o COPYRIGHT, 1990 BY SABRELINER CORPORATION Jun
NA-69-420
MAINTENANCE MANUAL
OiOOLIO
SONIC OOUBLEB IS SAHDWICHEO

BETWEEN SKIN ANO FRAMES.
VISUALLY INSPECT TOP ANO
BOTTOM FOR BULGES BETWEEN
FASTENERS. BUBBLES ANO
FLAWS IN THE SKIN ANB PAINT
SYSTEM. CHECK FOB LOOSE.
MISSING ANB CORROOED
FASTENEBS.
Figure 27-50-601 Inspect Sonic Doublers Flaps
27-50-04
Page 604
SAB RE LINER
MAINTENAN~E MANUAL
SPEED BRAKE SYSTEM DESCRIPTION AND OPERATION
i, General
The speed system increases the maneuverabilit;r of the airpisne a--~

brake
reduces landing speed by extending the speed brake panel ir:-~e r,i:e air
the
stream. The speed brake is hinged at its leading edge and, when open,
extends down and forward to increase drag. (See figure 27-60-1.)
This rectangular panel is under the fuselage, forward of the ~tir. ~ea-s s:1~
aft of the nose wheel well. Two hydraulic actuating cylinders,
by a solenoid-operated, three-position (extend, off, and retract) ~a :´•-o
open and close the speed brake. Hydraulic pressure at 3000 psi is
by the normal hydraulic power system, In case of failure of
hydraulic power system, 3000 psi hydraulic pressure is avaiiazle "-s- t;´•9
auxiliary hydraulic system for a limited number of operatior.s.
Direction of speed brake operation is controlled

by a serrated spee~ -rs~e
selector switch on the left throttle,
three-position sw--zi::?as anThis
extend or open position, s.retract or closed position, and an cf~ ´•scsi
The speed brake is opened by actuating the switch aft, closed ~y
the switch forward, and locked in any posi"sson by placLr,g t,i~e swi-:I:-. i:1 -.-e
center position.
When the speed brake selector switch is actuated, power ’-s r´•=uie-;,
from the hydraulic power system to the speed brake control ~alve.
speed brake selector switch in the center or off position, pres-
sure is blocked at the control valve. When the selector switch is ac´•;Pr~ frfn.
off, solenoid-aperated speed brake control ´•ralve is ac~uased,
the
pressure is then admitted through the control valve to speed

actuating cylinders to open or close the speed brake panel. A’, ofl’,
solenoids are de-energized, andhydraulic fluid is
locked in the cyli?ders
and the speed brake is held in position. Thishydraulic loc~-:;rill ilol ~i;e
speed brake open, closed, or in any intermediate posi~ion sel~ctei.
Restrictors on the actuating cylinder lines control the oper.ir,~ ar.d Il-3sl:i~
rates. A speed brake limit switch, above the left aft ccrner c~ -~::e sp~ec
brake, is actuated when the speed brake starts to open. When L,he s3efl-1
brake is closed, and if either throttle is acu a settt-n~ cf ailci-,

not
rpm or greater, the "SPEED BRAKF: OPE;N" caution lir,ht and ,7laster
lights are illuminated.
Electrical power for the speed brake system is supplied from the
de essential bus.
2. Speed Br&ke Actuating Cylinders
The speed brake is operated by actuating cylinders in the speed ra:-:e

two
well. The pivoting end of cylinder is attacf~ed to the
each 3
the aft end of the speed brake well. An adjustable rod end or, each cl~li:idp-
is attached to the speed brake panel.
~*NA-370-2 through -6, -8 and -9
ltT~A-370-1, -7, NA-380-1 and Later
Jul ~/73 27-cC-0

Page 1
SA B R E: LI N E R
MAINTENANCE MANUAL
When the speed brake selector switch is positioned to extend, pressure in the
speed brake open lines actuates the cylinders to the extend or open position.
The speed brake closed line is the hydraulic return line. When the speed
brake selector switch is positioned to retract, pressure in the speed brake
closed lines actuates the cylinders to the retracted or closed position. The
speed brake open line is then the hydraulic return.
3. Speed Brake Indicating System
The speed brake indicating system gives the pilot and/or copilot a visual
indication that the speed brake panel is not closed when the throttle is in
the rpm position. The system consists of an amber "SPEED BIIAKE OPEN"
caution Light, a speed brake caution relay, two micraswit;ches tone for each
throttle assembly), a speed brake limit switch, and a "SPEED BRAKE IND"
circuit breaker powered by the 28-volt de essential bus. To check or dim
the caution light, refer to description or operation of caution-warning and
indicator lights dim and test system in Chapter 33.
When the speed brake panel starts to open, the speed brake limit switch is
immediately actuated. Kowever,the "SPEED BEAKE OPEN" caution light does
not illuminate until either or both throttles are advanced to about 95~(80%r)
rpm.
4. Speed Brake Control Valve
The speed brake control valve is on the bottom of the fuselage, left side,
at fuselage station lq6. (see figure 27-60-1.) The valve is a four-port,
electrically controlled, solenoid-operated valve. Internally, this valve
consists of electrically controlled pilot valve poppets and a pressure-
operated slide valve. The pilot valve poppets are spring-loaded to the
neutral position. The slide valve is spring-loaded to the neutral position
by springs at each end or the slide. When hydraulic pressure is available
and the speed brake selector switch is at off, the valve locks the hydraulic
fluid within and holds the actuating cylinders in fixed positions. When the
speed brake selector switch is placed at extend position, the open solenoid
is energized. This causes the spring-loaded pilot valve poppet to be dis-
placed. Necessary ports are then connected to allow entry of hydraulic
fluid under pressure from the hydraulic system. Fluid is then directed to
the ender the slide, repositioning it within the sleeve assembly. This
connects the necessary ports to direct hydraulic pressure to extend the
speed. brake. Return fluid is routed through the properly positioned ´•slide
in the valve to a system return line. When the speed brake switch is
returned to off, the solenoid is de-energized. This allows the spring-
loaded pilot valve poppets and slide to return to neutral position, blocking
hydraulic pressure at the entry to the valve. Movement or the speed brake
switch to the closed position energizes the opposite solenoid, causing the
internal mechanism or the valve to be shifted ’in the opposite direction.
Hydraulic pressure is then routed to close the speed brake.
T´• speed Brake Dump Valve
The speed system dump valve is aft of the speed brake panel and can
brake
be reached through an access panel art and to the left of the speed brake.
The dump valve is used, in case of electrical or hydraulic power system
failure, to remove hydraulic pressure trapped in the speed brake actuating
1+NA-370-2 through -6, -s and -g
ltNA-370-1, -7, NA-380-1 and Later
27-60-0 Jul 6/73
Page 2
SA B R E LI N E R
MAINTENANCE MANUAL
cylinders. The dump valve is a three-port, two-position, electrically

operated valve. The dump valve Is normally closed and is electricalla act~-
ated to the open position. When the valve is actuated to the open position,
hydraulic fluid from the speed brake open and the speed brake closed lines is
allowed to dump into the hydraulic system return line. This condition sllo-~s
the speed brake panel to return to a "trail" or semiclosed position jy
in-flight air loads on the panel. The dump valve is also used during main-
tenance work when a change in speed brake position is desired and
pressure is not available.
6. speed Brake Monitor Relays
Two speed brake monitor relays (speedbrake closed monitor relay and speed
brake open monitor relay) are incorporated in the speed brake du~ir,
system. (See figure 27-60-1.) The relays are used to prevent operation of
the dumpvalve when the speed brake selector switch is in either extend or
retract position. A set of normally closed contacts of each relay are ~on-
nected in series in the circuit or the speed brake dump valve.
the emergency speed brake dump switch to the IN (retract) or OCT !extecd)
position will actuate speed brake monitor relays, there’cy oper.if~
one of the
the circuit to the speed brake dump valve Wt~en the speed brake selector
switch at off (centered) position (speed brake monitor relays de-energized’
and the emergency speed brake dump switch at DUMP, electrical power passes
through the normally closed set of contacts of the monitor rela~s, energ
ing the dump valve.
7´• Restrictors
A single one-way restrictor in the common return lines of the two 9C’’t"’31S
Vui
(rigure 27-60-1) reduces the possibility or damage to the speed brake fro~
differential extension or retraction of the two speed brake sctuators,
could occur in case of failure, incorrect installation, or obstr~cSiocs of
single restrictor.
Mar 1/70 27-~G-G

?sge 3
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
NORMAL HYD SYSTEM PRESSURE To WHECL Bii*~i 5YST~M
ESSENTIAL 28V DC iFRUM HYDRAULIC POWER SYSTEMI
THERMAL
SPEED BRAKE-IND _r SPEED BRAKE _rSPEED BRAKE-PWR RELIEF
(LH CONSOLE 8 DC Y DUMP y (LH CONSOLE 8 DC Y IIX31 CHECK
CKT BKR PANEL) ILH CONSOLE CKT BKR PANEL) VALVE
CKTBKRPANEL) (OPENS 3650 PSI MAXIMUM)
CB604
AiiXiLiBRi HYD SYSTEM PRESSURE
(fBSj~) (FROM HYD POWER SYSTEM AUXILIARY
HYD SYSTEM RETURN

jTO HYDRAULIC RESERVOIR
OUT IN
SPEED BRAKE
OPEN CLOSED RETRACT
LH SPEED
BRAKEO SPEED BRAKE LIMIT 5503

SELECTOR SWITCH
I:H THROTTLE OUTBDI
H
OFF
´•I~,,,,,
P1305 EXTEND SOLENOID SOLENOID
I
NC r
Isra 1 sol
(P628)~C ai~ II \cl,
S1213 c
´•´•r´•tl
NO n2 3
SPEED BRAKE OPEN 3 1
(CAUTION-WARNING I I I 1
i
LIGHT PANEL) I ol c I’
Al A3
NORMAL DUMP
NC
EMER SPEED 76~1 "r7
BRAKE DUMP
~*3
81033
rSi3 98 LH,
SPEED SPEED
(P802) SPEED BRAKE
51214
NOI Az BRAKE BRAKE
SELECTOR
RH SPEED OPEN CLOSED
VALVE O
A
O BRAKEI Al
X1
MONITOR MONITOR
NEUTRAL POSITION
SPEED BRAKE CAUTION P K725 CK726)

K726
xz
DS1002 SPEED BRAKE
DUMP VALVE PIN 6F1910´•5 LCRISSAIR)
SGPM ~T 15W P51
s
PiN 98 2020 (CAISSAIR I

5 GPM AT 1500 PSI
arHRonL~
SWITCHO
L THROTTLE
swlrcHII ~O
5555 t t
O
(7HKOIILI
lh TAK~
SWIT(Ht~ A(TUnTLD
i:Il If(k(!’il rO’llTION B I SPEED BRAKE
SPEED BRAKE
ACTUATING CYLINDER
ACTUATING CYLINDER
~N[i YI’AYPI~III- lir ´•;I( Ir´•
O
r 1 PRESSURE
BI´•: i 1
Jyill: cHccrvn~v
El I I
´•I’
r~ RETURN
i\\’l 3 aEsraIcroa
r~ S7AT1C
uc
51’’’’’’~ Syhti~ul
27-00-U
I’age 5
*I;:~y 15/81
SABRE LINER
MAINTENANCE MANUAL
SPEED BRAKE SYSTEM TROUBLE SHOOTING
i. Trouble Shooting Speed Brake System
NOTE: If a system unit is replaced, repaired, or adjusted, a!, OTIEI.I::- i;;ii´•li

check-out of the system is required.
PROBABLE CAUSE ISOLATION PROCEDURE REMI~D‘I
A. SPEED BRAKE DOES NOT OPERATE.
(1) "SPEFD BRAKE Check "SPEFD BRAKE RJR’1 EI;:~ai´•e

PWR" circuit breaker circuit breaker, oil pilot’s BRAKE FtlR‘´•
not engaged. left console cir´•c~lii;-
breaker panel.
(2) Faulty "SPEED Close circuit l,reakeL´• and Rcplai´•e ciic´•;

BRAKE PWR" circuit check for ~a-volt de i,i´•cakei´•.
breaker. across contacts.
(3) Speed brake Check switch for mecllanical Replare swi

selector switch operation and electrical
inoperative. continuity.
(4) Circuit open, Check for continuity. Repaii´• as I.ecessai´•~-,-
shorted, or grounded (ReTei´• :,o W;I´•i:ii:

between circuit Diaf:ram Mar:´•~a!.)
breaker and speed
brake control valve.
(5) Speed brake Cut off hydraulic pressure Replace ::cir~-:´•-i

control valve in- and actuate speed t,rake valve;.
operative, selector switch to extend
and retract. Listen for
spool being actuated in
control valve.
B. SPEED BRAKE OPERATION SLOW, EXCESSIVE DROP IN HYDRAULIC PRESSURE, OR

HYDRAULIC PRESSURE SLOW TO BUILD UP FOR OPERATION.
(1) Speed brake Operate speed brake to an Replace val-ie.

control valve stick- intermediate position and
ing or has internal return switch to off.
leak. Speed brake control valve
is faulty in any of the
following conditions:
(a) Speed brake does not

stop operation immediately
Mar 1/70
PaEe 101
SABRE LINER
MAINTENANCE MANUAL
after switch is returned to
off, and simulated air

load
is momentarily applied to
lower side of speed brake.
(b) Panel does not remain

firm with switch at off
position
(c) Valve body has hot

spot, and hissing sound is
heard from valve.
(d) Hydraulic pressure

does not remain stable after
s7seed brake operation.
27-60-1 Mar 1/70

Page 102
SABRE LINER
MAINTENANCE MANUAL
SPEED BRAKE SYSTEM MAI~TENPSJCE PRACTICES
i. Servicing Speed Brake System
The upper end or each actuating cylinder is equipped with two STease E1-
tings. (This allows interchangeability of actuating

cylinders.)
only the accessible grease fittings. There are also grease fittlngs on s~e
adjustable rod ends of the hydraulic actuating cylinders and the speed
brake hinge points.
I’ Adjusting Speed Brake Throttle Actuated Switches
Refer to Chapter 76.
Jul 6/73 2’-~3-2

Pa;J" ~C;:
SABRE LINER
MAINTENANCE MANUAL
i. Removing Speed Brake
A. To remove speed brake, proceed as follows:
(1) Connect external 28-volt de electrical Duwe~.
pressure to airplane.
WARNING: CLEAR WHEEL WELL AREA OF EQUIPMENT AND F%RS:JNNEL. D_i N~i
ENTER SPEED BRAKE AREA WHEN ELECTRICAL AND tIYDRZiULIC F~WEil
IS APPLIED. ANYONE CAUGHT BY A MOVING SPEED BRAKE P~rJEL
MAY BE SERIOUSLY INJURED OR KILLED.
(2) Engage ’’SPEED BRAKE PWR" circuit breaker. Actuate sFeed i:;r-ar:e
selector switch to extend. The speed brai~e gar!el sko;l3 o!-p!i.
(3) Shut down hydraulic pressure. Disconnect -i- :._lr.´•-:´•i´•_1_._

power.
Remove access panels on the outside and in between si~ed t!H-e ri::;,-e
point. Disconnect electrical bond braid from speed tra~e
Disconnect actuating cylinders at speed brake panel attcn ´•j~_!iss.

The panel and cylinders must be supported when tile firlnl a-;.:.:.
bolt is removed.
NOTE: Do not allow panel to swing free, because It inri r:
fuselage skin at the panel hinge poirit.
(6) support panel and remove left and right hinge attatr’riiri~ t.;it3,
cotter pins, nuts, washers, and bushings. Remove pariel.
2. Installing Speed Brake
A. To install speed brake, see figure 27-60-1101.
3´• Removing Speed Brake Actuating Cylinders
A. To remove speed brake actuating cylinders, proceed as ilollo;is:
(1) Connect external ~8-vo-t de electrical

WARNING: CLEAR WHEEL WELL AREA OF EQUIPMENT ANI) PERSONNEL.
ENTER SPEED BRAKE AREA WHEN ELECTRICAL AND HYDRAULIC PU~EH

IS APPLIED. ANYONE CAUGHT BY n MOVING SPEED BRF\KE
(2) Engage "SPEED BRAKE PWR" circuit breaker. Actuate slieed

selector switch to extend. The speed brake panel should oijeii´•
Mar lj’IO
Pace !i01
SABRELINER
MAINTENANCE MANUAL
Have helper hold panel in position (with its hinge fitting, pori-
O tioned in fuselage hinge wells).
trimming on replacement panels. (Refer to step 5.)
rUSELAGE HINGE WELLS
WASHER
WASHER
BOLT
COTTER PIN
NUT
BONDING
BUSHING BRAID
~J P Install
washers,
two
two
bushings, two hinge bolts,
nuts, and two cotter pins.
four
O Connsrt ele~lrirol banding braid te hinge arm.
SPEED BRAKE ACTUATING CYLINDERS
Ir SKINBRAKE
SPEED BRAKE SPEED BRAKE PANEL1-
PANEL IADIACENT
TO SPEED
PANEL
FUS (TYPICALJI :I
STA
150
I/BINCH
actuating cylinders; then push panel to closed

O Tie up
position. Check whether panel operates smoothly, and
visually check contour of panel, to determine whether it
conforms to fuselage mold line.
JT,,,,,,,, CYLINDER ROD END--~ /--WASHER
SUPPORT
(SPEED BRAKE PANEL)
BOLT
NOTE Skin gap between panel and adjacent skin is 1/16 inch,
PIN
except as noted. The tolerance for all dimensions is C1/32 inch.
Adjust speed panel actuating cylinderJ.(Refer

broke
O to "Adjusting Speed Brake Panel and Act uating Cyl-
inders.") After actuating clylinders are adjusted, make 53702-52´•55
sure rod ends ore connected and sa~elied properly.
Installing Speed Brake

Fieure 27-60-)t0l. ~zr 1/70
27-60-3
Page 402
SABRELINER
MAINTENANCE MANUAL
(3) Shut down hydraulic pressure. Disconnect external de elect;ri~al
power.
(4) Disconnect actuating cylinders at speed brake panel attach

The panel must be supported when the final attach bolt is
from the actuating cylinders.
NOTE: Do not allow panel to swing free, because it cu; t,e
fuselage skin at the panel hinge point.
(5) Disconnect hydraulic hoses from actuating cylinders.
(6) Plug all hose "B" nuts and cap all fittings.
(7) Disconnect af‘t end of speed brake actuating cylinder~ and
cylinder.
4. Installing Speed Brake Actuating Cylinders
A. To install speed brake actuating cylinders, proceed as follows:
(1) Attach cylinder to fuselage fitting with a bolt (265-390020)

washer ~281-17-20-32), nut (AN320-4), and cotter pin
(2) Remove plugs from hydraulic hoses and caps from fittings; ccnnee~
hoses to actuating cylinder.
CAUTION: DO NOT BEND HOSES SHARPLY, AS DAMAGE TO TEFLON ~CSE

LINER MAY RESULT.
a DO NOT ALLOW PANEL TO SWING FREE, BECAUSE IT CAN

THE FUSELAGE SKIIJ AT THE PANEL HINGE POINT.
(3) If only one cylinder is being replaced, disconnect other

rod end and position cylinders so that rod ends clear sd:acent
structure.
CAUTION: IT IS NECESSARY TO PURGE THE SPEED BRAKE ACTJATI~C

CYLINDERS OF AIR. OPERATION OF THE SPEE~D BRAKE ~ITII
AIR IN THE CYLINDERS WHICH COULD TWIST AM3
DAMAGE THE SPEED BRAKE PANELS.
(4) Connect external 28-volt de electrical power to airplane.
WARNING: CLEAR WHEEL WELL AREA OF EQUIPMENT AM) PERSONNEL. D3

NOT ENTER SPEED BRAKE AREA WHEN ELECTRICAL A~D
POWER IS APPLIED. ANYONE CAUGHT BY A MOVING SPE"w
PANEL MAY BE SERIOUSLY INJURED OR iCILLED.
(5) Dump accumulator pressures before applying hydraulic press~-e

airplane if hydraulic pressure stand is not being used.
´•Jun 30/7g 27-60-3

Page 433
SABR~LINER
MAINTENANCE MANUAL
NOTE: By dllrm3ing accumulator pressures and then starting hydraulic
pump, you operate

can the speed brake cylinders slowly by
placing the speed brake switch alternately on (IN or OUT)
and off (center) position to maintain a low hydraulic pressure
(1200 psi maximum). A hydraulic test stand may be used in
the following procedures.
(6) Apply hydraulic pressure to airplane.
(7) Actuate speed brake switch ton left throttle) to OUT and IN
several times to purge speed brake cylinders of any trapped sir.
(8) After cylinders are purged, actuate speed brake switch to OUT.
When cylinders are fully extended place switch at off (center)
position.
(9) Attach cylinder rod ends to speed brake panel.
N~: Subsequent steps or this procedure will require adjustment

or the speed brake actuator rod ends. The easiest way to
adjust the rod ends is to rotate the piston rod by using

a wrench on the flats provided on the lower end of the
piston rod. To shorten over-all length of

assembly, actuator
rotate piston rod counterclockwise, as viewed from forward
(or lower) end of actuator. To lengthen assembly, rotate
rod clockwise. The rod end jam nut and lock washer may be
left loose and backed off as possible until adjust-
as far
ment is complete. Bespeed brake switch is in
sure that
off (center) position, to prevent pressure in cylinder from
making rod rotation difficult, when adjustment is being made.
(10) Shorten actuator assemblies as much as possible. (Rotate piston

rods counterclockwise until rod ends are screwed all the way into
piston rods).
CAUTION: PRESSURE MUST NOT EXCEEID 1200 PSI DURING THIS PKASE OF
ADJUSTMENT. PRESSURES EXCEEDING 1200 PSI WILL TEND TO
PULL THE DOOR INWARD TOO MUCH AND MAY CAUSE PERMANENT
DISTORTION OF THE SPEED BRAKE´•PANEL.
(II) Verify that pressure is 1200 psi maximum (see note following step 5).
Stand clear of speed brake area; then actuate speed brake switch
to IN.
(12) Measure, and record for future reference, vertical gaps between
speed brake panel inner skin and lend surface on adjacent fuselage
structure. Gaps of less than 1/32 inch may be considered zero.
Gaps 1/32 inch and greater should be recorded. (It is suggested
that gaps be noted with grease pencil on the fuselage skin adja-
cent to the measured points).
(13) Actuate speed brake switch to OUT, then off.
27-~0-3 Jun 30/7~

Page 403A
SAeRE ri N ER
MAINTENANCE MANUAL
WARNING: CLEAR WHEEL WELL AREA OF EQUIPM%NT AND PE~RSONNEL. 30 :iOT

ENTER SPEED BRAKE AREA WHEN ELECTRICAL AND HYCRAULIC
POWER IS APPLIED. ANYONE CAUGHT 9Y A MOVING SPEED
PANEL MAY BE SERIOUSLY INJURED OR KILLED.
(14) Lengthen each actuator (rotate piston rods clockwise) six fu~l
turns.
(15) Stand clear or speed brake; then actuate speed brake switch to I~.
(The actuator pistons will bottom out, but the panel will not ~e
fully closed).
(16) Measure and record vertical gap between trailing edge of speed brs~e
panel adjacent fuselage skin
and in line with actuator --’-~s.
(See figure 27-60-402).
(17) Actuate speed brake switch to OUT, then off.
(18) Adjust actuator lengths (rotate piston rods as necessary) te get

a dimension of 3/4 (t1/8) inch between trailing edge of speed
brake panel and adjacent fuselage skin in line with actuator attac~
points (when speed brake actuators are bottomed in retracted z~si-
tion as in step 15).
WARNING: CLEAR WHEEL WELL AREA OF EQUIPMENT AND

ENTER SPEED BRAKE AREA WHEN ELECTRICAL AND BYDRAULIC
POWER IS APPLIED. ANYONE CAUGHT BY A MOVING SPEED
PANEL MAY BE SE~RIOUSLY INJURED OR KILLED.
NOTE: One-half turn of the piston rod will cause a 7/32 inc~
deflection of the speed brake panel trailing edge.
tig) Stand clear or speed brake area; then actuate speed brake
to IN.
(20) Check vertical gap and continue adjustment until measurement is

3/4 ~41/8) inch at both places.
(21) Actuate speed brake switch to OUT: then off (center ~ositionj.
(22) Shorten each actuator (rotate piston rod counterclccir~ise: 1-1:~

turns.
(23) Stand clear or speed brake; then actuate speed brake switch to I~i.
(24) Compare gaps now existing with gaps recorded in step (12). ~e
gaps should be the same. If the gaps are now greater than they
were in step (12), an additional one-half or full turn of t~e pis-
ton may be required.
(25) Increase hydraulic pressure to 3000 psi and recheck gaps. ~he gaps
should remain the same as they were recorded in step (12). (This
ensures that both actuators are bottomed out and are not pulling
excessive preload on the speed brake).
Jun 30/76 27-60-3

Page 4G?E
SABRELIN E~R
MAINTENANCE MANUAL
CAUTION: THE SPEED BRAKE WILL BE DEFORMED IF THE ACTUATORS ARE NOT
BOTTOMED WHEN THE SPEED BRAKE CONTACTS THE FUSELAGE.
(26) Dlunr, hydraulic pressure.
(27) On piston rods not having a safety inspection hole, verify that
between rod end bolt hole and end of piston rod, is
a maximum of 718 inches. (See figure 27-60-402). On piston rods
that have a safety inspection hole, check that rod end threads are
visible in inspection hole.
(28) On each actuator, align lock washer on piston rod and tighten rod
end jam nut. Safety jam nut to lock washer with lockwire.
(29) Adjust hydraulic pressure to 3000 psi.
(30) Stand clear or´•speed brake; then actuate speed brake switch to IN.
(31) Check and mark places on speed brake panel where panel can be crimped
to improve its
fairing with fuselage. Open speed brake and crimp
edges where necessary. (See figure 27-60-402 for crimp dimensions
and limits).
(32) Leak-check speed brake actuating cylinders, rittings, and hydraulic

lines. Shut down hydraulic pressure and remove external de electri-
cal power from airplane.
5. Removing Speed Brake Limit _Switch
A. The speed brake limit switch is on the speed brake well structure, just
above the art left corner of the speed brake, at fuselage station 180.
The speed brake must be lowered before the switch is accessible. To
remove speed brake limit switch, proceed as follows:
(1) Connect external 28-volt dc electrical power. Apply´• hydraulic

WARNING: CLEAR~ WHEEL WELL AREA OF EQUIPMENT AND PERSONNEL. DO NOT
ENTER SPEED BRAKE AREA WHEN ELECTRICAL AND HYDRAULIC POWER
IS APPLIED. ANYONE CAUGHT BY A MOVING SPEED BRAKE PANEL
MAY BF: SERIOUSLY INJURED OR KILLED.
(2) Engage "SPEED BRAXE PIJR" circuit breaker. Actuate speed brake
selector switch to extend. The speed brake panel should open.
(3) Shut down hydraulic pressure. Disconnect external de electrical
power, and pull "SPEED BRAKE IND" circuit breaker.
(4) Remove the two mounting screws, two nuts, and two washers from
switch.
(5) Disconnect and mark wires for proper reinstallation.
Remove switch.
6. Installing Speed Brake Limit Switch
For procedures to install the speed brake limit switch, refer to adjusting
procedures for the speed brake limit switch.
27-60-3 Jun 30/76

Page 404
SA B R E LI N E R
MAINTENANCE MANUAL
(NI Wr)UaN
UIID
RIW(1
PANI
3/4 ttl/i) INOI

r VtmCAL CA)
EEEED IIAKI
CNUUlt tNAP
EDGE
7- LIYLN
ROD END ROD JAFETT
1C~CICT1ON nOu
READING
IOUWOIE
-ir’
PISTON LND
1Jtlw mu
WASH~L
CIL(NOLR ROD EID
PIN
SWIOIT
I(W[I rANB)
NIZI
Y#t
I ORII;IN4~
As
n-! i´•
oeurC I--U. mcK
II~KILIWI(OI r(lCP1~
~HIU
sDOR OP PA)lRU
Adjusting Speed Brake Panel Actuating Cylinders

Jun 30/76 Figure 27-60-402 27-60-~
Page 405
SAB~ZE LINER
MAINTENANCE MANUAL
i. Adjusting Speed
I
Brake and Actuating Cylinders
brake and actuating cylinders, proceed as follows:
A. To adjust speed
(1) Connect external 28-volt de electrical power. Apply hydraulic

WARNING: CLEAR WHEEL WELL AREA OF EQUIPMEMI AND PF~RSONNEL. DO IPCIT
ENTER SPEED BRAKE AREA WHEN ELECTRICAL AND HYDRAULIC POWER

(2) Actuate speed brake selector switch to extend, then off. To fit
panel, proceed as follows:
I (10) through (32) in "Installing Speed Brake

(a) Perform steps
Actuating Cylinders" in this chapter.
2. Adjusting Speed Brake Limit Switch
A. To adjust speed brake limit switch, proceed as follows:
(1) Connect wires to proper Location on limit switch.
(2) Install switch to structure with two screws, two ~ashers, and two
nuts. (Do not tighten screws.)
(3) Place a straightedge across bottom of fuselage skin and measure
distance between bottom radius of switch actuating arm roller and

top of straightedge. The distance should be 1-1/8 inches.
(4) To obtain proper distance, move switch in elongated slot or" bracicet.
Tighten attach screws when proper setting is obtained.
(5) Connect external 28-volt de electrical. power. Apply

WARNING: CLEAR WHEEL WELL AREA OF EQUIPMENT AND PERSONNEL. rXI NC~
ENTER SPEED BRAKE AREA WHEN ELECTRICAL AND BYDRAULI~C PS~’n’ER
MAY BE SERIOUSLY INJURED OR
(6) Make sure "SPEED BRAKE PWR" and ’’SPEED BRAKE IND" circuit brea~rs
are engaged on the pilot’s left console circuit-breaker panel. r~are
sure that both throttles are in cutoff position.
(7) Place speed brake selector switch at retract (forward). Allow speed
brake to completely close; then place selector switch at zff icenter).
(8) Push left throttle forward to extreme end of t-=avel. Place speed
brake selector switch at extend. The "SPEED BRAKE OPEN" cauticn
light and both master caution lights should illuminate as soon as
door is free from fuselage.
Jun 30/76 27-tj0-4

Page 50i
SABRE LINER
MAINTENANCE MANUAL
(9) Place selector switch at retract, and close speed brake doo’r. The
Lights should go out.
(10) Pull Left throttle back to cutoff andpush right throttle forward
to extreme end of travel. Repeat steps (8) and (g).
(11) Pull right throttle back to cutoff.
(12) Place selector switch at extend, and extend speed brake. Whe n
speed brake reaches rullopen, place selector switch at off. Shut
down hydraulic pressure and disconnect external de electrical
power source.
127-60-4 Jun 30/76

Page 502
SABRE LINER
MAINTENANCE MANUAL
NOTE: An check-out of the speed brake system must be made i:’ a unFt
operational
has replaced, if hydraulic lines have been disconnected, or if an
been
adjustment has been made on any unit. The check-out or checkin~ procedure
must be thorough enough to make sure the system is free r’rom t?´•j´•!raui
leaks and that no trouble could occur because of improper maintenance.
i. Operational Check-out of Speed Brake System
WARMNG: MAKE SURE ALL PERSONNEL ARE CLEAR OF AREA BEFORE OPERATING Sf~3
BRAKE
A. The following special tools and equipment are needed to make th~cJ chec’f~:
External 28-volt de electrical power source
a Stop watch or equivalent
NOTE: Before this check is made, the

speed brake system
=c~apLeteiy must De
rigged and the hydraulic system must be properly
ac~ in
operating condition. Make sure access doors are instal~ed or: ei,r-
plane before operational check-out of speed brake. If steps do :lor
meet required specifications, refer to trouble shooting procejures.
(1) Remove ground Locks from speed brake panel actuating cylinders.
Connect external 28-volt de electrical power to airplane.
(3) Apply hydraulic pressure to airplane.
(4) Make sure "SPEED BRAKE PWR" and "SPEED BRAKE IM)" circuit,
breakers are engaged on the pilot’s left console circuit-breaker
panel.
(5) Zvlake sure "HYD PRESSURE AUX" circuit breaker I~or? ler’t, over~ead
forward circuit-breaker panel) is engaged.
(6) Place "HMRAULIC AUX SYSTEr~I" toggle suitch ton ~ydraulic =vsr~esl
panel) at OFF.
(7) Place speed brake selector switch at: OUT (extend). The speed braae
should extend in 2 seconds or less.
(8) Place speed brake selector switch at off (center). The speed brs~e
should maintain its extended position.
Place speed brake selector switch at IN (retract), The speed brs~e

should close in 4 seconds or lees.
Mar 1/70 27-60-5

Page 601
SABRE LINER
MAINTENANCE MANUAL
(10) Place speed brake selector switch at off. The speed brake should
maintain its closed position.
(L1) Place speed brake selector switch alternately at OUT (extend), then
off, before speed brake door has completed its cycle. The speed
brake should maintain its position and should not creep.
(12) Place speed brake selector switch alternately at IN, then off,
before speed brake door has completed its cycle. The speed brake
should maintain its position and should not creep.
(13) Push left throttle forward to extreme end of travel. Place speed
brake selector switch at OUT (extend). The "SPEED BRAKES OPEN"
caution light and both master caution lights should illuminate as
soon as the door is free from the fuselage. If master caution

lights do not illuminate, refer to Chapter 33.
(14) Place speed brake selector switch at IN (retract), and close speed
speed brake door. The Lights should go out.
(15) Pull left throttle back to cutoff and push right throttle forward
to extreme end of travel. Repeat steps (13) and (14).
(16~ Pull right throttle back to cutoff.
(17) Shut down hydraulic pressure.
(18) With normal accumulator dump valve, dump hydraulic pressure from
normal system accumulator.
(19) Place auxiliary power switch at ON.
(20) Place speed brake selector switch at OUT (extend). When speed
brake full open, place selector switch at off.
reaches If auxiliary
system fails to open speed brake refer to Chapter 2~.
(21) Place auxiliary power switch at OFF.
(22) Engage "SPEED BRAKE DUMP" circuit breaker.
(23) With speed brake selector switch at OUT (extend) and/or IN (retract),
place emergency speed brake dump switch at to DUMP. The speed brake
dump valve should not operate in either the extend or the retract
position.
(24) Place speed brake selector switch at off..
(25) Place emergency speed brake dump switch at DUMP. The speed brake
dump valve should operate. Verify that hydraulic pressure has been
dumped by manually moving speed brake panel partially up and down.
(26) Apply hydraulic pressure to airpalne.
27-60~5 Mar 1/70

Page ~02
NA-69-420
MAINTENANCE MANUAL
INSPECTION/CHECK (Gontinued)
Operational Check-out of Speed Brake System

(Cont’d)
27. Operate speed brake several times to ensure that
dump valve is in normal position.
28. Place speed brake selector switch at OUT (extend).
When speed brake reaches full open, place selector
switch at off. Shut down hydraulic pressure.
29. Disconnect external DC electrical power.
30. Return all switches in cockpit to normal position.
31. Install ground locks on speed brake actuating

cylinders.
INSPECT SPEED BRAKE INNER SKIN AND

DOUBLER
Equipment/Tools
None
Consumables
As required per Sabreliner Corrosion Control Manual
(SR-76-23), chapter 20.
Inspection
Clear speed brake area of eguipment and

personnel. Do not enter speed brake area
when electrical and hydraulic power is
applied, or ground safety locks not
installed. Anyone struck by a moving
speed brake panel can, be seriously or
fatally injured.
1. Lowerspeed brakeandsecure, takingthefollowing

precautions:
A. Removeallelectrical power.
B. Deplete hydraulic system pressure.
C. Install ground safety locks on speed brake.

2. Clean speed brake (shaded area, see Figure 27-60-
601) per Sabreliner Corrosion Control Manual (SR-
76-23), chapter 20.
3. Visually inspect inner skin and doubler for loose or
missing fasteners, cracks and/or corrosion.
NOTE
Any repairs accomplished should be made

in accordance with Sabreliner Structural
Repair Manual (NA-66-1038) andlor
Sabreliner Corrosion. Control Manual
(SR-rS-gS)
27-60-05
Page 603
0 COPrRIGHT, 1992 BY SABRELINER CORPORATION Apr 4/92
NA-69-420
MAINTENANCE MANUAL
Clear speed brake of equipment and

area
personlzel. speed brcck~! area

Do Izot enter
!o O
olo
when eleetrieal and hydraulic power is
applied, or ground safety locks not
installed. Anyone struck by a moving
speed brake panel can be seriously or
fatally injured.
/V
Figure 27-60-601 Inspect Speed Brake Inner Skin and Doubler

IQ
27-60-05
Page 604
SABRE LINER
MAINTENANCE MANUAL
GUST MCK DESCRIPTION AM] OPERATION
1. Gust I;ock System (See figure 27-70-1.)
The gust lock system provides a means of locking the aileron control syste~,
rudder control system, and elevator control system in their near-neutral
positions while the airplane is on the ground. The gust lock ==asists
of three locking devices mechanically actuated, through a push-pull TeLeflex
cable system, by a handle on the left side of the pilot’s control pedestal.
The gust lock is engaged by pulling the gust lock handle down (to lock) and
aft to the engaged and locked position. Pulling the handle spring-loads the
hooks toward their Locked positions. Mo\rement of the control systems through
neutral engages the locks to the bell cranks of each control system. The
handle operates a throttle stop that prevents the throttle from being
also
advanced while the gust locks are engaged, and prevents the gust lo~ks
being engaged when the throttle is past the idle position. Uher. the har.ile
is pushed down (to unlock) and forward to the disengaged position, the
throttle stop and surface control Lock hooks are pulled from their engaged
positions. The surface controls and throttles are then unlocked and free t~
move.
Mar 1/70 27-70-0

Page I
SABRE LINER
MAINTENANCE MANUAL
THROTTLE STOP
o~ OUST LOCK HANDLE

(ENGACED POSIIION)
PILOT’S CONTROL
PEDESTAL
TELEFLEX
CABLE AND
CONDUIT
ELEVATOR CONTROL
SYSTEM BELL CRANK
AILERON LOCK HOOK
AILERON CONTROL
SYSTEM BELL CRANK
RUDDER CONTROL
SYSTEM BELL CRANK
ELEVATOR RUDDER LOCK LEVER

I
LOCK HOOK
arv*roa
LOCK HOOK
TELESCOPIC UNIT
L RUDDER LOCK
LEVER
AILERON CONTROL
’q
SYSTEM LOCK HOOK
TELEFLEX CONTROL BOX UIO´•P-~1´•Y
Gust Lock System

27-70-0 Figure 27-70-1 Mar 1/70
Page 2
MAINTENANCE MANUAL
GUST LOCK TROUBLE SHOOTING
i. Trouble Shooting Gust Lock System
A. HANDLE CANNOT BE PULLED TO ENGAGED POSITION.
(1) Throttles improp-ICheck that throttles are at
erly positioned. OFF.
(2) Mechanical Check linkage to determine

obstruction in linkage, cause of mechanical inter--
ference.
(3) Handle locked in Unlock handle by pusn-

stowed position. ing down, ~heo Ful~ing
aft, on handle.
B. HANDLE: IN ENGAGED POSITION BUT CONTROLS DO NOT LOOK.
(1) Telescopic units, Check linkage to see that it is
rods, hooks, springs, or not disconnected at any point.

bell crank disconnected.
(2) Cable broken. While moving handle back and Replace or
forth, check movement of link- cable.

age. If Linkage does not move,
cable is disconnected or
broken.
(3) Improperly rigged While moving controls, check Rerig gust L~ck s~s-
gust lock system, hooks. If hooks do not lock, tem, csee flrure
linkage is probably misrigged. 57-70-201.)
C. HANDLE IN DISENGAGED POSITION BUT CONTROLS DO NOT UNLOCK.
(1) Improperly rigged While moving handle back and Rerig gust Lc~k sys-
gust lock system, forth, check movement of link- tem. (See ~Fgure
age. If hooks move but do not
unlock, linkage is probably
misrigged.
(2) Telescopic units, Check linkage to see that it

rods, hooks, springs, or is not disconnected at any
bell crank disconnected. point.
(3) Cable broken or While moving handle back and Replace r connect
disconnected, forth, check movement of link- cable.

CAUTIO~: BE 3L~E
age. If linkage does not move,
cable is disconnected or SU~T L~CEC
broken. I’IVV1YIIIU
\n~lK_´•
ilVLj ~´•n
.1´•
TELEFIrEX "B" :I’UTS ~RE

SAFETIED WITH LOCKWIi~E.
Mar 1/70
SA B R E LI N E R
MAINTENANCE MANUAL
GUST LOCK MAINTENANCE PRACTICES
i. Rigging Gust rock System (See figure 27-70-201.)
2. Checking Gust Lock System

A. Before check-out, the gust lock must be properly rigged. (See figure
27-70-201.) If check-out does not meet requirements, refer to trouole
shooting procedures.
(1) Place throttle at OFF.
(2) Pull gust lock handle down (to unlock) and aft to engaged position.
The throttles should beyond
not advance gust lock stop (~3-Ll
the
degree travel position). The aileron controls, rudder controls,
and elevator controls should lock in rig position.
NOTE: The 23-1/2 degree position may be determined by measuring

2-7/8 (f1/16)) inches from the aft face of the throttle fever
slot to the aft face of the throttle lever along the quadrant
upper surface.
(3) Push gust lock handle down (to unlock) and forward to disengaged
position: The throttle controls, aileron controls, rudder controls?
and elevator controls should operate through complete travel requi~e-
me nts
(4) Position throttle 5/16 inch forward of 2?-1/2 degree travel position.
Pull aft on gust lock handle. The gust lock handle should not
engage the surface control locks.
(5) Place throttles at OFF.
Mar 1/70 27-~0-2

Page -~1
SABRE L~NER
MAINTENANCE MANUAL
NOff B´•for´• tho gurt lock ii rigg´•d, th´• aiIIron,

rudd´•r, olovator, ond engin´• eonnol ,y~(´•ml mu~t b´• prop´•
´•rly riggod.
~tl th~nl´•´• Olh m.n pull lu.l I..t b~dlr down

and aft to ´•ngagod Chock that handl´• travol it
1-1/2 inch~.
OUST LOCK HANDLE

-o~
(E(JGAGED POSITION)
I/B-inch diclm´•t´•r rig pin in noll crank a#clth´•d

to TIIoil´•x control box. Rotate coblo adju~( fitting or n´•c´•l-
5oO to provido o "drop fit" on pin.
CABLE ADJUST FITTING ,ELEVATOR LOCK

I HOOK
~L LINK
JAM NUT
r´•´•
TELESCOPIC ROD END
I~ ELEVATOR
LOCK HOOK
BELL
NUT
CONTROL BOX
O In.´•rt I/l~-inth dl.m´•,´•r ri. pin in Ihrot~´• ´•top.

0.015 TO
0.045 IN.
Adju~t rod ´•nd on 1´•l´•~copic unit to provido a \’drop tit" oa
rig pin. Socuro jam not.
10 Enl.p´• lo~L on ´•I.v.to, ca-

LINK
(orrv*roR
trol b´•ll crank. IOCK HOOK
AD~)
01 *diu~ ´•I´•v.kr lot~ hoo~ In~ I~ ~h.t pin In ~hd

´•nd of link i5 0.015 to 0.04E inch from ond of dot. Socur´•
jam nut on link.
IllelJ1-III
Rigging Gust Lock System

27-70-2 Figure 27-70-201 (Sheet 1 of 2) Jun 28/74
Page 202
SABRE LINER
MAINIENANCE MANUAL
0.011I0
01 Engog´• rudd~ lotk Iovor witk pi. on boil rr´•nL o(
0.041 IN. lorr´•r ond of pilor~ Nddr torqw tubo.
Adlrnt Ndd~ lock I´•v~ linlr to that pin in tlottod md

of lint it 0.011 to 0.045 inch ´•nl of tiot. kcun iom
nut on link.
PIN LINK IKtlttnpK LOCI(

O EnoaO´• oil´•ron loclr hnoIr with pin on oiiwon control
UVEI b´•ll MnL
I LOCKWllE
RUDDER
LOCK ´•c;
I
LNER
NUtU I
K\’rPL i, B GUST LOCK HAtglCE
LINK (RuDorn ~ocr

4i I1?: j:
revha ,0,I BELL CRANK
i i Y
Ssig
X
El ndiu.t ´•nd tittino .n unit in
r
ailoron lock hook to that pin in tlon´•d fitting it 0.015 to
0.045 inch fiom ond of tlot. r:´•
m R´•mov´• al rig pinr
m Mov´• gu~t loPk hondl´• down ond lo,word to dir

,ngagod potitian. Chock foreo r´•qui~d to ongoOo gutt iodu
at tollowt: By pulling on tcalo, movo handlo down and oft.
tho moximum on handlo to Ingago gutt lock~ Ihould C1 JAM NUT TBEfCOPIC 100 END
not oxcood JS pounds
m Ch~tk ,hot pu,t loalt handl´• nounllnp no,. lotk

nut, and t´•l´•11ox "8" nut or´• prop´•rlv inttoll´•d and
taf´•tiod with lackwir´• IMf2039~f32).
m,,,,,,,,l in "Ch´•ceing Gull LocL SI~)´•m."
tO
i´•0.01J
0.045 IN.
L AiLERON COHIROL
I*aEloN
-"R
LOCK WOOK ARI)--~ AILEIION LOCK HOOK Ifil CRANK
)I~l-)EY*
Riggillg System
rJust Lock
27-7"1-:~
Jun 28/’T4 Figure 27-70-201 (Sheet 2 of 2)
~ye 2’3´•3
CHAPTER
FUEL
NA-69-420
MAINTENANCE MANUAL
CHAPTER 28
FUEL SYSTEIMS
TABLE OF CONTENTS

Fuel System 28-00-00

General........;............................................................................ 1
Fuel System Components and Locations 1
Fuel System Checkout Procedures 601
MicrobiologicalFuel Decontamination 602
Fuel Tanks 28-10-00
Description
Fuselage Fuel Tank
Integral Wing Fuel Tanks
Fuel Vent System
Defueling Fuel Tanks
Handling Fuel Cells 28-10-03
Removing Fuselage Fuel Tank
Installing Fuselage Fuel Tank
Replacement of Fuel Vent Nozzle and Flame Arrestor Assembly qCuj
Maintaining Fuselage Fuel 28-10-04
Maintaining Integral Wing Fuel Tanks 802
Fuel System Distribution 28-20-00

Fuel Control Systems.......?’,
Fuel Boost Pumps
Fuel Transfer Ejectors
Fuel Shutoff Valves
Fuel Cross-feed Valves
Fuel Heater S/N 370-1, and -7, S/N 380-1 and Subs
Trouble Shooting, 28-20-01 ,,,...,..,....._

Replacement of Fuel Boost Pumps 401
Replacement of Fuel Transfer Ejectors 603
Obstruction Check of Fuel Transfer Ejector Nozzles 303
Replacement of Fuel Shutoff Valves and Boost Cross-feed Valve Assembly 405
Replacement of Tank Cross-feed Valve 407
Removal of Fuel Heater S/N 370-1, -7, S/N 380-1 and Subs 413
Installing Fuel Heater S/N 370-1, -7, S/N 380-1 and Subs
Draining Fuel Heaters S/N 370-1, -7, S/N 380-1 and Subs 41:i
Fuel Boost Pump Checkout 28-20-03 601
Fuel Cross-feed Valve Checkout Procedures 604
Operational Check of Fuel Heater System S/N 370-1, -7, S/N 380-1 and Subs 610
28-CONTENTS
Page I
NA-69-420
MAINTENANCE MANUAL
TABLE OF CONTENTS ~Continued)

Pressure Refueling System 28-21-00

General...................................................................................., 1
Fuselage Tank Refueling Level Control Valve 2
Wing Refueling Shutoff Valves
Wing Refueling Level Control Pilot and Vent Valve 6
Refueling Test and Control Valve
I AftFuselageTankMainVentand FuelTransferVslve....
Trouble Shooting, 28-21-01 ~(1;
Replacement of Fuselage Tank Refueling Level Control Valve 401
Replacement of Wing Refueling Shutoff Valves 40~
Replacement of Wing Refueling Level Control Pilot and Vent Valve a04
Replacement of Refueling Test and Control Valve ´•10-1
Replacement of Single-point Refueling Receptacle
and Adapter
Replacement of Pressure Refueling Line Check Valve Assembly ,............,._
408
Checkout Procedure 28-21-03
Testing Pressure Refueling System fiO~
FuelJettison System 28-30-00
Description and Operation S/N 370-2 thru -6, -8, and -9

General,
Fuel Jettison Valves
Fuel Jettison Level Control Float Switches .5
Trouble Shooting 28-30-01
Replacement of Fuel Jettison Valves JOI
Replacement of Fuel Jettison Level Control Float Switches 401
Functional Test of Fuel Jettison System 28-30-03 601
Fuel Indicating System 28-40-00

Fuel Indicating System
Fuel Cell Tank Units
Fuel Quantity Indicators
Fuel Pressure-sensing Switches 7
Fuel FlowIndicators
Fuel Flow Transmitters
Replacement of Wing Tank Units I
401
Replacement of Fuselage Tank Fuel Probe Unit -101
Replacement of Fuel Pressure-sensing Switches 102
Replacement of Fuel Flow Indicators 403
Replacement of Fuel Flow Transmitters S/N 370-2 thru -6, -8, and -9 ´•t04
Replacement of Fuel Flow Transmitters S/N 370-1 and -7,
S/N 380-1 and Subs,
Replacement of Fuel Quantity Indicators JOFi
Adjusting Fuel Quantity Indicating System, Using TTU-68/E
or MD-I Tester 28-40-03
Testing Fuel Tank Unit Capacitance and Coaxial Cable Insulation Resistance,
Using MD-BA Tester
Adjusting Fuel Quantity Indicating System, Using TF20-1 Tester .510
28-CONTENTS
Page 2
Jun 12/89 o COPVRIGHT, 1989 BV SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL

Fuel Indicating System (Cont’d) 28-40-03
Testing Tank Unit Probe Capacitance, Using TF20-1 Tester 519

Testing Probe and Insulation Resistance, Using TF20-1 Tester 521
Circuit Polarization
Testing Fuel Level Caution System 52?
Fuel Quantity Indicating System Checkout
Procedure 28-40-04
Fuel Low-pressure Warning System Checkout Procedure 601
28 COFITENTS
Page 3/4
0 COPYRIGHT, 1989 BY SABRELINER CORPORATION nuJkalB 12/89
NA-f;9-4~0
CHAPTER 28
FUEL SYSTEM
Section Figure No, Title I’aRc’

28-00-00 28-00-1 Fuel Supply System S/N 870-2 Thru -6, -8 anti -9........
28-00-1A Fuel Supply System S/N ~70-1 and -7, and S1 N 48(1-1 and Xu1,5.......... 1
28-00-2 Fuel Supply System Electrical Schematic S/N :370 and Su~ls............
28-00-2A Fuel Supply System Electrical Schematic S/N ~X() Airplanes
28-10-02 28-10-1 Fuel I)efuelinp: Adapter (Typical)
28-10-04 28-10-801 Wing Sealing Procedures w;
28-10-802 Integral Wing Fuel Tank Fastener Torque Table...., x!17

28-10-80~ Wing Leak (:lassification xcln
28-20-02 28-20-401 Fuel l’ransfer E:jectol´• Installation 4(iJ

28-20-402 Fuel Transfer Ejector Nozzle Obstruction Check -111;
28-20-40~ Installing Fuel Shutoff Valves and Rc~ost (:ross-feed
Valve Assembly ill
28-20-405 Installing’i’ank Cross-feed Valve Assembly........, -1 i -I
28-20-406 Installing I:uel Heater S/N ~70-1. -7, S/N 880-1 and Sut,s fli;
28-20-03 28-20-601 Fuel Cross-feed System Electrical Schematic -S/N ~7(1-2

Thru -fl. -8 and -9 iii,li
28-20-602 Fuel Cross-feed SystemF,leRtrical Schematic- S/N :~7(1-1 anti -7.
S/N 380-1 and Subs
28-21-00 28-21-1 Pressure KefuelinR System Schematic

28-21-2 Pressure Refueling System Component Ilocations
28-21-~ Aft Fuselage Tank Main Vent and Fuel Transfer Valve _
H
28-21-02 28-21-401 Installing Fuselage Tank Refueling I~vel (:ontrol Valve.

28-21-402 Installing Wing Refueling Shutoff Valves
28-21-40~ Installing Wing Refueling Level Control Pilot. and Vent Valvt´•............ -tor;
28-21-404 Installing Refueling Test and Control Valve ´•ti#l
28-21-03 28-21-405 Critical Line Connections Pressure Refueling System
28-30-00 28-30-1 Fuel Jettison System Component Ilocatians I..
28-30-2 Fuel Jettison System Schematic

28-30-:3 Fuel Jettison System Electrical Schematic
28-30-02 28-30-401 Installing Left and Right Fuel,lettison Valves 402
28-30-40~ Installing Fuel Jettison Level Control Float Switches
28-40-00 28-40-1 Fuel Quantity Indicating System Ilocator
28-40-2 Fuel quantity Indicating System Electrical Schematic
28-40-~ Right antf i,eft Engine Fuel Flow Indicating System (TyPical) X
28-40-08 28-40-501 TTU-68/F, Fuel C~uantity Variable-capaci tance Tester

28-40-602 MD-1 Fuel C~uantity Variable-capacitance Tester :iii:i
28-40-50~ TU-68/E or MD-I Tester Cable and Adapter Assembly Schematic
for Testing Fuel quantity Indicating System
28-40-r,04 TTU-68/E: or MD-I Tester (:able and Adapter Assembly Schematic
for Calibl´•atinR´• Fuel quantity Intlicatinp: System Intlicators
28-ltLUS
Page 1
NA-69-420
MAINTENANCE MANUAL
LIST OF ILLUSTRATIONS (Continued)

28-40-03 28-40-505 MD-BA Fuel Quantity Capacitance and Megohm Tester 508
(Cont’d)
28-40-506 MD-ZA Tester Cable and Adapter Assembly Schematic for Testing Fuel
Quantity Indicating System 511
28-40-507 Fuel Quantity Indicating System and Test Setup 513
28-40-508 TF20-1 Fuel Quantity Variable-capacitance Tester 517
28-40-509 TF20-1 Tester Cable and Adapter Assembly Schematic 518
28-ILLUS
Page 2
Aug 1/86 COPYRIGHT, 1986 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
CHAPTER 28
FUEL SYSTEM
LIST OF TABLES
Section Table No, Title Page

28-00-00 NIA Fuel System Components and Locations 1
28-00-01 601 Biocide Fuel Treatment NA 265-70 and -80 604

602 Biocide Fuel Treatment For NA 265-80, S/N 380-70 and -71 only 604
603 Forward Fuel Tank Operational Check for Model NA 265-80,
S/N 380-70 and 380-71 only 6051606
28-10-04 1 Bladder-type
Fuel Cells Repair Materials 801
N/A Part Numbers for Oversize Diameter High-Strength Flush Bolts 805
28-30-03 601 Functional Check of Fuel Jettison System 601
28-40-03 N/A Tank Unit Capacitance (Dry Values) 510

N/A Tank Unit Capacitance (Dry Values) 520
28-~ABLES
Page 112 I~lank
O COPYRIGHT, 1996 BY SABRELINER CORPORATION Nov 1219R
NA-69-420
MAINTENANCE hlANUAL
CHAPTER 28
FUEL
Chapterl Chapterl
28-L.E.P. 1 Feb 29/96 28-10-04 (Cont’d) 807 Mar 1170

2 Apr 4/92 808 Mar 1/70
809 Nov 12/93
28-CONTENTS 1 Jun 12/89
810 Nov 12~93
2 Jun 12/89
3/4 Jun 12/89 28-20-00 1 Jul 6!73
2 Jul 6/73
8&ILLUS. 1 Jun 12/89
2A Jul 6/73
2 Aug 1/86
3 Jul 6/73
28-TABLES 1/2 Feb 29/96 4 Mar 1!70
28-00-00 1 Oct 3/77 5 Mar 1:70
2 Oct 3/77 6 Jul 6,73
3 Aug 1/86 28-20-01 101 Mar 1170
4 Aug 1/86 102 Mar 1!70
5 Oct 3/77 103 Mar 1170
6 May 15/81 104 Mar 1170
28-00-01 601 Sep 20/85 105 Mar 1/70
602 Sep 20/85 106 Mar 1/70
603 Feb 29/96 28-20-02 401 Jun 12189
604 Feb 29/96 402 Jun 12189
Added 605/606 Feb 29/96 403 Jun 1’U89
28-10-00 1 Mar V70 404 Jun 12189
2 Mar 1/70 405 Jun 1 u89
3 Mar 1/70 406 Jun 1~89
407 Junf’LISY
28-10-01 101 Mar 1/70
408 Junlu89
102 Mar 1/70
409 Jun 1’Lf89
28-10-02 301 Oct 3/77 410 Jun 12189
302 Oct 3/77 411/412 Jun 12/89
303 Oct 3/77
28-20-03 601 Oct 3/77
304 Oct 3/77
602 Jun 28/74
305 Oct 3/77
603 Oct 3!77
28-10-03 401 Jul 6/73 604 Jul 6!73
402 Oct 3/77 604A Jul 6!73
403 Mar 1/70 605 Jul 6!73
404 Jul 6/73 606 Oct 9/7T
405 Oct 3/77 607 Mar li’iO
406 Jul 6/73 608 Jul 6i73
28-10-04 801 Mar 15/83 609 Oct 3/77
802 Mar 15/83 610 ()ct 3!7T
803 Mar 15/83
804 Mar 15/83
805 Mar 1/70
806 Mar 1/70
’I‘he asterisk indicates pages revised, added, or deleted hy the current revision.
28-L.E.P.
I’age 1
O COPYRIGHT, 1996 BY SABRELINER CORPORATION Pet, 29,’1)(1
NA-69-420
MAINTENANCE MANUAL
Chapter/ Chapter/
28-21-00 1 Mar 1/70 2&60-00 Mar U70

2 Mar 1/70 2 Mar 1/70
3/4 Mar 1/70 3 Jul 6/73
5 Mar 1/70 4 Oct 3/77
6 Mar Y70 4A Jun 28/74
7 Aug V86 5/6 Jun’ 28/74
8 Aug 1/86 7 Mar ~70
8 Jun 28/74
28-21-01 101 Mar 1/70
102 Mar V70 286~1 ror Oct 3/77
102 Mar U76
2&21-02 401 Mar 1/70 103 Mar 1/70
402 Jul 6/73 104 Mar U70
403 Jun 12/89
404 Jun 11~89 2&40-02 401 Oct 3/77
405 Apr 4/92 402 Mar 1/70
406 Jul 6/73 403 Mar 1/70
407 Mar Y70 404 Oct 3/77
408 Mar 1/70 405 Oct 3/71
406 Oct 3/77
2&21-03 601 Mar 1/70
602 Mar V70 2&40-03 501 Mar 1/70
603 Mar y10 602 Mar 1/70
604 Mar Y70 503 Mar 1/70
605 Mar 470 504 Mat V70
606 Mar Y?O 505 Mar 1/70
607 Aug 1/86 506 Mar 1/70
607A Sep 20185 607 Jul 6/73
Deleted sos Jul 6/73 508 Mar 1/70
609 Mar 1/70 509 Jul 6/73
510 Mar 1/70
28-30-00 Jul6l73 511 Sep 20/85
2 Mar V70 512 Sep 20~85
3 Mar V’IO
513/514 Sep 20/85
4 Mar V70 515 Mar V70
6 Mar V70 616 Mar 1/70
23-30-01 10V102 Mar 1/70 617 Mar 1/10
513 Mar 1/70
2&30-02 401 Mar V70 519 Mar V70
402 Mar 1/70 620 Oct 3/17
403 Oct 3/77 521 Mar 1f70
2&30-03 601 Mar 15/83 522 Mar 1/70
602 Mar 15/83 523 Mar 1/70
603 Mar 15/83 524 Mar 1/70
604 Mar15/83 28-40-04 601 Oct 3/77
605/606 Mar 15/83 602 Mar 1/70
.The asterisk indicates pages revised, added, or deleted by the current revision.
28-L.E.P.
Page 2
Apr ~92 e COPYRIGHT, 1992 BY SABRELINER CORPORATION
SABRE LINER
MAINTENANCE MANUAL
Fi,~:i SYS~:?/!
i. ’;er_ersl
The fuel
system consists of inte~ral ving f´•;el -.rzr.:-.a. I-
or:t-ol system, a fuel flo´•,nr,e+,e- system, a I"´•1=´•L I_li2_n~;L-,´• ,~1_,7L.I
fuel vent sys~em, 9 si~gle-pcint s :e_ :´•.´•sr-:~-
systerr,, and on ~TPL-170-2 through -C;, -a, and -3 .:~-_1;

system, The IZ~el system is div~ded into 3 left a rFg~n_ ;;-s-,~´•r.. iZe~
figures 28-00-1, 28-00-2 or 2t3-00-2A,) Each system supplies ~el 3ecj- 3-0 ´•´•´•-P
to engine from fuel carried in the f2litr

one
~ng
touter panel and center compe--trcen~s). Lj s
point refueling through a receptacle I-,;,1e righ-,wi:-.g 1:-.=ar6 1-´•´•1:-~

~slel is supplied from each fuel system to the I’ e- CI’ -v3
boost pumps, posted on the rear sgar in the and ;~1-
tions, A fuel cross-feed system grovi~ss ~ezr,s s~ "tei’-- I

-..il.´•_=
from a single booster pump pressure scur-e or for jalqr.c~-.? CjL3-i=- __-)~
t~e ~EJ;s,g tanks, The air2slar,e’naj tWo indepecden,t I7leL
jystenzs, one for each r~ing, ~JL",h hal=’ of +,,L~p n"^i2El
-I
-I~-1
;t- L13-;Z~I ;ri´•3C~
each Lr,dicator. T.~io flow ~-?_dicato-s ji´•,o:~; she rl,;e jZ

each engine fuel corsrol ucit
in nolzrlds per 4cur.
-a, and -g airplanes, the LZlel 3ettlsor, s~stern
~he airplane gross weight to fhe desi,--? landl.-.g
I’ time,
2, ~el System
NO. FEE~
Gravity rzfueli~g 3ne 9~ Zf ’~QC
filler access end rl3~f

one 9=
righ- engine p:rlon
Single-point refueling ,i 3otcom in8oer? Itlllr.~

receptacle I righs wing
trsnsl?´•r ejectors 1 2 1 ene i_n esch ir.’~ozr;^

of In~
3ect;Lon
Booster pump 2 Cne sttzche~ 50 reur a~er o" IsS~
;ring centar ses-ion, ezl one
tached t~ rear ;par of

center secsion
Fuel shutoff ´•raives or’ nzLn -~‘r,ee- ~e
of center
Tank cross-feed ´•ralve i on ri~

and le=’f 300jt jL;~;;D ~´•^rll
Boostgum~ cross-feed. I 1 I of rrLln;i‘neel

valve I ,,,,,,,L_of cent,er wing
02’ ?/:7 As Fctceivad By ---1^

ATP 1
SA B R E LI N E R
MAINTENANCE MANUAL
m0. PER
COMPONE~T AIII2>TI;PLNE: I LOCflTICN
r"uei jettison vslvesw Left valve mounted forward of bulk-

head at fuselage station 3’:’; right
valve mounted aft of same bul~hesd
jettison fuel level One in bottom of left and one in

float switches" bottom or right center wing section
Fuselage tank refueling 1 I Inside or’ r’uselage tank, mounted

level control valve on art wall
~elueiin$ test and 1 Flush~mounted inside right wing in-

control valve I I board leading edge, on lower surface
Wing; refueling level I I Right and left wing tip -ribs

control pilot and
:rent vll-re
~Jing refueling I I and left wing center sections

shutoff valrr~s
Main -~nt outlet I 1 I Protrudes from tail cone
Boost pru~-p pressure 2 1 Right znd left pressure awisches

switches downstream of right and left luzl
shutoff valves
Diffarential pressure 1 2 1 One aft or each engine fir seal

;witch
3 Lr,board instrument
~el flow indicators Pilot’s 3anel
2 Forward left side of both engines

transmitters
cluancl-ly 2 Pilot’s LnboEtrd instrument par~i

indicators
quzntity probe :4 Seven in each wing, and one ii?-

fuselage tank
Fuel 1 2 I Mounted in Dylon
I "(jn thnu -6, -8 3sd -9

rJA-370-1 and -7 and NA-380-1 and later airplanes
QRgGalNI~B
As BY
A$IFP J
28-00-0 Oct 3/~7

Page
NA-69-420
MAINTENANCE MANUAL
´•´•´•´•´•´•´•´•-G~AVlfr BEFUELING DIFFERENflAG

FILLED ACCESS II wlNe rvP,c*ll PRESSUaE SwnCn´•´•---´•-´•-´•-..
SIPHON BBEAKEP UNL´•´•´•´•-´•´•´•´• I MAIN VENT OUTLET
ir; yp~
iii ~,´•I´•.r,
i C’~j CHECK VALVE´•´•-´•´•´•´•´•´•..
i´•
1
7 GIAVITY PEFIELING
ACCESS´•´•´•--´•´•
;,z
VIEW LOOKING UP AND FWD

(L AND R ENGINE TYPICAL)
.~Y. ~carr ol.l.

&aZ~
j
FUSELAGE FUEL TANK
INTEGIAL WING
FUEL T*NK-´•-´•´•´•´•
\1
L FULL SHUTOFF VALVE j
WING TANK tLImB VENT LINE-´•´•----. g
I
BOOST PUMP CIOSSSFRED VALVE j~A 1~
TO SINGLE POINT PErVELlNG LEVEL CONTIOL PILOT *HD VENT V*LVE CIIAVI~’ DIAIN ASSEMBL’
\i
i,
II FUEL SHUTOFF VALVE
´•I i
BOOSTER WMP
i~
’U ii ´•liii
t ´•´•´•-CHLCK VALVES
c´• \r
~´•P
´•r=´•f FUEL TEMP
i~ t DETECTOA
.ti~-t.l; ;´•I
C ´•FUEL JETTISON VALVES
f
11.7
L~
J:~C
::i3 r r:
I,\rr
fE
II
PPESSUPE SWITCHES 5; DIAIN COCK
SINGLE-POINT IEFUELING IL~CEPTACLE

c~’’ FUEL FEED
1/ Y
u´•J
3:ir
,~´•LL.
LOOSTEI PUMP
rtr’3 AUXILIAIIr TANK TKANSFEB
AND WING TANK VENT
(GIAVITr-HOW)
jIj
WING DIEFUELING SHUTOFF VALV~
II d H)ELVENT
*UXILIAII\I FUEL TINK
CIAVITV-FLOW AND VENT OUTLET FUEL nlESSUIE
1
"i/
1 WIN(:. ~IPI(*L ~----J I 10 UH~II M(NI Pttl)lllN(;
1
_~
L.._..I-17 PEFUELINGVALVETEST
VIHI Y*IVI
PRIMIIV Am, SECONoAlr
WING Il, TANK CIOjS-FEfD i:1 FUELJETTIXON
v~ FUEL BOOST Nm, NEED nEswlBe

CHECK VALVES irrrcc:*ll
FUEL TIANSFEI LJKIOIIE
NUJ NIELrlINSFEB
BEFuELING
WING ILCUIILIHO IHVTOH: VALVE
FiliCure 2R´•(H)-1 Fucl.Yuyply 13ywtEm S/N S70-2 thru ´•6, -H ´•nd -9
28-00-00
I’aRe A
C
COPVRIGHT, f 986 BY SABRELINER CORPQRATION AuR 1,/~6
NA-69-420
MAINTENANCE MANUAL
GRAVITV REFUELING
FILLER ACCESS rL :viNc; rvpic:ac I
SIPHON BREAKER LINE
r~mAIN VENT OUTLET
CHECK VALVE´•~
GRAVITI REFUELING
ACCESS-´•´•-´•´•~
FUSELAGE FUEL TANK
~72
FILLER ACCESS SCUPPER DRAIN
FUEL HEATER "5 DUAL INTEGRAL
GRAVITI DRAIN ASSEMBLI

INTEGRAL WING
FUEL TANK
L FUEL SHUTOFF VALVL
WINO~N? CLIMB VENT LINE
BOOSTER PU’MP CROSS-FEED VALVE

FUEL HEATER
TO SINGIE POINT
CO~ITR()L PIL()T
i,, F VF IIN(j
AND VtNT
Lt Vt I
VAIV~
i
R FUEL SHUTOFF VALVE
´•---´•´•´•.ccr Z
i/G’
BOOSTER PUMP
ill r~Jt,
~/tL
T i
11
.-:´•CP~’
FUEL
TEMPDETECTOR
tf´•i
j"\
c 1 i. i~2´•\ (jf~
C
e. PRESSUSE SWITCHES DR AIN COCK
SINGLE-POINT REFUELING RECEPTACLE cl FUEL FEED
1~/// I/ I"´•i BOOSTER PUMP

5~7;1 AUXILIARr TANK TRANSFER
AND WING TANK VENT
(GRAVITI-FLOW)
NG REFUELING SHUTOFF VALVE
AUXILIARI FUEL TANK

GRAVITI-FLOW AND .VENT OUTL
II
,j/ I
I
I
1/
f~Il
C.´•´•~
FUEL VENT
FUELPRESSURE
IL WING TYPICAL)~ I J
Y
j TO SINGLE POINT
LEVEL
VENT
REFUFLING
CONTROL PILOT
VALVE
nND :::1 REFUELING VALVETEST
PRIMARI AND SLCONDARI
WING DRAIN Irvp,cnL, j --´•´•-TANK CROSS-FEED VALVE

I j E~Zia FULL BOOST PUMP BLELD PRESSURE
sSSJ FUEL TRANSFER

FUEL TRANSFER E~ECTORS
h CHECK VALVES crvPlcnLI
REFUELING
~1 WING REFUELING SHUTOFF VALVE
Figure 28-00-1A Fuel Supply System S/N 370-1 and -7, S/N 380-1 and Subs
28-00-00
Page 4
SA-B RE L1 ht ER
MAINTENANCE MANUAL
ENG SrS WARNING- ~_ FIRE CONT SrS 8 FUS SrS -LH ENG)NE- _r LH ENGINE-- ;r RH ENGINE- _ti t~_ RH ENGINE- BOOST PUMP-RH FUEL Q
FUEL-BOOST OVHT- CONT WARNING- IGN 8 MASTER MASTER IGN 8 BOOST

SHUT-OFF t FUEL- BOOST I I- 1 CONT
SHUT-OFF* CONT*
*2 1 A2
FIRE PUU--LEFT r-r~_ ~_-I FIRE PULL-RIGHT

(ENGINE flRE (ENGINE FIRE
CONTROL P*NELI I I CONTROL PANEL)
A4 Pld
43
RH ENGINE-
a2
10 LEFT ni ni
TO RIGHT
ENGINE
BOOST MONITDR LH FUEL Ixl RH FUEL FUEC BOOST
MASTER
RELAY COIL BOOST PUMP MON!ToR
BOOST PUMP
(sH ENGINt X’
aEL"Y COIL
SWITCH PANEL) (LCIFB)O xl
X2 (11111) 1 IPIN "X1"1
or
LH ENGINE-
D) K566 ~564)
I I I I b~Le I *I re 5548 OIr
5553
D2
oi
MASTER
r- :*e!
.rOPEN
12
I
(LH ENCINI at sl
aoseo W~N xl CLOSED SWITCH P*NEL) *O LINE LINE O~
01(3111)
KSO1 P 6T
b~ I I -B~ T I I I LH PUMP I I I RH PUMP
oN
oN I" I I I I NOISE FILTER I I NOISE FILTER
1 ENGINE FIIIE IsTA 26) L) IST* 263 RI
~wsis)I ENGINE F1RE
SHUTOR o
o
(LEFS)
(IEFS)
<rssr)
IIOTOR MOTOR
(5Ta 1331
L, Y I 1Sr* 3331
L,,, 1- -r I .~--1 1 I I I Iwljll~ I I ~W?ITE
El ID I ADV*NCED CLOSEDI I CLOSED ADYANCED
lLacle I I 1 I I lelicn
LH NO. 1 RH NO. 1
UI FUEL I I I I I RH FUEL
THROTTLE THROTTLE
SHUTOFF VALVE I I I I i SHUTOFF VALVE
FUEL BOOST I I FUEL BOOST.
csr* 260 Ci i I I I I (516 252G
AND IGNITION I I ANDIGNITION
70 "FVFL
SHVTOCF I (OV*DIICNT ISSE~B!Y ;OunoanN1 ASSEMBLY
I _1 1_*2~1 1 j F*ll.. I TnROTTLL CONTPOL; I THROTTIE CONTROLI I I I LH FUEL BOOST PUMP I RH FUEL BOOST PUMP
*’fl I I I I I 1 I t*’ CAUTION I I I I I I (Srr, 2571 ilh’ST"2571
LIGHT 2 2
L FUEL B?
R FUEI (KS~P) gj
VALVE xl
VALVE
OPEN tr
OPENS a)
(LFVO)~ I (RFVO) L ’4’
*2
13
T´•j 1 1
1 I IL’´•l 6
P 1 1
"~d .I Il *1 .I it’ I I I I ~t´•
r;D~--, TO "FUEL
1
K664 JE~T!SON"
´•e ..FJLL
ii II
11
K567 K565 a ’i´•’ g gw rCr
1(516
~f SK:TCn
RH JETTISON
L FUEL R FUEL R FUEL LH FUEL BOOST CONTROL RH FUEL BOOST CONTROL I I I I LH JETTISON FUEL CONT
L FUEL
VALVE WARNING VALVE WARNING VALVE CLOSED /LHFBC)6 (RHFBC)S I I $:i: (RJFC) ~[I
VALVE CLOSED
(LFVW)~ (RFVW)~ (RFVC)S
(IFVC) t
CLOSL~ ~1 d fl p)l(; clOstS *1 61 11P’jl~

IOw ~(_tllrJC. IOW 5 1’ II PSZ
OPtNS *t 1 PSIC. I OPINS Al V 151(1
PUMP CROSS-
(5173)
SSI1 (I)f~
SS)1 05623)
5811 M11 rEED OPENE~
J11
UI FUEL BOOST I RH FUEL BOOST LH FUEL PRESSUR; I RH FUEL PRESSURE 1 IPCO’ 5 ,Lp\ ~i
LOW-PRESSURE I LOW-PRESSURE FAIL SWITCH FAIL SWITCH I 91, PI,
ii ~1
WARNING I WARNING I ILH tNc,oo Sri ii, I (Rn rNC, pOo SrI I,:
(rlC1 211 M, (Jr* ,~e hi
T(.) OCX)~r CPCJIIS IIIIi

IH OvTmt*D lUiwrIo w. ISUNIIL~L t \I* III YI´•
vAlvl OPf N 1 i
’rH FUEL PRESS 17 "RH FUEL PRESS CMCuIT lRtAl(EI r~Htl
~OW*’ CAUT(0(J LOW" CAUTION t ne OvtH(tAD Alt DC trSrNnAl

C*CVlt Ut*lllr*r´•L
uonr C UGHT
**110.) rnlWW I. ´•I*wo 1
CW MAPoI uo 1
Fuel Supply SytrLi~m I~lectrical Schea~tic NA-37O Airplanefi

Figure 28-V0-2 28-0010
Oct 3/77 Pat´• 5
SABRE LINER
MAINTENANCE MANUAL
NA-69-420
5Aor ENG SYS WARNING- ~FIRE CONT SYS 4 FUS ~ENGINE SYS LH ENCINE-IOA~ LH ENGINE- BOOST PUMP- LH FUEL 25n
80052 PUMP-PH FUEL
FUEL-BOOST OVHT- CONT WARNING- IGN 8 MASTER MASTER IGNB BOOST 254
BHUT-OR
CCBS10)
FUEL-- BOOST CONT (C8561)
08561
<CB5BZ)
Cc~
08608 08510
SHUT-OFF CONT
08557 (C8558)
08558 08562
(C8580~
08560
09619 CB559
FIRE PULL-LEFT F-- _-e FIRE PULL-RIGHT
9504 9505
~rlns A3
A4
RH ENGINE-
nz n?
TO LEFT FUEL Al Al
ENGINE TO R~GHT
BOOST MONITOR LH FUEL Iri RH FUEL FUEL BOOST
MASTER
RELAY COIL (K1226)
80052 PUMP BOOST PUMP MONITOR
IRH ENGINE FIN"XX," (15) xl
RELAY COIL (K1227)
SWITCH PANEL) (LHFB) rl
x2 (RHFB) PIN "X:." (15)
la LH ENGINE-
Al 8566
Al
ENGINE
81 IA
12
14
14 A B ~5548)
5548 P OFFI n2
r- 12
.roPEN -I MASTER
ILH ENGINE
A3
B1
CLOSED
I""""
OPEN
KSO1 FL500
´•´•1-
RHPUMP
83ON NOISE FILTER NOISE FILTER
ENGINr FI~E ISTL\ 263 L) i I
~NGINE ~III mn 263 R)
sauro~r moroa cao
SHUTOFF Moroa cao
I (LEFS) (REFS)
5557 (i3Sil
5558
O
uoToa uoioa
(sm 150)
L, v ,~J ISTn 150) L
NCI NO NO3 -NC
E
WHITE I I WHITE
E D ADVANCED CLOSED CLOSED ADVANCED
BLACK8LnCK
LH NO. 1 I I RH NO. 1
LH FUEL RH FUEL
THROTTLE I I THROTTLE
SHUTOFF VALVE SHUTOFF VALVE
FUEL BOOST FUEL BOOST
IsT* 160 0 I I I I I I rsr* 252 i
AND IGNITION
ro ..FUEI I I AND IGNITION
SHUTOFF (OUADRANT ASSEMBLY WV*DRANT ASSEMBLY
I I I 1 (3)1_ ~3111 I POWER LEVER) I POWER LEVER) I I I LH FUEL BOOST PUMP RH FUEL BOOST PUMP
ClUIlDn (17* ilr* ~III
2 1 -(9 LIGHT (BS1.)
8510 (8509)
8509
LFVEL
arurtVALVE
.,I
1113
7 15)8 1131
OPEN 5141 1 I 15U

OPEN I
I
(LFVO) 1113
1(3) (3)1
31()
(R8VO) 13)1
3111 (8)6
8161
(I1 3(11
IU) ID~t I i~asl t ol,S I I I U15, i
2 151
2
K584
2
I
rsss
L[567 Cs69j
8565
LFUEL R FUEL R FUEL LH FUEL BOOST CONTROL RH FUEL BOOST CONTROL

LFUEL
VALVE WARNING VALVE WARNING VALVE CLOSED ILHFBC) (nH~Bcl
VALVE CLOSED
(LFVW) (RFVW) (RFVC) I i I I I
(LFVC) NOTE:
THE NUMBERS IN PARENTHESIS
ARE APPLICABLE TO AIRPLANES
CLOSES AT 6 ~1 I PSIG CLOSES AT 6 ~1) PSIG
LOW 5 1+1) PSIG I LOW 5 L~1) PSIG NA-380-5. -10. -12 AND LATER
OPENS AT 9 PSIG OPENS AT9 PSIG
PUMP CROSS-
(55T1~ (557i) C~)
5622 FEED OPENED 83
LH FUEL BOOST RH FUEL BOOST I LH FULL PRESSURE RH FUEL PRESSURE (PCO) csla
r´•,
LOW-PRESSURE LOW-PRESSURE FAIL SWITCH I FAIL SWITCH I Pc2clllPe2 6xl

WARNING (6)- I(151X212)
WARNING I (LH ENGI I IRH ENGI
(8562)
TO BOOST CROSS-FEED
VALVE OPEN CONTACT
"LH FUEL PRESS "RH FUEL PRESS _L (PIN "C" OF P523)
LOW"CAUTION V LOW" CAUTION
LIGHT 1. LIGHT
S380-2-4b1l4
Fuel Supply System Electrical Schematic

S/N 380 Airplanes
28-00-0
Figure 28-00-211
Page 6
May 15/81 9 COPYRIGHT, 1981 BY ROCKWELL INTERNATIONAL
hT A-69-420
MAINTENANCE MANUAL
FUEL SYSTEM
FUEI; SYSTEM CHECK-OUT PROCEDURES outlets. Cap fuel feed lines to right and left engines.
Disconnect lines in engine pod.
Fuel System Pressure Check
7. Connect air pressure source to manometer or pres-
The following procedure applies to the complete fuel
sure gauge; then connect pressure recording unit to
system and is used to determine that the system is free of fuel vent pressurization adapter.
leaks.
8. Pressurize fuel system to 3 psi. Allow 5 minutes for
i. The special equipment and/or tools needed for this
air pressure to stabilize in fuel tanks.
procedure are as follows:
A. Air pressure source with air hose and shutoff
valve.
Do not altow air pressure to e;tcecd ~O psi
B. Low-pressure regulator (V&2025, Victor ntazino~um during this cheek. E1´•ecesit´•P
Equipment Co., 3821 Santa Fe Ave., Los pressure can damage tank.
Angeles, Calif., or equivalent) 9. Closeairpressurevalve.
C. Watermanometer(Model A203, Meriam Instru- 10~ Conduct checks in steps A. and B. below. If, after 15
ment Co., Cleveland, Ohio) or pressure gauge
minutes, the results of the checks are as speci fled. no
capable of indicating a drop of 0.050 in Hg or
0.680 inch water when 3 psi pressure is
leakage is indicated in the fuel system.
indicated. A. Checkthatwater manometer(if thisequipment
is used) does not indicate a drop of more than
D. Fuel vent pressurization adapter, 370-810078
0.680 inch of water.
E. Hose to connect manometer or pressure gauge
B. Check that pressure gauge(if th is equipment is
to fuel vent pressurization adapter
used) does not indicate a drop of 0.050 inch of
F. Siphon breaker line plug, 265-810082 mercury or 0.680 inch of water.
G. Necessary caps and plugs to seal designated 11. Actuate relief valve on fuel vent pressurization
outlets adapter and exhaust air from fuel system.
12. Disconnect pressure recording unit from fuel vent
NOTE
pressurization adapter. Remove adapter from flame
Pressure check should be aecompliehed in arrester mounting nange.
art area where the ambient temperature
13. Remove all plugs and caps installed for this check.
remains com~aratively constant. A I"F
change within the gressurized area of the
airplane care cawre a change of about one
inch of water or 0.076 inch of mercury. Failure to remove &11 plylrJ and caps can
2. Remove fuel vent flame arrester assembly. (Refer to

damage the fuselage tank when tAe fuel
system is preosu´•recrefueled.
28-10-3.)
14. Install fuel vent flame arrester assembly. (Refer to
3. Install fuel vent pressurization vent adapter on
flame arrester mounting flange.
28-10-3.)
Fuel System Obstruction Check
4. Make sure that right and left fuel shutoff valves, and
on S/N 370-2 thru -6, -8 and -9) the right and left fuel 1. The special equipment and/or tools needed for this
jettison valves are in open position. procedure are as follows:
5. Check that fuel gravity refueling receptacle covers A. Air pressure source with air hose and shutoff
and all access doors and panels are installed and valve
sealed properly. Check that all fuel tank sump drain
B. Low-pressure regulator(VQ2025. Victor Equip
valves and line drain valves are closed.
ment Co., 3821 Santa Fe Ave., I~os Angeles,
6. Plug outlet of fuel siphon breaker line at fuselage Calif., or equivalent)
station 355. On S/N 370-2 thru -6, -8 and -9, plug fuel
C. Fuel vent pressurization adapter, 370-810078
jettison line outlet. Plug right and left wing vent
28-00-01
Page 601
NA-69-420
MAINTENANCE MANUAL
Fuel System Obstruction Check (Cont’d) MICROBIOLOGICAL FUEL

DECONTAIMINATION
D. Necessarycapstoseal designatedoutlets
General
2. Remove fuel ventflame arrester assembly. (Referto
28-10-3.) Hydrocarbon fuels, such as aircraft turbine fuel, are
subject to bacterial and fungal attack during storage,
3. Install fuel vent pressurization adapter to flame
transportation, and use. The microorganisms that feed on
arrester mouting flange. these hydrocarbons not only grow in small quantities of
4. Cap fuel feed lines leading to right and left engines. water present in the fuel system, but also grow in the
Disconnect lines in engine pod. hydrocarbon fuel itself. Microbes can live for months in
essentially anhydrous fuels. Subsequent presence of free
5. Connect air pressure source to fuel vent pressuriza-
water may produce rapid population increase.
tion adapter. Apply 3 psi pressure.
NOTE
Draining an21 water collected in the fuel

Do not allow air pressure to ezceed 3 psi.
sump DAIL Y basis is the most
areas on a
Damage to the fuselage cell can be caused critical maintenance procedure to prevent
bZI ezcessive pressure, water accumulation that mag, if left
6. Check for airflow at any fuel sump drain in left wing unctLecked, result in microorganisms con-
and then for airflow at any fuel sump drain in right taminating the fuel s2lstem. This is espe-
wing, Airflow indicates fuel vent and transfer lines ciallll important -~the airplane is inactive
are unobstructed. for alz~ period of time.
7. Actuate’right fuel shutoff valve and, on S/N 370-2 Microorganisms produce a slime which suspends water
thru _6, -8, and -9 the right jettison valve to open and particulate matter in fuel. Suspended contaminants
position. lead to fouled airplane fuel quantity probes, inaccurate
gauge readings, and fuel filter plugging. Persistant or
8. On S/N 370-2 thru -6, -8, and -9, check for airflow at
multiple fuel probe failures and/or presence of fouling in
fuel jettison line outlet. Airflow indicates right fuel
the fuel filters or sump drains may be indications of
jettison line is unobstructed. microbe contamination.
9. Remove cap from fuel feed line leading to right
Microorganisms also attack and perforate fuel tank
engine. Airflow indicates right fuel feed line is sealants and coatings, permitting corrosive attack on the
unobstructed. Recap line.
exposed metal. On unprotected areas, the microorganisms
10. Actuate right fuel shutoff valve to close position and promote rusting of steel and corrosion of aluminum.
left fuel shutoff valve to open position. On S/N 370-2
thru -6, -8, and -9, actuate right jettison valve to
closed position, and leftjettison valve to open position.
When initially using a biocide agent, check
11. On S/N 370-2 thru -6, -8, and -9 check for airflow at thefuelfilters at increased intervals. Dying
fuel jettison line outlet. Airflow indicates left fuel microorgalziam8 will release specks of dirt
jettison line is unobstructed. and rust that have been caught in the
fungal mats. Also, the fungus itself may
12. Remove cap from fuel feed line leading to left
come off walls and structures as it is Icilled.
engine. Airflow indicates left fuel feed line is unob- Once dead, the slimll nature of the fungus
structed.
will disappear, and it should become more
13. Remove air pressure from main fuel vent outlet. filterable.
Actuate left fuel shutoff valve and, on S/N 370-2
thru -6, -8, and -9 the left jettison valve to closed
Draining any water collected in the fuel sump areas on a
daily basis helps prevent a water accumulation that may,
position. Connect fuel feed lines at right and left if left unchecked, result in microorganisms damaging the
engine pods´• fuel system.
14. Install fuel vent flame arrester. (Refer to 28-10-3.)
ICT
28-00-01
Page 602
NA-69-420
MAINTENANCE MANUAL
Treatment of Fuel with Biocide Agent

i. Fuel Without PRISTTM
Do nor Exceed the t70 ppm concentration of
NOTE biocide agent in thefueltank Do not add biocide
Fuel without PRIS~M must be treated on a one agent tofuel with large concentrations ofwater
month interval. Treatfiel system with a biocide Biocide agents can form crystals and solidi~
agent at the 135 ppm level. lfmicrobe contami- All water nlust be drainedJrom the sumps prior
nation is suspected or detected treatfuelsystem to the addition o/biocide agent.
with a 270ppm level Con-
biocide agent at the
tinue to treat the fuel system at the 270 ppm Recommended treatment levels are as follows:
level until all Graces ofmicrobe contamination A. One gallon ofbiocide agent per 5000 gallons
is eliminated (refer to FLIEL TREATMENT of fuel (270 ppm concentration) for treat-
PROCEDCIRE). ment of contaminated fuel storage systems.
B. One-half gallon of biocide agent per 5000

2. Fuel With PRISTrM
gallons of fuel (135 ppm concentration) for
NOTES maintenance of a clean fuel storage system.
Airplanesfueling with PIRIS~M additive a
minintum often consecutivedays each month NOTE
may the one month interval to sir

Thejluid ounces ofbiocide agent required mqy
months. be calculated by multiplying Ibs. offuel x 0.00~
ApprovedfueCsmuslconlain aconcentration to obtain a concentration o/270ppm, or Ibs. of
of 0.10 to 0.15% by volume ofPRIST""fuel fuel x a. OOZfor a concentration of 135 pp.

additive. Treat fuel system with a biocide
agent at the 135 ppm level. If microbe con- C. Fill fuel tank approximately halffull; slowly
Lamination is suspected or detected, treatfuel add biocide agent during the addition of the
system with a biocide agent at the 270 ppm remaining fuel.
level Continue to treatfuelsystem at the270
ppm level until all traces ofmicrobe contam- NOTE
ination are eliminated This is alternative method of adding biocide
an
agent when metering is notpossible duringgra

Fuel Test Procedures
ity refueling. This will disperse the agent and
1. Drain a small amount of fuel from tank sumps avoid areas of high concentration.
and test using Boron Microb Monitor Test Kit.
Kits may be obtained from: 2. Airplane fuel system
BP Oil Company
200 Public Square
A. Treat fuel per Fuel Treatment Table 601
,206ro
and allow the biocide treated fuel to I
Cleveland, OH 44114-2375 remain in the fuel tank for 72 hours if the
2. Treat fuel system with biocide agent if microbes airplane is to remain inactive for several
are detected per treatment instructions on Table days.
1 601 or 602. Maintain a 135 ppm biocide agent B. Retreat fuel at each refueling stop to main-
concentration if contamination persists, tain biocide treated fuel in the fuel tanks for
a 72 hour period if the airplane is scheduled
Fuel Treatment Procedures
to fly during biocide application. Caution
i. Fuel supply tank(s) and systems should be exercised not to exceed the 270
NOTE ppm maximum concentration of biocide agent

in the airplane fuel.
Metered bulk treatment oflhe/i~el supply lank
and system is the most Effective! nlethod o/con-
trolling microbe contamination and growth.
28-00-01
Page: 603
NA-69-420
MAINTENANCE MANUAL
1-1´•´•~1´• Biocide Fuel Treatment NA 265-70 and -80
OUNCES OF BIOCIDE
POUNDS OF FUEL Concentration
TANK (Gravity/refueling
6.7 Ibs/gallon) O 270 ppm O 135 ppm
Aft Fuselage 1369 1 5.5 1 2.7

RH Wing 3067 1 12.3 1 6.1
LH Wing 3067 1 12.3 1 6.1
TOTAL 1 7503 1 30.1 14.9
NOTES
O For treatment of contaminated fuel.
01 For maintenance of clean fuel.
Table 602. Biocide Fuel Treatment for NA 265-80, S/N 380-70 and -71 only
OUNCES OF BIOCIDE
POUNDS OF FUEL Concentration
TANK (Gravity/refueling
6.7 Ibs/gallon) O 270 ppm O 135 ppm
Aft Fuselage 1369 1 5.5 1 2.7

RH Wing w/o Fwd Tank 3067 1 12.3 1 6.1
RH Wing with Fwd Tank 3460 1 13.8 1 6.9
LH Wing 3067 1 12.3 1 6.1
NOTES
01 For treatment of contaminated fuel.
O For maintenance of clean fuel.
28-00-01
Page 604
NA-69-420
MAMTENANCE hUNUAL
i. Circuit breakers:
BOOST PUMP nH FUEL in
FWD FUEL TRANSFER in
RH ENC IGN BOOST CONT................... out
2. Apply external 28 VDC to airplane.

3. Switches:
INV NO. 1
FUEL &TY RH IND
FWD FUEL TANK TRANSFER MAN Monitor RH FUEL QTY gauge until approxi-
mately 100 Ibs. fuel remains in fwd fuel tank.
4. FWD FUEL TANK TRANSFER......... AUTO Fuel transfer should stop.
STALL WARN out
BATT VENT out
LDG POS out Fuel transfer should start. (Check decreasing

level on RH FUEL QTY gauge.)
6. Allow all fuel to transfer from fwd tank.
7. Check terminal L4 of TB593 for 28 VDC. No voltage should be present.
8. FWD FUEL TANK TRANSFER........... MAN
9. Check for 28 VDC at terminal L4 of TB593 Voltage should be present.

LDG POS in
nH ENG IGN BOOST CONT in
11. FWD FUEL TANK FILL switch ON Fuel will transfer from wing tanks to fwd fuel
tank.
12. Allow approximately 100 Ibs. of fuel to trans-

fer to fwd tank.
13. FWD FUEL TANK TRANSFER......... AUTO
FWD FUEL TANK FILL OFF Check that RH boost pump stops.
14. Finish refueling fwd tank. Fwd fuel tank float valve is operating corrccliv
when boost pump stops.
15. Safetywire FWD FUEL TANK FILL switch

with 0.020 soft copper wire.
16. Remove electrical power from airplane.
28-00-01
~,age 605/(iO~i Ulank
O COPYRIGHT, 1996 BY SABRELINER CORPORATION fZc~,’t9/Il(i

SA B R E LI N E R
MAINTENANCE MANUAL
F~EL TANKS DESCRIPTION
i. FuselaRe_ Fuel Ta~

The fuselage tank is a nonsealing, rubber and nylon bladder-type cell, suit-
able for use with aromatic fuel, This tank is supported and held sectlreiy in
place by the various cell fittings and hangers. It is installed in ~he ~ss-
lage rear section, just aft or fuselage station 333´• This tank will hol~
203 gallons plus
US a 1.2 percent expansion space for the fuel in the srir~
and fuselage tanks. The fuselage tank is installed in a sealed, fluid- ~JIC
vapor-tight bay. An overboard drain from the bottom of the sealed bay jrair,s
any fuel leakage or condensation that accumulates in the bay. Any area in
the bay that might be abrasive to the rubber surface of the cell is covered
with pressure-sensitive tape. The fuselage tank is interconnected to the
wing tanks by two vent and transfer lines, a pressure refueling line, and
two fuel pressure lines (primary test and secondary test) for ’uesti~ the
dual level control valve~ A vent line, running from the top or’ the fuselage
tank to an outlet in the tail cone, vents the entire fuel system, A siphon-
breaking vent line, with a check valve allowing air to enter the tank onl~,
prevents any possible siphoning of fuel from the fuselage tank through Clhe
vent line to the tail-cone outlet. This tank is normally filled jy the pres-
sure refueling method; however, the fuselage tank can be refueled tkrough a
filler access on the right side of the fuselage, at fuselage station 35i~
just above the right engine pod.
2. Integral Wing Fuel Tanks
Each integral wing tank contains 451..5 gallons of fuel, This

fuel is carried
in the sealed main structural box, between the front and rear spars and ex-
tending from the inboard or tip panel~

centerline rib to the is Each wing
divided into four compartments by three wing ribs, one at wing station 3~
one at wing station 10~, and the other at wing station 171´•~´• These ribs
prevent excessive outboard fuel flaw during airplane maneuvers. These con-
partment dividing ribs are not sealed, but the fit at each end and along the
bottom is snug and tight. However, the ribs at wing stations 37 and 106
have cutouts between the top or the rib attach points and the upper wing
skin, and wing station 171´•~ has a gap between the top of the
the rib at rib
and the upper wing skin to permit venting between compartments.
Flapper-type check valves and interconnect tubes allow transfer of ~uel In-
board to the wing center section. The check valves prevent fuel flew aut-
board; the interconnect tubes are positioned to prevent fuel flow
except during refueling. The pressure refueling outlet for each ~inE is ~e
the right and left center sections and when ref~xeling is being ~one, the in-
board compartment fills up first; then the fuel spills over the comFart~:er,t
bulkhead and flows through the interconnect tubes into the next outboard
compartment. This procedure continues until the fuel reaches the wing tip,
actuates the level control valve, and shuts the refueling flow off. Wing
fuel caps are in the outer wing panel, near the wing tip and provide a means
for gravity refueling. The fuel cap consists of a body, an inner caF, a
spring, an outer cap, and a nozzle guard. The function of the ;oring-loaded
inner cap is to prevent f~el from gushing out when the outer cap is removed
and the fuel is under pressure from fuel in the fuselage tank.
May, 1/10 28-10-0

Page 1
SA B;R E LI N E R
MAINTENANCE MANUAL
Basic fuel sealing of the integral wing tank structure has been done by the
groove injection sealing method. Crooveg 01050 inch deep and 0.188 inch
wide are machined into one structural member at mating surfaces. These
grooves run along the centerlines of rows or closely spaced screws or bolts
which hold the mating parts together. A spot in the groove at each fas-
face
tener provides a continuous
mating surface sealant path which seals the fas-
tener while continuing the mating surface seal. A nonhardening sealant is
injected into the grooves through special holes a few inches apart. After
injection, these hales are closed by inserting self-tapping screws. Injec-
tion is done with a special ~un, similes to an ordinary lubrication gun. The
sealing gun is operated with air pressure. The pressure ratio between the
incoming regulated air pressure and the injection nozzle is 70 to i. This
ratio allows injection pressure at the groove injection holes to reach as
high as ~000 psi, although the pressure is usually much lower. This method
or sealing the tank envelope has certain One is
that injection
can be done at all times from the exterior of the wing. Another is that
periodic repair of the sealed article can be done by reinjecting the grooves
with more nonhardening sealant. Where mating-surface sealing is not required
las at the intermediate rib spars), screws have been individually sealed dur-
ing installation.
The second sealing I1~thod used in the wing involves the use of rubber´• fl few
bolts locations, as well as the screws attaching
in isolated but accessible
the access doors, have been sealed with Stat-O-Seals, which are- ’’0" rings
bonded inside metal washers, The access doors have a synthetic rubber seal-
ing ring bonded directly into the doors. Some access doors and rittings are
sealed with a replaceable synthetic rubber O-ring seal. With few exceptions,
synthetic rubber seals are used where removal or parts may be frequent.
3. Fuel Vent ~jystem
The vent system maintains a proper balance of pressure within the fuel sys-
tem during all operating conditions: climbing, diving, in-flight and ground
refueling, and draining. The vent system (1) enables air or vapor replace-
ment or the fuel in each tank as the fuel is transferred, drained, or used;
(2) maintains higher pressure inside the fuselage tank cell than outside,
preventing collapse and possible rupture; (3) keeps internal pressure at a
safe level, determined by the structural limits or the airplane; and (4)
maintains balanced pressure between tanks, enabling fuel transfer. Obstruc-
tions in the vent system may cause structural failure, failure or the fuel
system to completely fill, failure or fuel to transfer from tank to tank, and
collapse or the fuselage fuel cell and integral wing tanks accompanied by
bending or the fuel gage tank units.
The fuselage tank provides the necessary expansion volume and an overboard
ventin~ outlet for the fuel system. Additional ventlng for single-point
pressure refueling is provided by a presswrecactuated wing tip vent valve in
each wing tip.
The wing tanks are vented to the

fuselage tank through interconnecting vent
and transfer lines and two spring-loaded check valves. The 1-1/4 (~/4) psi
setting of the check valves prevents fuel transfer from the wing tanks to the
fuselage tank during ground refueling or normal flight attitudes.
28-10-0 Mar 1/70

Page 2
SABRE LIMER
MAINTENANCE MANLIAL
The wing tanks are climb-vented to the fuselage tank. A check val~e i~ the
line (attached to the "T" fitting on top of the fuselage tank) allows afrflo~
from the wing tanks to the auxiliary tank only. This venting assists f ~si
transfer during climbing attitudes and expedites completion of -~el tr-;msfer
when level flight attitude is attained.
The leading edge sections of the wing tanks are vented to =~e
inboard
compartments of the integral wing tanks. The right and left ‘cooster p~p
sump areas are vented to the right and left wing center section areas.
wing compartments are vented through vent openings in the ribs separatir~-
each com3?artment. The fuselage tank main fuel vent line runs a c t along =:-~s
fuselage upper centerline to the tail cone vent outlet.
As airplane climbs, the outside air pressure decreases.

the Whenever the
terconnecting vent and transfer lines between the wing fuel tanks and ti~
fuselage cell are below the fuel level in the wing tanks and the pressure
within the wing tanks exceeds the check valve pressure of l-l!e
fuel will be transferred to the fuselage tank to provide expansion room ir,
the wing tanks. When the fuel is below the vent and transfer lines, =;r,e
wing tanks will vent directly to the fuselage tank and the overjoard vent
outlet. Any fuel transferred to the fuselage tank by expansion in the v:,g
tank will return to the wing tank as use of fuel in the wing tanks and c~ol-
ing of the wing tanks in flight results in pressure reduction in sarJcs.
As the airplane dives or loses altitude, the outside air pressure :ncreases.
Air pressure enters the vent line and keeps the pressure within the ving
tanks and the fuselage tank equal to the pressure outside. If, through vent
malfunction, the wing tank pressure should exceed a negative or 4 to 5 psi, -,:-.e
wing tip vent valve will open and admit air to prevent exceeding that pres-
sure differential.
Mar i/70 ~8-ro-cs

Page
SAB R E L1 N E R
MAINTENANCE MANUAL
FUEL TANIGS TROUBLE SBOOTING
i. Trouble Shooting FLcel Tanks
PROBABLE CAUSE ISOLATION PROCEDURE
A. FUEL LEAKAGE AROUND FUSELAGE TANK ACCESS WORS.
(1) Attaching bolts Check for proper torque Torq~e prcperl;i.

undertorqued. setting.
(2) "0" ring im- Remove and visually in- Ins
properly installed in spect "0" ring.

tank fitting.
(3) "o" ring not Disconnect fitting and Install ’’31’ rlcg
installed in tank inspect for presgnce or properly.
fitting. "0" ring.
(4)Faulty fuel Visually inspect fitting Replace =ell~

cell fitting. for defect of sealing
flanges.
B. TOO MUCH FUEL REMAINS IN RIGHT OR LEFT CENTER SJING SECTION i~R ~7;2;
SYSTEM HAS BEE;N DEFUEL;ED.
(1) Improper equip- Check that defuelinq hose If ,-estric’or line

ment used to defuel has a restrictor Line (3/9 rs not available,
airplane. Inch OD tubing with 0.035- Sack ´•i~r, nose =f ?-ir-
inch wall thickness, 8 r’eet plane d ~o 3 legrePs
long) to keep boost punp ~o p,rovtee
froln transferring .!rore r’uel r’lcw to oos-,
than it receives. sump.
(2) Check valve in Remove access plate on rear Instz;; c~eck 7sl:-~
fuel transfer ejector spar and inspect check properly.
line reversed. valve for proper
installation.
(3)Boost p~um, fuel Removeaccess plate on rear Install Li-e

bleed flow line not sparand inspect line for properlj~.
installed properly. proper installation at slip
joint or "B" nut.
(4) Ejector outlet Remove access plate on rear Install eJec-,or to
to boost pump sump area wing spar and inspect for joost p~p s~ ’’-e
improperly installed. proper installation of prope~lj’.

ejector outlet.
(5) Ejector inlet Remove sump drain valve be- Remove foreign o’c-
screen covered. neath ejector and check ject anC check oper-
for foreign object. ation or’ ejector.
Mar 1/70 9R,,iO-l

Page 101
SA B R E LI N E R
hS1AINTENAN%E MANUAL
PROBABLE: CAUSE ISOLATION PROCEDURE REMEDY
C. SUCTION FEED FUEL SUPPLY INSUFFICIENT.
(1) Boost pump check Through boost pump access Clean napper-valve
valve does not open. door, check boost pump Isp- seat. Replace pump.
per valve for sticking or
binding,
(2)
Boost pump com- Through boost pump access Clean napper-valve
partment rlapper valves door, check eight rlapper seats. Replace
do not allow proper fuel valves for sticking or nap~r valve or
flow to compartment. binding. valve a
28-1011 i Mar 1/70

Page 102
SABR ELI N ER
MAINTENANCE MANUAL
FUEL TANKS MAINTENANCE PRACTICES
i. Defueling Fuel Tanks
A. Fuel Servicing Precautions
i-7c.-3i
(I) Defueling should be done out of doors, with the 3’;
100 feet from hangars or other
(2) Place "HAZARDOUS AREA" signs around
(3) Ground.airplane with two ground wires, from dl~farPI1-,

airplane. Ground all workstands and power units to Ja~ 3j
that used for airplane.
(4) Stop all other maintenance on airplane. All ot~ar aera~za

i;,
engaged. in defueli:rg or Fnertlng si.rpl2ne ~em2.is
airplane.
9. Defueling On Airplanes Serial ~To. through -’1, -´•3 and
CAUTION: DC WOT RU?T ENGII’$E TO DEi"rJEL s..
FUEL MAY aE AT 07 I_?

IS ilCTJ UNTIL SUEIDT~ IS
The fuel system may be c?efneled feed 1FL1P 33 ’-1~---

engine, if desired, by following ~hese croce0ures and
ting RH in place of TJi in steps i, 5, o, 3 and 1;, sr~ s~eZ
7~ LIi for i~H.
(1) On left overhead for~ard ac essential Ta’ol,

gaged the following zlrzui~ breakers:
(a) "LH IG~ 300ST"
(b) "LEIE?TGI?TS
jc) "BOOST PUlc~ La
(2) ’?aire sure "~IEEIGEmL"I )1;TT1309" ;wi;~h sn n;as-,er ´•1-" ~cc;´•--
O~.
gency overhead switch Danel is
at
CAUTION: A IIESTIIICTOR TUaE IS C~i
TO HOLD THE 300ST -~UIYP OUTI’TT X
~NTS TI~ ~OOST :s~I:S
~IEITTS AHEAD OF I´•i?~G

THE E~CTOR. THIS ~iITJ-I 3CC3T
TION
(3) Disconnect fuel feed lice at left engine; thrn ’or~ecs csse
line. Attach a rests ’tor tube (?.’3 inch C.3. _--- -~-a,
thickness) by 8 feet) ~e end of defueling ~cse.
(4) Connect 28-volt de external power source to
2~-13-2
Oct 3/77 Page 301
SA 8-R E LI N ER
MAINTEWANCE MANUAL
(5) Actuate "I;K EmGI~ ENGINE IIASTTR" switch to OW, opening left
fuel shutoff valve.
to’) Actuate fuel cross-feed and tank selector switch to Ad-

vance engine throttle to IDTL~, opening both boost cross-feed
left
valve and tank cross-feed valve and energizing left boost
(7) Engage "BOOST RIi FUEL" circuit breaker, energi7,ing right

boost pump.
(a) khen fuel ceases to r’low rrom’nose to tank truck, actuate left
engine throttle to CLOSE, fuel cross-feed and tank.sele~tor switch
to NORM, and "LR ENGINE MASTER’1 switch to OFF.
(9) Disconnect external power source and position circuit breakers

and switches to normal posStions.
(10) Drain residual fuel into closed containers. (Refer to Shapter 12.)
(11) Connect left fuel reed line to left engine.
Defueling On Airplanes Serial No. and -7 and :SA380-1 through

-37 not changed by Serrice Bulletin 74-23.
CAITTION: DO 3TOT EIUN ET~CI1JE TO DEFUEL ALIIPL~JE. THE

~IAY ~E AT OF IF THE 9~TGINE IS RUN
THE IS E~HACISTED.
~OTE: The fuel system may be defueled through RH engine r~el filter,
if desired, by following these procedures and substituting
in place of La in steps i, 2, 4, 5 and 7 and in step 6, LH for RH.
(1) On left overhead ~orward de essential circuit-breaker panel, en-
gage the following circuit breakers:
(a) "L;E[ ENGC~E IGB 8 BOOST"
(b) "T~H I"VIPSTERII
(c) "BDOST ~P LSFZrEZ"
CAUTION: A TUBE IS 01J OF

HOSE TO ROL9 T~IE BOOST PUMP OUrPTST FLOW TO A
THAT PREVEPIPTS EMPTYING TRE BOOST PI~P 3~ CE:;TEP
COMPAR~IENTS AHEAD Ofi T9E CE:JTER
MEP~ CONTAI~IC TH4: EJECTOR. T-YIS WIT~
BOOST PUMP CA~ZTATION DAMAGE.
the plate from the bottom of LB engine fuel filte and re-
(2) Remove
move filter and attach defueling adapter. (See fl~L-e 10-1.’
Connect a defueling’nbse to adaater. Attach a restrlctor t~ioe
(3/8 inch O.D. (´•035 inch wall thickness)
by 8 feet long) to end
of defueling hose. Extend hose and line to tank truck.
28-10-2
Page 302 Oct 3/7~
SABRE LINE~
MAINTENANCE MANUAL
NOTE: To reduce refueling time, the restrictor tube is re~ired

until 334 pounds of fuel is re?naining in the -,anks.
(3) Connect 28-voli; de external power source to al--rjlanp.
(4) Actuate "LH ENGINE switch to ON,

fuel shutoff valve.
(5) Actuate fuel cross-reed and tank selector switch to ~Z-
vance left engine throttle to IDL%, opening josh boost

valve and tank cross-reed valve and eriergi~ing le=’t ices,
(5) Engage "BOOST PUMP RH FITEL" circuit brea~er, enerqi=lr~ ri,l=

boost pump.
(7) When fuel ceases to flow from hose to i--~
fuel cross-feed and ;~1_

engine throttle to CLOSE, ssr~ aeitc-,~r
to NOR~JI, and "La: SmcINE ENGINE biAS~i" swf’,c.i? to "J".
(a) Disconnect eXternal power source and positi=n 3ir3U13 9";
switches to normal positions.
(g) Drain residual fuel into closed containers.
(10) Disconnect defueling hose from bel~ellng adapter and rerao-.-e ’~aF-
ter and reinstall filter and plate on fuel lil~er.
D. Defueling On Airplanes NA370-1 and -7 and -_e

by Service Bulletin 74-23 and ~JA380-38 and Iiater.
CAI]TION: DO ?TOT EIUN TO

PUMP 2nAY BE AT TT?3Ei C7 _? T"
~IUN UNl?L THE RTEL ?3
NOTE: The fuel system may be de~eied through the EIIi f lor
if desired, by fellowing these aroce~-es EiS

in place of LH in steps 1 through snd 5, and 3 snC in
7, LR for RH.
(1) On left overhead iol-~-ard ric essential ;rnr

´•sart,.
gage the following breakers:
(a) "LH ENGINE IGN BOOST"
(b) "LH ENGfT~E
(c) "BOOST PUMP L~:
liemove lower access door from bottom of rear ~se;age

access to LH engine fuel feed line ~rsic ~cck.
CA~TION: A F~STRICTOR ’L~ZTSE ZS I:TS;TALLZD O~T S~D ’37

rr=´•~
’10 HOLD T-~4: BOOST 7LOW TO A
EI´•IPTYITTG THE BOOST ~iP
Oct 3/77 "Se 303

SA E3.RE LI N E i~
MAINTENANCE MANUAL
AH~EAD OF THF~ CENTER WI~G

T~4: EJECMR. TKfS WILL ~L BOOST JA;TT.L~-
TlON DAi~LGE.
(3) Remove "9" nut with drain cock from LiI fuel feed line. Connect
a derueling hose to "BI nut fitting or? Lif fuel feed line. attach
a restrictor tube (3ja inch O.D. (´•035 inch wall thickness) by a
feet long) to end of deL’ueling hose. Sxtend hose and line to Can~L,
truck.
(4) Connect ~8-volt de external power source to airplane.
Actuate ’’LH ETTGINE ENGLmE switch to ON, opening left fuel

shutoff valve,
(6) Actuate fuel cross-feed and tank selector switch to Ii-Seed. Ad-
vance left engine throttle opening both boost cross-feed
valve and tank cross-feedvalve and energizing left boost pump.
(7) Engage "BOOST P~IT´•IP ~H ~TEL" circuit breaker, energizing right

boost pump.
(8) When fuel ceases to flow from hose to tank truck, actuate left
engine throttle to CLOSF, fuel cross-feed and tank selector switch
to ~TORM, and "LE~ ET;TG~ switch to OFF.
(9) Disconnect external power source and position circuit breakers

and switches to normal positions.
(10) Drain residual fuel into closed containers. (Refer to Chagter 12.)
(11) Disconnect defueling hose from "8’( nut fitting and reinstail
nut with drain cock.
28-10-2
Page 306 Oct 3/77
SABRE L1NER
MAINTENANCE MANUAL
FITEL DEFUEZII~G .4DP3~1

FUi~L FU~I PW~ OR ’´•iZi(E
0, FLAT STOCK AND ADD GASI~T)
WEI9 OR SRAJ~PC
i, .e
~rC
rllYPICAL
(5/8 I~ca I.D.
.II
si~I
jyi
I~
BmGINE ~ILTSR
P/’N 500?T95PC4
o I
O =i
´•c~
!--I
YaC´•i-~8’5
Fuel Defueling Adapter

Figure 23-10-1
Oct 3/77 ~-?e 3c~
SABRE LINER
MAINTENANCE MANUAL
i. Handling Fuel Cells
SDeciz~ attention should be given to the care and of the r,:´•i~-

bladder-t´•Jpe fuel cells.
2. Removing Fuselage Fuel Tank
Access to the cell is through the fuselage rear section Icwer access Iscr
and through a large door in the aft face of the tar~e

station The fuel fittings to be disconnected aL"e
357´• 2~2933i
from the art side and through doors in the fuselage rear- Jecti´•=::,9,3’;,ni~
tank. Removal of the filler assembly provides access to top of --P "1
rj~´•
A. Remove fuselage tank as follows:
(1) Cover all disconnected fit-lings, "B" nuts, screen, ~C all =rS
openings as soon as possible to protect ’~iel
WARNING: MAKE SURE BATTERY SWITCH IS OFi" ~u

POWER IS DISCONNECTED FRC~I TS´• 3C ~73
MAY RESULT IN AN ~LPLOSION.
(2) Remove all necessar3r heat ~nO vent lines in ~r3cS of -i3ii~-
t
access panel and tank connections.
(3) In left top aft portion or cell, disconnect lines ;s
and dual integral level control
(4) Disconnect fuel vent line.
(5) Remove nuts from inner panel support studs ("su--).
(Q) Remove outer panel. Place bolts and ´•~as’ilers in ~--"-C Ir~4
(7) Mark location or’ four inner panel at-~j; ;Esr.
panel. Bag bolts and Washers and :n"slc. "C" L‘I
On right top of cell, disconnect fuel =sz;cci3; 391’5

Remove fuel probe assembly.
(9) Remove boss assembly holding vent line in position.
(gA) Remove four bolts and washers from ~rel cell supper’ ~ad. IT~osp
bolts are on the forward side of -~he sf’ cabin
(10) Remove ~rent line from inside cell.
(11) Remove check valves and T-fitting assenbi´•J rcan ,-e

a;-, end.
cell.
(12) Remove 24 bolts from plate holding dual Level valve
ly to st-ructure. Bag bolts and vashers;
Jul 6/73
SA BIR E LI N E R
MAINTENANCE MANUAL
(13) Remove five bolts attaching plate to rlange. Bag bolts and
washers; then mark.
(14) Remove five countersunk screws~olding dual integral level control

valve. Remove valve. Bag screws; then mark.
(15) Remove 10 bolts, 10 washers, and 10´•Stat-O-Seal seals from gravity

drain valve assembly. Bag raw stock; then mark.
(16) Cover gravity drain ~ralve assembly TyTith protective covering.
(1-7) Remove three bolts and washers from fuel cap mounting ring. Remove
gasket.
(ls) Remove 16 bolts and washers holding fuel zap mounting ring to
phenolic ring. Sag’oolts and washers;: then mark.
tig) Remove three countersiLrk screws from phenolic ring to fuel cell
opening. Sag screws; then mark. Removeremaining parts of
assembly.
(20) Remove t~´•ro bolts and. washers from cell support pad in forward side
or’ cell.
(21) ReraovelO bolts and washers from cell support pads on top of cell.
Bag bolts and washers; then mark.
(22) Disconnect cell support3prinp;s.
(23) Remove cell r’rom bay.
3´• Installing Fuselage Fuel Tank
NOT",: Remove and discard all protective covers and/or coating from fuel cell
fittings, and carefully wipe rittings clean before installation of "O"
rings or mating parts. Retain "O" rings in groove. ;30 not smear
petroleum over metal surface.
Torque all bolts.
The fuselage fuel tank is from n~Jlon fiber t~nich tsL11 shrink
over prolonged storage period.
a Due to this possible shrinkage the cell
should be submerged in water which has been heated to 120oF and soaked
for 4 hours. Subsea_uent to the soaking period, the cell should be
installed within 24 hours.
WARrmNG: MPXE S~IE BATTERY SWITCH IS OFF ~LND EXTEEWU EI;ECTRICU; POWEII IS
DISCONNECT~D FROM FATZUR% TO DO TXlS MAY RESULT IN ~U
MPLOSION.
A. Install ruselap;e tank as rallows‘:
(1) Make all support springs have been positioned in their

sure
containers; then dust cell withtalcwn powder.
(2) Fold tank for installation. Make sure gravity feed valve opening
is positioned for installation on bottom and. aft cell opening is
nositioned to Sace aft.
Oc~ 3/77
plge ~02
SABRE LINER
MAINTENANCE MANUAL
(3) With one mechanic in fuselage rear section ready to receive cell,
carefully feed cell through fuselage rear section access openizg.
(4) Slide cell through cell compa;rtment access opening and unr’old for
spring hookups.
CAUTION: IF L;I~NER TAPE HAS BEEN REPLACED QR IF SEALANT HAS BEEN

APPLIED OVER TAPE, AIltOW 4 TO tj HOURS DRYING TIME
INSTA~ING CELL.
NOTE: As a help positioning the five support pads on top of

in
cell, to reduce possibility of damage, cut off boltheads a-~s

radius ends of five 2-inch full-threaded 1/4-inch bolts.
Secure a nut for each locator stud and make sure it screws
on and off the stud easily.
(5) Place locating stud in one side of each cell support paci.
a There
are four pads positioned around the fuel probe access and one on
the left aft top area.
(6) Install cell support hanger springs in the following sequence.
NOTE: A helpful method of positioning the springs is as follows:

Take a piece of strong nylon; tie cord about X) inches
then build an 8-inch loop with a slip bow tie at one end.
Hook up one end of spring to retainer cup, put loop
the other end; then pull on string and guide spring end intl
its retainer cup. Untie slip bow and pull string our,.
(.a) Starting at left top of cell, install top two springs.
(b) In top or cell, center and forward, install two sprii?gs.
(c) In top of cell, center and to right, install two springs.
(7) Have one top of fuselage rear section at filler neck acc~s;
man on
and one man to push top of cell upwards. Position top cl eell
top of compartment so that guide studs will go through proper

holes. Have man on top of fuselage put stud nuts on studs and
draw cell into position.
(8) Install proper bolts and washers beside each stud, remove studs,
and install remaining bolts and washers.
(g) Continue to install cell support hanger springs.
(a) On forward side at top, install two springs.
~b) On forward left side, install two upper springs.
(c) On forward right side, install two upper springs.
Mar 1/70 28-10-3

Page 403
SABRE LINER
MAIN7ENANCE MANUAL
(10) Have one man go inside

fuselage forward section to art bulkhead.
I Through fuselage bulkhead, install four bolts and washers in
aft
cell support pad in forward side of cell. The man can assist by
centering pad from inside of celt.
(11) Continue to install cell support hanger springs.
(El) On forward side, on bottom, install three springs.
(b) On left side, along bottom, one forward and two aft, install
three springs.
(c) On right side, one forward bottom and two aft, install three
springs.
(d) On aft side, install three springs on top and threeon

bottom.
(12) Install filler neck assembly in right side or aft fuselage.
(a) Place phenolic ring over "0" ring; then place fuel cap
mounting ring over phenolic ring. Align holes in two units
and cell pad. Instail three countersunk screws.
(b) Place 265-484083 gasket inside metal ring. Place ring, gasket
down, on rim or access hole. Install 1~ bolts and washers.
(c) Place 265-484082 gasket on fuel cap

mounting ring and align
bolt holes. Insert hand in ring hole, lift upward wneil
gasket is next to metal ring; then install three bolts and
washers. Install fuel cap.
(13) Remove protective covering from gravity drain valve assembly.

Attach bottom of cell to drain assembly flange with 10 bolts, 10
washers, and 10 Stat-O-Seal seals.
(14) On upper left, aft side, install dual integral level control valve.
(a) Position valve assembly, align holes; then install five lj4-
inch countersunk screws.
(b) Position 265-484073 gasket inside solid plate. Position

265-484074 gasket next to valve flange and align holes; then
install solid plate to valve and structure.
(c) Install five 1/4-inch bolts and washers through plate to valve
flange, then install 24 bolts and washer through plate to
structure.
(15) In left top aft portion of cell, install "T" fitting; and check
valve assembly.
~8-10-3 Jul 6/73

Page 404
SA BRELI N: E R
MAINTENANCE MANUAL
(a) Make sure "T" fitting is not nicked or

"0" ring on
Jam nut should be upper portion of fitting threads.

on "0"
ring should be positioned in groove between portions.
(b) Install "T" fitting and check valve assembly (P/N v’L;h
valve flapper hinge positioned at the top, When "O" r´•F~g touches
surface of pad and check valve’golnzs af’u, -,~hter. ?t~ t’
Arrows should point toward "T" li~ting.
S NOT",: Make sure check vslve (PIN F61A0208) is ~sstalled -sich

naapper hinge positioned at the top; othe~se, ´•n~ll
not R~nction intended. ’I~he hinge
as
location is on
the outside hex portion of the valve body with re4 d~.
(16) Install overboard vent line inside ceil,
(a) Install line 265-468415 inside cell 3f5 end
through hole in cell and.r’or~rard end alig"ned ~S;55 ’,Z
mounting pad. Install two li’b-inc~ jolts washers.
(b) Install "O" ring inside boss at flange end. Slle Zcas 3~or
end or line; then bolt to tank with three i,le-lnc~

screws.
(c) Position 265-484072 gasket over boss flange and 265-48i-C71 ~as-
ket inside mounting plate. Position plate over ~css ~13cgP and
structure; align with holes. Bolt to jess three

l/4-Fnch bolts and washers, and, to strucsru~e i~ith Is 3clta
and washers.
(17) Install fuel probe´• in right top of cell.
Position and install fuel probe ;ri,th two l,;c-inc;?

screws.
(b) Position 265-484099 gasket on probe r’lzn-e and 2s511-1C

gasket on inside of nour,ting plate.
(c) Install plate to structure :sit~ 1~ bol~s ~d

l/lc-inch bolts and washers.
(d) Hook up fuel quantity coaxial cables to probe.
(18) Install aft inner close-out door.
(a) Install "O" ring (180-948040-5) in open grccve.
(b) Position inner access door and. install sixteen l,--in-n ~--i3
and washers. Leave marked ‘r,oies open,
(c) Install four support studs in marked holes. Sli e a ,i,i,
lockwire through holes In end of studs (ai=out 2 u~il
and twist ends, Install gasket on outer access panel.
Oct 3/n _’" -il -.1

S~ R-E~I: N1 Et R
MAIN’TENPINCE MAWUAL
(d) Position outer panel next.to airplane structure; then pull the
four loops of locknlre through matching holes in panel.
(e)- Install panel with 53 bolts and: washers.
(f) hill on lockwire until studs come through holes, place nuts on
studs; then tighten nuts Rembve safety wire.
Gig) Install fuel vent line,
(20) Install ’’B" nuts on dual integral level control valve and check
valves.
4, Replacement or Fuel Vent_Nozzle and Flame Arres_ter Assembly
A. Removing Fuel Vent Nozzle and Flame Arrester Assembly
(1)’ Remove fuel vent plastic tail,fairlngi
(2) Remove six screws through mounting flange or vent nozzle.
g (3) Slide nozole ssse~bly off jettison lineu. LTse care not to damage
vent line.
(4) Remove gasket and check condition for re-use.
(4) close opening with clean cloth or paper; do not use tape, because
removal of tape can generate a spark and cause an explosion.
B. Installing Fuel Vent mottle and Flame, ~YTester Assembly
(1) Position gasket over nozzle mounting rlange ~Jith one 5//16 hole to
top and the other two over existing screw heads.
Slide nozzle assembly intoposition so attach holes match gasket.
(3) Install 1/4-inch screw and washer in top hole and No. 10 screws
with washers in remaining holes. Tighten screws evenly,
(4) Torque l/lc-inch screw to 50-70 inch-pounds. Torque No. 10 screws
to 20-25 inch-pounds.
(5) Install fuel vent plastic tail fairing. Use twelve 7S1~-IO-ll
screws. Draw up snugly.
I: *Nn-37o-2 through -6, -8 and -9
28-10-3 3ul 6/73

Page 406
NA-69-420
;MAINTENASCE
i. Maintaining Fuselage Fuel Tank
NOTES:´• Goodyear bladder type fuel cells made of ETC-39 material cannot
be repaired.
Nylon sandwich material (5200/5187, 5063, or P.F. 10056) is

used for all inside fuel cell repair.
Repairs to fuel cells with nylon sandwich material (5200/5187)

do not require a cover patch.
´•Nylon sandwich material (5063 or P.F. 10056) used as repair

material on a fuel cell containing a fabric liner require a
cover patch of nylon fabric (5188 or eguivalent).
Fuel cells containing a gum rubber inner liner do not require a
cover patch.
A. Materials Required for Repair of Bladder-type Fuel Cells
Table i. Bladder-type Fuel Cells Repair Materials
MFR PART NO. I DESCRIPTfON
5200/5187 US Rubber Co. Sheet nylon sandwich, cured

both sides, inside repair
patching material
5188 US Rubber Co. Sheet nylon fabric, cured both

(or equivalent) sides, outside repair patching
material
5063 US Rubber Co. or Sheet nylon sandwich,

Buna-N,
P.F. 10056 Firestone cured both (for
sides
Tire Rubber Co. self-sealing cells), inside
(or equivalent) repair material
EC-678 Minnesota Cement aromatic,

Mining Mfg. Co fuel-resistant (Speciffcation
MIL-A-9117) One quart
MEK Solvent
No. 80 Cloth abrasive aluminum oxide
28-10-4
o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL War 15/3Page 801

I
NA-69-420
MAINTENANCE MANUAL
B. Repairing Fuel Cells
CAUTION: No repairs are to be made on the radius of a cell or in

the fitting area of a cell. No damaged areas, such as
cuts and tears, larger than one inch are to be repaired
in the field.
(1) Repair cuts in fuel cells while cell is installed in airplane, if

access to damage area can be obtained through access door or by
removal of a cell unit.
(2) Drain fuel supply system; then, with a cloth, dry cell surface
around damaged area.
(3) Lightly and thoroughly buff a piece of cured US Rubber Co 5200/5187

nylon sandwich material large enough to cover damage at least
2 in. from cut in any direction.
CAUTION: Use methyl ethyl ketone sparingly. Excessive use will

damage sandwich material.
(4) Wash buffing dust off with methyl ethyl ketone solution.
(5) Cement buffed side of patch with two coats of EC-678 black rubber
cement and allow each coat to dry 10 to 15 minutes.
CAUTION: Use methyl ethyl ketone sparingly. Excessive use will

damage sandwich material
(6) Buff cell area to be patched lightly and thoroughly with abrasive
cloth No. 60; then wash off buffing dust with methyl ethyl ketone
solution.
(7) Coat buffed area with two coats of EC-678 black rubber cement and
allow each coat to dry 10 to 15 minutes.
(8) Freshen cemented area of patch and cemented area of cell with
methyl ethyl ketone solution,
(9) While area is still tacky (touch with knuckle of hand to check for
tackiness), apply edge of patch to edge of cemented area, centering
patch over cut in cell.
(10) With a roller or blunt instrument, roll or press patch to cemented

area on cell. Hold part of patch off cemented area, and roll or
press it down one-half to one in, across at a time, so as not to
trap air between patch and cell.
(11) Apply a suitable weight (shot bag) of about 35 Ibs to repaired

area, and do not disturb it for 6 hours.
(12) Seal patch one-half in, from edge of patch with two coats of EC-678
rubber cement. Allow first coat to dry one hour or more. Allow
patch to set 24 hours before fueling.
28-10-4
I Page 802
3 o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL
NA-69-420
MAINTENANCE IcIASUAL
2. Maintaining Integral Wing Fuel Tanks
A. General Precautions
(1) Always remember that cleanness is required whenever maintenance
work is being performed on the interior of the integral wing fuel

tank.
(2) Screws and grooves must be degreased (with trichlorethylene).
(3) Chips or foreign matter, even though very small may hold
other
apart the sealing elements (including rubber-type seals), causing
leaks, and may also clog screens in the fuel lines and interfere
with the operation of the flapper check valves.
(4) All available injection holes in an area to be reinjected should be

used, and in proper sequence. Attempting to force sealant through
too long a portion of a groove can result in side extrusion.
(5) Where there is internal access, resealed areas should be inspected.

Extrusion of excess sealant into the tank interior can cause the
fuel to work incorrectly by clogging valves and screens.

system
(6) Fasteners should not be turned on Stat-O-Seals. A washer should
always be used between the bolthead and seal.
(7) Careless insertion of screws through Stat-O-Seals causes threads to
serve as a rasp.
(8) Stat-O-Seals used with access door bolts should be replaced after
several door removals. Stat-O-Seals should be replaced sooner if
damaged.
(9) Sealed fasteners in the integral ~Jing fuel tank area should be
retorqued periodically.
(10) Do not attempt to inject sealant into groove-sealed areas when
temperature of wing structure is less than about 45"F. Resealing

is easiest at skin temperatures above 65"F. This restriction does
not apply to individually sealed screws. They my be sealed readily
at any temperature.
(11) If organic coating inside integral wing tank area peels or becomes
scratched, refer to procedure for applying sealing compound to
interior surfaces of integral wing tanks.
(12) When loosening a skin fastener, know which type of nut secures the
fastener. Do not begin to back the fastener out until you know how
to identify nut. For nut identification, refer to procedure for
identifying hidden wing skin nuts.
28-10-4
o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL Mar 15/83Page

803
I
NA-69-420
MAINTENANCE MANUAL
B. Identifying Hidden Wing Skin Nuts
Nut plates, AN365 nuts, and bumper nuts are used to secure the skin
fasteners. Because the individually sealed fasteners must be backed off
for the installation of an O-ring, necessary to identify the nuts.
it is
The type of nut can usually be determined during the first part of a
turn of the fastener. If the fastener is secured with a nut plate, it
will start turning with a sudden breakaway, and it will rise from the
hole as it is turned. If it does not break and rise, it may be secured
with either a bumper nut or an AN365 nut.
NOTE: Do not turn fastener more than two turns if it does not begin to
rise.
C. Wing Sealing Procedures (See figure 28-10-801.)
D. Identifying Leaks and Stains (See figure 28-10-803.)
E. Stopping Leaks
Leaks through the structure of the integral wing fuel tanks will appear
through the two different types of seals which are used:
mechanical-rubber Stat-O-Seals and Gask-O-Seals, and nonhardening
sealant. Leakage through the first type of seal occurs around bolts
sealed with Stat-O-Seals, or around Gask-O-Seal access doors. These
leaks can be stopped by retorquing the fasteners, or by replacing the
Stat-O-SeaP washers or GaskO-Seal doors.
Leakage through nonhardening sealants can usually be stopped by

tightening the screws or bolts. This is always the first step. If
tightening does not stop the leak, reinjection of sealant is necessary.

To reinject sealant, first find whether the leak is through a
groove-type seal or through an individual screw seal; then refer to
applicable reinjection procedure.
F. Replacing Torq-Set Screws
Torq-Set screws are used in many locations in the wing structure. Most
of these screws have a standard diameter. However, in some location,
screws having either a 0.015-or a 0.031-in. oversize shank are used.
These are not easily identified, except by a part number.
(1) The following table shows the thread size and the part numbers for
standard diameter and oversize Torq-Set screws. The part number of
each screw is stamped on the head.
(2) Oversize screws must be replaced with oversize screws of the same
diameter. Using a standard screw in place of an oversize screw

will result in weakened structure. Inaddition, if the screw is
used in a sealed area, a poor seal will result.
(3) Because these screws are similar in appearance, the only sure
method of identification is the number of the head. Screws should

be checked carefully before being replaced.
28-10-4
IPage
Mar
804
15/83 o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL
SA B R E LI N E R
MAINTENANCE MANUAL
PART NUMBERS FOR OVERSIZE DIAMETER

HIGH-STRENGTH FLUSH BOLTS
OVERSIZ~ SHANK
THREAD STD DIA 0.015 IN. o.ojl IN.
10-32 NF-3A 7s34-3 7s34-31 7s34-32
1/4-28 UNF-3A 7s34-4 7s34-41 7s34-4~
5/16-24 UN~-YI. 7s34-5 7s34- 51 7s34- 52
3/8-24 UNF-3A 7s34-6 7s34-61 7s~4-0r
7/16-20 UNF-3A 7s34-7 7s34-71 7s34-7r
1/20 UNF-3A 7s34-8 7s34-81 7s34-a~
9/16-18 UNE~-3A. 7s34-9 7s34-91 7s34-9s
Length code: Last dash number indicates nominal grip length in 16ths.
Example of part numbers: 7834-41-10 indicates a 1/4-~8 Torq-Set

recess screw with 0.015-inch oversize shank and 5jl8-inch nominal
grip length.
G. Repetitive Leaks Around Individually Sealed Screws
It is possible that stains will reappear at an individually sealed screv,

even whentorquing has been done properly. If repetitive stains
the screw might be too long, the countersink might be elongated, or =S.e
screw might be tilted in relation to the countersink. Check for cause
or repetitive leaks and repair. First, back out screw and inspect
threads for signs of bottoming on nut. If threads show such signs, re-
place screw with one of proper length. If screw is of proper length,

i’nspect countersink for damage or elongation. With an elongated counte~-
sink, a gap might show at one side of screwhead. Such a countersink
should be reworked. If countersink is not damaged or elongated, ehec~

whether it is aligned with the screw. This condition tan be iden’ifiee,
by a tilted screwhead. Also, a gap might appear between the head and the
countersink until just before screw is fully tightened. A new counter-
sink should be made.
H. Loading Groove-sealant Injection Gun
The groove- sealant injection guns are air-pre s sure-operated anl ’nand-
operated. The guns should be loaded so that no air is trapped in the
sealing compound. Precautions must be taken so that no grease or oil
will contact the sealant.
Mar 1/70 28-io-4

Page 805
SA B R E LI N E R
MAINTENANCE MANUAL
INDIVIDUAL SCREW SEALING
ba.i .ut ,Er´•r. diHnpa(l´•

OP.~i.ll*
from nut. Indall new "0" ring by it very carefully
over ~crswh´•ad and poritioning

it on ,Er´•w,honk, adjocent to
(crewheocl.
O Tighkn ~r´•w,.nd torqu´• to r´•quir´•d )orqu´• rolu´•.
SE*UNO OR60VE
OROOVE-TVPE SEALING bAD STALINO 000D IIULINO
NOtE s´•olant ~sue´•rins out from b´•~wean,Lin and Ipor or

rib flonge indicok, a poor groov~´•)yp´• ~eol. To correct thic con-
dition, follow ct´•p~ 3 Ihrough 5.
INJmloN nou JcnEw
r
O
O Clwn off ´•´•INd´•d I´•olonl.
OTo,qu´• n~rby ~lkn´•n.
R´•mon unn b.m inj´•d.n hsl´•l in mot ana, inirt I´•ol

SP*LINO OROOVC
ant agoin, and reglael in in~slion hok~.
117~1-4´•7
Wing Sealing Procedures

~8-10-le Figure ~8-10-801 Mar 1/70
Page 806
SAB R E LI N ER
MAINTENANCE MANUAL
ToResn FASTENERS SOCKET ADAPTER A~D DRIVER BiT
TORO-SET FASTENER TORQUE
This is Tora-Set and high-strength bolt torque

a
table for1GO-degree flush bolts iheat-treoted to

160,000-180,000 psi). Torque values in the
table apply to all nuts except the shear type. The
higher values should be used when torquing
heads of bolts; however, these values should not
be exceeded by more than 10 percent.
7528A-4 7534A 7535A

TS4
FASTENER
SIZE DRIVER BIT TORQUE IN. LB
COML NO. WA SfD
7529A-3 nj
IULj
10-31 EX-170-3/16 7s-35
tsJs-3
tsJU
TS1 I/cll EX-I 70-1/4 70-90
753)4
713~-5
TSI, ~/1614 EX-ltO-S/16 1~0-103
7Us-s
fSj~
756 3/1)-24 EX-I 70-3/1 190-351
IsJsa
717 7/1620 EX-I 70-7/16 500´•7156

ts3s-I
tf3CI
EX-170-1/1 690-990
MOTE The 7535 fattener has shorter threaded
TU)´•~
length to save weight and is used with Jow- TS9 Z"Sj~f 9/1611 EX-170-9/r6 1000-1*40
profile nuts.
nt~ 1F~ I 1F 4~ CI 4~
Inte~al Wing Fuel Tank Fastener Torpue Table LI: ii
Mar 1/70 Figure 28-10-Ej02 28-10-4
Page 8C7
SABR ELI N ER
MAINTENANCE MANUAL
CLASS A STAIN
i ._..
CLASS C HEAVY SEEP

A Clael C eo´•p on tk´• oukr wing pon´•ll ~hould b´• rtcord´•d
and n´•d not k Ilopp´•d, bat a Uaee C eooo within oy ondoeod
or´•o or in an aroo that will into on oncioeod or´•a
CLASS B STAIN con cnot´• ahopp´•d fumHr condition. thie condition ic coueo
imm´•dial´• grounding of tho oirp(an´• unlit a r´•par
ir mod´•.
a Glare A or Claer B Itoinrshould ha recordd hut
noed not ha ttoppod until airplons is ground´•d
far othor moinknonE~. UCCU D~UICTEI
i 1´•1/210 51/1 1N. M*M~EI

Aft´•r ´•ach inepoction for I´•aLe, diKolorod
wMI Ihouid ha d´•on´•d M that tvtur´• I´•o~og´•
con ha ´•voluotsd occur~f´•ly.
CLASS D LEAK
rue mu uswur
~LWN r0 oar nut
~BOUT 1 TO~IN.
DIC~M(TER d
b
A Clase D I~ak ii any running look onywh´•r´• on th´• wing, and

is cauee for grounding thoairplon´• until a ratiefoctory ropoir it
mado.
~rrru
Wing Leak Classification

28-10-4 Figure 28-10-803 Mar 1/70
Page 808
NA-69420
1. If it is necessary to clean gun, wash it in toluol. 7. Continue injecting along groove until area has
been sealed.
2. Remove loading chamber from gun barrel; de-
press loading piston to bottomed condition. 8. After final installation of injection hole screws,
3. Rollgroove-sealant (DC94-011) into a cylindrical scrape away most of excess groove sealant with
wood or a plastic blade; remove remainder with
plug about 1-3/4 to 2 inches in diameter.
toluol (Federal Specif~cation TT-T-548) or clean-
ing solvent. I)o not use toluol on any surfaces
coated with corrosion resistant finish.
I Tlrereis nosubstiluteforsealanrDC94-011. Tl~e
use ofcuri~tg-type sealants n~akes repair by ~lte
Sealing Wing Forward Spar Splice Plates
injection intpossible in case of/ulure
leakage The right or left wing forward spat splice plates can
be resealed while the wing is attached to the fuse-
4. Insert cylindrical plug of sealant into loading
lage. This may be necessary if a fuel leak should
chamber; tamp compound with a wooden stick.
Fill nozzle pump casting with compound, leaving
develop in this area. The airplane should be in a
threads exposed for reassembly.
hanger long enough to allow the airplane tempera-
ture to be the same as the hangar temperature. The
5. Reassemble gun. higher the airframe temperature, the easier it is to
6. When the air-pressure-operated injection gun is force out the old sealant and replace it with new
used, the air pressure should be 100 (+25, -10) sealant.
psi. 1. Remove center floorboard access panel.
Injecting Sealant Into Grooves 2. Remove lower access door.
Iqjection of sealant into groove-sealed areas should 3. Remove a sealantscrew from top and bottom ~in
not be attempted when the temperature of the wing at outboard edge of wing splice plate.
structure itself is below 40’F. Whenever possible, it
4. Load groove-sealant gun. (Refer to procedure for
is recommended that the temperature of the struc-
ture be at least 77’F. Iqiection is easier at higher
loading groove-sealant iqiection gun.) Keeping
the loaded groove-sealantiqiection gun heated to
temperatures. Ease of injection may further be in- the maximum temperature willhelp to inject the
creased by heating the loaded gun to a temperature
sealant.
not greater than llO’F. However, it is emphasized
that a controlled method of heating must be used, 5. Place nozzle tip of gun into countersink ofi~ec-
because high temperatures are harmful to We seal- tion hole in skin at outbaard edge of wing sphce
ant. plate. Hold gun firmly in position and depress
groove-sealant injection gun.
1. Load trigger for about 30 seconds. Release trigger and
allow piston to return to its original position.
2. Remove injection hole screws where necessary.
(Piston return will take at least 5 seconds.) Con-
NOTE tinue sequence until all of the old compound is
When kto tlte tankgrooves, Il~e forced out of bottom hole.
injection holes to eitl~er side oftlre tip should be 6. Replace sealant screws removed in step 3. Using
unplugged a wooden or plastic blade, remove excess groove
3. Retorque all fasteners in area to be sealed. sealant; then use toluol or cleaning solvent to
remove remainder of sealant. Do not use toluol
4. Place nozzle gun into countersink of an
tip of surfaces coated with corrosion-resistant
hole. Hold gun firmly in position and
on any
injection finish.
depress trigger for about 30 seconds. Release
trigger and allow piston to return. (Piston return 7. Install lower access door.
will take atleast 5 seconds.) Continue sequence 8. Install center floorboard access panel.
until compound flows out of adjacent isiection
holes for a minimum distance of 1/8 inch above
skin surface.
5. Replace injectionscrewinhole invrrhichinjection
gun has been inserted.
6. Move gun tip to adjoining hole through which
compound has been forced, and repeat steps 4
and 5.
28-10-04
Page 809
Q COPYR1GHT, 1993 BY SABRELINER CORPORATION Nov 12/93
NA-69-420
MA~NTENANCEMANUAI,
Rework of Individually Sealed Screws 2. Immediately wipe solventoffwith anotherclean,

All individually sealed screws on the
wing are sealed dry cheesecloth.
with "0" rings. The "O" rings may be replaced in the 3. Where bare metal has been exposed by more
following manner: than just a scratch, apply chemical him treat-
1. Partially back out affected screw. Do not com- ment to bared surface.
pletely disengage screw from nut. This is espe- 4. Apply sealing compound to area.
cially true where bumper nuts are used, since the 5. If Topcoating is to be used, apply two coats,
nut may drop into the tank.
allowing a minimum of 20 minutes between
2. Rsmove old or leaking O-ring by cutting it with coats. Use PR-1005L for Topcoating.
a knife or by stretching it over screwhead.
3. Make sure countersink and counterbore area in NOTE

skin is thoroughly clean and absolutely free of all
No coaling skould be applied to any surface
chips and foreign matter. sealed witlt gaskets or O-ri~tgs. Allow joining
4. Install a new O-ring seal by stretching it very surfaces to air-dry a nthimunt of30 ntinutes
carefully overscrewhead and positioning it on beforejoini~rg.
screw shank adjacent to screwhead.
5. Tighten screw and torque to required torque

value (see figure 28-10-802.)
Use caution not to cut or damage o-ring seal.

Damaged o-ring seals must be replaced will~
unused o-ring:seals.
Substitute Fasteners for Inaccessible Areas of

Sealed Wing
The restricted use of do-bolts is approved in repair
procedures. It mustbe noted that the areas of use and
the number of substitute fasteners in given areas are
limited. Ifs substitution is to be made where channel
nuts are installed, special precautions are necessary
to ensure a good seal and solid fastening.
Applying Sealing Compound to Interior Sur-

faces of Integral Wing Tanks
When work is done inside the wing, the coating on
the interior surfaces may become peeled or scratched.
When this happens, the damaged coating should be
touched up.
1. Wipe damaged areawithclean cheesecloth damp-
ened with cleaning solvent.
28-1 0-04
I Page 810
(6 COPYRIGHT, 1993 BY SABRELINER CORPORATION
S;ABRE LINER
MAINTEWANCE MANUAL
FUEL SYSTEM DISI~RIBUTION AND OPERATION
i. Fuel Control Systems
Tlze-Ouel control systems consist of the fuel boost p~mrp system, the fuel
cross-feed system, the suction-feed fuel supply, and the fuel transfer system
and their components.
A. Fuel Boost Pump System
The fuel supply-for the engines is normally delivered to the engine-driven

fuel pumps by two fuel boost pumps. These p~nnps are positioned on the
rear in the wing center secion, and are single-speed, side-mounted,
submerged units, driven by a 28-volt de motor.
Two jet-type fuel transfer ejectors,. one in the forward left wing center
compartment and one in the right wing forward center compartment, ~tili-e
fuel. bleed flow from their respective boast pump as a motivating power
t:o transfer fuel from the low point in their areas to the boost pump
sump compartment. The pumps, thereby, maintain a high fuel level in the
boost primp sllmp compartments in airplane nose-down attitudes and when
fuel supply is low.
The boost pumps are powered through the "BOOST PUMP LB FUEL" and the
"BOOST PUMP RR FUEL" circuit-breakers on the 28-volt de essential bus.
Two fail-safe relays,.lert fuel boost primp and right fuel boost pump,
control the power input to the boost pumps. The left boost pump normally
supplies fuel to the left engine-driven fuel pump, and the right boo~t
pump normally supplies fuel to the right engine-driven fuel primp. Bov-
ever, if a malfunction causes either boost pump to cease operati~g, the
cross-reed system should be placed in operation, allowing either boost
pump to supply fuel to both engine-driven fuel pumps.
B. Fuel Cross-reed System
I’ The fuel cross-reed system is used to balance the fuel load in the wing
tanks. The system has two fuel valves (tariK cross-feed valve
cross-feed
and boost cross-feed valve) and the necessary relays and switches to
actuate the valves. The system is also tied into the boost p~rmp relay
circuit, allowing the deactivation of either boost pump when wing fJel
balance is desired.
The fuel cross-feed system is powered by the 28-volt de essential bus

controlled by a four-position "FUEL" (mode selector) switch. The mode
selector switch controls the four functions of the fuel cross-feed sys~em.
The four functions of the fL~el cross-feed
system are normal fuel su~ply,
cross-feed fuel supply, right-hand tank fuel supply, and lef~-hand tan~
fuel su´•pply. The following paragraphs discuss the operation or’ the~e
functions
Jul 6/73 re-L´•-r

Page 1
MA~NTENANCE: MAWUAL
(1) Normal Fuel Supply
Normal operation or the cross-feed system is accomplished by posi-

tioning the mode selector switch: at NORMAL. With the switch at
NORMAL, no circuits::to,the cross-feed valve circuitry are
control
energized, both cross-feed valves are closed, and all warning and
caution lights, are off, In this each engine is supplled´•with
fuel from its respective boost pump and wing tank, independent or
the other engine, boost pump, and wing tank.
(2) Grass-feed Fuel Supply
Cross-feed is accomplished by positioning the mode selector switch

at XIFEED. This routes 28-volt de power from the "F~EL-X-FEED
BOOST" circuit breaker to energize the fuel cross-feed relay (FCF).
The:FCF relay breaks a circuit through the tank and boost crossreed
valves closed limit switches: to the tank cross-feed closed (TCC) and
pump c;ross-feed closed (PCC) relays, causing the relays to de-
´•energi.ze. The FCF’relay, at thesame time, completes two circuits.
The first circuit corapleted,whenthe FCF relay is energized, routes
power from the "FUEL-X-FEE33 TANK" circuit breaker to open the tank
i
cross-´•feed valve and to energize the tank cross-reed warning (TCW)

relay. The TCW relay completes a circuit from the "FITEZ WARNING
X-FEED" ci~rc3uit breaker throu@;h normally closed contacts in thetank
cross-feed opened (TCO) relay to the "E~I; TANK X-FD FALL" caution
light, causing the light tb´•come on. The second circuit coniplete’cl.
when the FCF relay is energized, routes power from the "FLTEL-X-
FEED BOOST" circuit breaker through normally open contacts in the
Ir left jettison fuel control (ZJFC)Plcft tank selector (LTS), and
right tank selector (RTS)
relays to the open winding of the boost
cross-feed valve motor,, causing the valve to open, and to the pump
cross-feed warning (PCW) relay. The PCW relay energizes, connecting
power from the "FUEZ WARNLmG X-FEEDI circuit breaker through nor-
mallyclosed contacts in the pum.p cross-feed opened (PCO) relay to
the "F~EL mJMP X-FD I;IAIL" caution light, causing the light to come
on.
When the tank cross-reed valve is fully open, limit switches in the
valve are actuated.
The open limit switch opens the power circuit
to the open winding or the valve motor and closes a circuit to ener-
gize the TCO relay. The TCOrelayt;hen breaks the circuit to the
"~UEZ TANK X-FD E~AIZ" caution light, causing
light to go off.the
The closed limit switch arms the circuit to
winding ofthe closed
the valve motor and opens acircuit to de-energize the TCC relay.
When the boost cross-reedvalve is fully open, limit switches in the
valve are actuated. The open limit switch breaks the circuit to the
open winding of the valve motor and closes a circuit to energize the
pump cross-feed opened (PCO) relay. The PCO relay breaks the cir-
cuit to the "FUEL PT~MP X-FD FAIL" caution light, c~using the light
to go off, and closes a circuit from the "FFTEL WARNING JETTISON"
sNA-~70-2 through -6, -8, and -g airplanes
eS-so-o Jul 4/73

Pa6e
SABRE LINER
MAINTENANCE MANUAL
circuit breaker on NA-370-2 through -6, -8, and -g airplanes

"FZTEL WPLRNING SELECT" circuit breaker on ~JA-380-1 and later ir-
planes, through the closed contacts in the right fuel joost

monitor (RFBM) relay and left fuel boost monitor reiay 30
the SEL SW NOT NORMAL" caution light, causing the light ~o
come on. The closed limit switch arms the circuit to the closed
winding of the valve motor and breaks the circuit to de-energize

the PCC relay.
In the cross-feed mode, both cross-feed valves are open,

fuel to balance between the two wing tanks and sllo~Fnq ~3tn
S~--G-C
Jul 6/73
Dago 2A
SABRE LINER
MAIN7ENANCE MANUAL
pumps to share in the supply of fuel to both engines. ~e fuel

supply system in this mode is, Fn.effect, a single common ~el
supply with two boost pumps supplying fuel to both engines.
(3) Rightchand Tank Fuel Supply
Right-hand tank fuel supply to the engines is accomplished:y p~i-

tioning the mode selector switch at RH TANK. This routes rjo;Jer‘ ’r-=_
the "FUEL-X-FEED BOOST" circuit breaker to ecergi,ze t~r.e f,,-
selector (RTS) relay. One set of contacts in the RTS relay ;;ijr;
to route power from the "F~EL-X-FEED BOOST" circuit SreP~or

through normally closed contacts in the WFC,w RTFC,~ and ST~ re13~s(
to the open windings of the boast cross-feed valve motor, zcru; ~rig
the valve to open, and to the PCW relay, causing the relay t ener-
gize. The PCW relay routes power from the "FUEL WAR~ISC; X-rP~J;D’’
circuit breaker through normally closed contacts in the PCS
to the "FC~EL PUMP X-FD FAIL" caution light, causing the C_h_
come on. When the boost cross-feed valve reaches the ;7111 :c~r.
position, limit switches in the valve are actuated. ~s -Is~e li~l-

switch breaks a circuit to the PCC relay, c3~usLnq the relay t´•s ~-e-
energize, and at the same time, arms the circuit C,o ~‘f.e C103s *ii
ing of the boost cross-feed valve motor. The open limit

breaks the circuit to the open winding of the valve actor -d
pletes a circuit, routing power from the "FVEL WARNI~C
circuit breaker through closed contacts in the RTS, ’LurFC," RTTSU
relays to energize the left-hand flrel boost relsy.
relay energizes and breaks the boost pump circuit, s‘nut=ir.g Lel’t
boost pump off, and completes a circuit to energize f,he lef~ r’uel
boost monitor (LFBM) relay. The LFBM relay completes 9 clr3ui-;
the "FUEZ WARNING JETTISON" circuit breaker on IJA-370-~-
-6, -8, and -g airplanes, or "F[JEL WARNING SELECT" circuit bre~i.er
on NA-380-1 and later
airplanes, through closed contacts
’;:-.e in
PCO, TCC, RFBM, and RTS
relays to the "FUEL SEL Sv~ ~IOT NOR:~Lr’
caution ligh2;, causing the light to come on. In this mode s~
operation, the right wing tank and boost pump supply 311 or’ t~e
fuel to both engines.
(4) Left-hand Tank Fuel Supply
The left-hand tank fuel supply mode is acccmplisheci by

the mode selector switch at LH TANK. This mode or’ opers’t.ic;n i:-
same as described for the right-hand tanL, fuel suFp!y, e:c=ec_ -,.i~--,
the right tank selector (RTS) relay, the left I2iei boo=t -onl’cr
(LFBM) relay, and the right-hand fuel boost reia~ sr~ --~e
controlling relays instead of the ~TS, RT~Eff, an´•cl I?IIFE rela:r.:. T‘t-~
mode or operation opens the pump cross-feed vat
?Ve, o
right boost pum´•p, and allows the left wing tank anl booz~ pu-´•r,~ ti
supply all of the n~el to the engines.
~cNA-370-2 through -6, -8, and -g airplanes 1
Jul 6/73 28-20-0

Page 3
E tl N E R
MAINTENAMCE MANUAL
C. Suction-reed Fuel Supply
When both fuel boost pumps fail, fuel is delivered to the

engine-driven
fuel pumps by suction reed. Fuel transfers from the
fuselage fuel tank
to the right and left integral wing tanks. The wing fuel transfers by
gravity flow through check valves in the wing ribs into the right and
left center sections and into the boost pump sump area. One-way check
valves in the boost pump, downstream of the boost pump impeller, allo~r
fuel to be red by suction to the two engine-driven fuel pumps.
D. Fuel Transfer System
There is no manual fuel tank sequencing transfer system; however, the

gravity fuel transfer arrangement or the fuel system ensures that all
the fuel in the fuselage tank (when the fuselage tank is used) will be
used before the fuel in the wing tank is used, because the
fuselage tank
is higher than the
wing tanks and because the vent exit is
submerged,
preventing venting of the wing tanks until the fuselage tank is emptied.
Transfer of fuel from the wing tanks to the fuselage tank is pk´•evented
(under normal conditions) by two, spring-loaded (1-1/4 psi) check valves.
However, during extreme airplane nose-up attitudes, wing tank vent valve
failure, or any other situation in which the wing ta~k pressure exceeds
the fuselage tank pressure by i-1/4 psi, fuel transfer to the fuselage
tank can occur to relieve the pressure in the wing tanks.
Wing dihedral creates a gravity flow from the outer wing panels to the
right and left center sections and booster pump sump areas in a normal
manner up to a 9-degree nose-up attitude. Wing ribs at wing stations
37~ 106, and 171´•6 prevent excessive outboard fuel flow during airplane
maneuvers. Fuel transfers inboard into the right and left center sec-
tions through three l-l/lc-inch diameter check valves in each rib bulkhead,
and into the right and left boost pump sump areas through two check
valves in each bulkhead. Air-load rib lightening holes and wing skin
stringer cutouts allow gravity flow within the compartments. Fuel in
the center sections transfers by gravity flow, through six check valves
in each boost pump sump bulkhead, into the boost pump sump areas.
Two jet-type fuel

ejectors, powered by the boost pumps, assist in trans-
ferring fuel right and left center sections to the right.and
from the
left boost pump sumps. These ejectors function as scavenge pumps,
scavenging fuel from the low points in the right and left center sections.
2. Fuel Boorst Pumps
Two 28-volt de, single-speed, motor-driven, submerged, centrifugal-type,

side-mounted pumps supply fuel under pressure to two engine-driven fuel
pumps, The boost pumps are positioned on the art bulkhead of the wing center
section. The right boost pump is accessible through an access plate on the
rear wing spar in the right wheel well, and the left boost pump is accessible
through an access plate on the rear wing spar in the left wheel well. The
boost pumps run continuously (power on) as long as the respective master
switch (Ieft or right) is on, the respective throttle (left or right) is
e8-20-o Mar 1/70

Page 4
SA RE LINER
MAINTENAN~E MANUAL
moved from the off position, and the "FUEL" switch is at or
When the "FUEL" switch is placed at RH TAMC or LH TANK, the opposite ’ooos
pump is shut off. This allows the pilot to balance the fuel load in the win~
tanks. The right and left boost pump circuit breaker:: are on the lef’; over-
head forward de essential circuit-breaker panel. The pumps may develol; 17

30 psi static pressure. The allowable leakage from the drive shaft
drain is 2 cubic centimeters per hour. The pumps operate norm~lly on 2 25
to 29-volt de power source but will operate on a reduced volt~e o~ Li--~Ol-
de.
3. Fuel Transfer Ejectors
Two jet-type fuel e.jectors assist the transfer of fuel from the right ar.a
left center sections to the

right left boost pump sumps.
and These
shaped ejectors are in the forward, inboard section of their respectivp t;3J~-r
areas, right and left center sections. The ejector consists 31‘ a j,i;-inc:1
tube, a pick up fuel, and a jet nozzle to disc~arge a

screened inlet to
pressurized flow of fuel down the center of the tube. A fuel line, cc~ectsJ
to the boost pump, receives fuel bleed flow from the pump. This line
fuel pressure to the jet nozzles. The fuel bleed flow from the boost P~LT,DS
is through the jet nozzle, propelling the stream of fuel
forced the
tube connecting lines to the boost pump sump.
and This pressurized z’l;v
pulls fuel under the ejector inlet into the ejector tube, establishir.6 a
flow to the boost pump sump. The ejector, then, serves as a scavenge p´•i~p.
Access to these ejectors is through access panels in the front spar at ~out
wing station 30.
4. Fuel Shutoff Valves
There are two motor-driven, one-inch gate-type main fuel shutoff valves on
top or the center wing section, forward of the main wheel wells. These
valves are the main fuel shutoff valves. Access to these valves is
a removable portion of the cabin floor. An indicator pin on the vaives
shows the position of the gate. Internal limit switches within each va;~s
open the circuit to the motor to stop it when the valve reaches a =cer;
or closed position and energize a caution light indicating system if tire
valve does not run to the position selected bN the ENGINE I~NGCJE
MASTER" "RH ENGINE
and ENGINE switches or does not close when the
associated "FfRE PLTI;L" handle is pulled out. Normal operati~ time is about
one second to open or close at 26-volt de and 70"F; however, the valves srill
operate on 18- to 30-volt de.
When power is applied to the essential bus, the "RH ENGINE MASTER," ’’LH
ENGINE MASTER," and "FUEL WARN~G SHUT OFF" circuit brea’Kers are engaged,
and the "LH ENGZNE ENGINE MASTER" and "RH ENGINE ENGINE MAS~R" switches
are positioned at OFF, the right and left f~zel valve warning and ri~ht and
left fuel valve closed relays are energized. Therefore, the fuel shutoff
valves remain closed and the "FUEL SHLTT OFF FAIL" caution light will not il-
luminate. (See figure 28-00-2.)
Positioning the "LH ENG~WE ENGINE MASTER" and "RH ENGINE ENG~E :~ASTER"
switches at ON opens the shutoff valves and de-energizes the right and left
Mar 1/70 ~e-eo-o

Page 5
SA B R E LI N E R
MAINTENANCE MANUAL
fuel valve warning and right and left fuel valve closed relays. This causes
the "FUEL SF~ OFF FAIL" light to light. When the valves are motored fully
open, the right and left valve open relays are energized and the "mTEL
SHUT OFF FAIL" light goes out. If the Light remains lighted, either valve
possibly both valves did not
or
fully open.
When the "LH ENGINE ENGINE and "RH ENGINE ENGINE MASTER" switches
are positioned OFF, at the right and left fuel valve warning relays are ener-
gized and the right and left valve closed relays are de-energized. This
causes the "FUEL SHUT OFF FAIL" light to light. When the valves are motored
fully closed, the right and left fuel valve open relays are energized open;
then the "FUEZ SMIT OFF FAIL" light goes out. If the light remains lighted,
either valve or possibly both valves did not close completely.
If either the right left engine fire wall shutoff switch "FIII~E PULL"
or
handle is pulled, respective engine emergency fire shutdown relay is

the
energized and overrides the engine master switch control of the respective
fuel shutoff valve. The fuel shutoff valve will close and the "FUEL SIIIJT
OFF FAIL" light will react in exactly the same manner as it did when the
respective engine master switch was moved to OFF.
5´• Fuel Cross-feed Valves
A. Tank Cross-reed Valve
The tank cross-reed valve is a 28-volt de motor-driven,

2-inch gate-type
valve, mounted onseparates the right and left boost pump
the rib that
sump areas of the right and left wing center sections-. This allows
either boost pump to pump fuel from both wing tanks. The valve should
open or close in about one second and operate satisfactorily on 18- to
3o-volt de. When this valve is actuated open, fuel can flow by gravity
from one fuel tank to the other. This directly exposes the fuel level or
one tank to the fuel level of the other tank without the effect or the
higher head or n~el in the completely full booster pump compartment or
the operating pump.
13. Boost Cross-feed Valve
The boost cross-feed valve is a 28-volt de motor-driven, one-inch gate-

type valve, mounted on the top or the wing center section between the
cabin floor and the to´•p or the center section. This valve should also
open or close in about one second and operate satisfactorily on 18- to
30-volt de. When this valve is actuated open, either boost pump (right
or left) can supply flrel to both engine-driven fuel pumps. Internal
limit open the eircui’i, to the motor when
switches within these valves
the valve reaches fully opened or fully closed position and, if the
a
valve does not run to the position selected by the cross-reed switch or
I the jettison system, on NA-370-2 through -6, -8, and -g airplanes, nill
energize a caution light indicating system.
g8-eo-o 3ul ~/73

Page 6
SA B R E LI N E R
MAINTENANCE MANUAL
6. Fuel Heate_r NA-370-I and -7, NA-380 Airplanes
Fuel heaters are installed in recessed areas in each pylon. ~el for each
engine is routed through its respective fuel heater before

going ~he
engine fuel filter and then to the engine. Engine fuel is heated so
the possibility of ice crystals forming in the fuel filter. The

or the fuel flowing through the heater is sensed Fnternally within the heater.
When the fuel temperature reaches 350F, the thermal -mlve ~thin the heater
opens and allows engine bleed air to circulate through the f5~el heaser ~i-
fold and exhaust overboard through a cutout in the pylon lot;er sidz at ~;re
forward end of the fuel heater recess. There are no coclrpit s~is=8es ;o
control the fuel beater operation, it is totally automatic dependent on
temperature of the fuel.
Oct 3/77
~age 7
SA B R E LI N E R
MAINTENANCE MANUAL
FUEL SYSTEM DISTRIBUTION TROUBLE SHOOTING
i. Trouble Shooting Fuel Control System
PROBABLE CAUSE ISOLATION PROCEDURE I RPleDY
A. UNSTEADY OR ERRATTC FUEL BOOST PUMP PRESSURE.
(1) Loose connection. Run continuity check, Repair as needed.
(2) Voltage variation. Run voltage check. Repair or replace

as necessary.
(3) Seizing bearing. Replace pLanp.
(4) Poor commutation. Replace pump.
(5) Foreign material Make obstruction check. Remove

in line. material.
B. FUEL FAILS TO TRANSFER FROM FUEL BOOST PUMP SUMP AREAS TO FUEL
PUMPS,
(1) Faulty fuel boost Check pump operation. Replace pump.

pump.
(2) Faulty shutoff Check shutoff valves. Replace shutoff

valve. valve.
(3)
Faulty boost pump Run continuity check. Check Correct wiring.
wiring voltage at terminals. Replace pump.
(4) Faulty boost pump Pump rails to operate. Use Replace relay.
relay. jumper around relay or try
substitute relay.
(5) "FIREI PULL" ~landle Check ViS1IR11Y. Push "FIRE -PUI~"

pulled. handle in.
C. FUEL BOOST PUMP PRESSURE TOO MXJ.
(1) Low voltage. Check for 28-volt de at boost Check power supply.
pump, Correct ’Jirizg ~r
replace circ-~it
breaker.
(2) Worn brushes. Check for noisy operation Repair or replace

(arcing sound). Check for p~nnp.
fluctuation in current drain.
(3) Faulty line connec- Make pressure check. Tighten fittl~ or
tor or faulty casting, replace casting.
28-20-1
MarlhO Page 101
SA B R E LI N E R
MAIN7ENANCE MANUAL
PROBABLE CAUSE ISOLAIIION PROCEDURE REMEDY
(4) Brushes not seated Listen for high-pitched sound Run pump under
properly after and too much noise. load until pressure
replacement. reaches normal.
(5) Foreign material Make obstruction check. Remove foreign

at pump inlet. material.
(6) Armature shaft Replace pump.

binding.
(7) Fuel in motor Check for fuel leakage at vent Replace pump.
showing possible bearing plug.
failure.
D. FUEL BOOST PUMPS FAIL TO OPERATE.
(1) Faulty relay in Make contintcity check, Replace relay.

circuit.
(2) Pump brushes worn High and intermittent current Repair or re-place
out. drain. pump.
(3) Faulty or malad- Make continuity check. Adjust or replace

justed engine fuel switch.
ignition switch (aft
switch) in throttle
quadrant
NOTE: Switch should open

when t~ulottle is advanced.
(4) I~ose connection, Run voltage check at terminals. Clean and tighten
or high resistance in all connections.
connection.
(5) Pump motor burned Check for dead short; in wiring. Replace pump.
out.
E. FUEL BOOST PUMP BURNED OUT.
(1) Clogging of seal Visually check for open drain, Replace pump.
chamber drain line.
(2) Faulty bearing, or Rotate pump and listen for Replace pump.
failure or pump seals. rough operation. Check leakage
from drains.
F. FUEL LEAKTNG FROM FUEL BOOST PUMP SEAL DRAIN.
(1) Failure of seal or Run pump for short time, Hold Replace pump.
foreign object on seal. a short-looped wire to seal
drain to cause fuel to form drop.
28-20-1 Mar 1/70

Page 102
SABRE LINER
MAINTENANCE MANUAL
G. FUEL LEAK~NC FROM FUEL BOOST PUMP EIDTOR VENT.
(1) Fuel leaking into Check v~lsually after removing Replace

motor through motor pump.
cover gasket.
H. FUEL BOOST PUMP NOISI
(1) Loose mounting. Remove E~umP and check for

loose mounting bolts. bolts u=e
(2) Worn bearing. Rotate pump and. r’tol r’or too

much vibration.
I. BOOST CROSS-FEED ~ALVE FAILS ’10 OPEN.
(l) "FUEL-X-FEED Place all airplane svitct?es

BOOST" circuit Sreaker at OFF or airplane-paz-4ec;
defective. Dositicns.
Remove all external power from

airplane. Remove let overhead
forward de essen-t;ial circui~-
breaker panel and engage
"FUEL-X-FEED -~OOST" circuit
breaker; then check ccntlnuif~
across circuit-brsake~
terminals.
(2) Defective "RTEL" Check contir,~.ty 3’~ J-~-L-;CC.

switch.
(3) Defective boost Check boost cross-r’eed val-re 3e~l´•co i,,J,
cross-reed valve. operati on. -rl~-re.
(4) Defective rela~. ~Jlake co~tinuit;r check to ~ep19=P

determine der’ectl’re relzy.
J. TANK VALVE FAILS TO OPEN.
(1) "RTEL-X-FEE13 Place all ai--pl3ne R9B1SCO

TANK" circuit breaker at OFF or 3irpi~e-par4ed
defective. positions.
Mar 1/70
I~e IC3
SABRE LINER
MAINIENANCE MANUAL
PROBABLE CAUSE TSOLATION PROCEDURE FIEMEDY

airplane. Remove left overhead
forward de essential circuit-
breaker paneland engage "F~EL-
X-FEED BOOST" circuit bresk-
er; then check continuity a-
cross circuit-breaker terminals.
(2) Defective "FUEL" Cheek continuity of switch. Replace "FUFL"

switch. switch.
(3) Defective talk Check tank cross-reed valve Replace tanir

cross-feed valve. operation. cross-feed valve.
(4) Defective relay. Make continuity check to Replace defective

determine defective relay. relay.
"FITEL SEIIL SW NOT NORMAL" CAUTION LIGRT NOT O~f; FUEL PUMP OR FUEL TANK
CROSS-FEED FAIL CAUTION LIGRIl REMAINS ON.
(1) Cross-feed valve Check cross-reed valve Replace cross-leed

fails to open fully. ope rat ion valve.
(2) Defective cross- Check that valve motor Realace cross-feed

reed valve limit switch. continues to run after valve.
valve is fully open. Check
that circuit between cross-
reed valve Dins "A" and "C"

remains open.
Check that valve motor ReDlace cross-leed

continues to run after valve valve.
is ~uLly closed. Check that
circuit between cross-feed
Vs1’SE Pins "B" and "D" re-
mains open.
L. "FUEL SEL SW NOT NORMAL" CAUTION LIGHT DOES NOT COME ON; FUEL PUMP AND
FUEL TANK CROSS-FED FAIL CAUTION LIGRTS OFF (FTEL PIODE SELECTOR SWITCH
AT RH TANK OR LH TANK).
(1) r,yc~ or right fuel Listen For sound of boost Replace LHFB or
boost pump did not shut pump operation. RKFB relay or re-
off. pair relay circuits.
28-20-1 Mar 1/70

Page 10L
SABRE LINER
MAINTENANCE MANUAL
PROBABLE CAUSE ISOLATION PROCDURE F~IEDY
(2) RFBM or LFBM relay Check for 28-volt de at Fin Rerlace relay.
faulty. "X1" of relay and check that
pin is properly grounded.
M, TOO MUCH FUEL REMAINS IN RIGHT OR LEFT CENTER WIPJG SECTION Am~ I~L .3’JZ"´•!
HAS BEEN DEFUEI;ED.
(L) Improper equipment Check that derueling hose has ,:?e
used to defuel airplane. a restrictor line (3/8-i~ch is auaiis~le.

O,D. by 0´•035 inch by 8 feet) jazk sf
to keep boost pump from trar_s- airrl~s 8 3a
rerring n~el faster than fuel is deg-ee~ L?´•;-;lle

supplied to pumr; inlet.
DOGS, ’Uu7.C SLL~::.
Mar 1/70
?ItCf,
SABRE L1 ~IER
MAINTENANCE MANUAL
CAUTION: REMEDY TO
BE USED ONLY WHEN
IT IS KNOWN THAT
FUEL E3ECTOR PUMPS
ARE FUNCTI.ONING
PROPERLY
(2) Check valve in Remove access plate on rear Install check valve
fuel transfer ejector wing spar and inspect check properly.
line reversed. valve for proper installation.
(3) Boost pump fuel Remove access plate on rear Install line
bleed flow line not in- wing inspect line for
spar and properly.
stalled properly. proper installation at slip
joint or "B" nut.
(4) Ejector outlet to Remove access plate on rear Install ejector to

boost pump sump area wing spar and inspect for boost pump sump
improperly installed. proper installation of ejector line properly.
outlet.
(5) Ejector inlet Remove sump drain valve beneath Remove foreign ob-
screen covered. I ejector and check for foreign ~ect check
and
object. I operation or eJec-

tor. (Rerer to
28-20-3.)
Fuel booster pump Remove boost pump access door Install ejector
alternate ejector port I and check that cover plate is port cover plate.
cover plate not installed.
installed.
(7) Cap not installed Remove boost pump access door Install fuel line
on inboard "T" fFtting I and check that fuel line cap cap.
of fLiel bleed Line is installed,
check valve.
(8) Blocked induced Remove boost pump access door If line is plugged,
flow line. and check for plugged line by disconnect line at
slipping a piece of hose over ejector and blow
end of lide and blowing into air and fuel
hose. through line until
obstruction is re-
moved. (Refer to
Ejector nozzles Remove boost pump and ejector Clear plugged noz-
plugged. pump access doors and check ties. (Rerer to

for plugged nozzles.
28-20-1 Mar 1/70

Page 106
NA-69-420
MAINTENANCE MAk;UAL
FUEL SYSTEM DISTRIBUTION
Replacement of Fuel Boost Pumps 8. Slide fuel bleed line outboard until line is clear of
check valve; then pull line up and out. ~ap line.
Removing Fuel Boost Pump Temporarily spot-tie wires in front of huie.
Remove check valve and cap both rndsolrheck vai\tr´•
NOTE
and end of line.
The boost pumps are accessible throz~h
9. Remove the five bolts and wa-iher?; from i~ttir
access platesthe rear spar. Removal
on
pump mounting pad on aft wing spar. The remain
and installation of the right and left boost
ing bolt should be the one most easil3´• remov~d.
pumps are similar procedures.
10. Reach through access hole and support t~oostcr
1. Defuelfuel supplysystemand removethewheelwell pump; then remove last bolt and u´•asher~
dish pan.
11. Rotate pump until top portion is in a horizontal
position and comes out access holes first. Feed wire
group through hole and pull out with pump.
IMake sure battery switch is off and ez-
12. Subsequent to removing the KH boas~ I’umP´•´•
ternal electrical power is disconnected
lubricate the sector interconnect pu~h rod end
from airplane;failure to do this may result bearings (see InstallinK FUPI Roost I’umpl.
in an ezplosion. lubricate the push-pull rod end that conncrt~ to thc´•
outboard sector.
2. When removing left boost pump, remove left fuel
pumpsecess door (see Installing Fuel Boost Pump). i.?. Remove and discard O-riny Imm I’uml, nanur I
3. When removing right boost pump, remove aileron 14. Place protective covering over cell opening. Ih not
sector guard, relieve aileron cable tension; then use tape; removal of tape may cause a shark.
remove aileron bellcrank interconnecting rod and

outboard bolt, nut, and washer from right and left
aileron bellcrank brace. Push brace up until access
door is cleared. Remove right fuel pump access door.
rwli~nm
Failure to relieve aileron control cable
tension before disconnecting the inboard
sector support link may cause damage to
the aileron cable sector support fitting.
4. Trace booster pump wiring from mounting pad to

terminals on noise filter. Disconnect wires from
terminals, and all necessary clamps from wire
bundle. Clear wires until they can be moved freely.
5. Remove outlet fitting mou nti ng bolt. The bolthead is

accessible in the fuel outlet line elbow, aft of the
booster pump mounting pad. Remove fuel filter
outlet line.
6. Remove fuel drain line from 90-degree drain fitting

on pump mounting pad.
7. Through access hole, disconnect fuel bleed line at
check valve. Ho\d check valve with wrench when
loosening R nut.
28-20-02
I’aae 1I)1
0 COPYR IGHT, 1989 BY SABR ELINER CORPORATION Jun l~in9
NA-69-420
MAINTENANCE MANUAL
Installing Fuel Boost Pump 11. Remove foreign materials from tank, and install
rear spar access door. Torque access door bolts to
1. Observe precaution for fuel system maintenance. 25-35 inch-pounds.
12. On right-hand installation, reinstall aileron sector

support link and sector interconnecting push rod.
Failure to disconnect electrical power to
airplane may result in ezplosion. 13. On right-hand installation, tension aileron control
cables and perform aileron rigging check (refer to
2. Make sure that battery switch is off and that chapter 27).
external power is disconnected from airplane.
14. Install and connect booster pump wiring (refer to
3. Remove protective coverings from booster pump Wiring Manual).
and airplane access.
BOOSTER PUMP
4. Install M329513-237 O-ring packing in booster
pump mounting flange. Hold O-ring packing in
place with petrolatum.
5. Feed pump wiring harness in through wing access
holes and back out through booster pump hole in
"o’´• RING
rear spar; then while holding booster pump in
horixontal position, with top portion aft, work pump

il/
through access holes. Position pump on mounting C~
WIRING
pad, and install six bN4-5A bolts and 2W17-416M BOLT AND
HARNESS
washers. Torque bolts to 50-70 inch-pounds. WASHER
6. Place M829513-24 O-ring packing in pump outlet.

g~
Install washer and 600-001-5/16 Stat-O-Seal washer
on outlet fitting mounting bolt. Check that drain DRAIN
DRAIN ELBOW
outlet elbow is loosely installed. LINE ~I
7. Position outlet fitting so that it aligns with fuel line,
and install mounting bolt. Torque bolt to 110-130 g
inch-pounds.
FUEL LINE
8. Install fuel outlet line coupling. Torque coupling nut \-~--,1J COUPLING
L"
to 120-180 inch-pounds.
RING--,
9. Align drain elbow with drain line, and connect drain
line elbow. Torque B nut to 40-65 inch-pounds, and OUTLET
FI~TNG’O"
tighten jam nut on elbow. BOLT, WASHER, AND STAT-O-SEAL
10. Remove caps from check valve and from fuel bleed
line which connects to it. Carefully slide line into
booster pump; then attach B nut to check BOOSTERPUMp
valve.~I
Ii
FUEL PUMP
ACCESS DOOR
SECTOR
FITTING
SVPPORT99a
z~
I
itc~ I--i´•
~-s\?
-m
A
e g c C~:
INeD SECTOR INTER-

CONNECT PUSH ROD
INeo rrcroa IVPPORT LINI B
~p
DIIIWLII~--
EUEL OUTLET LINT SPAR
28-20-02
Page 402
NA-69-420
MAINTENANCE, MANUAL
MAINZ’ENANCE PRACTICES (Continued)
Replacement of Fuel Transfer Ejectors 3. Install mounting bolts and washers.
4. Connect smalt B nut to ejector fitting.

NOTE
NOTE
The rightfuel transfer ejector is in the right
wing center section, immediately aft of the ~f B nut does not align with fitting, check
front wing spar. The left fuel transfer alignment of B nut andfitting. CTsq a long-
ejector is in the left wing center section, handled mirror and a z,aporproofflask-
immediately aft of the front wing spar. light. Vfinne must be re-forntsd to align H
Removal and installation of the right and nut, be! careful not to kink line.
leftfuel transfer ejectors are similar pro-
cedures. 5. Connect large R nut tr,ejector fittinp~.
6. Check both lines to make sure th~l were ntit kinkeci
1. Defuel fuel supplysystem.
during R nut connection. fise a mirror and a ~´•alwtr
prwfnashliaht.
Make sure battery switch is off and NOTE’

ezternal electrical power is disconnected
The Gask-O-Seal is an int4gral part ofl~4
from airplane;failure to do this may result accessdoor and is not replaceable. if the
in an e~plosion. Gc~k-O-S4al is rlamrzgPd in any uuly. th4
access door must be P4pllaC4d.
2. Remove access door, 24 or 34, depending on which
ejector is to be removed, (refel´• to chapter 6, Figure 7~ Check that area is clean; then install ~Dar accP~ riowtr
6-00-3). Inside bay, remove square stress door on aft
I bulkhead (see Figure 28-20-401).
using serviceable Stat-O-Seals on each bolt. Torclut´•
bolts to 25-36 inch-pounds. I
8. Through square stress door opening, remove access Install stress door in
8~ fuselage bav; then install acrrs;
door on wing center section front spar. Save Stat-O-
door.
Seals on bolts and protect Gask-O-Seal on door.
4. Disconnect largeB nutfrom ejectorandrotateaway Obstruction Check of Fuel Transfer Ejector

from fitting. Nozzles.
5. Disconnect small B nut from ejector and pull away

from fitting. NOTIS
6. Remove six bolts and washers from ejector The folloluing procedure should be unpd
mounting plate. whenever the ejectors (1’4 hPlie~?Qd to be
plugged. This procedure ~cill also RP~’p to
7. Rotate ejector until it will slide through access hole.
clear the ejector nolzlPs if they ar4jound
Remove ejector.
to be pluggpd. S4e Figure und I
8. Place protective covering over opening. Do
cell not proceed ossfollou~
use tape; removal of tape may cause a spark.
Installing Fuel Transfer Ejector Make sure battery switch is off and
ezternal electrical pou!er is nisconn4ct~d
from a´•irplanp;failure to do thi-s ~nay
result in an srplosion.
Make sure battery switch is off and
external electrical power is disconnected
1. Remove right- and/or left-hand fuel I,umi, acr´•t´•-~
from airplane;failure to do this may result door from wing center section rear sl,ar.
in an ezplosion.
I. Remove protectivecovering.
depending on which ejector is to he chec´•kwi I~t´•t´•
Installing Fuel Roost i’uml,l. I
2. Disconnect ejector nlotivr fuel fio\v iinP, runninp
2. Place ejector in tank and position on mounting plate from boost pump compartmen~ forwartl baffte;il
(see Figure 28-20-401). fuel bleed line T fitting inboard of access tloor.
Slide line out of adapter on forward baffle.
28-20-02
l’age Jo:t
0 COPYRIGHT, 1989 BY SABRELINER CORPORATION Jun 12:H9
NA-69-420
MAINTENANCE MANUAY,
600-001-100S SPEED BRAKE

OASK-O-SEAL STIT-O-SEAL
124 llE00)
HAS 1303-8 BOLT
2W1 B-1 0#
s/3
WASHER STRESS DOOR--RH
FRONT SPAR
ACCESS DOOR
STRESS
FRONT SPAR ACCESS DOOR-LH
DOOR--LEFT AND RIGHT
WING TYPICAL
BOOST PUMP
WOLFDEELB
LINE
ACCESS
DOORS
FUEL TRANSFER EJECTOR

MOUNTING BOLTS
L INDUCED FUEL
FLOW LINE
INDUCED FUEL
FLOWLINE 8 PI~La a
VIEW LOOKING UP-R WING

~ii;‘CI1´•lllll,
165-48-21 ii
BOOST PUMP CII P REFUELING

"1"~^1_1_ I."LEED FLOW LINE I~t: k SHUTOFF VALVE
VIEW LOOKING UP-L WING

a3li:
?as-4a-12F
FUEL TRANSFER EJECT
ACCESS DOOR
THROUGH RIB
~´•;B VIEW LOOKING UP--RWING

L WING TYPICAL
5310-1-48´•11
Figure 28-20-401 Fuel Transfer Ejector Installation
28-20-02
Page 404
Jun 12/89 o
NA-69-420
MAINTENANCE MANUAL
Obstruction Check of Fuel Transfer Ejector Nozzles 1. Make sure fuselage tank is empty and wing tanks
(Cont’d) are no more than half full.
3. Install a fabric bag over end of fuel line adapter.

4. Remove doors 23 or 24, as shown in Figure
access Make sure battery suritch is off and ar-
6-00-3, depending on which ejector is to be checked. ternal electrical pou~er ia discoanactPd
from airplane;failure to do t~ iE1 may rpsu II
I 5. Remove square stress door
Figure 28-20-401).
on aft bulkhead (see
in an erplosion.
6. Workingthrough stress door opening, removeaccess 2. Remove access panel in cahin fimr directi? atw\-e
door on wing center section front spar. Save Stat-O- assembly.
Seals on bolts and protect Gask-O-Seal on door.
3. Through access opening, manuall> actuate all valve
7. Disconnect large induced flow line B nut from to open position (see Figure 28-20-403).
ejector and rotate away from fitting.
4. At forward inboard corners of right and left ~hlrl
8. Insert end of a 4-foot-long hose, with 7/16-inch OD wells, place a 5-gallon container under each main
and 3/16-inch ID, into top of ejector, sealing against fuel supply line drain cock.
nozzle (see Figure 28-20-402). Hold hose securely
against nozzle during check.
5. Through cabin floor access ctFeninyl locate the 1 ´•I-
inch lines that ronneC.t fuel IHK)Ft 1)Uml) jlnt.~;Lnlj
9. Apply air pressure to hose and note that airflow is pressure switches on forward fuselage
detected at fuel line adapter. member. Ilaosen R nuts attachrtl to Ilrt’i;s~ittc-
10. If no airflow is detected, increase air pressure until switches.

contaminants are blown out of nazzle, and air flows 6~ Open drain cocks above :i-nallon ~ontainrri. f~-:lt´•l
freely at fuel line adapter. should drain out. no not shut off tirain rt,ck~ unti I all
flaw stops. This drainage empties lines that ma~t tw´•
11. Remove bag from fuel line adapter and note
disconnected to allow removal of this as~mt,l\´•.
entrapped contaminants.
7´• After lines have been emptietf, shut off drain rcx´•kr.
12. Temporarily install fabric bag over end of fuel line
adapter. Hold hand over end of adapter to seal off 8. Through access help, disconnect the three rtec´•trlc´•al
fuel line. Fill hose with fuel or other suitable solvent connectors to the th ree valves and the two eter t ricri i
and apply air pressure. Allow air pressure to build connectors to the two pressure switches. (ral, c.un-
up; then remove hand from end of fuel line adapter, nectors and plugs.
Repeat this procedure until all contaminants are
removed. 9. Cut safeties on all Wiggins couplings to the t~’ci
shutoff valves.
13. Reinstall fuelmotiveflowline.
10. Remove the two 1/´•1- i ne h I i ne~ t hat c´•on ncct fa~il licr,\t
14. Remove hose from ejector, and install ejector return
pump lines and I,ressure tn f:lic´•-
line. lage cross-member. ~lal, fittings and I,luy t~rlt;-.
15. Reinstall fuel pump access door. 11. Disconnect the four WiKKins c´•ouy,linK~ furi itlur-
Reinstall fuel ejector door. off valves. C:over all openinRa. I)o nt,t u~e nla~liinp
16. access
tape.
17. Perform check-out; of fuel transfer ejectors. (refer to
28-20-03.)
12. On right side of assembly, disconnect small tubular
support member attached to I,ottom of bracket.
REPLACEMENT OF FUEL SHUTOFF VALVES Remove one bolt, nut, and washer.
AND BOOST CROSS-FEED VALVE ASSEMBLY 13~ Remove wire bundle tie-down clamps from 11,1’ Of
bracket assembly. Remove three nur´•. anti
NOTE washers that attach assemt,l?´• bracket to aft ritta~h

point (beam).
Thefuel shutoff valves and the boost crous-
14. Remove three I,olts, niits. anti \~-a>hcrz ihat ariarh
feed valve are mounted as an assembly
between the wing attach beam and a assembly bracket to for\\’ar(l rro~s-mcmtnr.
fuselage cross-member (directly beneath Support assembly while removing last talt.
the access panel in the cabinfloor) and the 15. (;ently maneuver asseml.,ly to necess:lr?. Iwtsition;
top of the wing center section, then remove assembly.
16. Temporarily replace cat,in floor arcess i,;lrlel.
28-20-02
Pane -105
0 COPYRIGHT, 1989 BY SABRELINER CORPORATION dun 1289
NA-69-420
MAINTENANCE MANUAL
4-FOOT HOSE
FABRIC BAG
EJECTOR MOTIVE FUEL

LINE ADAPTER FITTING
END SEATED
ON NOZZLE)
~BOOST PUMP
ACCESS DOOR
EJECTOR NOZZLE
EJECTOR MOTIVE,
FUEL FLOW LINE
INDUCED FLOW
LINE EJECTOR MOTIVE
FUEL LINE ADAPTER
LH TRANSFER EJECTOR
(RN TYPICAL)
CENTER WING FUEL BAY
5)70-1-~8´•12
Figure 28-20-402 Fuel Transfer Ejector Nozzle Obstruction Check
28-20-02
Page 406
NA-69-420
MAINTENANCE MANUAI,
MAINTENANCE PRACTICES ~Continued)
Installing Fuel Shutoff Valves and Boost Cross-feed I. Defuel fuel supply system.
Valve Assembly
2. Remove any lines necessary tn provide accrss tll
booster pump access plates in right and left Hherl
wells. Remove plates.
IMake sure battery switch is off and e~L´•-
3. Remove female plug from cross-feed electrical c´•at,lr
ternal electrical power is disconnected
assembly protruding through rear ~par. It tl;
from airplane;failure to do this may result
in an explosion.
immediately to the right of the ~HX)StPT I)UII1P
in the left wheel well.
i. Removecabin flooraccesspanel. 4. Remove jam nut and lock \~-ashrr from

vacated in step 3; then slide eltu~trical fittinp throuRh
2. Position bracket assembly mounting bolts and
mounting hole into booster sump area.
washers in an accessible location for ease of instal-
lation. Make sure all valves are in a closed position 5. Remove four bolts, washers. anti nut~ froni c´•rcl~´•-
(see Figure 28-20-403). feed valve.
3. Through cabin floor access panel, position assembly 6. Remove cross-feed \´•alvc´• \r.ith eiectrical cat,lr´•.
and insert a bolt and washer in each end. Install a nut and tubes. (Iheck FiRure 2H-2(1-ll,´•I
adapter fittinp;s.
on each bolt to hold assembly in position. Make sure to ensure removal of all parts frttm torj;ler -uml,
aft wire bundle is on top of bracket assembly, area.
4. Install remaining four bolts and washers. Install 7. Place protective covering over cell olK’ninR.. I)o not
nuts; then torque. use tape: removal of tape mag cause a spark.
5. Attach small tubular support member to bottom of
Installing Tank Cross-feed Valve
right side of bracket.
6. Remove all coverings on Wiggins fittings, B nuts,
pressure switch fittings, and any openings on shutoff
valves. Make sure battery xN´•itch is uff and px-
ternal electrical pol!´•er iN niffconnPrlPd
7. Connect four Wiggins couplings to fuel shutoff
valves. Torque and safety couplings.
from arplane;fa ilur4 10 do Ih is may r~.uult
in an ezplosion.
8. Install the two 1/4-inch lines that connect fuel boost
pump lines and pressure switches on forward fuse- 1. Remove protective covering from cell openiny~ anrl
lage cross-member. electrical connector.
9. Remove caps from valve electrical plugs and from 2. See Figure 28-20-404. With ()-rinK~ instalirtl. init´•rt I
attaching connectors. Install connectors to plugs, cross-feed valve with electrical caltlc.l acia!ttc´•r.;lnd
and safety. Install two wire bundle tie-down clamps tube into left tank, i nsert tuhr´• ireti ltancl
on top of bracket assembly, into flal,per valve. AliKn adal,ter jliatrl. u;jtil tilini
installetl, anti valve ~´•ith holt´•~ I!~ riti
10. Temporarily install accesspanel. Install hctlls.
11. Check operation of assembly. X. Inserl tube with adajlter platrs into riyht tank \~.ith
12. Install accesspanel. gasket in place, insert tube (red t,and forwardl jntr,
flapper valve, align adapter I,latr on anti
REPLACEMENT OF TANK CROSS-FEED VALVE install washers and tlutR.
4. Place electrical connection through its mountiny

Removing Tank Cross-feed Valve hole to the right of left wheel wrll I access hole. Tnstal I
lock washer and jam nut.
5´•. Connuct eleclrieal Illuy Let I´•TIIS5-IPL’II I.al\il´• i´•(ln-
Make sure hattery switch is off and external nect~,r.

electrical power is disconnected from air-
6. Install boost I,ump acci´•;s tioor~ in t,oth ~r´•ht´•t´•i :\´•c´•iiz,
plane; failure to do this mall result in an
explosion.
28-20-02
Page 407
0 COPYRIGHT, 1989 BY SABRELINER CORPORATION Jun 12-811
IWA-69-420
MAINTENANCE MANUAL,
,P
CENTER FLOORBOARD ACCESS PANEL-STA 247 TO 264

(ACCESS 39)
277-48-1A
1:
L FUEL BOOST II \eaa~ i /tuY FUEL BOOST
PRESSURE LINE PRESSURE LINE if
IIY~
j
j
CHECK VALVE BOOST PUMP FUEL ~´•C;j
PRESSURE SWITCHES
ilS o i
ELECTRICAL
MANUAL
i PLUGS
o’ CONTROL
LEVERS
Y~’
i:
SUPPORT MEMBER
BOOST PUMP
CROSS-FEED VALVE
VALVE
WIGGINS COUPLINGS
ii I WIGGINS COUPLINGS
:VIEWLOOKING
J
UP)
nlEPabL
4Y 1’-
Figure 28-20-403 Installing Fuel Shutoff Valves and Boost Cross-feed Valve Assembly
28-20-02
Page 408
Jun 12/89
NA-69-420
MAINTENANCE MANUAL
IMAINTENANCE PRACTIC~S (Continued)
RE1MOVAL OF FUEL HEATER S/N 370-1, -7,

380-1 AND SUBS
1. Open engine access doors.
2. Disconnect and cap fuel inlet and outlet lines at fuel

heater.
3. Disconnect engine bleed-air line at fuel heater.
4. Remove the four bolts securing fuel heater support

brackets to inbd side of fuel heater recess.
5. Rotate fuel heater outbd from recess and remove.
INSTALLING FUEL HEATER S/N 370-1, -7,

380-1 AND SUBS
1. Rotate fuel heater inbd and position against inbd

side of fuel heater recess.
2. Install and tighten four bolts through fuel heater

support brackets and inbd side of recess.
3. Connect engine bleed-air line to fuel heater.
4. Connect fuel inlet and outlet lines to fuel heater.

Torque to 40 in.-lbs.
5. Close engine acessdoors.
DRAINING FUEL HEATERS S/N 370-1, -7, 380-

1 AND SUBS
i. Open access doors in pylon directly below fuel

heaters.
2. Remove water drain plugs (fwd plugs) from heater.

(See Figure 28-20-406.)
3. Pressurize fuel system for 15 minutes.
4. Check drain ports far evidence of fuel. If evidence of

fuel appears at ports, replace fuel heater(s).
NOTE
The airplane should be positioned so that

bottom of fuel heater slopes toward the
drain plugs to allow gravity flow. The
ambient temperature of the fuel heater
should be 40"F. ~4"F) or higher when
performing this check.
5. Remove electrical power from airplane and reinstall

water drain plugs using new gaskets. Torque plugs
to 120 in.-lbs and safetywire.
6. Removefuel drainplugfrom centerof heater. Allow
fuel to drain; then, replace plug using new O-ring.
Torque plug to 120 in.-lbs and safetywire.
7. Close access doors.
28-20-02
o COPYRIGHT, 1989 BY SABRELINER CORPORATION L2/H9Page I
J09
NA-69-420
MAINTENANCE MANUAL
GASKET FUEL BAFFLE

(2 REQD)
/C
1/4 (+1/8, -3/16) IN.
RED BAND
O-RING (2 PLACES)
(4 REPD) "O" RING
(2 REPD)
TUBE
TUBE
RIVET
(4 PLACES)
RIB
BOLT (4 REPD)
WASHER (4 REPD)
AIRPLANE
NUT (4 REPD)
VIEW LOOKING DOWN
5370-1-08-14
Figure 28-20-404 Installing Tank Cross-feed Valve Assembly
28-20-02
Page 410
NA-69-420
MAINTENA;hr’CE .HANL’AL
Olo 10’ "9
FUEL HEATER
FUEL INLET LINE

FUEL HEATER I
FITTING
ATTACHMENT
BOLTS (4 REQD)
1
i!
2-;f
TO ENGINE FIRE
1 EXTINGUISHER SYSTEM
(REF)
FUEL DRAIN
FUEL LINE (MS29512´•4 O-RINGI
(TO ENGINE)
´•i1’~3 ’WATER DRAINS

FUEL HEATER
(GASKETS)
RECESS
EXPENDED AIR
OVERBOARD EXHAUST
PYLON LOWER
SKIN
Figure 28-20-405 Installing Fuel Heater S/N 370-1, -7, S/N .780-1 and Suhs
28-20-02
Page 411f412 Blank
SABR E:L1N~FI
MAINTENANCE MANUAL
i. Fuel Boost Pump Check-out Procedures
A. Fuel Boost Pump Electrical Check
The fuel boost pump operational checking procedure consists of applying

a source 28-volt de electrical power to the electrical system, en-
of
gaging the neceasary~circuit breaker, and then listening at each pmnp.
If the pump can be heard, it is working. If it cannot be heard, the
electrical system is at fault, or the ~mp is faulty. (see figure
28-00_2.)
(1) Ma~ke sure "LB ENGINE ENGINE switch on Left engine switch
panel and "RB ENOIME ENGINE MASTER" switch on right engine switch
panel are at OFF and "LH IGN BOOST" and "RB E~NGINE
IGN BOOST" circuit breakers. on leftofte~head forward de es-
I sential circuit-breaker
"BOOST PUMP" circuit breakers.
panel are disengaged. msengage La and RII
(1A) Move power lever forward and position ENGINE MAS’lfW switches to ON.
(2) Connect 28volt de external electrical power source to airplane.

On left; overhead forward de essential circuit-breaker panel, en-
gage "BOOST POMP La FIJEL" circuit breakerl
(3) B~ve helper in left wheel well to listen at forward’bulkhead (wing

rear spar). If the left; boost pump can be heard when it starts and
stops as the man in the en~arres and disengages the circuit
breaker, the pump is working.
(4) Msengage "BOOS’P PUMP I~H FUEL" circuit breaker and engage "BOOST
HTMP RE FUEL" circuit breeSrer.
(5) Have hPJ-~er in right wheel well to listen at forward bulkhead (xing
rear spa;r). If the right boostpump can be heard when it starts and
stops as the man in the cockpit engages and disengages the circuit
breaker, the pump is working.
(6) Remove external power sourcei
(7) Restore circuit breakers and switches to normal positions.
B, Fuel Boost Pump Lea~rage Check

The seal drain on the left boost pLlmp is aft of the rear spar of the King
center section in the left wheel well. ~he seal drain on the rie~t
boost pump is aft´•of the rear spisr of the wing center section in the
right wheel well. These drains must be visually Inspected for leakage.
The pump should not leak more than two drops in 3 minutes. If leakage
is greater, the cause may be foreign particles under the seal, an extra-
dry seal, or a faulty seal.
Foreign matter can become lodged between the surfaces of the seal,
causing separation great enough to allow lenknpe. A pump seal may be-
came extra dry when the airplane has been idle for a long time, These
conditions can be eliminated by turning the ~xrmp on for a short period.
If numing the pump does not stop leaking, the seal is faulty and the
ptlmp must be replaced.
28´•20-3
Oct 3/77 Page 601
SA~B R E L~I N E:R
MANUAL
C. Fuel Boost Pump Pressure Check
(1) Disconnect externa~ ´•power from airplane.
t (2) In ~ight;wheel
fuselage station
well
2~:
remove drain cock from main fuel line at about
(3) Install O to 50 psi gage,
(4) iOn left overhead forward de essential circuit-breaker panel, dis-

engage "131 ENGINE IGN BOOSP" and "RH ENGINE IGN BOOSll"
i circuit breakers. On left andright engine switch panels, make
sure "131 ENGINE ENGINE MASTER" and "RR E~NCrINE MIIS~W"
switches are at ON.
_´•
(5) connect ~8-volt de external power source to airplane.
(6) On left overhead forward de essential circuit-breaker panel, engage

"BOOST PUMP LH RTEL" circuit breaker.
.(7) The left boost Fsrmp should run and the static pressure on gage
should read between 1? and 30 psi.
Disengage "BOOST PUMP LH FUEL" circuit breaker, remove test’gage,

and reinsta31 drain cock,
1 (9)
fuselage
wheel well
statioll’2~.
remove drain cock from main fuel line at about
(10) Install O to 50 psi gage.
(U) On left overhead forward de essentia~ circuit-breaker panel, engage

"BOOST PUMP RE FUEL" circuit’breaker.
(12) Right boost pump should run and static Frressure on gage should read
between 17 and 30 psi.
(13) Disengage "BOOST PUMP RH FUEL" circuit breaker. Remove external

power
(14) Remove test gage and insta~ drain cock.
(15) Restore circuit breakers and swltches_to normal positions.
D. Checking Fuel Transfer Ejectors
NOTE: A~ the conclusion of the first 20 hours of airplane operation,

perform operational check of the e3ector pumps.
an If pumps
are found to be operating properly and are free of contaminants,
another inspection must be made at 100 hours df airplane opera-

tion. If p~mps pass this second inspection, another inspection
must be made at the conclusion of the next 200 hours of airplane
operation. If the pumps are still operating properly at this
28-20-3
Page 602
’.S ABRE LINER
MAINTENANCE MANUAL
time, the inspection may be performed every 600 hours

thereafter.
Any time an ejector pump is found inoperative because of

contaminants in the nozzle, ejector operation should be
checked after every 10 hours of airplane operation, until
the ejectors are found free of contaminants. When the
ejectors are round free of contamination, the inspection
intenral should revert back to 100 hours then 200 hours,
and then 600 hours as previously metioned.
(1) Check that fuel boost pump pressure is 17 to 30 psi before starting
ejector pump check. (Refer to paragraph 1.C. for fuel boost pump
pressure check.)
(2) With airplane at normal ground attitude (O degree 46 m~mltea nose-up
I and wings level laterally), make sure there is shout 335 pounds (100
gallons) of fuel in each wing tank.
II (3) Msconnect left; fuel feed line at left engine (or fuel feed line in art
fuselage
23B74-23).
airplanes NA380-38 and later and airplanes changed by
Connect a restrictor made of 3~ inch QD tubing with 0´•032-
inch wall thickness, 8 feet Ing, to fuel feed line. Bctend restrictor
and insert; open end of restrictor into empty fuel container capable of
holding all wing fuel. Restrictor tubing should not be obstructed in
any way (dents, cr4mDs, bends, etc). ’Il~e restrictor is the rate-of-
flow measuring device that measures the fuel flow at m~udmum ennine
rpm at the most critical altitude. The restrictor should be positioned
as near level with the boost ~nrmp as possible (for´• proper head pressure).i
(4) Connect 28-volt de external power source to airplane.
(5) On left overhead forward de essential circuit-breaker panel, make
sure the following circuit breakers are. engaged.
(a) ’T;H E~NCINE ILZN BOOST"
(b) "RB ENGINE IGN BOOST"
(c) "LB ENGINE MA2TER"
(d) "RR ENG~INE MASTER"
(e) "BOOST PUMP LH FUEL"
(f) "BOOST PUMP RH FUEL"
(6) On electrical master and emergency overhead switch panel, on

NA-370-2 through -6, -8, and -g airplanes, make sure "FFERGENCY
FUEL JETTISON" switch is at OFF. On right engine switch panel,
make sure "FUEL" switch is at NORMAL.
Oct 3/77 28-20-3

Page ~03
JSABRELINER
MAINTENANCE MANUAL
NOTE~ When power is on the 28-volt de essential bus, the fuel

cross-feed valve indicator light and, on NA-370-2 through
-6; -8, and -9 airplanes, the 3ettison control valve
indicator light must be extinguished.
(7) With ignition selector switch st normal, place "LB ENGINE

MASTER" switch at ON and.advance left throttle to II)Z16. Continue
operation of left boost pump until fuel flow ceases from left fuel
feed line.
(8) Return left throttle to CLOSE: position and place ~LH ENGINE
EPtCINE MASTER" switch at OFF.
CAUTION: DO NOT PERMIT FUEL BOOST PUMPS TO OPERATE MORE THAN 1/2
MI~UTE WHEN TANKS ARE DRY. HEAT GENERATED BT THE UN-
COOLED MOTOR MP;Y CAUSE PUMP DAMAGE.
(9) Drain fuel remaining in left wing center section through tank sump
drain to determine quantity. If the amount drained is~more than 4
gallons, the e3ector pump is not functioning properly. If too much
fuel remains, make anobstruction check of fuel transfer edector
nozzles. (Refer to paragraph 2.0. in 2~-20-2.)
ii do, Reconnect left fuel feed line to left engine.
(1l) r(epeat steps (3) through (10) for check of right ving ejector pump.
(12) Remove externa~l power and position switches at normal positions.
2. Fuel Cross-Feed Va~ve Check-out Procedure
A. Checking Right Fuel System, Boost Cross-feed Valve, and Wing Fuel
Leveling
(1) On left overhead forward de essentia~ circuit-breaker panel, engage

the following circuit breakers:
(b) "RH ENGINE IGN BOOST"
(c) "LH ENGINE MASTER"
(d) "RH ENGINE MASTER"
(g) "FUEL-X-FEED TAP~C"
(a) "FUEL-X-FE~D- WW3S$’
28-20-3 Jul 6/73

Page 604
SAe RE r~NER
MAINTENANCE MANUAL
On NA-370-2 through -6, -8, and -g airplanes, on electrical mastrr

and emergency overhead switch panel, make sure "EMERGENCY FlfEL
JETTISON" switch is at OFF. On right engine switch panel,
sure "FUEL" switch is at NORMAL. (See figure 28-~0-601.)
NOTE: When power is on the 28-volt de essential bus, the ~uel

cross-reed valve indicator light and the jettison contre
I valve indicator ligh~ must be extinguished.
´•The fuselage tank must be full to provide the necessary

head of fuel to conduct the following gravity-flow tests
(3) Connect 28-volt de external power source to airplane.
(4) Disconnect right fuel feed line at right engine. Place a 5-galln
container in a position to receive fuel from this open line.
(5) actuate "RH ENGINE ENGINE MASTER" switch to ON. Check ~’na-, ~el
flows from open feed line, indicating that right ,ruel shutoff ~al-rP
has been energized to open position.
fNA-370-2 through -6, -8 and -9
Jul 6/73 2S-2c-3

Page jCI;A
SABRE LINER
MAINTENANCE MANUAL
FUEL JETTISON y~ ?o LH ENGINE-ION 8 la RH ENGINE-IGN 8 ENG SYS FUEL X-FEED- FUEL X-FEED--
WARNING BOOST CONT* BOOST CONf* WARNING-FUEL- BOOST ~C TANK
X-FEED f
Il a" I I ITO CK~5SM>RHFB-XI

RH ENGINE-
LH ENGINE-ENGINE I I 1
ENGINE
MASTER *2
(LH ENGINE SWITCH PANEL)

MASTER *2 :6*3 0~ LHFB-X1
,,2
12 (RH ENGINE L I
F2
SWITCH PANEL)
slJ--e
tssss) I I 1 I o
OFF
TO "FUEL
~5557) JETTISON’: FUEL X-FEED TO "FUEL
oCADVANCED) ecy o(ADVANCED) SWITCH K663)1 I 8 TANK SEL JETTISON"
ENGINE SW
ix_z
OSED) D) (RH PANEL) SWITCH
LH MAIN THROTTLE RH MAIN THROTTLE
LH JETTISON X-FEED
FUEL BOOST AND FUEL BOOST AND RH JETTISON
IWITIOH ItJIITION FUIL CONT
CS62~) IUEL CONT
(PU*DRC~NT ~SSEMBLY (WINDRAHT ASSEMBLY NoaM
THROTTLE CONTROL) THROTTLE CONTRDL)
(RJFC)S
LH TANK o oRH
TANK I 82
~oP I I I I LH OVERHEADFORWARD
DC ESSENTIAL CIRCUIT-
BREAKER PANEL
C2 )1 I X1
t RH PILOT’S COMPARTMENT
cp RELAY BOX ASSEMBLY
ct
FUEL
sa CROSS- I I C STA 143 RH
sI
FEED
111[ sl
*I
(FCF)t
CAUTION LIGHT
LH FUEL BOOST CONTROL I IRH FUEL BOOST CONTROL I I -]t~L I ;r~

RH TANK
(LHFBC)t I ((RHFBC)t LH TANK SELECTOR ;_
SELECTOR
(LTS)~ xl
(K669) (RTS)t
(K668)’t
83~ 8) I 1 I I I I TANK CROSS-FEED VALVE

(STA 157
ai
B)LC
I I 1 -cbPtN)~ 1- -_~
(aoseol_l
I" _
*I’ I
"I IC
1.7 MOTOR
L~ r J I I I
~rmr, I 1 r i MOTOR
ci E I
xi L
a, PUMP CROSIT- 80057 CROSS-PLED VALVE
1)
FEED OPENED (sTA 354 CLI I ,I p I I ro ~Fuel lANK X´•FD
C!
"FUlL PUMP X´•rD
(PtO)~ CAUTION LIGHT
1 ITO
r*r" CAUTION LIGHT
TO RH f:~EL. I t s,_~9-t I P~´•´• I I I I
ROOSI T’IIMP RI1 ´•1(
IA.i
10 L,e I Ut! PUMP CROSS´•
J
?i O COylnCT "r:"
800)T PUUP q( i *y
FEED WARNING
O CONTA(T "I)" UI~
PUMP CROJS´• II (PCW)~ TANK CROSS- ,I i~?- I
´•*I
~Tn)CLOITD I*H* CIOIS

II .I CTCDCIOSTD
RIGHT FUEL
(pCC)t
C~D I, FEED WARNING
xl
II
MONIIOI(RFBM) LEFI FUEL 80051 (TCW) 6 TANK CROSS´•
IENERw%ED0 wh(N U,I MONITOR (LFBM) FEED OPENED
800~T PUUP IS 0(’ I [HI: RGIZE() *,rlw I
t)OOSt PlluP IS Orl I
I~uel Craas-ieed System Electrical Schematic

JU1 6/73 NA-370-? Tlu~ough -8 and -g
Figure ~A-20-G01
SABRELINER
MAINTENANCE MANUAL
SELECT
FUEL WARNING X-FEED C~PFUEL X-FEED- ~FUEL X-FEED-
FUEL WARNING
10057 T~NY
CB509
(C869l)
CB593
00569
(88571)
CB571
FUEL X-FEED
a TANK SEL
(RH ENGINE SW PANEL)
X-FEED
(5624) ~o----,,,,
LH TANK ~RH
TANK 5
K670) I,
NUMBERS IN PARENTHESIS ARE APPLICABLE I I I I I
TO AIRPLANES NA380-5. -10. -12 AND LATE R I I I i I r
13 7
FUEL
CROSS-
FEED
TO "FUEL SEL SW I I 1 131
NOT NORMAL" I i I I 11 -;ts (000)

1
CAUTION LIGHT
3 LP I I 1 15
LH TANK SELECTOR 15 I I I 1~ IRH TANK
(LTS) ~P""
’f
TANK CROSS-FEED VALVE

B (576 257 CL)
-5
Ar
lllD301 02(3~
CI(OPEN) (CLOSED)
r-I- 7,
151 D1
(CLOSED1) I (OPEN)
I I I I I I" _
IC
Iiz,ni~i 121
"I
(11,
C3191
81 C3 rll) X1 VV511) 0 1MOTOR
I´•cl I11I 1C2
(8562) 4107080 1(VY510
E
121 (’C1 (1 L
82 LP 83 131 PUMP CROSS- BOOST CROSS-FEED VALVE E
131 XZ
n3(11
8115) Int RED OPENED 171 (STA 256 CL) 519 1 I TO "FUEL TANK X-FD
nl (51 FAIL" CAUTION LIGHT
15)
1 (PCO) I
8131
I
43181 TO "FUEL PUMP X-FD 3(11
42 (61 118)
161 83 FAIL" CAUTION LIGHT 1
5
13) 1131 3(1) 3
TO RH FUEL m 141 82
115) (1) IA I 1 -1~8(3)
BOOST PUMP RELAY 4 5´• 1311
xl TO Ln FUEL st 14) PUMP CROSS- 3 t
118,
N.O. CONTACT "A2" "5’ 415)
BOOST PUMP RELAY 141
FEED WARNING
xl (K569) 1
(K122j) N.O. CONTACT "A2"

PUMP CROSS- 2 (PCW)
4
2 t ITANK CROSS- 2 3
<K560)
TANK CROSS- FEED CLOSED 1 ’6’
FEED CLOSED 7
RIGHT FUEL BOOST

6~1229 7
(1(570~A I
WED WARNING 0
2
(pCC) i (TCC) 2
MONITOR (RFBM) LEFT FUEL BOOST CI~ (rcwl 7

TANK CROSS-
FEED OPENED
(ENERGIZED WHEN RH MONITOR (LFBM)
BOOST PUMP IS OFF) (ENERGIZED WHEN LH
(TCD)
BOOST PUMP 15 OFF) I IS3RO-Z-48-lh
Fuel Cross-feed System Electrital Schematic

NA-370-1 and -7, NA-380-1 and Later Airplanes
28-20-3 Figure 28-20-602 Oct 3/77
Page 606
SAB#E LINER
MAINTENANCE MANUAL
(6) Advance right engine throttle to IDLE,

creases, indicating that right boost pump has been
(7) Return right engine throttle to CLOSE and r;hst I’uei ~_ow
creases, indicating that right boost pump wn~
(8) Return "XH ENGINE EmGINE MASTER" switch to O~.
flow stops, indicating that right fuel shutofr‘ Irzl-re w-.~ :-,--;;´•1;´•1.
(9) On left overhead forward de essential circuit-brer~lil´• _-~c_-,

gage "FUEL-X-FEED TANK" and "BOOST FIX4P RH si~
breakers,
(10) Actuate "RH ENGINE ENGINE IVI~STER" switch to 0~. r,hec’:: 7:ca-, I~e
from the feed line, indicatine riirht Ji;~;CI’f
flows open that
r~-i
valve was open,
(Ilj Actuate "FITEL" switch to -X-FEED. Advance :~r’t e:lc=i:;ti

IDLE. Check that fuel flow from open rijfnt ~-t’ii -i:lt3 i:-;-‘rl’;t;-.--:~
indicating that boost cross-feed valve i; open an~ lo’i Scc_z :~I
is energized and is furnishing fuel to right
(1;2) Return left engine throttle to CLOSE and "FUEL" switci? =t;:jCltl~.
Check th~t fuel flow decreases and stops, indicatinE ~hat
boost pump was de-energized and that boost ~alvs
closed, Return "RH ENGINE ENGINE MASTER" switch to OF~.
(13) Engage "FUEL-X-FEED TANK" circuit breaker an", liser.E~-s "ECO~T

PUMP LH FUEL" circuit breaker. Actuate "RH ENGINE
MASTER" switch to ON, Check that fuel flows from open fee~ lir.9,
indicating that right fuel shutoff valve was opened,
(14) Actuate "mTEL" switch to LH TANK, Advance right and ler’t er,cclr.e
throttles to IDLE, Engage "BOOST LH FUEL" circuit
Check that there is a fuel flow increase from open right ~eed lir.~.
An increase in fuel flow from the open right feed line
that the left booster pump was energized,
(15) Disengage "BOOST PUMP III FLTEL" circuit breaker ani "ECOST
PUMP RH FUEL!’ cicuit breaker. Check whether there i; a I’uel I’ oi;
decrease. A decrease in fuel flow indicates that the riifli bcc;ttr

pump was not energized.,
(16) Actuate "FUEL" switch to RH TANK, Check whether there is a ~el

flow increase from open right reed line, An increase in f~el f; o~
indicates right booster pump was energized.
(17) Disengage "BOOST PUMP RH FLIEL" circuit breaker and engage "BOOST
PUMP I;H n~EZ" circuit breaker. Check whether there is a fuel
flow decrease. A fuel flow decrease indicates that the left
booster pump was not energized,
(18) Return right and left throttles to CLOSE and "RH ENGINE
MASTER" switch to OFF, Place switches at normal positions .nd
Mar 1/70
Page 607
SA B:RE Li N E R
MAINTENANCE MANUAL
disengage circuit breakers. Remove external power; then connect

right fuel feed line to right engine.
B. Checking Left Fuel System and Boost Cross-feed
(1) On left overhead forward de essential circuit-breaker panel, engage

(b) "RH´• ENGINE IGN BOOST"
(c) "LH ENGINE MASTER"
(d) "RH ENGINE MASTER"
(g) "FUELIXLF~ED ’PANK"
(h) "FUEL-X-FEED 8008’P"
On NA-370-2 through -6, -8, and -g airplanes, on electrical master

and emergency overhead switch panel, make sure "EMERGENCY FUEL
JETTISON" switch is at OFlF. On right engine switch panel, make sure
"FZTEL" switch is at NORMAL.
NO~: When power is on the 28-volt de essential bus, the fuel cross*
feed valve indicator light and the 3cttiilon cont;rol valve
I indicator ligt~must be extinguished.
e The fuselage tank must be full to provide the necessary head

of fuel to conduct the following gravity-flow tests.
(3) Connect 28-volt de external power source to air-plane.
(4) Disconnect left fuel feed line at left engine. Place a Slgallon
container in a position to receive fuel from this open line.
(5) Actuate "LH ENGINE ENGINE MASTER" switch to ON. Check that fuel
flows from open feed line, indicating that left fuel shutoff valve
has been energized to open position.
(6) Advance left engine tht’ot~ls to fDLE. Check’that fuel flow i~-
creases, indicating that left boost pump has been ´•aarlind,
(7) Return left engine throttle to GLOBE and check that fuel now
creases, indicating that left boost pump was (L´•-awt~i#b, t´•
(8) Return "LH ENGINE ENGI MllgTER" switch to OFF. Check that fuel
flow stops, indicating that left fuel shutoff valve was closed,
(*NA-370-2 through -6, -8 and -9
2B-X)-3 I 15´•16h~
Page 608
SABRE LfNER
MAINTENANCE MANUAL
(9) On the left overhead forward de tssen-=ial ~ertl,

disenga~e "FUEL-X-FEEI)- ~d. ’’3CCS’I~ i--- ~L"
breakers.
(10) Actuate "LH ENGTP~E ENGINE 4L4ST~R" switch 9-, ON. ;"r,ec!c i~14
flows from the open feed line, indicating ~13z-; left ~-iel
valve was open.
(11) Actuate "FUEL" switch to

IDLE, Check that fuel flow from open lef’; feed line I
dicating that boost cross-feed -ral-ie is =3e~ ´•-cl ri5-~e 3-J~? 1~
energized and is furnishing fuel to left engine.
(12) Return right engine throttle to CT~OSE and "F;JEL" s;ritch .´•i~.--´•,-i.
Check that fuel flow decreases and stops.

boost pump was de-energized and that boos-; cross-fee", --e~
closed. Return "LiI ENOlNE -,o C"
!13) Connect lelt r"uei feed line left er.,sir.e,

and place circuit brea~ers and as -s~--,a5
C. Checking Tank Cross-feed vsl-re
(1) Defuel airplane.

(2) Level airplane by using
(3) Fill right wi,-,g;rif,h about 130 ,s~-ocs cl ,se
(gravity) refueling net~cd.
(5) On left overhead lo~-ard de F~’el.

(a) "L;Ei IGN 300ST’’
(b) "RIi IOCST"
(c) "r~iI I\ltd.STE´•R"
(d) "RFi
(e) "SCOST Lli
(f) "BOOST RE
(h) BOOST"
(5) On PTA-370-2 through -E, -8, and -3 on
and emergency overhead switch l~zr,e, T~ke sure
switch is at C~. ~r, righ-, tn~lr.e

sure switch is at "TOE?EI~L.
ITOT~: When -oo´•rJer is on the 30 esser.;lal 3~, f

feed valve light and,
indicator n
and -g airplanes, the Jettison -isl-I´•~ Ir.~f

must be extinguished,
(ij) Connect ’~--iolt 13C e~ternaL Isc~;er 3C’L"30 ;S 31
loct 3/77
MAINTENANCE MANUAL
(7) Disconnect right fuel leed line at right engine. ~lace a j-gallon
container in a position to recei~s fuel from this open line.
(8) Disengage "300ST EIH circuit breake-.
(9) Actuate "RH switch to "ON". Actuate

switch to "-X-~ED". Wait about one minute.
(10) Advance left engine throttle to IDL~. Check that fuel "lows f rox:
open right reed line to right engine, indicating that left boost
pump is Inerg7 ed, tank cross-feed valve is open, slid boost cross-
feed valve is open.
(11) Actuate "F~EL" switch to LH TANiC. Wait until fuel flow decreases.
This will indicate that tank cross-feed valve was closed.
(12) Return left engine throttle to CLOSE, "~JEL" switch to and

"RH ENGI~ISE MASTER" s~ritc’n to "O~". ~el flow should
decrease and stop.
(13) Place switches and circuit breakers at normal positions. Sor~ect

right fuel feed line to rig-~t engine and remove exte~al power
(14) Loner and remove ;aclrs.
Operational Check of Buel Seatt~ System Aircraft ~TA-370-1, -r, and

Later
An o~erational check or the fuel heater system in the oDen or ~odula-

tion:cycle can be made only if the fuel temperature is at or below 35
degrees ~ahrenheit.
A. To perform operational check of the fuel heater system when the fuel
temperatures are below 35 degrees Fahrenheit, proceed as follows:
(1) Start engines (refer to chapter 71).

(2) Advance throttle to operate engine at apgroximately Q5
(3) Check the presence of airflow at fuel heater overboard exhaust sC~-e,
In the engine pylon lower skin.
(4) If fuel temperatures are above 35 degrees Fahrenl~eit: there ~ill be

no air from the fuel heater exhaust port.
t5) Repeat operation check for opposite engine.
(6) Shut down en.gines.
28-20-3
Page 510 Oct 3/77
SABRE LINE F;Z
MAINTENANCE MANUAL
PRESSURE REFUELING SYSTEEI DESCRIPTION
i. General
The refueling system single-point receptacle, in t~-.e

pressure i:1
board leading edge, provides a single-point method for =he
wing and fuselage (auxiliary) fuel tanks. A test and. 20nsr´•ol -15;-~-e r-.fa~
receptacle has primary and secondary Valve test, and filselage ter--:
trol buttons. Wing refueling sliutorf valves in the vin~ =r~ =o:;2-~‘
shut off refueling to the wings and are actuated li~es r~-
tending to the fuel vent and level ´•sontrol pil;t ´•iaives iri ti.e ;1:1, r;-
Fuel to the fuselage tank is shut off by a one-pie~e fuel ana ´•1
level control valve. Primary and secondary valve test lines t~e re-
fueling test control valve to the wing tip and fusela~e tar~J, _
valves, to check the primary and secondary in ~r.E´• r’~el

valves. Refueling vent valve pressure lines ~oute fr~-
the single-point receptacle to the refueling -ie~t val´•/ez I?. 1-~ h;i.t
valve, thus permitting wing tank venting during refuelir,g.
If the wing refueling vent valves should fail to open, t~e dr
vent valves in the fuselage tank fitting to the vent an~d trar,sfe~ li:le~ (Le
tween the wing center sections and. the au?cilia;ry ta~) vill ore~ EZ-ef
approximately 1-1/4 psi pressure build-up in the wing.
fueling venting through the aUXiliary fuel Howe~er, i~ tile -~-p:l;
at the wing tips fail to o23en, air trapped in the vinq ;io~le
from reaching the floats in the wing refueli~g pilot Ir’ =;?_
happen, fuel would overflow from the vent at the tail co~e sn~ she -ine
affected would not be filled.
A line from the top of the wing center section to the top ~I ~he
tank aids fuel transfer from the auxiliary tank during clic2‘c.
When f´•L~el pressure is spplied to the 1´•´•31~-1
tacle, the fuel is directzd tothe

right ´•nd ler’~
compartments. Fuel ~ills the center winE .1, ~:,i;: _:1´•I_~_:1
interconnect tubes, and spills over thrcu,Sh tlie -;sn;
the wine ribs into the inner comcartme~t; o~
inner compar’cments, the fuel flo!~s into tk?e .i:-~ i:
the leading edge section t~?.rough the frcnt 3phl‘.
partment, IZ~el flows into the outer comFar~mer.t.
refueling valve test and fuselage tank cont~cl ~-i
wing tip refueling vent valves. Right af~er rF´•~uelinE ~Losi i.7
the refueling source, the primary and secondar~- ref~ieli-S
should be pressed s~parately. r’low
is pressed. As soon as shutoff i~ satisfac~ory, re~e_ir. L~
Fuel the floats in the refueling level control Filot

lifting
at each
wing tip causes the remotely controlled shutoff ill 592~
center section compartment to sh~t off the fuel. (See fi~res
The vent portion of the level control and pilot valve is -,re----~-’
refueling pressure during the refueling operation, anl is -I~se
Mar 1/7a
Page 1
SA BR E El I"b~l E R
MAIN7ENANCE MANUAL.
pressure equalization when the wing fuel tank system is filled, This equali-
zation pressure is received from the shutoff valve sensing lines when the
wing refueling level control valve neats seat the needles. Flow is then
directed past a shuttle valve to the opposite side or the refueling vent
valve diaphragm, equalizing the refueling pressure which opened the valve and
allowing the spring to return the valve to the closed position,
When refueling pressure is applied to the single-point pressure refueling re-

ceptacle, pressure flows to the refueling val~ve test and fuselage tank re-
fueling control valve; this valve normally directs pressure to the fuselage
integral dual level control valve test aia;phragms. This actuates the va~ve
closed and prevents inadvertent filling of the fuselage tank. The tank is
filled by first depressing the "SHOTOFF button and then the "FTI,T, AUX"
button of the refueling valve and fuselage
test refueling control valve,
tank
and then releasing the "SHU~OFP AUX" button first. This depressurizes the
test r2is;phragnls and allows the level valve floats to function normally,
shutting off the fuel at the l63-gallon level.
Fuselage Tank Refueling Level Control Valve
The fuselage tank refueling level control valve is installed on the aft wall
or the fuselage tank on the left side and is supported to the aft tank com-
partment bulkhead, A dual-float, dual-diapbraCpn valve, with primary and
secondary test provisions, it is used to control the fuel level or the
fuselage tank.
Dual-float level control valves have two floats mounted side by side, Each
actuates a needle valve outside the Float chamber, pressurizing dual dia-
phragms in the pressure chamber, The diaphra~Rs are stacked one on the other
and operate in series so that if one diaphra~n fails, the other will close
the v~ve. The pressure chanber is bounded on one side by a casting, and on
the inlet side by a flexibl;e rubberized diaphra~n. The diaphra~s are sand-
wiched between the casting, which forms one side of the pressure chamber,
and a cast ring, which includes the inlet ’colting fltznge and the valve seat,
The valve face is mounted in the center of the diaphra~n and is spring-
loaded against the valve seat, Through the center of the valve face is a
small orifice which permits some of the fuel flowing through the valve to flow
into the pressure chamber, An orifice through the cast wall or this chamber
permits this chamber to fill withfuel and also permits a small amount of
fuel to now through the chamber, The pressure at the valve
inlet overcomes
the spring holding the valve closed and fuel spills through the valve be-
tween the v’al~ve face and the valve seat, around the cast legs which support
the valve inlet,
valves controlled by the floats in the float chamber shut off the flow
Needle
of fuel through the pressure chambers when the fuel level In the tank raises
the floats. When the flow through the chambers is shut off, the pressure
’builds up to equal the pressure at the inlet or the valve. The pressure in
the chambers is multiplied into a total Force, back of the diaphra@7n, which
is greater than the total force imposed on the valve face by the pressure in
the inlet line because or the greater area of the diaphraEpn compared to the
area of the opening of the valve seat. This greater force coupled with the
spring force causes the valve to close, shutting off the fuel at the desired
2~-21-0 Mar 1170

Page 2
SABRELINER
MAINTENANCE MANUAL
SINGLE-POINT
REFUELING RECEPTACLE FILTER
WING CLIMB VENT--7 INTEGRAL WING TANK
(IICHr WING MYLI) O
SHUTOR AUX
PeIA
TESTV
O OSEt
TEST
FILL AUX
SINGLE-POINT REFUELING TEST

-I 61 I (RICHT WING ONLY)
ft c;
i
II IW FTIB1 n
II II TP II I II I H I 1 II ~--DUAL REMOTE-CONTROL
SHUTOFF VALVE
Alr(
\f ~f OVID
VENT
f
VENT
,t I II IB II Fl B1
DUAL REMOTE-CONTROL
SHUTOFF VALVE
SINGLE-POINT REFUELING LEVEL

GRAVITY REFUELING II U II I:I B CONTROL PILOT AND VENT VAL
FILLER ACCESS
SINGLE-POINT REFUELING LEVEL
CONTROL PILOT AND VENT VALVE )I )C1 I) B B I GRAVITY REFUELING FILLER ACCESS
DUAL INTEGRAL
LEVEL CONTROL
NOn For e~rlty, oomponots Pre not In proper VILYE 1;3 [:I I 1 FUEL PPESSUIIE (nuulr trlrl
rclntion to Pirplnac dcelgh (FLO*I´•CONIIWED)
F~ FULL SENSING IpRIm*RYI
t~ VENTVALVEPRESSURE
FUEL SENSING (IEcocJo*m~
FUSELAGE (AUXI FUEL TANK

N cnrcr v~lwr
FUEL PRESSURE (sccoNo*Rr TrrT)
el SUMP DRAIN VALVES r -1
REFUELING
IIITERCO(WECT TUBES
e~ FUELVENT
GRAVITY REFUELING
Slr~iON FILLER ACCESS
FUEL VENT RAMIE ARRESTER IIIC~AKEI
,,~uwr
VALVE
Pressure Rcthclin& System SehemcLtic

28-2~-0
Mar 1/70 FIRut~e 28-21-1
Page 3
~iAB Fi E LI t~d E:R
MA1NTENANCE MANUAL
FUEL SUPPLY SYSTEM FUSELAGE AUXILIARY TANK

VENT OUTLET AND FLAME REFUELING LEVEL CONTROL VALVE
SUPPRESSOR SCREEN
REFUELING PICOT AND VENT VALVE
l.-i
REFUELING
PILOT AND VENT VALVE
P´• B
h
-,i
i, SHUTOFF VALVES
FILTER
~INGLE-POINT I PRESSURE) REFUELING

CONTROL RECEPTACLE
REFUELING
SHUTOFF TEST ANO
AUXILIARY REFUELING
CONTROL VALVE
6RIGINAIL
As Received By
ATP
Fress´•L~re Re-~eling Systen

Mar i/70
MA~NTINANCE #ANUAt
level, ’BprlnB-lo~dcd relief valvae I~otoct the chpaf~cre tram eurpe

which are imposed an the valve when the new. ill, shut off,
Test provisions consist of two smaller pressure chambers, primary end sec-
ondary, paralleling the needle valves. The chambers have diaphragas,
loaded against test pressure, and stems extending to the needle
valve linhage,
When pressure is applied to the dia~hragat, the stem actuates the linkage to
close the needle, thus teating’the valve for operation,
3´• Wing Shutoff Valves
The King refueling shutoff valves are installed on branches of the refueling
line in the right and left center sections. E5rcept for the different mount~
ings and for the fact that control and test sections of the valve are in the
wing tip, these valves are similar to the awciliary tank valve.
The control lines connecting the wing refueling shutoff valves to the wing
refueling level control pilot and vent valve are important to the proper
operation of the valves, and care must be taken during installation and
maintenance operations for their protection. Fuel flow through the lines is
neces:sary for the shut0fr valves to remain open, Kinked or deeply indented
lines may contribute to or no-flow conditions.
partial- Also, malfunctions
of the wing refueling level control pilot and, vent valve due to icing, for-
eign materials, or deterioration of parts will be reflected in the operation
of the refueling shutoff valres.
The surge pressure relief valves are attached to the pressure chamber, while
primary and secondary sensing lines connect the pressure chamber to the level
control valves in the wing tip.
4. Wing Ref_ueling Level Control pilot a~d Vent Valve
The wring refueling level control pilot and vent valve tests’a wing refueling
shutoff valve, provides a vent for air in the wing during single-point re-
fueling, sea~s the vent opening against loss of fuel, and controls the level
to which the wing will be filled when pressure-refueled. The refueling test
section of the valve consists of two pressure chambers, primary and sec-
ondary, placed on opposite sides. Diaphragins across the chambers have stems
attached which bear the needle valve linkage. When either primary or sec-
ondary buttons are pressed, the corresponding diaphragm is extended, actuating
the needle valve linkage and closing the Ix~rt,
The vent valve portion has a rubber-sealed poppet valve opening into the
wing, The stem or the valve extends into a third pressure chamber, where it
is attached to a diaphraem separating the chamber, A spring on one side of
the dla;phraEpn loads the valve to close. Refueling pressure directly from
the single-point receptacle at 1~ to 55 psi opens the valve to vent. .Wfien
the wing is filled, floats in the level control section close needle valves
which direct refueling pressure from the sensing lines (from the refueling
shutoff valve) to the op~psite side or the diaphra~n equalizing the refuel-
ing pressure, This allows the spring to close the vent valve. Should one
of the neats fail to admit pressure, a shuttle-type check valve closes off
the failed portion or the valve, ensuring operation, For dive venting, a
ORIGlfNAk
As By
28-21-0 c
P~ar 1~PO
Page tj
NA-69-420
MAINTENANCE MANUAL
WING REFUELING LEVEL CONTROL PILOT 6. AFTFUSELACETANKMAIN VENTAND

AND VENT VALVE (Cont’d) FUEL TRANSFER VALVE
psi differential between the atmo-

pressure of 4 to 5 The aft fuselage tank main vent and fuel transfer
sphere and the tank will cause the valve to admit air valve, located in the bottom of the aft fuselage fuel
to the tank, tank, functions in 3 modes of operation. The valve
allows the aux tank fuel to gravity feed to the wing
The refueling level control pilot valve section has tanks. The valve also allows wing fuel to espand into
dual floats, each attached to a needle valve. Fuel
the aux tank, eliminating the pos~ibility of w´•inR
raising the floats causes the valves to seat. This stops tank rupture. In the event of overpresjurization. the
flow from the primary and secondary sensing lines
valve allows the wings to vent into tht~ au?( tank.
from the refueling shutoff valve in the center section
area of the wing. When pressure builds up in the
sensing lines, the shutoff valve is actuated to close.
Fj~ REFUELING TEST AND CONTROL VALVE
The refueling test and control valve is flush-mounted

inside the right wing inboard leading edge, on the
lower surface. Two control buttons govern the pri-
mary and secondary refueling valve test procedures.
The third button, which is in the center, controls fuel
flow to the fuselage fuel tank, and the fourth button
unlocks and holds the center button during fuselage
tank refueling.
The valve contains four plungers or pistons so sec-

tioned as to provide channels for fuel flow to the
primary and secondary test diaphragms. Each of the
three buttons in line presses on two plungers at one
time. The outside plungers service the primary and
secondary systems in the wings and fuselage tank.
The two center plungers control pressure refueling
for the fuselage tank. In normal position, with no
buttons depressed, both fuselage tank valve test
diaphragms are pressuri zed; the wi ng valves are not.
When either the primary or the secondary button is
pressed, flow is directed to the wing control valves
and is cut off from one or the other test system to the
fuselage tank valve, thus allowing the opposite half
of the fuselage tank valve to be checked. Pressing the
center button, after releasing it with the lock button
(SHUTOFF AUX), depressurizes both primary and
secondary diaphragms on the fuselage tank control
valve and allows the valve to open and refuel the
tank. A filter is installed in the line from the single-
point receptacle to the control valve, mounted on an
adjacent rib. It prevents contamination in the fuel
from reaching the control valve.
28-21-00
f’age 7
COPYRIGHT, 1986 BY SABRELINER CORPORATION Aug 1/86
NA-69-420
MAINTENANCE MANUAL
WING TANK ALSO ALLOWS WING FUEL TO

WING TANK VENT OUTLET ISOLATION OF ~VENT (OUT) EXPAND INTO AUX TANK.
FLAPPER CHECK VALVE O
VALVES
fi/
(1-1/2 (~1.4) PSI SPRING TENSIONI
WING TANK VEN’T OUTLET
FLAPPER CHECK VALVE
AUXILIARY FUEL 11-i/2 (i.1.4) PSI SPRING TENSIONI
TRANSFER AND WING O
TANK VENT CHECK VALVE;s´•_´•r--~
(SWING TYPE)
ii AUXILIARY FUEL
f
FUEL CELL 1 t
TRANSFER AND WING
TANK VENT CHECK VALVE
’i: (SUVING TYPE)
1;
FREE FLOW
FUELIVENT IIN
SEALED TANK
2 ´•J
WING TANK VENT
AND AUXILIARY FUEL AUXILIARY FUSELAGE
TRANSFER INLET PORTS FUEL CELL DRAIN VALVE~
AUXILIARY FUSELAGE
FUEL TANK COM
cr~ PARTMENTDRAIN
~3jl
I$
7´•Y
FIII(lrlzl
9eI,li
~II
I
’i ‘/1 t
U+
~’i ~BI?")
,69
´•i:a _;,´•i
865-2-18-31
la~s
ILT
Figure 28-21-3 Aft Fuselage Tank Main Vent and Fuel Transfer Valve
28-21-00
Page 8
SA B R E LI N E R
MAINTENANCE MANUAL
PRESSURE REFUELING SYSTEM TROUBLE SHOOTING
i. Trouble Shooting Pressure Refueling System
A. REFUELING PILOT AND VENT VALVES (FOR WI~JG T~XS) OR ~SELAGE ’I~r:-‘;:-:
REFUELING LEVEL CONTROL VALVE (FOR FUSELAGE P.UXILI~IY FUEL T-t:~j ~OEL
STOP RF~FITELING FLOW WHEN REFITELING VALVE TEST BUTTONS ARE E~EST;ED.
(L) Defective pilot Remove ’’B" nut on pressure

and vent valve or line of suspected diaphradn. open ch~r;ber a:-l
valve test diaphragm. Check for flow of fuel when theek
refueling control test button If O.K., 2il~l:4
is pressed. level ~sntrcl
sr
(2) Ruptured shutoff Listen for operation of valve Replace valve.

valve diapkragm. at each wing. If valve
operates and flow continues,
valve is defective.
(3) Test valve plunger Remove "B" nuts at wing tip Repair or replace
seals cut or worn. I primary and secondary test test control valve.
fittings. Check for
pressure.
B. REFUELING PILOT AND VENT VALVE VENTS FAIL II~O OPEN.
(1) Ruptured diapkragm I During refueling, check for Replace valve.
in vent valve. airflow from wing tip lower

surface. If no flow, remove
"B" nut at valve and check
for refueling pressure. If
O.K., refer to remedy.
(2) Loose "B" nut on If there was no pressure or Tighten as
line to refueling control pressure in previous isola- I necessary.

receptacle. tion procedure, defuel
airplane, remove access door,
and check "B" nuts. If nut
is tight, pressure-check
line.
(3) Line passage Check for flow at vent valve. Repair or replace
blocked. line.
C. REFUELING PILOT AND VENT VALVE FeSCLS TO CLOSE.
(1) Broken valve return Check to see whether valve Replace valve.
spring. stays open without pressure on
system.
Mar 1/70 28-21-1

Page 10i
SABRE ~IN ER
MAINTENANCE MANUAL
PROBABLE CAUSE ISOLATION PROCEDURE: RE=MEDY
D. FUSELAGE TANK FILLS INADVERTENTLY.
(1) Failed control Check for fuel shutoff during Replace valve.
valve. refueling.
(2) Wing vent valve Check for airflow from wine; Refer to trouble
rails to open. tip during refueling. B.
(3) Failed test and Withpressure refueling in Connect or repair

control valve progress, loosen prim~y and faulty sensing
"SHUTOFF AUX" secondary sensing lines at B- line, or lines, or
control button. nut connections on level con- replace faulty re-
trol valve and check for fuel fueling shutoff test
flow; if flow existsl check
no and control valve.
for disconnected sensing lines
between test and refueling
control valve end refueling
valve
E. FUEL FLOWS FROM MAIN VENT OUT~trm AFTW All LEVEL CONIIROL VALVES RAVE CrrECIEED
O. K.
(i) Wing tip fill vent Refer to trouble B.

valie railed to open.
F, FUSELAGE TANK FAILS TOEfLL.

(I) Test and control Be sure to unlock "FILt AUX"
valve not operated button by pressing ’’SHUTOFF
properly. AUX" button first.
(2) Test and control Check that there is no pres- Replace test and
valve not functioning sure at primary and secondary control valve.
properly. test diaphragms.
G. WING TANKS FAIL TO FILL.
(1) Shutoff valves With refueling pressure on If flow isO.K.I

actuated. airplane, check for fuel flow replace shutoff
from lines separately disi valve. If no
connected at wing refueling flow, check for

Level control pilot and vent source of line
valve, with and without teet stoppage (kink´•,
buttons being pressed. dents, or foreigd
matter),
28-21-1 i Mar ~Oi

Psse 102
SABRE LINER
MAINTENANCE MANUAL
PRESSURE REFLTELING SYSTEM MAINTENANCE PRACTICES
i. Replacement of Fuselage Tank Refueling LRvel Control Valve
A. Removing Fuselage Tank Refueling L~vel Control Valve
This valve is accessible through aft lower fuselage equipment access
doors 1 and 55. (Refer to Chapter 6, figure 6-00-3.)
(1) Remove environmental system ducting and units mounted in front of

valve.
(2) Disconnect the three lines attached to valve and line support clips.
(3) Remove valve bracket support ring and two gaskets. Preserve f
re-use.
(4) Remove the five countersunk screws attaching val~e to =eil.
(5) Lift valve from cell. Save "O" ring for re-llse.
(6) Provide cover for cell opening. Do not use tape.
B. Installing Fuselage Tank Refueling Level Control Valve (See

28-21-401.
2. Replacement of Wing Refueling Shutoff Valves
A. Removing Wing Refueling Shutoff Valves
A wing refueling shutoff valve is in the forward outer ’ca;r or’ c??-c~;-ir.g
center section. The right valve is attached to a branched "’":r.,7 sr,~
the left is mounted singly.
(I) Defuel airplane.
(2) Remove access door to bay to right or left of nose wheel weli.
(3) Inside bay, remove square stress door on aft bulk~erd of Say
(4) Through access doors, remove access door on wing center

fr’ont spar. Save Stat-O-Seals on bolts and protec+ or.
door.
(5) Disconnect lines to valve; then remove the six a~tach ~o;’s.
Remove valve from wing.
(7) Replace spar access door~
B. Installing Wing Refueling Shutoff Valves (See figure
Mar 1/70 ne-21-~

Page 4i)l
SAB RE LIMER
B~WIGINAB MAINTENANCE MANUAL
Bs Weceived By
a~P
Ol´•mov´• prol´•cti*´• co*´•ring tram fuel celt op´•ninp ’YT’ wm PACKING
UILIIII*0
O Coat "0" ring packing vrith p´•lrolotum
in groove, and position voive in

O PIace "0"
ring
opening. Stert
pecking
in counknunk holes.
nnlNob
(AN833´•3D)
mlrun
BOLT
(AN)IA (ANW)7´•118Rll
ICREW--\
IREPDI
(?W18´• 104 C
24 REQD)
o, c
r)
C
o
o VALVE
FUEL CELL OPENING
(7-101195KOnLER)
OASKB
r) FITTING
(16548~074) GASKET
SUPPORT RING (AN833-)2D)
O (165484073)
’3 BOLT (ANblA-5 REPD)

WASHER (2W18.116M-5 AEQD)
ass-~´•n*
D Torque five Phillips screws to 50´•70 inch-pounds.
valve,upport ring valve ond

O opening. gaskets
Position and over 3/1b IN. LINE "B" NUTS
the five baits through support ring, gasket, and volve
O SI~JI( bolh (2a) (hr.ugh lupport ring, bulkhead. C
Draw up bo\ts into voive, and then into
O T.rqus.ll bor), to 50-70 inchpound,.
Connect "8" nuts to valve fitting,. Torque 3/lbiclch iine

lu "B" nuts to 25-35 inch´•poundr; torque 3/4-inch line "8’
nut to 300´•~00 inch-pound,.
m Attach lint ~uppart clamp,.
m R´•inctall ´•nvironm.ntol unifl.
3/4 IN. LINE "B" NUT
.1
rl~cl´•u.ls*
3
Installing Fuselage Tank Refueling I;evel Control Valve
28-21-2 Figure 28-~1-401 Jul 6/73
Page 402
Q~RIGBNAL
As ReeaivBd ny Na-ss-azo
hiAIrciTEEiANCE MANUAL
B"B"P
i. Check valve serviceability, and inspect valve cure NOTE

date to determine that valve is not outdated.Cheek
Two of the sis bolt holes in the valve tnount-
that two AN919-6D fittings are installed.
ingflange are slotted. Wh4a removing t~
2. Removeaecessdoorfrom frontspar. valve, loosen the two bolts in the slotted
holes only afew turns; completely removP
3. Refer to note, and position valve so that it aligns with
the otherfour bolts. The r!ntre can f~4n be
the proper sensing lines. Start bolt into
rotated and removed (or inntalled). The two
mounting flange,
bolts that are to be ´•iffRtalCcd in the slotted
mounting holes shot~ld be installed on the
replacement valve. The vnl~te can tA4n be
rrarsr oooa
properly positioned u:ith its fittings
aligned with the proper sensing lines.
raoM rpaa
nccrrr oooa 4. Start B nuts on lines, and tighten them by hand.
ITaarr DOM li*I

5. Tighten and torque mounting t~Lts to 50-;5 inch-
pounds; torque 3/8-inch line R nuts to ;5-125
inch-pounds.
Ilruuuo
IHUIOR VALVII
*CCII~ WORI-Y I IL
GASK-O-SEAL I REFUELING
SHUTOFF VALVE
A,
E NAS1303-8 BOLT
MOUNTING BOLT
2W1B-10M NA51104-3W (6 REQDJ
eOo-ool-lOOs I I r VALVE ADAPTFRJ~
I L´•:
8‘
FRONT SPAR *CCESS DOOR VIEW L00rlNG UP--L WIF#G
LEFT AND RIGHT WING TYPICAL
!5~1"( S~LCOVtD
SLOTTED MOUNTING
CHECK r 1 HOLES (TYPIC*L 2 P~*CES1
VALVE
INSTL ON R WING SHOWN--
INSTL ON L WING SIMILAR
REFUELING
SHUTOFF VALVE
NOTE’
The Gask-O-Seal is an integra 1 part oftke
VALVE ADAPTER access door and is not replaceable If the
Gcrsk-O-Spal is damaged in any u´•ay. the
SENSING
access door tnust be replaced.
LINES
6. Ensure that the area is clean. E:nsure that the c;rt~k

O-Seal and Stat-()-Seals are serv iceable; then i nstal I
access door. Torque t~olts 2:i-:(5 inch-l~ounds.
7. Install stress door in fuselage ba?´• and access tlt~or.

V~CObKING UP-R WING
Ir ;r (SK1NREMOVED)s-
Figure 28-21-402 Installing Wing Refueling Shutoff Valves
28-21-02
I’aRe 403
0 COPYRIGHT, 1989 BY SABRELINER CORPORATION Jun 12!’89
1~IA-GYI-%BB)
MAIN’1L’ENAN@E MANUBL
REIMOVAL AND INSTALLATION ~Continued)
REPLACEMENT OF WING REFUELING LEVEL

CONTROL PILOT AND VENT VALVE
Removing Wing Refueling Level Control Pilot and

Vent Valve
i. Defuel airplane.
2. Remove wingtip.
3. Disconnectandcapall linestovalve.
4. Remove valve mounting bolts.
5. Lift and slide valve from wing, remove O-ring and
air-dry before re-use.
6. Place a suitable cover over wing opening. Do not use

tape. (Removing it could cause astatic spark and
explosion.)
Installing Wing Refueling Level Control Pilot and Vent
Valve (see Figure 2&21-403).
REPLACEMENT OF REFUELING TEST AND

CONTROL VALVE
Removing Refueling Test and Control Valve

1. Defuel airplane.
2. Remove access door, lower surface, wing inboard
leading edge.
3. Through accessdoor and lighteninghole, disconnect
the five B nuts from test and control valve.
Care should be exercised when diecon-

necting lines in this area 90 that small
lines are not ezcessivell/ bent or displaced,
causing crossed lines or kinks that could
result in line stoppage and the necessityfor
replacement.
4. Remove the 10 screws attaching valve to wing skin.

Remove valve Gask-O-Seal from wing interior.
6. Provide covers for openings, do not use tape.
Installing Refueling Test and Control Valve (see

Figure 28-21-404). Cleaning and Replacing
Refueling Test and Control Valve Filter Element
This filter should require changing only at the test and
control valve overhaul periods or in case of valve failure,
since there is relatively no flow through the filter.
1. Loosen B nuts to both sides of filter (see Figure 28-

21-404) unless valve is removed; if valve is removed,
take off inlet line only.
28-21-02
I 12/89Page
Jun
404
NA-69-420
MAINTENANCE MAKUAL
1. Observe fuel maintenance precautions. 5. Start attach bolts and tighten them evenly; then
torque bolts to 25 inch-pounds.
2. Inspect the cure dates on new valve to determine
that valve is not outdated, and check its 6. Connect all lines to valve and start "B" nuts by
serviceability. hand; then torque 3/8-inch line "B" nuts to 75-125
Lubricate "O" ring
inch-pounds, and torque 3/16-inch lin~ "B" nuts to
3. packing, using petrolatum. 25-35 inch-pounds.
4. Place "O" ring in groove of valve mounting fiange,
and slide valve into position in wing.
7. Installwingtip.
RING
REFUELING LEVEL CONTROL

PILOT AND VENT VALVE
LN*S 50(-36* RECO:
6
TEST AND SENSING LINES
TEST AND SENSING LINES
Figure 28-21-403 Installing Wing Refueling Level Control Pilot and Vent Valve
28-21-02
Page 405
0 COPYRIGHT, 1992 BY SABRELINER CORPORATION Apr 4/92
OWIGINIAIL
NA-69-420 As Received By
MAINTENANCE MANUAL
A~p(3
OOb..,va lu.i ..infsn.nr, prst.ul~nl O install 90-degree elbow and "0" ring in inboard (inlet) port
of valve, leaving jam nut loose so that it con be aligned after
it is installed.
O Remove cover from wing opening.
Lubricote G.II-O-Saol
Inlp.~t valrs lerrlaulrlitl .nd ~heck the

O ’tYm,
[Rubber Tack
ond polition Isolin ving
No. 4975) *ilh pafml-
O dekrmine th.t volve i, not outd.ted.

cu.. dole. O
NOTE Whenever therefu,ling control valve assembly is

removed or replaced, the fuel filter element P/N042788
should also be replaced.

"O" RING 790 DEG ELBOW
REFUELING CONTROL
VALVE ASSV
LIGHTENING HOLES
A A
JAM NUT
WING ACCESS NO. 4975
GASK-O-SEAL
(RUIBER TECK)
TEST LINES
FILTER
Is
~I
a
e"A"/
.L~´•Br
FILTER LINE
REFUELING CONTROL VALVE
Q, *--ACCESSoOOR ATTACH SCREW InNso7´•lols-~o RE~DI
VIEW LOOKING UP, INBOARD L AFT
O a~rsll dm. end ightaning hole, po.ition

O Tighlen.tl.ch Irrcvl to IS in~h-pound..
O ~CreWL.
fh.~ Gal~-O´•Seol ii in place; then rlort the IO ollElth
El Align 90-degree elbow wilh line fr.m filler,
and tighten iam nut on elbow.
rf.r, "8" nut.,
eF;f Connect remaining liner to valve. Torque 5/)6-inch line

LY \’B" nut to 60-80 in~h-poundr and torque the four 3/16´•
inch line "8" nuts to 25-35 inch-pounds
m low air pressure (25 psi), check to determine whether
m Ihot wing ii cleon ond inltoil ac~era door
Il,o.,.ls.2le
Figure 28-21-404 Installing Refueling Test and Control Valve
28-21-02
Page 406
Apr 4/92 o COPYRIGHT, 1992 BY SABRELINER CORPORATION
ORI~INARI,
As WeceivL´•d By SABRELINER
B’TP MAINTENANCE MANUAL
Remove the two mounting bolts attaching valve to ri:.:.
(3) Remove filter body from bay.
(4) Loosen nut and remove element from filt;er
(5) Slosh element and bowl in solvent, cle:in w:it~i Ri!’ i,l.n.-it ´•i:;
for cleanness and general condition.
(6) Reinstall element and bowl.
(7) Tighten retaining nut and safety wi’l;li !.o(: 1~ -i ?‘F´•
(8) Place valve in position in winR x!iil ::t.nr’. ’11’" :::jil-.
(9) Install valve attach ~,olts.
(10) Torque "B" nuts 60 to 00
(II) If balance of installation is coniplete, Cilccle for fci:.’cil.li ::I.--
and install access door.
5´• Replacement of Single-point Refueling Receptacic :´•i;i~ :-il´•P’c:~
A. Removing Sin~le-point Refueling Receptacle cLntl
The single-point refueling receptacle adapter’ ic nccei´•cii:l~; r!-’;1~I´• t::;;
dust cover is removed. The receptacle housing is cor;::ii.icl´•~´•: u
of the structure and is sealed by the groove me~ilo.l.l.

the housing would require removal of t~le right inboal´•~l k’l:i;: _c_´•~
(1) Make sure that fuel level is below rcfuelinG -;,I:--.I:
airplane is left fueled, check valve mRY d2’ip r’~iel.;
Remove receptacle access door.
(3) Drain refueling line by manually opening poppet valvt´• l!i
adapter.
(4) Remove the six screws around receptacle aciapter. The 1´•ecep~-´•c_i:
adapter and "0" ri~ should fall out; of t~-le rece:;s.
B. Installing Single-point Refueling Receptacle and
(1) Check O-ring seal packing for ser.-icea:-ll’~-.-.-.
Coat "O"-ring with petrolatum (Federal Specification
(3) Place "O" ring in groove and position receptacle adnpt~er

(MS~4484-1) into housing.
(4) Install screws around receptacle adapter and attac~i co~re- ci!?ir;.
(5) Install dust cover.
Mar 1/70 28-~1-

Page ´•iO~´•
SA B R E LI N E R
MAINTENANCE MANUAL
6. Replacement of Pressure Refueling Line Check Valve Assembly
A. Removing Pressure Refueling Line Check Valve Assembly
This valve is accessible through a fuselage bay and a door in the right
center section f;ront spar. Refer to procedure for removing wing refuel-
ing shutoff valve for information on disconnecting lines to right reruel-
ing shutoff valve.
(1) Disconnect the two lines (1-1/4 inch "B" nuts) to branched fitting.
Remove the six bolts attaching check valve adapter fitting to rib.
(3) Work valve assembly in a circular motion to the rear and inboard.
When it is free, remove it from bay.
NOTE: Care should be exercised to ensure that refueling line does

not leave its slide fitting in the front spar and rall into
wing. Recovery and repositioning of line may be difficult.
(4) Temporarily install acess door on front spar.
B. Installing Pressure Refueling Line Check Valve Assembly
(1) Remove center section access door.
(2) Lubricate "O" rings with petrolatum.
(3) Place "O" ring in groove of check valve adapter fitting.
(4) Check that arrow on check valve assembly is on top and pointing to
rear when positioned in center’section and that shutoff valve is to
left (when racing in direction of arrow) of branched fitting.
(5) Check that refueling line is engaged in wing front spar fitting,
then position check and shutoff valve assembly over refueling line
into cutout in rib. Start all six mounting bolts; then tighten
them.
(6) Connect wing refueling shutoff valve sensing lines. Torque 3/8-
inch line "B" nut 75 to 1~5 inch-pounds.
(7) Connect refueling lines to branched fitting. Torque 3/4-inch line

"B" nut 300 to 500 inch-pounds.
(8) Check area for foreign materials; then install front spar access
door
Install stress door in fuselage bay.
(10) Install access door,
(11) Run operational check-out on pressure refueling system.
28121~2 M´•r 1170

Page 408
SA B R E LI N E R
MAINTENANCE MANUAL
i. Check-out Procedure
A. Perform check-out and testing of pressure refueling system as follows:
(1) Connect single-point refueling source nozzle to single-point roluel-

ing receptacle and turn nozzle clockwise to hold it in place.
Actuate nozzle lever clockwise to latch nozzle and open noz7le
valve. (See figure 28-21-1.)
(2) Apply 25 psi fuel pressure to single-point pressure refuelini5

receptacle. Make sure fuel flows into wing fuel tank sys’leq ut
does not flow into fuselage tank. During filling operation, r~a;re
sure venting occurs at vent underneath each wing tip and at a~--
plane fuel vent outlet (screened) at tail cone.
(3) Depress "SH~OFF AUX" and "FILL AUX" buttons of single-point

refueling test and fuselage tank refueling control val-ie. Release
"SHLT~OFF AUX" button; then "FILL AUX" bu-t;ton. Make sure r’-lcll I~1;´•n;l
into fuselage tank.
(4) Increase pressure to 50 (f5) psi and make sure i’uel Zlr;v
Depress and release "SHUTOFF AUX" button and make su--e
flow to the fuselage tank stops, but continues to f.ie :’i~-E -,zlli-s
(5) With 50 (~5) psi fuel pressure applied to single-poin~

refueling receptacle, depress and release "PRI TEST" b~itt=n sr’
refueling; test and fuselage tank refueling control val-re. Ei~iJ
sure flow into wing tank system stops when button is dppressr,
starts when it is released. Check that fuel ij not Ilo~ing int~ ;~;e
fuselage tank during this test.
(6) Perform step (5), except depress and release "SEC TEST" b-~-;tcr.
instead of "PRI TEST" button. The identical luel flrjs;
istics should occur.
(7) Depress "SHUTOFF AUX" and "FILL AUX" buttons. Release

button, then "FII;L AUX" button, and completely i’:ll r’uel
system.
(8) Continue fuel filling until i"low ceases
that tanks are full. Then press "SHUTOFF AUX" Ml~n-,sir;

fuel pressure for a short period after 91ow ~as ceass~ sne
sure no fuel overflows at any of the vent outlets.
(9) Depress poppet valve of single-point refueling receptacls.

that fuel flows from receptacle at approximatelS´• 1,4
CAUTION: CARE MI~ST BE TAKEN DURING THIS PROCDURE TO PRE’I~TI 3t~J"s

TO THE POPPET VALVE.
WARNING: PERSONNEL SHOUL;D REMAIN AT A SAFE DISTANCE FRCPI T~ Ei~-

ING RECEPTACLE WKEN THE POPPET VALVE IS
DEPRESSED, SINCE A SMAU AMOUNT OF FUEL ’IJTLL FLOW ~T(OM
RECEPTACLE AT CONSIDERABLE PRESSURE.
Mar 1!70
/8ABRELINER
MAINTENANCE MANUAL
(10) Check the following drain Valves for proper operation:
(a) Wing section tanks

a Two in LH center section
a Two in RH center section
a Three in LFI outer panels
a Three in RH outer panels
(b) Fuselage section lines

a One in L;H fuel line
a One in RH fuel line
Two in LH fuselage fuel cell fuel vent and transfer line
Two in RR fuselage fuel cell fuel vent and transfer line
a One in bottom flange of fuselage cell
One in RH fuel jettison line
NOTE: The amount of fuel required to fill the system should

be approximately 1106 gallons (7189 pounds) as indi-
cated on cockpit ru~l quantity gages.
2. Testing Pressure Refueling System
The following procedures assist In locating and correcting the cause or a,

malfunction. Basic malfunctions encountered in the pressure refueling sys-
tem occur because the system either fails to refuel, refuels too slowly, or
fails to shut off. Some or.the major causes of melLfunctions are pressure
leaks in the vent
valve, primary and secondary test system, or primary and
secondary sensing lines, due to loose ’(B" nuts, restrictions in the Lines,
or lower pressure output ~from the refueling unit than is indicated on the
unit pressure gage. When tests of the fuel system are performed, the fuel
Level in the wing tanks should be below 1500 pounds in each tank..
A. Testing Refueling Pilot and Vent Valve System
(1) Defuel airplane, if necessary. (Refer to 28-10-2.)
(2) Remove wing tip.
(3) Disconnect "B" nut on vent valve pressure line (265-488201-27.1eft

or 265-488201-37 right3 from refueling pilot and vent valve, and
loosen ~’B" nut on opposite end of line and rotate upward. (See
figure 28-21-405.)
(4) Connect calibrated pressure gage to vent valve pressure line dis-
connected in step (3) and tighten "B" nuts.
(5) Connect calibrated pressure gage to pressure refueling nozzLe.

(Refer to Chapter 1~1 figure 12-13-201.)
(6) Remove single-point refueling control receptacle dust cover, insert

nozzle grounding plug into jack on airplane, connect pressure re-
fueling nozzle to single-point refueling control receptacle, and
apply fuel pressure to start fuel flow into tanks. (#efer to
12-13-0.)
28-21-3 Mar 1/70

Page 602
SAB E~ELINER
MA1NTENANCE MANUAL
(7) Note pres;ure indication or! reuelii;~ ~l’-;-:,;;Ul’t :-.2:_:

aheck yressure indizetion o~ _l:c--r~e
pressure line at :.:inZ tip, lif’i’e~´•f´•´•"
5 psi, If pressure differenti3j i t;i~:-
check should i:e nlade at tile r~-i’:12li::_´• ~il:- -~:´•i
in an effor~ to dster;~line t;lle 3j13a i;f l-i~-.e i:-;;. (l_-´•r---J
NOTE: The r;3fuelin,’ pilot e~d.’;e!;t ;ra17z ;i~iSiilCi :_~r-.:
ar~d 55 3?si´• If the valve -i::e ?P-7i; ~-_:

55 -Psi pressure), it i:;
replaced,
(3) Chec;~ for pcsaibl~ at "B" .i-:lll_l

To check for leaka~e, ~ra´•iii;lr r_i’;;~lil!:l
depress flapper, anil thzn, -..iti- r´•l´•_.)..l~´• sr_:-1:1.L_r
~olding them list~n fzr _f
tip tank ar´•es~.
(i)) Since refuelin~ nil~t and vont ;´•alv-~ i.;
wing acces~ pariels, rp:nl~Ve V,Zli´•r~ 311--i’;:

C~l (I~jl( :1.1~.´• ´•´•.iTi:
tip tank areas for tlght~e;; tef;i--~- it´•,-;---;-~ila
(10) To check for displaced O-ring se~s a-i

(255-130073), ciefuei qi)-e;;, 25
(refer to Chapter 6, i;-00-3) -~h´•- ~r.r:
valves, and check "O" rings on refuelin~ ~r.d
pressure line on both sides of bulkizea~

I
when the drain valves are removed and ;-ili--;..´•~ -I
used,
DTOTE: To check for leakage in O-ring Et3~i ar´•-~,

~F1 -;_r´•-i~
of a flex hose to rPfuelinEl oil3~ ~ci -----´•-7~
":’-~.,-1;‘-
line at ~ing tip and other end of hose

fuel. Raise container high .i!l~- Li~ _
F::Il-;)´•-
fuel flow into refueling Filct and -´•ent
This pressurizes the O-rin~ seals ~ci
’’O~’ rings are not seated,
(L1) Check refueling pilot and vent -i:-.~

outboard ends of ving center section b~ fu-l E~
doors, (;jee figures 28-21-402 and 26-~1-405.)
(12) Check refueling pilot and ve!lt valve pressur~ lir.e ´•-I;?-- -i;
and adjacent to, single-point refueling cSr.tr-,l r~sn-e
moving wing leading edge fuel %ay acces; dci-.r.

28-21-404,)
(13) At conclusion of tests, remcve test u;
then reconnect lines, torque ’’B" r~uts, an,d i113cL2~ i~’%-Il 1,-~-.---;:
access covers, and doors that Iier~ re~oved.
(24) Perform operational check of pressure
~/Iar 1/70
SABRE
MAINTENANCE MANUAL
B. Testing Pressure Refueling Primary and Secondary Test System
(1) Deruel airplane, if necessasy.
(2) Remove single-point refueling control receptacle dust cover, insert

nozzle grounding plu~ into jack on airplane, connect pressure re-
fueling nozzle to single-point refueling control receptacle, and
apply fuel pressure to start fuel flow into tanks. (Refer to
Chapter 12, figure 12-13-201.)
(3) If fuel flow is audible from top of fuselage auxiliary fuel tank,
discontinue refueling. Check refueling pilot and vent valves for
venting. If one or both valves do not vent,the fuselage auxiliary
fuel tank will fill inadvertently. If refueling pilot and vent
valve does not vent~´•rerer to para~raph A.
(4) If both refueling pilot and vent valves are ver?ting, ensure that
’’FILL AUX" selector button is not engaged. Remove gravity refueling
cap from fuselage auxiliary tank and listen for audible fuel flow.
If fuel flow is audible from top or tank, discontinue refueling.
(5) Disconnect primary test Line from Fuselage auxiliary fuel tank re-
fueling level control valve and connect a pressure gage to test
line. (See figure 28-21-401.) Apply refueling pressure; check
reading on refueling nozzle gage and test line gage. The pressure
differential should not exceed 5 psi. If pressure differential is
greater, check test line for leaks at all "B" nuts within fuselage
and at wing fittings. A reading of12 psi or greater indicates
that the primary float should be raised. If the fuselage auxiliary
fuel tank continues to fill from the fuselage auxiliary tank re-
fueling level control. valve,, the valve must be replaced. Pressure
should be available in the test lines as soon as refueling pressure
is applied.
Repeat step (5), using~secondasy test line’. If further trouble

shooting of system for failure to shut off during test is to be
accomplished before replac~ment of a defective fuselage auxiliary
tank refueling level control valve, isolate fuselage auxiliary fuel
tank by disconnecting primary test, secondary test, and single-
point refueling lines from fuselege auxiliary tank refueling level
control va~ve, and cap all three lines. (See figure 28-21-401.)
(7) Reap-ply refueling pressure and check that right and left wing re-
fueling shutoff valves close when primary and secondary test
buttons are depressed. If they do not, proceed to the following
s-t;e-ps~
(8) Remove wing tip.
(9) Disconnect; affectedtest Line (primary or secondary) from refueling

pilot and vent valve and rotate line upward. (See figure 28-21-405.)
28-21-3 Mar 1/70

Pt~e ~04´•
SA B R E Li N E R
MAINTENANCE MANUAL
(10) Connect pressure gage to open end of test line and tighten "B"
nuts
(11) Have helper apply refueling pressure while depressing appropriate

primary or secondary test button. Note pressure on :jing tip gage,
A minimum or 9 psi is required to lift the float. If g psi or
greater is obtained, perform check or primary or secondary sensing
lines according to steps (17) through (23). If fuel shutoff valves
close during sensing line check, the float valve or is
defective in the refueling pilot and vent valve.
NOTE: If less than 9 psi is obtained, there is a le~ or
obstruction in the test line or test selector valve.
(12) Check for possible leakage at ’’B" within wing tip tarje area.
nuts
To check for´•leakage, remove gravity refueling filler access cap,
depress flapper, and then, with refueling pressure applied and
other mechanic depressing primary and secondary test buttcns ar.d
holding them depressed, listen for sounds of leakage xithin ~ir,g
tip tank area.
(13) since refueling pilot and vent valve is easier to remove rha?
center wing access panels, remove valve and check all "B" nuts
within wing tip for tightness before investigating other areas.
(See figure 28-21-405,) If loose ’’B" nuts are found, tighten "3:’
nuts and reinstall pilot and vent valve.
(14) To check for displaced O-ring seals at centerline ~ing rib

(265-130073), defuel airplane, remove access covers 23 and 35
and the two forward drain valves, (refer to Chapter j,
6-00-3), and check "O" rings on primary and/or secondary ~est
lines, These lines can be seen when the drain valves are rerr,oired
and a vaporproof flashlight is used,
NOTE: To check for leakage in O-ring seal area, attac~ =r.c; e:;d ,r‘
a flex hose to primary and/cr secondary test line at .-i:.-7
tip and other end of hose to a container of fui-l. ~aisl
container high enough above ving tip to induze ~I:-:.
into vent valve pressure line. This pressuriz~s t:~´•-: O-
rings and shows leakage if the "0" rings are cut 3ea~-d.
(15) Check primary and/or secondary test line "B" nuts in outhoard
of wing center section by removing fuel valve access doiJrr,. (Jse
figures 28-21-402 and 28-21-405.)
(16) Check primary and/or secondary test line ´•’B" nuts at, anci 9C~3
to, single-point refueling con-trol receptacle by rorno\rir,g air:r
leading edge fuel bay access door. (See figure 28-~1-4´•35.!
(17) Disconnect primary and secondary sensing lines fron; refuelic~ p

and vent and cap refueling pilot and vent valve ports
valve,
(18) Apply refueling pressure.
Mar 1/70 28-21-3

page .3~;-
SA B R E LIN E R
MAINTENANCE MANUAL
tig) Close off primary sensing line with thumb. Fuel flow to the wing
should cease. Release thumb pressure to open sensing line.
(20) Close off secondary sensing line with thumb. Fuel flow to the
wing should cease. If the shutoff valve falls to close when either
of the sensing lines is closed off, there is leakage in the sensing
lines, or the shutoff valve dia;phra~gn is defective and the valve
must be replaced.
(21) Since refueling pilot and vent valve is easier to remove than
center wing access panels, remove ve3;ve and check all "B’( nuts
within wing tip tank area for tightness before investigating other
areas. (See figure 28-21-405.) "B"
nuts are found,
If Loose
tighten "B" nuts and reinstall refueling pilot and vent ve~ve,
leavingprimary and secondary sensing lines disconnected.
(22) Remove fuel valve access doors and check primary and/or secondary
sensing line B-nut connections to refueling shutoff valve in out-

board ends or wing center section. If no loose "B" nuts are found,
replace refueling shutoff valve access doors.
(23) If Loose "B" nuts oli sensing Lines of refueling shutoff valve a~e
round, tighten "B" nUts, reinstall-access door removed in step (22)~

and reapply refueling pressure. Close off primary and/or secondary
sensing line with thumb. Fuel flow should shut off. If it does
not shut off, defuel airplane and replace refueling shutoff valve.
(24) At conclusion or tests, remove test equipment, reconnect lines,

torque ’’B" nutst and install drain valves and access doors that
were removed. Perform operational check of pressure refueling
system.
C. Sensing Line Check
(1) Defuel airplane if necessary.
(2) Disconnect primary and secondary sensing lines from both pilot and
vent valves, and rotate lines downward. Provide containers at each
win~ tip to catch fuel.
(3) Add lo00 pounds oP fuel to airplane system, An equal amount of fuel
should emit from both the primary and secondary sensing lines at
both wing tips into the four containers.
(4) Check airplane fuel gages after 1000 pounds or fuel has been added.
The ga~es should read within 50’ pounds of the added fuel in the
tanks.
NQTE: If gages do not read within 50 pounds of the added fuel in

tanks, do steps (5) and (6$ to check sensing lines for
obstruction.
28-21-3 Mar 1Plo

Page 606
NA-69-420
MAINTENANCE MANUAL
I-
FUEL SYST~M
VENT LINE
GRAVITY R~FUELING
ACCESS
SIPHON BREAKER LINE
FUSELAGE
auxlnnav TnNK
REFUELING LEVEL
i’/ CONTROL VALVE
FILLER ACCESS SCUPPER DRAIN
FUSELAGE AUXILIARY TANK

DETAIL A
PRESSURE REFUELING LINE
WING TANK
CLIMB VENT LINE
RH FUEL VENT AND uUvm IERlar~ AUH C*r
TRANSFER LINE ~wsm mor ucD

rr
Mm nn van vun
BOOST PUMP (H FCIEL VENT AND nucur rrn

;J
ran*srsa LINI
/j
j
RH REFUELING c~ IKONDUlml vAn VI(M ~BM
/ISHUTOFF VAIVE ,-I ROOST PUMP
ne IH REFUELING mnu* YNYIIE

5.
mnur rm
VALVE I
YCOM*IIYNYNG
F I r(Y1~ YHIWO
RH FUEL VALVE ACCESS DOOR 1

I,/
~61 nwramn
IK00*~’I n~r
w<oro*~r YN)HC
FORWARD WING TANK

I
DRAIN VALVES
DETAIL C C I) DETAIL B
i
i -i
LII FUEL VA~VI
ACCESS DOOR
1)r(´•2~11r11 Itcluc!linK S~´•slcnl (SI´•~ec( 1 I,T 2)
28-21-83nrl
Panr fS(~7
o COPYRIGHT, 1986 nY 1-iARI’IF-I I N t´• It CC)H r:’ONAIAl ION Aup l.iH6
NA-69420
MAINTENANCE MANUAL
RH WING PRIMARY TEST SECONDARY TEST
I/ IIH WING VENT V9LVE PIESSUR~

~I IFUSELAGE AUXILIARY FUEL TANKI
RH WING PRIMARY ZfNSING

PRIMARY TEST
(FUSELAGE AUXILIARY FUEL TANK)
RH WING SECONDARY TEST
RH WING SECONDARY SENSING
VENT LINE
i
FUEL VENT AND TRANSFER LINE
WING SECONDARY SENSING
RH WING PRIMARY
L~ -1TJynRliZf~ ,RH WING REFUELING SHUTOFF VALVE

FUEL FILTER
.r
PRESSURE REFUELING TO
FUSELAGE AUXILIARY TANK
REFUELING LEVEL CONTROL VALVE
I~
PRESSURI REFUELING TO LH WING
I´• REFUELING SHUTOFF VALVE
PRESSURE REFUELING LH WING LH WING LH WING
\LH WING PRIMARY TEST TO RH WING REFUELING SECONDARY TEST VENT VALVE
REFUELING SHUTOFF VALVE I PRESSURE
LH WING VENT VALVE PRESSURE SHUTOFF VALVE
I SECONDARY SENSING
WING SECONDARY TEST
PRIMARY TEST, v~,´•ca, .PRIMP~RY SENSING LH WING
PRIMARY
VENT VALVE TEST
PRESSURE
---T~
t
SECONDARY LH WING
SINGLE-POINT REFUELING
TEST PRIMARY
CONTROL RECEPTACLE
VENT LINE SENSING
REFUELING SHUTOFF TEST RH FUEL VALVE
AND AUXILIARY REFUELING ACCESS DOOR I LH WING
CONTROL VALVE
SECONDARY SENSING
8j
Si
DETAIL A t6
LH FUEL VALVE
ACCESS DOOR
CENTERLINE
DETAIL B
WING RIS
PRIMARY TEST
VENT VALVE
PRESSURE
INTERCONNECT
SCCONDARYfl~TINC
TEST
’~O RINGS
"O’’ RINGS
--LH WING PRIMARY TEST
’--zlH WING VENT VALVE PRESSURE
LH WING SECONDARY TEST
DETAIL C
Figure 28-21-405 Criticrsl Line Connections Pressure Refueling System (Sheet 2 of 2)
28-21-03
607A
Sep 20/85 a COPYRIGHT, 1985 BY SABRELINER CORPORATION
SABRELINER
MAINTENANCE MANUAL
(5) Defuel airplane; then ii _es r~ei sci
valve.
(6) Attach one end ol a ~=se

and other end ~3 a con alner eL. _;1:1 e_
to induce fuel r;low. Ii’ there is ´•s =~sirut_L-c.

seen ts lower in ,he
(7) If sensirg line is unobstructe3, -ela~l r.;el 9:
At Conclusion o.f’ tes-~s, rernoVe ;es; e!-iici::lcr ~,53.:
lines, torq:le "B" nuts, snd install ir2iL

and doors that were rernovej~ Perl=ir::: Lera_i;cs; ~’r.e-.:
relueling system.
D. Test Line lllw Chec~
(1) DePuel sir~lane if necesaar~.
(2) ApFlg reluelint~ pressure. DeF´•ress z~rs-; tl;e _tri:r~r--

secondary test buttons. Fuel fl.ow -e wi-~ r.ac~s
i3) ~low not 2~ase 15

II-It
stoD refuelir,~ L:r.ine4iasel are .3
single-coint reluelin3 val~e, a~ii _er.f:" --;5-=.
If no "5" r,uts are r’our,d l~c;se, cr:;´•-´•e~:i :;L_~-. a
(4) Disconnect anj lir~s e~
Add Iilel. No iuel si?oul~i enLr ~--s-e -~ls 1L:les. .II-;~

dPpress lirst t~e tner, tie
should etnit fror~ -,ne rescecr~-;e 1=s- -LT~2S.
(5j IP I’uel still:~oes :Ist ;~,:n ;:isse lir.es?

"or restri=-,Fsn. I~s:lrLr,;-´• Li:les a,-e 1´•t;__l
add r’uel and der~ress ,-izar3´• I;-~1 s~::zci´•1´•:- ,~Jr_
as ion~ as minu-es ~r s:_~-- =L
buttons have been ace release;;,

restricted or ~alve.
To check r‘or
~RBGINAk primar~ test line a he Ve;--t Va_-/e.

parent hose to the test line and c,he ot:n_er
As Received By fuel. Raise the cor~tainer ~i-h encudh
e::-~ ta Y
i?-rlUCe ?1
I;
A~P ,I __ih
’there is no restri~ticn, C,he ruel c~r, c~ 3eer i;e-. --.~s
this Line; then repeat procedurce vit~ test li~e
(7) zf there is a restricsi~n in ve~t ..hl~´•, I~r_io- ir
Flane and c’r,eck t’or restriction

test and auxilLary re~uelina ~ai´•!e.
(e) At conclusion o~ tests, rsr~ove ~es- ´•,s~i; _:_2e -r´•t~;:;;.-
lines, torque "S" nu-,s, and insiall -;´•´•l´•:est

and doors that were r=!novei.
refuelin~ syste!n.
Mar 1/7e I~-L1-Z

3e
SA B R E LI N E R
MAINTENANCE MANUAL
FrJEL JETTISO~J SYSTEP/I

THE~OUGH
DESCRIPTT_ON
-6, -8
AND OPEEWTIOnT
-g AIRPL~WES
i\TA-370-~
I
i. General
The jettison system consists of a jettison line (routed overboard) and

fuel
items connecting this line to the fuel supply through the engine r’uel boost
lines. (See figures ~8-3C-1 and K single three-positisn selector
switch, two soienoid-operated jettison shutoff valves, relays, and ~aution
lights aid operation of the system. The jettion line extends frorn the ;et-
tison valves to the fuel vent fitting in the tail cone. The fuel jettison
switch, in the cockpit,selects automatic or manual jettisoning of fuel. The
switch has three positions: AUTO, fVW~T, and OFF. When the switch is ~laced
at AUTO, it stays there until it i; changed by the pilot, snd Pt~el is jet-
tisoned. Float switches in the AUTO -position circuit a~tomatically limit the
level to which fuel will ?’ettison. (This ensures that enough -^uel ;jiil_ be
retained for a specific flight at

specified duration.)
altitude and The
position is spring-loaded to CFF~ As long as the switch is held l’r, the
position, fuel is Jettisoned until the fuel supply is exhausted. S~leeting

either the or the ivIAN position of the jettison switch acfua~es re-
lays connected to the cross-feed v~lves, closing them when the jetti~on valves
open. Contacts in the jettison valve switches control "FUEL JETT OPEN"
caution lights.
The ~el boost pumps s~zlply fuel jettison pressure in ´•,c7,Ftion to the ~res-
sure required to transfer luel to the engines. With both pumps operating,
sufficient pressure is maintained for normal engine reguire~ents and ~ettF-
scning. theek valve i; Installed downstre3m of each jettison shutoff valve.
O~eration of the fuel jettison system is done in flight wi~h both of the luel
boost pumps in o´•peraticn. The amount of fuel jettisoned;jill be only that
pumped ´•rlhic’n is in of engine demand. After the fuel je~ti;on
amou~t excess
s~jitch is claced at AUTO, the sucpiy of fuel is reduced to predecvernined

a
level. If the position of the switch is selected, ~he switch T~st be

held until the desired r~uantlty of is jetti;cned~ Jettison shoul; not
Se continued to a point sjhere ~he remaining f~el supply become~
low. If the tan~s contain sufficient r2~el to raise the float; in the fuel
level control s~itches [138 ("31) gallons each tank], the jettison l~vel con-
trol relay contacts will be closed. (See figure ~8-30-3´•) Then, ~hen the
Jettison switch is placed at ~LUTO, current flows from the "mT~L JETTISON
LH" and "FUEL JETTISON Rk:" circuit breakers on the de essential bus through
the normally open (now closed) contacts of the right and left jettison con-
trol relays to the jettison valve solenoids, and the jettison valves open.
When either or both jettison valves are "crac~ed" open, the JETT OP~N"
caution light c:_oses, and this light ´•nd the master caution light
switch
illuminate. jettison swftzh is at ~liZIV or ~4_UTO, the right and left
When the
jettison fuel control relays are energizeb. The fuel pump cross-;eed valve
is then energized open. The right and left jettison fuel control relays
also de-energize the right and left fuel boost
ORr~8NAk
As By
ATP ~J
Jul 6/73
Page 1
SABRELINEB
MAIN7ENANCE MANUAL
LH OVERHEAD
FORWARD DC ESSENTIAL
´•FUEL JR71SON--LH
FUEL JETTISON-PH
FUEL JETTISON OUTLET TUBE
RH BOOST PUMP
FUEL FEED LINE
RH OVERHEAO
CIRCUIT-BREAKER
PANEL JETTIXIN CIHE
LDG GEAR-POS
FUEL JETTISON CHECK VALVES
OVERHEAD ELECTRICAL
MASTER AND B RH ENGINE FUEL FEED LINES
´•FUEL JETTISON 6//
LH AND RH FUEL JETTISON VALVES
BOOST PUMP FUEL FEED LINE
JETTISON FUEL LEVEL FLOAT SW17CME5
RH ELECTRICAL RELAY BOX ASSEMBLY

´•LEFT JETTISON LEVEL CONTROL
R(CHT JETTISON LEVEL CONTROL
5370´•2~&13
Fuel jettj.son Sgst~!ri ComFonent Locstions

rn-)o-o pjflure ~8-jC-: Mar 1/70
I)age
SA a a E rl N E a
MAINTENANCE MANUAL
LEFT INTEGRAL AIRPLANE RIGHT INTEGRAL
I
WING
FUEL TRANSFER
Ct
E1EC’TORSi1/ WING TANK
L
L
i’
LEFT CENTLR
SECTION TANK I m I a I II I SECTION TANK
~f Eiit
I
II Ir a ILLI.I tt
3 ~llllr C
FUEL CROSS-FEED VALVES
(MOTOR wnN UMR
soc~n WMP
II I I~ "a"" pums
4L
10
FUEL SHUTOFF VALVE

~of IMOTOI OC~*rED wnn umn swl
PRESSURESWITCH´• CHECK VALVES
PRESSURE
SWITCH
LH an
rO LEFT ENGINE TO IIG~n ENGINE
FUEL JETTISON VALVE

FUEL JETTISON VALVE IY--~ (soUNolD-CoNlaoUED)
(soUNolo-CoNIRoLIEo)
FUEL FLED
iL~ii
C~ZIP FUEL JEnlSON
FUSELAGE (AUX) FUEL TANK E~ I L---IFUEL:RANSFER
FUEL VENT
FUEL VENT FLAME ARRESTER
/d mc~-cli
Fuel Sehemat?e
Mar i/7() E’isure %8-:0-;3 i´•8-3o-c~
Pa~e i:
i i
ORI@IW1~- .I
SABRELINER
As Rsceivad &a~
A"B~P MAINTENANCE MANUAL
Ln CUH IEtlSON EH FUEL WtTlSON Y_ FUEL X-FIEO--)001f ENG SrS

’I T T WARNINO-
’I I FUI-JEnllONr
---f"PII ’i
o ~e roloo ocAR
L
Al1)1 1l
´•fX?5
´•’i L0~.6"WI’Cn
FUEL JEfn)OFI I
10 rUtl CilOlS´•~ffD
i´• I I T SELFCTOR SW(ICH Iltll
D1
*UH
UYr
C1
AUTO C1
C3
L~MOENCY--
FUEL JntllON
(ELFC m*STtll AND
LMLII OVLIHE*D
Sw lANlLI(STA I l0)
1 I ‘I 1 I I_ 1 4
(wj53)C~---7T7 (Kjjp~
K5S9
RH FUEL
LEFT JETTIEON LEVEL fW RIGHT JETTISON
LEVEL CONTROL Isr* sJlln; LEVEL CONTROL I
tuLCI I I I I I (RJLC)
1O CLOS~ I´•Utl BOOST

I ~I ~LO*T C3
CZ CROSS ~ttD v*lvt
I r 1 -i~CI _
r00P[N(V~LLIOOSI
IO BOOST *ND
LEVEL SWLHFUE~L
CROSS rEFD v*Lvt 19lrl
I
cROsSrrro srsrrm I *J
IIEIl Al i TO rut~ BOOST *NO
151* 1S? LH)
aJyo~
A
~:LlftDlllltM
81
xil I re
K664
.2
LEFT JETT(SON I I I(OHt JETIISON

FUEL CONTROL FUEL CONTROL I
(LJCC) (RJFC) I I lorLNIN´•E
colll I I I I I I ICOIl
AC---------~---/ ’-´•------------IA
no~olNol I I I I IHOLDINC
B B
COll COIL
C. ´•I .C
?rCl~vtorrN( I C 1 IV*LV(OPIN
V*LVI CLOU V*LVE CtOSf

D D
INDICATOI)W I 1 ,LH OVERWEAD FORWARD ESSENTIAL CIRCUIT-BREAKER
INDI(*rOl SW
LH FUEL JEtTlSON PANEL STA 122 LH

RH FUEL JETTISON
VALVE Isr* J19 in VALVE Isr* an
t MAGNET BEARING FLOATS
NORM*LLY CLOS[D) NORMALLI CLOS~D)
TO "~UEL JETT OPFN" CAVTION LIGnT
I STA 113 RH
~Fuel Jettison System Electrical Schematic

28-30-0 Figure 28-30-3 Mar 1/70
Page 4
SABRE LINER
MAINTENANCE MANUAL
relays. These rail-safe-to-close relays actuate to ensure that the fuel

boost pumps stay on and thus
provide jettison pressure, regardless of throt-
tle switch position. If the engine´• master switches are at ON (with the jet-
tison switch in AUTO or held in MAN), fuel will jettison in the air. When
on the ground, a ground lockout system prevents inadvertent jettison or fuel.
Wh~n the fuel drops to the level of the dual-element float switches, the jet-
tison level control relays de-energized
are and open the circuit to the jet-
tison allowing them to close.
valves, Also, the jettison fuel control relays
are de-energized and the pump cross-reed valves can close. When the valves
reach their closed position, all caution li~hts´• go out.
When the fuel jettison switch is held at ~W, the system bypasses the jetti-
son level control switches and relays, allowing fuel jettison to continue.
Releasing manual pressure on the switch allows the valves to return to the
closed position.
2. Jettison Valves
The fuel jettison valves solenoid-operated gate shutoff valves.

are The left
valve is mounted forward or the
bulkhead; the right valve is mounted aft of
the bulkhead at station 316. The valves are normally closed. They are
spring-loaded to the closed position and electrically actuated to open. Po-
sition switches in the valves illuminate the jettison valve open light, in
the cockpit, when either or both valves are not fully closed. The valve
solenoid circuit contains two cells, a pull coil and a holding coil. When
the valves reach the open position, a switch is opened and the pull coil is
de -energi zed. The pull coil requires 18 amperes at 28 volts and 700F. The
holding coil draws O.g ampere at 28 volts and 70"F. Minimum operating volt-
age is 18 volts de. Operating time is about 1/2 second to open or close at
27 volts de. Wiggins-type fuel couplings are used to connect the valves to
the fuel lines.
3´• Fuel Jettison Level Control Float Switches
Two dual-element switches tone in each wing tank) limit the level to
float
which fuel will be jettisoned when the fuel jettison switch is positioned at
AUTO. Each dual contact is in a hermetically sealed tube. One contact arm
or each pair of contacts is or a, material, which is attracted by a magnet. A
float surrounding the sealed tube carries a magnet which pulls the contacts
open when the float approaches the low point. When the fuel reaches a pre-
determined level and contacts either switch, it breaks the jettison valve
open circuit and permits the solenoid valve for that particular wing tank to
close. These switches are accessible through doors in the center section
rear spar and booster pump sump bulkhead access door. Flexible conduits
connect the switches to connectors in the rear spar. Switch continuity may
be checked at the rear spar connector.
Mar 1/70 28-30-0

Page 5
SAB IZ 1E~1LINER
MAINTENANCE MANUAL
FUEL JETTISON SYSTEM TROUBLE: SHOOTING
i. Trouble Shooting Fuel jettison System
A. JETTISON VALVES FAIL TO OPEN.
(1) Fuel level too Check fuel. level or select Make sure tanks are
to jettison with jetti- jettison switch M~N half full or more.
son switch at AUTO. position.
(2) Level control Fill tanks and check for Replace switch
switch float saturated proper contact through assembly.
or otherwise defective. switches.
JETTISON VALVES FAIL TO CLOSE.
(1)
Foreign matter Remove valve and check Clean valve and
caught in gate channel visually. flush lines. Re-
or valve. install valve.
Circuit breaker Make visual check. Push circuit

out. breaker in.
(3) Valve return Remove valve and check Replace valve.

spring weak or broken. operation.
(4) Valve inoperative. Check for voltage to pin iieplace va.lve.

"A" when switch position
is selected manually.
C. LIGHT STAYS ON AFTER FLTEL JETTISON SWITCH IS PLACED Ar OFF.
(1) Valves not com- Tap valve body to aid Replace valve.
pletely closed. seating.
(2) Valve light Disconnect plug to valve; Replace valve.

switch defective. light should go out.
(3) open circuit in Run continuity check on Replace relay.

relay, relay.
D. NO LIGHT WHEN JETTISON VALVE IS OPEN.
(1) Switch contacts Check with ohmmeter. Replace valve.

open at pin "C" on jet-
tison valve.
(2) Indicator light Check push-to-test light. Replace lamp.

inoperative.
Mar 1/70
Page 101
SA BR E tl M E. R
MAINTENANCE MANUAL
FUEL JETTTSON SYSTEM PRP~CTICES

i. Replacement of Fuel Jettiso!l Valves
A. Removing Left and Right Fuel Jettison Valve~
The Le~t filel jettisor; shuf,off valve is moun+ed i’orwar´•d oii t,he bulkhead;
the right valve is mounted aft of the bulkhead at station 316´•
(1) Detenr,ine that fuel shutoff valves are closed; then dscollnect bat-
ter´•v and external pnwer´•.
(2) Provide a closed receptacle to catch ~71cl.
(3) Remove access door 52. (Refer to Chapter 6, figure 6-00-3.)
(4) Remove electrical disconnect plug :’rom valve. Cap or bag pllxg and
receptacle.
(5) Remove safety wire and disconnect fuel line coupling to valve; pr´•e-
pare to catch fuel draining from line.
(6) support disconnected valve and remove support clamps; thell remove
valve.
(7) Provide covering for openings into fuel ays~em.
B. Installing´• Left and Right Fuel Jettison Valves (See figure 28-30-401.)
2. Replacement of Fuel Jettison Level Control Float Switches
A. Removing Fuel Jettison IRvel Control Float switches
(1) Defuel airplane.
(2) Onright-hand installation relieve aileron control tension; then

removeaileron bell-crank interconnecting rod and outboard bolt
nut, and washer from right and left a~leron bell-crank brace.
brace up until access door is cleared.
CAUTION: FATLURE TO RELIEVE AILEROnr CONTROL CABLE TENSION BEFORE

DISCONNECTING THE INB(IARD SECTOR SUPPORT LINK MAY
CAUSE DAMAGE TO THE AII;ERONCABLF: SECTOR sWPORT FITTING.
(3) Remove rear spar access door. (See figure 28-30-402)

(4) Remove access door from fuel booster pump sump bulkhead.
(5) Remove lockwire and disconnect conduit I’K" nut from float switch.
(6) Remove two AN bolts from switch mounting bracket and lift switch
from fuel bay.
(7) Temporarily install rear spar access door.
B. Installing Fuel Jettison Level Control Float Switches (See figure

28-30-402.)
Mar 1/70 28-30-2

Page 401
SA B R E LI N E R
MAINTENANCE MANUAL
n. Ohrorvofu´•l maintsnoncs pr´•c.ulion~. 01 R´•mov´• cov´•rin~l fram lin´•~ ond valv´•~.
Inlp´•c) volv´• for .´•r*isoobility ond Eur´• dot´•l. Lubric.l´• "0" rino p.clrinp. with p´•trol.)um.
~H fill VILVII nu(c, v..h´•r.,

O r´•t.in´•r rinul on
COUIUW)
(moolns, 1A ;I
I i n Ploc~volv´• in pO,ition b´•~vr´•´•n "T" finingand lin´•.
liD Compht´• rin´• cOupling- lnl(ollotion, clnd laktr´•m’r´•.
;I
/)L O )n~ll two r.ln lupport cl.mp..
´•s I
WLCTltlCIIL
tijl Conn´•ct ´•I´•mical ditconn´•ct plug
vol~ ond
DOCONNCC1 WUO
ij IIA J1~
(wloomyIr~o)
UOS-II0 COUWIWO
I !I
IWKHn CUMCI
r/
~1’ IMI?IP1PW161
COUCUNO--’
j
a v*ln
ELKIIIICAL
I C
DIJCONSIKT WUO ItA S16
n Do op´•raWonal Eh´•Ek On VO(Y´•(.
ACEUt WOI
[I[i~ Inlt~ll acc´•,~ doo~
Installing Left and Right Fuel Jettison Valves

28-30-2 Figure 28-30-401 Mar
Page 402
QR869NAR, SA E3 IFT 1E 1~1 ~1 1W
As 8se´•i´•jved By
MAINTENANCE MANUAL
BTP
Observe fuel maintenanca preautionl.

liE3 aceerr door from boolfer pump lump bulkhead.
3~S RemOVB fuel pump accers door. nccIss DOCR
~_
I
´•’i
i FUELPUMP ACCESS DOOR

!4659 RUBBER TECK)
ssa a
adi~i
a
~I
i
i
V35--~
LOCK´•O-SEAL j/
1600´•0197/8 S‘-
FSANKLIN C. WOLFE) \i~Lzi´•
INBD SECTOR INTER-
CONNECT PUSH ROD
´•S
INBD SECTOR SUPPORT LINK
9
/!WI
i";
h‘
install gasket (265-381060) on rwitrfi, then insert float switch L1 _i’
1" through rear soar access and through sump

it in position to align mounting holes.
ii
bulkhead
FLOAT SWITCH
access. Hold
I/ I ?u I/ (RICHT INSTALL~TION
SHOWN. LEFT OPPOSITEI
.i
Inltacl two ahla mounting tolrs,
e Install seel, and connect conduit "K" nut to switch. Install
,i lockwire.
´•n "ii
L,
~OUNTING BOLT
ANJ´•JA aOlT
iZ RE~DI
i\ h
;il
I i ~il Remove any foreign mar;er from wing and rump.
iWIBIOM
(2 REQDI
~FSiiEiiii i
r
/ly
;!I
i~j Innail Dump lump buikhead door.
A: i~
jj
SUMP BULKHEAD ACCESS
CONDUIT
"K" NUT,
r
i: j
i
i
;I, P7;9~ On righthand installation. reinstall aileron rec~or support tink and
o i~ rector interconnecting push rod,

S ir: s
i
On right-hand installation, tension aileron control cables and
form aileron rigging check, i Refer to Chapter 27.1
SEAL
Connect and safety any outside connections that may
!P/N 1016016&121
SENOIX)
.devomerneej have
j3i0-2-~8-27A
Lns allic~j; Fuel jettijon Level Ccntrcl Float

Oct 3!77 ~l-Ture
P~ige -i:3
NA-69-420
MAINTENANCE MANUAL
FUEL SYSTEM
INSPECTION/CHECK
FUNCTIONAL TEST OF FUEL JETTISON

SYSTEM
See table 601 for a functional test of the fuel jettison

system.
Table 601. Functional Test of Fuel Jettison System
Equipment/Tools
SetofJacks
Jacking and Mooring Kit

28 Vde Electrical Power Supply
Suitable Length of Hose
Suitable Container to Recieve Jettisoned Fuel
Source of Fuel for Refueling
Consumables
Fuel
I[W!flllM~l
Place airplane onjacks beforefueljettison
test is performed to prevent possible
damage to the airplane.
NOTE
Original jettison float switches were set at

r00 to 1100 Ibs remaining. Approved
replacement switches may be set at 1000 to
1400 Ibs remaining. This could result in a
fuel unbalance of up to r00 Ibs in event ofa
switch malfunction. Use the same PIN
switch as remaining serviceable switch or
replace both switches with the same PIN
switch if a jettison float switch must be
replaced.
1. Jack airplane.
A. Fuselage 3" nose up
2. Level airplane.
B. Wings .....´•´•´•´•level laterally
Fuel 500 gal (3250 Ibs) Equally divided between LH and RH wing
3. quantity
28-30-03
Page 601
Mar 15/83
NA-69-420
MAINTENANCE MANUAL
INSPECTION/CHECK (Cont’d)
Table 601. Functional Test of Fuel Jettison System (Cont’d)
Do not bend or crush jettison outlet tube.

Use support for hose.
4. Hose connect to fuel jettison outlet Extend hose to fuel container or tank truck
5. Power levers CUTOFF Prevents engines from being flooded with fuel
6. Electrical power connect
LDG GEAR POS ..........out Ensures contacts of fuel jettison ground lockout relay will
remain closed simulating an airborne condition if MLG
wheels are not clear of ground
LW ENGINE IGN BOOST .out
RH ENGINE IGN BOOST .out
BOOST PUMP-PH. ........in
BOOST PUMP-LH ........out Ensures fuel will be jettisoned from RH wing only
FUEL JETTISON-LH .....in
FUEL JETTISON-RH ....out A. Prevents RH jettison valve from opening
B. Permits testing of LH jettison valve and contacts of

oneswitch in the RH fuel level switch assy. (See
figure 28-30-3.)
8. Switches:
LH ENGINE-ENGINE MASTER........... ON Ensures jettisoned fuel will flow through LH fuel shutoff
valve
RH ENGINE-ENGINE MASTER..........OFF
ELECTRICAL MASTER ON
EMERGENCY FUEL JETTISON AUTO A. Fuel flows from hose
B. Indicates jettisoned fuel will flow through LH

jettison and boost pump crossfeed valves.
C. FUEL JETT OPEN light on
D. Fuel flow stops automatically
E. Verifies proper operation of one switch in the RH

fuel level switch assy. (See figure 28-30-3.)
9. Fuel quantity RH wing.......... 1000 to 1400 Ibs
O. EMERGENCY FUEL JETTISON .........OFF FUEL JETT OPEN Light off
i. Refuel RH wing with 50 to 100 Ibs. of fuel. RH fuel level switches close
I IC~
JT II~ILllr*irnEm3
28-30-03
Page 602
NA-69-420
MAINTENANCE MANUAL
FUEL JETTISON-RE in
FUEL JETTISON-LH ....out A. Prevents LH jettison valve from opening.

B. Permits testing of the remaining switch in the RH
fuel level switch assy.
13. Switches:
LH ENGINE-ENGINE MASTER..........OFF
RH ENGINE-ENGINE MASTER........... ON Ensures jettisoned fuel will flow through RH fuel shutoff
valve.
B. Indicates jettisoned fuel will flow through RH


E. Verifies proper operation of the remaining switch in
the RH fuel level switch assy.
14. Fuel quantity RH wing.......... 1000 to 1400 Ibs
15. EMERGENCY FUEL JETTISON switch ..OFF FUEL JETT OPEN light off
6. Refuel RH wing with 50 to 100 Ibs of fuel. RH fuel level switches close
BOOST PUMP-LH FUEL. .in
BOOST PUMP-RE FUEL out Ensures fuel will be jettisoned from LH wing only.
18. Switches:
LH ENGINE-ENGINE MASTER..........OFF
RH ENGINE-ENGINE MASTER........... ON Ensures jettisoned fuel will flow through RH fuel shutoff
valve
B. Indicates jettisoned fuel will flow through RH

E. Verifies proper operation of one switch in the LH

fuel level switch assy
19. Fuel quantity LH wing.......... 1000 to 1400 Ibs
20. EMERGENCY FUEL JETTISON OFF FUEL JETT OPEN light off
IQ
28-30-03
Page 603
NA-69-420
MAINTENANCE MANUAL
21. Refuel LH wing with 50 to 100 Ibs of fuel. LH fuel level switches c
FUEL JETTISON-RH ....out A. Prevents RH jettison valve from opening

B. Permits testing of the remaining switch in the LH
fuel level switch assy
23. Switches:
LH ENGINE-ENGINE MASTER........... ON
B. Indicates jettisoned fuel will flow through LH

jettison and boost pump crossfeed valves
C. FUELJETT OPEN light on

E. Verifies proper operation of the remaining switch in
the LH fuel level switch assy
24. Fuel quantity LH wing.......... 1000 to 1400 Ibs
25. EMERGENCY FUEL JETTISON .........OFF FUEL JETT OPEN light off
26. Refuel LH wing with 50 to 100 Ibs of fuel. LH fuel level switches close
27. BOOST PUMP-RE FUEL circuit breaker .....in
28. Switches:
RH ENGINE-ENGINE MASTER........... ON
EMERGENCY FUEL JETTISON MAN Fuel flows from hose
EMERGENCY FUEL JETTISON OFF Fuel stops flowing

FUEL JETTISON-RE .....in
FUEL JETTISON-LH ....out
30. Switches:
EMERGENCY FUEL JETTISON MAN Fuel flows from hose
EMERGENCY FUEL JETTISON .........OFF Fuel stops flowing

LH ENGINE-ENGINE MASTER...,.,..OFF
ELECTRICAL MASTER OFF
1. Electrical power disconnect
ILT
28-30-03
Page 604
NA-69-420
MAINTENANCE MANUAL
LH ENGINE-IGN BOOST in
RH ENGINE-IGN BOOST in
LDG GEAR POS ...........in
33. Disconnect hose from fuel jettison outlet.

34. Lower airplane and remove jacks.
IB
28-30-03
Page 605/606 Blank
f~iA El Ta 1~ i~l 1\1 E TZ
MAINTENANCE MANUAL
FUEL INDICATING SYSTEM DESCRIPTION AND OPERATION
i. Fuel Indicating System
The fuel
indicating system consists of the fuel quantity indicating system,
the fuel
low-pressure warning system, and the fuel flow indicating system
and their components.
A. Fuel &uantity Indicating System
The airplane has two independent fuel quantity indicating systems, one
for each wing, with half of the fuselage tank fuel included on each
indicator. (See figure ~s-40-1.) Each system consists of an indicator
with a self-contained’transistorized amplifier, eight tank units, refer-
ence condensers, connectors, coaxial cables, wiring, and a re ay control
unit. One of the eight tank units has dual elements, one set of the
capacitor elements being used in each system. The reference condenser
capacitor elements are in one of the tank units of each system. The
single-prong, bayonet-type coaxial connectors are designed to meet the
high-impedance requirements of the system.
A relay control unit is installed in the system to switch the tank units
anddummy condensers to give an indication of the amount of fuel in the
auxiliary tank. The relay control unit is operated by the fuel quantity
test switch installed on the instrument panel. During normal system
operation, the relay control unit is de-energized, to cor~Lnect the left
wing elements to the left fuel quantity indicator and the right wing
elements to the right fuel quantity indicator, when the fuel quantity test
switch is at the NOII~AL or TOTAL position. ITalf of the auxiliary tank
fuel is also shown on the respective left and right fuel quantity
indicators.
The fuel quantity test switch TEST position tests the left and right fuel
quantity indicators. The fuel quantity test switch RH IND, RH WING,
LH IND, AUX position selection energizes the relay control unit to show
the amount of fuel in the auxiliary tank on the left fuel quantity indi-
cator and the amount of fuel in the right wing tank on the right fuel
quantity indicator. At this time, the left wing tank units are discon-
nected from the left indicator, and the right auxiliary tank unit ele-
ments are disconnected from the right indicetorand reconnected to the
left indicator. addition, a dummy condenser (inside the relay control
In
unit), equal to the dry capacitance or the left wing tank units minus the
dry capacitance of the right auxiliary tank unit elements, is connected
to the left indicator, and a dummy condenser (inside the relay control
unit), equal to the dry capacitance of the auxiliary tank unit elements,
is connected to the right indicator. Capacitor adjustments are provided
on the relay control unit. (See figure ~8-40-2.)
The fuel caution system consists or

apanel light and an indicator low-
level switch. Power for the fuel
quantity indicating system is obtained
from the 115-voit ac essential source. Power for the fuel-level warning
system is obtained from the ~8-volt de ~i;sential source.
QRIGINAk 1
As FQeceivEtdsv
Mar 1/70 L._ ATP .sl 28-40-0
Page 1
SA B W E:L,f 1~ E 1~
MAINTENANCE MANUAL,
The compensated capacitance-type fuel quantity indicating system operates

as aself-balancing-type network. The tank units have tubular-type capa-
´•citor elements in the fuel tanks, forming a leg or the measuring network,
The capacitance or the tank units varies with the fuel level and the fuel
dielectric constant, The reference condenser compensates for variations
or the fuel diel’ectric constant, making the system responsive to the mass
of fuel. The reference condenser is completely immersed in the fuel
being measured; therefore, its function is to improve system accuracy by
compensating the indicator response to the general relationship between
the dielectric constant and the density of the fuel.
A variation in the fuel level introduces an unbalanced signal which is

amplified to a suitable level to drive a two-phase induction motor in the
indicator, The miniature two-phase motor drives a rebalance potentiometer
to balance the system through a high-reduction gear train.
The tank units are the basic sensing indicating system.

elements of the
The capacitor elements are contour or the tank,
characterized to match the
resulting in a linear response of the indicator, Because the sensing
elements are fixed, the capacitance of the tank unit can be varied only
by change in the dielectric,
the The dielectrle ratio between air and
fuel is approximately 2:1; therefore, the capacitance of the sensing
element is about twice as great when the tank is full as it i~ when the
tank is empty, Any change of fuel quantity between empty and full
reflects a change in tank unit capacitance.
The Fuel-level caution light is energized at a fuel low-level condition

by a switch in the indicator,
B. Fuel L~rw-pressure Warning System
Four fuel pressure switches, two in the ri~t fuel system and two in the
left fuel systemJ sense law fuel pressure conditions, The following
applies to the right fuel system: One pressure switch is positioned doxn-
stream from the right fuel shutoff valve and monitors the right boost
pump pressure. The second pressure switch (a pressure-differentia1 type
switch) is positioned in the right engine pod and monitors the differen-
tial pressure of the inlet and outlet lines of ~the centrifugal stage of
the engine-driven fuel pump, The two fuel pressure switches in the left
fuel system function the same.
When either the right or left fl~el boost pump fails or if the right or
left centrifugal stage of the engine-driven fuel pumps rails, the re-
spect;lve "RH FUEL PRF:SS LOW" or "LH FLTEL FRESS LOW" caution light on the i
caution light indicator panel is´•lighted. The ’’FUEL" switch should im-
mediately be actuated to -X-FEED. The boost cross-reed and tank cross-
feed valves will open, allowing either the right or left boost pump to
supply fuel to both engines. If the respective "RK FUEL PRESS ~LOW" or
"IB FUEL PRESS LOW" caution light goes out, t~e designated right or left;
fuel boost pump has failed, if the light remains on, the designated
right or left centrifugal stage or the engine-driven fuel pump has fail
On all airplanes, if the tank cross-reed or boost cross-feed valves fai
to open, the "FUEL TANK X-FD FAII;" or "FLT;EL PUMP X-FD FIAIL’~ caution
will lilfht and remsin on.
~g%llGaNAk
As RecBived By
28-$0-0 ATP Mar i/7oi.
Page 2
1
SJ~BRE
MAINTENANCE MANUAL
f3 ,FUSELAGE TANK
RELAY CONTROL ~e UNITNO.B
UNIT ,s
(REMOVE TRIM PANEL TO
CAIN ACCESS TO UNIT.) 4
STA 312 11
II
I
1~ I
"FUEL PTY LH"
ROTATED 180 DEG I
FOR CLARITY
CIRCUIT BREAKER
"FUEL QPI RH"
CIRCUIT BREAKER WING TANK ywlNC 5Ta_Z07
CENTERLINE UNIT NO. 1
0 0 5 0 O O 0 W1NC 5iA 139
T
WING 5TA
CANTED 17.089
o c\ 0 0/0 C O I IWINC1ST* WING S~A 87.73
12.322
C01,´•00C CANTEDI
WING TANK
WING
UNIT NO. 7 5TA
0000000
24.644
i j
U WING TANK
0 0 ’j C C 0 C WING TANK UNIT NO. 2
i -1
UNIT NO. 6
000 O
I WING TANK
0000 UNIT NO. 3
"NEL WARNING j
OCOC
ii LEVEL"
CIRCUIT BREAKER
WING TANK LWING TANK LEFT WING SHOWN--

LH OVERHEAD OUTBOARD UNITNO.S- UNIT NO.4 RIGHT WING OPPOSITE
O O i_J
LOW FUEL LEVEL
CAUTION LIGHT
‘h
:I
1
’I
i
i. I
:L
--C´• i: II :L_
I
i i
iii;l?
INStRUMENT
I i ;r
PANEL
i_ __
Nnnm rynnm
FUEL FLOW
srur~Z :i_ ii
IF(DICATORSaUANTITY IND1CATORI
TEST SWITCH COPILOT’S INBOARD
G
FUEI?TY III(FUCL pN INSTRUMENT PANEL
FUEL QUANTITY 4 oN SOME AIRPLAN ES. TWO HOLES (WITH PLUG-TYPE BUTTONS INSTALLECI ARE PROVIO ED
INDICATORS IN TNE C*BIN CONSOLE 51DE PANELS FOR ACCESS TO THE FUEL OVANTITY UNIT
ADJUSTMENT SCREWS. il:o-;-~a.;en
""ng 3ystem Lccatcr

Fuel ~antLty Indics~
Jul 6/73 Fi~re 2EI-40-I 28-L3-0
Da~e 3
SA113 F3 E b,l 1V E R
MAINTENANCE MANUAL
C. Fuel Flow Indicating System
~sjo fuel flow indicators are mounted on the pilot’s inboard

sanel. ’i"ne indicators show the rate of fuel flow fron? each engine fuel
icontrol unit in Founds per holzr. ri"ne indicators a-e caliijrs~ed rrcm
O to 4000 in increments The indicators are powered Sy
or :00 pounds.
li5-vol~, 400-cycle sc power from the airplane essential bus system.
When the engines are being operated, fuel passing through the respective
engine-mounted fuel flow transmitter results in a signal to the indicators
representing class flow rate.
Total Fuel Consumed Indicating System
On NA-380 airplanes equipped Airway Checker ~irplanes, a total fuel

as
consumed system has beeeinssall?ed (see figLire 28-40-3). ~e total fuel
consumed system Is pot~e-red by the 115 T~AC primary bus and is i~vegr,ted
with the fuel flow indicating system. Components of the total fuel con-
sumed system consist of a digital display instrv~nent mounted in the co-
pilot’s outboard panel, a fuel total rese~ button on the eo-
pilot’s console and associated The indicator provides a digital
indication of the amount or fuel used, in pounds. Depressing the F~J"sL
TO~U; RESET button on the copilot’s console 5´•iill reset the digital dfs-
play unit to zero. The totalizer signal is Soo-~ strap signal from the
fuel flow indicators; therefore, in the evor?t or a fuel flow indicator
failure, the totalizer will display one-hair of the normal indication.
Fuel C,111 ’11an-~ -~Tnits
~e tank unit is a +,ubular ca.pacif,or in ~rhich the area and a-oacing betwesn
electrodes are s"i:teci, and are made of three concenc,ric tubes. inner
-lube(inner electrode) serres as 3.~late f a capacitor. The ~iddle tube
(the other electrode) serves as the other plate. thirdtube, around the
other tubes, is electrical sl:ield as well as a support. ~e two i~er
electrodes are insulated from each other and from the outside
tube, which is atground potential. Fuel is permitted to flow freely in and
out or spaces between the tubes throu~Jh and Tient bolts at each end or’
-~he unit. This fills the :unit-lo the s~me fuel letisl as that in the fuel
Sali. Access to the inside or’ the fuselage cell is ´•3ro´•rided jy re~oving a
door from the metal comlsartmen-l at ~v,seiage station 3T7 and then -emoving tbs
fuel cell access ,3,co-r. l"ne´•´•e are seven fuel ttZ-’LkL
each wing. ~ey can be reached through wi-’S~ access doors.
3´• Fuel &uantity rndic3;-~ors
pilot’s inboard panel, indi-

fuel quantity indicators, or?- the ii?3trt3nenf~
cate in pounds of fuel. ~e i,7idir,a~tors are calibrated from O to SOOC in
increments of 1CO pounds.ri"ney indicate 211 internal fuel. Eac~ indicator
reads one half the i;otal wingfuei plus one half the total fuselage Cuanlr fuel.
regardless of the temperature or the t~e of fuel. fuel indica-
ting system is potEiered jy the Ilr-volt ac essential bus.
As Recelv~d By
ATP 1
28-40-0
"age h o~t 3/7T
SABRE LINER
MAINTENANCE MANUAL
A fuel quantity test switch is in the landing gear control switch panel as-
sembly. The function or this switch is to test the fuel quantity indicating
system for proper The three switch positions are TEST; TOTAL;
operation.
and RII IND, RH WING, LH
IND, AUX. When the switch is placed at TEST, the
pointer of t~e left and right fuel quantity indicators should rotate counter-
clockwise. When the switch is placed at TOTAL, the pointers should return
to their former positions. The TOTAL position indicates on the left; fuel
quantit3t indicator the total of the fuel in the left wing tank plus half of
the fuel in the auxiliary tank, and the right fuel quantity indicator shows
the total of the fuel in the right wing tank plus half of the fuel in the
auxiliary tank. The RH IND, RH WING, LH IND, AUX switch position indicates
the quantity or fuel in the auxiliary tank on the left i.ndicator, while the
right indicator shows the quantity of fuel in the right wing tank. Failure
of the pointers to r´•espond shows a faulty indicating system.
ORIGINAIL
As REcejvsd By
ATP 1
Jun 28/74 28-40-0

Page 4A
SABRELINER
MAINTENANCE MANUAL
15V AC PRIMARY
FUEL DTY LH T 128V DC ESSENTIAL WK 7 FUEL PTY RH

ilH OYHD AFT ilH OVHD AFT
CIRCUIT-BREAKER
FUEL W*RNING LEVEL
PANEL) ILH OVHD FWD
PANELI
CIRCUIT-BREAKER
PaNELj
TO "LOW FUEL LCVEL~’

FUEL QTY
CAUTION LIGHT
(PILOT~S INBOARD INSTRUMENT PANEL) /COPILOT’S INBOARD
ilus TRUMENT PANEI/
rES~ -L RHIND
rOTAI IY RH WING
LHIND
cl I III I I AUX I Ic
LY
J I J
CLOSE~
pi I I I I Ip
2973 LB
HI I I I I IH
T I I r- 1 T
CLOSED
297 ~B
KI -1K
i~-- ’L
X. I I I ’X
AMPLIFIER
u, II, I I I I I u
A, I I I I I ~----------I A
B~--------QII, I I I I I f I I I cllb--------´•---l 8
TANK UNIT
o D
NO 8 (AFTFUS)
I I I I I I i I ~---I E
LH FUEL QUANTITY INDICATOR I I I I I I 1 I I I I RH FUEL QUANTITY INDICATOR

iPI1OT’S INBOARD INSTRUMENT PANEL) r I I I I I I I I (PILOT’5 INBOARD IrJ5TRUMENT PANEL)
LH WING rL~ I _I I I I 1 I I I I RH WING
NO 5 L NO 6 LL 7 NO 7 L I I I I I I i I I I I NO. 7 r 1 NO. 6 1 NO. 5
TANK UNIT TANK UNIT TANK UNIT _.

n n n n i;;) II 23L TANK UNIT TANK UNIT TANK UNIT
ICANT WING ICANT WING (CANT WING II IT I i 1 7 r 771 1 ~I 11 I (CANT WING (CANT WING (CANT WING
STL\ 28) STA 13 FWDJ STA 13 AFTI I I I I I I I I I I sTa 13 AFT) 5TA 13 FWD) 5TA 28)
RELAY CONTROL UNIT CONNECTION LEGEND

a LINDLOW j 4 R AUX HIGH
b LAUXLDW i h RINDHIGH 17
3-12 89 UUF I I IUU~
c LWI~GLOW I i RWING~1IGH
UUF T L WING I I I IR
d LWINGHIGH It RINDLOW
AUX
UUF
f LAUXHIGH m RAUXLOW
NO 4 1, ~-INO 3 L~ ;I~ 140 NO 1 I I I I I I I 1 I I I IT i I I I ING. 1 7 NO. 2L 7 NO. 3 1= 7 NO. 4
TANK UNIT TANK UNIT TANK UNIT TANK UNIT TANK UNIT TANK UNIT
TANK UNIT TANK UNIT
(CANT WING 5TA 421 87731
JWING STA (WING STA 1393 JWINGSTAZO~) WING 5TA 421
RELAY (WINe 5TA 207) (WING 5TA 139) IWINt 5TA 87.73) (CANT
iPL1fSTA3l2)
5370-2-~8298
Fuel Indicating System Electrical Schematic

Jun 28/74
J2‘iF,ure ~8-40-0
Page 5
SABRE LINER
MAINTENANCE MANUAL
4. Fuel Pressur´•e-sensing Switches
Four fuel pressure switches, two in the right fuel system and two in the left
f~el system, indicate the low fuel ressure condit;ions. The following applies
to the right pressure switches: One pressure switch is positioned downstream
from the right fuel shutoff valve and illuminates the "RH FUEL PRESS LOW"
caution light when the boost pump pressure drops to 5 (+1) psi. The second
pressure switch in the right fuel system is positioned in the’right engine
pod and monitors the inlet pressure and outlet pressure of the centrifugal
stage or the engine-driven fuel pump. This is a pres sure-differential type
of switch. The pressure rise of about 40 psi across the centrifugal portion
of the engine-driven pump creates a pressure differential or 40 psi. When
the pressure differential across the pump drops to 6 (+1) psi, the pressure
switch will close and light the "RH FUEL
PRESS LOW" caution light. The light
will go out on a pressure rise of 3 psi above 6 C+1) psi. The two fuel pres-
sure switches in the left fuel system, one switch downstream from the left
fuel shutoff valve and one in the left engine pod, operate in the same manner.
5. Fuel Flow Indicators
The fuel flow indicators consist

of a selsyn receiver for rotating the pointer
and a stable supply for the transmitter impeller motor, to
frequency power
compensate for external frequency changes in the airplane electrical system.
The indicators are integrally lighted, hermetically sealed, and are designed
to indicate the flow rate or engine fuel in pounds per hours. Fuel flow indi-
cators have a range of O to 4000 pounds per hour. (See figure 28-40-3.
6. Fuel Flow Transmitters
Elements or the transmitters include

flow-sensing means, a synchronous drive
motor, a restraining spring, a transducer that converts mechanical
and rota-
tion to an electrical position signal.
Angular momentum
proportional to impeller s-peed is imparted~ to each unit mass
or fuel. By recovering this angular momentum, a mechanical torque is devel-
oped which is proportional to the product of mass flow rate and impel.ler
speed. This torque is converted to an electrical signal which is transmitted
to the fuel flow indicator. The fuel flow transmitters are installed on the
engines and may be reached through engine access doors.
Mar 1/70 28-40-0

Page 7
SABRELINER
MAIN’TENANCE MANUAL
IISV AC PRIMARY
LH FUEL RH FUEL
FLOW IIJD 6, FLOWIND
CE~ia7
ces?s (e66n)
08621
B. 6
c. 6
LH
D, 1DI FUELFLOW
E’ IEh XMtR
J. F
LH Y I L~ ILHMO
A
I 1
FUEL PLOW IL’ U 676 aa)
IND d,l rti PB17
Irrrors%a~
INST. PANEL) M
I
(M60B)
MM)8
FUEL TOTAL I 1 L
It
RESET
PEEP I I I ccortroraconso~E,
Csva) 111
6V FUEL
CONSUMPTION
TQtALIZLR
61 (caFILon
uUIEn lNFT
10
CIWEL)
TOWIC 1´•
rmm (*11(1)0
Mlf(l
PLEl CS1
RH
FUELFLOW Ir
INb
21 clC----´•l~
J. .r
(PILonlNED JEl EIl RH

IWET.PANEL) FUEL FLOW
D
DL XMIR
(6666)
MMII) c. .C
cPn ano
676 J(U
0596 0617
1?1 MRWA\YCHPCILR AIRIUNBI1
O AIRPUNLS EQT EQUlrPBD AE A(RWIY 6660666 AIRPLAWEE

UlPI46v
Right and Left Engine Fuel Flow mdicating

Systems (Typical)
28-40-0 Figure 28-40-3 J~ 28~74
Page 8
SAEE3RE LINE1W
MAINTENANCE MANUAL
FUEL INDICATING SYSTEM TROUBLE SHOOTING
i. Trouble Shooting Fuel Indicating System
PRO~F3ASLE CAUSE ISOLATION PROCEDURE
FUEL r~UANTITY INDICATING SYSTEM
A. NO INDICATOR RESTONSE OR READING, OR INDICATOR DOES NOT EIESTOND WilE?J FUEL

~UANTITY TEST SWITCH IS ACTUATED.
No ac power to No indication ’Tihen fuel quan- Repair ac power

power unit. tity test switch is actuated. circuit.
(2) Faulty power unit No indication ~hen fuel quan- Replace indicator.
(ampli;"ier). tity test switch is actuated.
(3) Faulty indicator. No indication when fuel quan- indicator.

tity test switch is actuated.
(4) Fr~ult?J wiring In Make continuity check. as needed.

fuel quantity test
circuit.
B. FUEL INDICATOR li~S HIG’ri WITH EMPTY CELLS, OR ,POINT~ZI ROT,4TES

CLOCK~JISE ~THOIJT STOPPING.
(1) Faulty power unit Substitute krioWn good indica- ReDlace indicator.
(ampllfier in indicator). tor. If oointer stoDs
rotating, old indicator is
bad.
(2) Faulty reference ~Jlake continuity check of ~iT23. Repair or replace

condenser or associated wire or connector
wiring. as required.
Make continuity check to Replace ror’er~nce

ground. condenser.
C. FUEL ~UANTITY INDICATOR POINTER ROTATES SLOWL~’N?’i790liT

STOPPING WITH FUEL CELLS EMPTY.
(1) Faulty power ~it Substitute krlown good indica- Replace Indicator
(a~zplifier in indicator). tor. If pointer stops
rotating, old indicator is
bad.
(2) Faulty talr~ t~it(s) Isolate T"aulty wire or con~ec- Replace or re-pair
associated wiring. tion. Terfo-~n a contin~itg wires or cor~ec-
check across the two pairs of tors as reauired.

contacts. Use tank tLrit.
capacitance tester to deter-

mine whether ~ar;k has
Oct 3/77 28-~0-1

Page 1C1
SABRE]LINE]R
MAINTENANCE MANUAL
PROB~LE CfiUSE ISOLATION PROCEDURE RE~IFi)Y
the proper capacitance value.

If tank u-?it does not show
correct value, unit is
r’aulty.
D. INDICATOR REU)S LOW IN RESPECT TO FUEL IN C~TLLS.
(1) One or more tank Rer’er to isolation arocedu~-2 Repair or replace

L~nits not iaorki~ In "or probable cause ~(2) wires, connectors,
circuit. trouble C. or tank units as
reyuirPd.
E. FU~J-I a;LTANTITY INZIICA~OR -pOlMTEEI STUCK.
(1) Pointer drags on No f~el indication ~hen ;ys- Replace indilst=r.

~ace or glass tem and all
cover.
~unctionlng properly.
F. ~UANTITY I17TDICKTOR POZNTE~ OSCILI;IITt~S, ACROSS DI-1~L SCORE,

OR IS STOPPED AT ZE~RO OR E1?TLL ETm OF SCALE,
(1) iEiires short- Isolate ~aulty Jaire Repair or replace

circ~ited or broken. tion or break by contin~ty wires or conr,=c-
check. tions as rey~red.
G. LOW R~ITJC CR NO AT FIJEZI iciU~JTLTY INDICATOR.
(1) Poor connection I Isolate la~ty ccr~ection by Prig,L~sn, repair,

at tar~ unit or making contin~ty check. or 1-9´•cllace as
indicator.
Soap solutiun Isolate lei~ty connection jy Wash cor~ectlons
used Ln pressure makl-n-~; ccnf,in~.ty check.

of ~uel ;uppl´•J sys~en dry ´•rith jclver,-,.
in cable corLnectis~s.
(3) Da´•-,age~ pivots or Replace ~lt23 C1UBS-
jewels in indicator. tisy
LOW-PR%SSURF rr~RNING S’ISTEP4
Ei. ~ii CR RH F[IEL FIIESS L05j EIEM~iTNS ON.
(1) ’I3oost pump does Make pressure c’neck. (rier’er I Replace bcoj-;
not supply to for boost gvc~
Suel pressure. pressure check.)
(2) Centrifugal stage Replace

3~ the engine-driven gal stage oT
~uel does not engine-dri:rsn f’uel
increase boost pump pwnis.
28-40-1 Mar 1/70

Page 10’2
SA B R E LI N E R
MAINTENANCE MANUAL
PROB~LE: CAUSE ISOLI1TION PROCEDURE REMEDY
pressure more than 12

(~1) psi.
(3) Defective boost Check for fuel leakage from Replace pressure
pump pressure switch. pressure switch. switch.
(4) Defective engine- Check for fuel leakage from I Replace pressure
driven fuel pump pressure pressure switch. switch.
differential switch.
Check for kinked or damaged Repair or replace

inlet or outlet lines to lines.
switch.
I. "LH FUEL PRESS LOW" OR "RH FUEL PRESS LOW" CA~PTION LJ~GHT DOES N(YT COME ON
WHEN POWER IS ON SYSTEM AND BOOST PUMP IS INOPERATIVE OR ENGINE SS NOT
RUNNING.
(1) "I~TEL WARNING Place all airplane switches Replace circuit

BOOST" circuit breaker at OFF. 1 breaker.
defective.

airplane. Remove left out-
board forward de essential
circuit-breaker panel and
engage "FLTEL WARNING BOOST"

circuit breaker; then check
continuity across circuit-
breaker terminals.
FUEL FLOW INDICATING SYSTEM
J. INDICATOR POINT~ SLUGGISH OR IB ERROR.
(1) Low ac voltage. Check for correct power supply.
(2) Faulty indicator. Interchange right and left Replace faulty

engine indicators. indicator.
(3) Faulty wire Check continuity of wire Repair as
harness. harness. necessary.
K. INDICATOR POINTER SWINGS BACK AND FORTH ACROSS DIAL.
(1)
Faulty wiring, Check continuity of wiring, or Repair wiring or
indicator, or I change indicator and/or trans- replace indicator
transmitter. mitter. (See figure 28-40-3.) and/or transmitter.
Mar 1/70 28-40-1

Page 103
SAB RE LINER
MAINTENANCE MANUAL
PROBABLE CAUSE ISOLATION PROCM(3RE
(2) Fuel leaks at Check for loose end fittings Replace O-ring
transmitter fittings. and cut O-ring seals on seals and tighten
transmitter. fittings.
L. SZIGIFP aR NO MOVEMENT QR INDICATOR POLNTE~R SPINS.
(1) Shorted or inter- Check continuity or wiring, or Repair wiring or

mittent circuit, or interchange right and left replace indicator.
faulty indicator. engine indicators.
U. INTERMITTENT OR NO INDICATION OF FC~EL FLOW.
(1) Broken impeller Check for indication during Replace fuel flow
pivots in transmitter. engine operation. transmitter.
28-~0-1 Mar 1110

Page 104
SABRE LINER
MAINTENANCE MANUAL
FUEL INDICATING SYSTEM MAINTENANCE PRACTICES
WK~NING: TO PREVENT POSXISLE EXPLOSIONS DURING TKE FOL´•LOWING REPLACE~ETST PF.O-

CET)URF~S, MI1KE SURE T~T ALL AIRPLANE flnJITCHES AXE AT OFF OR ~ORMALLY
~LINT4INED SAFE POSITIONS, AND THAT ALL SOURCES OF ELECTRICAL POWER
ARE REMOVED FROM AIRT)L~LnSE SUS SYSTEM.
NOTE: Subsequent to replacement or a fuel quantity indicator or probe, the fuel

quantity system should be calibrated.
Replacement of Wing Tank Units
A. Removing Wing Tank Units
The right wing intermediate and outboard wing tank units may be
and left
reached from the top of the right and left wings through access covers.
(Refer to Chapter 6, figure 6-00-3.) The wing center section fuel cell,
containing the right and left wing Inboard tank units, is equipped with
access doors for maintenance of the fuel system units. Access to wing tank
units #6 and ~k7 is provided by removing door assembly, P/N 4655~ from in-
board rear spar. Access to the #5 wing tank unit is provided by removing
P/N 4980 door from iliboard front spar.
(1) After locating ~uel quantity indicating tank unit or units to be

removed, defuel airplane r2~el system.
CAUTION: COMPLY WITH ALL NECESSARY SAFETY I>ROCEDURES

AIRPLA~SE FUEL SYSTEM.
After gaining access to selected wing tank unit, either remove wing
tank unit securing screws or loosen and remove securing clamps.
Then disconnect coaxial leads from unit and remove from r’uel cell.
B. Installing Wing Tank Units
(1) Connect wing tank unit and install in

coaxial leads to proper
mounting position, using securing clamps and/or screws. Ensure
that "O" ring seals are installed under head of screws.
Make sure that access doors and/or plates are properly installed to
prevent fuel system leaks.
(3) Adjust IZ~el quantity indicating system. (Refer to ~8-40-3.)
Replacement of k~elage Tank Fuel ProbeUnit
A. Removing Fuel Probe Unit
The fuel quantity indicating fuselage tank unit can be reached through
access doors.
(1) After gaining access to fl~selage tank unit, remove 18 bolts and
washers retaining ~uel probe support to tank compartment and remove
st~pport and two gaskets.
Remove the two countersunk screws retaining fuel probe to cell and
remove fuel probe and cell o´•per,ing "0" ri ng.
Oct 3/77
Page 401
SABRELINER
MAINTENANCE MANUAL
(3) Disconnect coaxial leads from unit and remove unit from fuel eell
B. Installing Fuel Probe Unit
(1) Install MS2g513-22’3 "0" ring in groove of cell fuel probe openin~
mount.
(2) Installfuel probe, align mounting holes, and secure with two
countersunk screws.
(3) Place ~65-484099 ~asket on fuel probe flsnge and 26~-484100 gashet
on tank compartment mounting flange.
(4) Align holes in gaskets with mounting flange holes.
(5) Position support ring over ~askets and align holes in rin~ with
holes in gaskets and mounting flanyes.
(6) Install two bolts with washers into inner two holes of support
ring. Do not tighten.
(7) Install 16 bolts with washers into outer 16 holes of support ring
and tighten.
(8) Tighten two inner bolts.
(9) Hook up fuel probe coaxial leads.
(10) Adjust fuel quantity indicating system. (Refer to paragraph 1 or
3 in 28-40-3.)
3- Replacement or Fuel Pressure-sensing Switches
A. Removing ~oost Pump Fuel Pressure Switches
The boost pump fuel pressure switches are mounted on brackets directly
beneath an access panel in the cabin floor. The procedure for removal of
either switch is identical.
(1) Remove access panel in cabin floor.
(2) Make sure right and left shutoff valves are in closed position.
(3) Disconnect electrical connector to switch. (See figure

Cap connector and plug.
(4) Remove line between switch and fuel boost pump line. Imme di at e Ly
cap fitting on boost pump line to prevent fuel spillage. Cap fitting
on switch and plug "B" nuts on line.
(5) Remove jam nut holding switch on mounting bracket; then remove
switch.
(6) Temporarily replace cabin floor access panel.
As Ra;- -il~ci
28-40-2 Uy
Paae Lg~
al;f9
LINEW
MAINTENANCE MANUAL
B. Installing ~oost Pump Fuel Pressure Switches
(1) Remove cabin floor access panel.
Position switch through hole in mounting bracke~ and install jam

nut. (See figure
(3) Reniove plugs from "B" nuts on line to be installed between ;wltch
and boost pump lines. Remove cap from pressure switch. Install line
on switch. iJhen installing line on fitting in boost pump line, com-
piete installation as rapidly as possibie to prevent fuel splllagP

Torque "B" nuts 40 to 65 Lnch-pound;.
(4) Remove caps from electrical connector and plug. Install connector
to plug, and safety.
(5) Install access panel.
Reulacement of Fuel Flow Indicators
A. Removing Fuel Flow Indicators
(1) Loosen round-head jac:i~screw.
to co´•r,nections of
instruments from -i~anel, on rear
ins tmument.
(3) Disconnect ~ower source from instrument. Cover disconnect
CAUTION: ~LL ~LECTRZCP;i, RECEPTACLES, PLUGS, _4~rD "ITOT-

STATIC MUST BE TO i(E%P OUT FOR~IGN
IIZFITTER, FIIETAL E)ARTTCLES, T~T ~iY T~IE

TO BECO~E
(4) Remove instrument from panel.
(5) Remove clamp from panel by rsmoving jackjcrew and flush-
head attachina screw.
3. rnstalling Fuel ~Low Injicators
(1) Clean mounting clamp and instr~ment for bonding.
Remove jackscrew ~nd mounting screw from clamp.
(3) Position clamp on forward side of instrument panel with small lug
at countersunk hole in panel
(4) Install flush-head SCrerhlj but do not tighten it. Iustal!. Jac~screrrr
and tighten until clani7! begins to close.
ORIGINAL 1
As Recelv~d By
A3’P
~Iar 1/70
SABRE~kf N ~FZ
MAINTENANCE MANUAL
(5) Connec: instrument, power source, and insert Fnstrumentt in panel
(6) Hold instrument in place and ~ighten Jackscrew snd mounting
Ij. ReoLacelcent oi il:e; Flow Triir‘3clitters-NA~370-2 ~nraugh -6, -8 aid -9 AirBlsnes
A. Removing Fuel Flow Transmitters
The r2iel flow transmitters are on the left side of the engine com~ressor
inlet The right-hand engine must be remove~ before remov~l or

case.
installation of the right fuel flow transmitter can be accompl~jhed.
CAUTfON: BEFORF: RE~TIIOVING ELECTRTCP~Z, FLUC; FROM FUEL FLOW BE

SURE TO DISENCAGE "F~EL FLOW" CIRCUIT BREAKER, THIS IS TO E~-
SURE THAT fiC EL~CTRICATI POWER IS ~ITOT TN TNE CIRCULT. IF AC:
ELECTRICAL POWER IS ZN TfIE CIRCUIT rrifl~N ~iE FLO’ri
~VIITTER ELECTRZC~U; PLUG TS REMOVED, THE FLOW IPSi~ICAT04
PrV~PLIFIER WILL i~E BURI\TED OUT.
(1) Disconnect ele~trical ~lug from transmitter,
Disconnect IZ~el line fittings from transmitter.
(3) Remove S;ransmitter retaining bolts an’L~ 1F~t transrr.itter from
(4) If new transmittnr is to be instail~d, remove and retain enrj. plates

from both ends of transmitter
B. installing Fuel Flow ?ransmitters
The fuel flow transmitters are installed In an inverted -30´•_’t~on
metal drip shields are installed at the I’ue’_ inlet end of ’he trsnscit-
ters, Tl?ij installation prevents electrical interaction between the
engine starter ground lesd and ’cransmiti;ei- rr.a~r.etic. f:ield tlrjTig engine
startina.
LL
(1) U~Lng
C~
rear mounting boss retaining %olts, nn
moun ting bracket,
(1A) Rotate fuel flow transmitter so that electrical connecticn is
positioned down and forward (up and forward on airplanes char~ed

by Se~rice Letter No. 52)
Connect ~uei line to transmitter, snd torque line nuts to 750
inch-pounds,
(3) Connect electrical plug to transrnitter, and ioc~rrire.
Replacement of Fueli"lOw Transmitters ~A-370-1 and -7, NA-380-1 and Later

Airplanes
A, Removing Fuel Flow Transmitters
The fuel flow tr~smitter is located on engine low~r centerline for-

the
ward of the fuel filter, Access to the fuel flow transmitter is through
the engine lower inboard and lower outboard access doors,
(I) OT)er! lower inboard and lower access doors,
As Re@8jved By
23-iiD-~
ATI’ Oct 3/77
Page lc04
MAINTENANCE MANUAL
(2) ~Iake certain that all electrical ground potrer is removed from
the airplane and that the electrical power master switch is at OFF.
1 (3) I)isconnect electrical plug (PSgl) from fuel flow
(4) Disconnect fuel line fittings from each end of transmitter end
remove transmitter from engine.
B. Installing Fuel Flow Transmitters
(1) Position fuel flow transmitter between fuel lines and enqzge line
nuts to fittings on each end of transmitter. Do not tighten nus,s.
(2) Rotate fuel flow trans~itter so that electrical connection is

I positioned srt and up. Connect electrical plug (P591) to fuel flow
transmitter and satety with loclrwire.
(3) Tora_ue line nuts to 750 inch-pounds.
(4) Close engine access doors.
Replacement or Fuel Indicators
Removing Fuel ~uantity Irdicators
The fuel quantity indicators are located on the Dilor~’s rr,st-~-

me~i; ~anel and are accessible from the cockDit.
(1) certain electrical 730t´•TeT is removed from airplane.
(2) Loosen round-head jackscrew.
(3) Withdraw fuel quantity indicator from instrument panel ~o exl3ose

Dower corylection on rear or indicator.
(4) Disconnect electrical plug from rear of indicator and install gro-
tzctive caps on disconnected electrical plugs.
C~UTION: AU EX~OSXD ~Li‘Si) TLUGS ~TST ~E

TO E~EP GUT FOR~IGN
METAL !ilAY TI~E r0 3ECS~
Remote fuel Quan"ity indicator from panel.
(5) ~elnove instrument cl~unp from panel by zorr,pleteiy ~´•ckscrow

and flush head attaching screw.
3. Installing Fuel g,i;antity Indicators
(1) Clean mounting clamp and fuel quantity indicator for bonding.
(2) Remove jackscrew and mounting screw from clamp.
(3) Position clanrp on folrJara side of instrument s~ith small lug at

countersunk hole in Danel.
(iL) Install flush head screw, but do not ti;;hten. Install

and tighten until clamp begins to close.
(5) ilor-nect elect,rics.l power glug "yr, aft side of fuel cuantitv
b,
As Recejvec;
Uy
a ALTP
29-40-2
Oct 3/77 Page 405
i5A~IRE L,INE~Z
MAINTENANCE MANUAL
Insert nuel quantity indicator in instrument panel. Rold instrwner~

in placeand tighten jackscrew and mounting screw.
ANYTIME A ~SEL &UAI\TTITY INL)IC~FIM-5 IS TIE~ FZT~L

&UA_NTITY INDICATING SYSTEM ~IUST BE
TO 28-40-3.)
&T~RIGIMAR,
As C3y
28-40-2
~age 406 Oct 3/77
SA B FZ E LI N E R
MAINTENANCE MANUAL
i. Adjusting Fuel Quantity Indicating System, Using TTU-68/E or MD-1 Tester
The following procedure performed on each indicating system.

should be The
tank units must be
dry making when
the adjustments; therefore, make sure
tanks are drained. Make empty and full adjustments (accessibLe on back or
indicator) by sliding indicator out of panel or removing panel from frame,
taking care not to damage coaxial and wire leads. Disconnect connector from
indicator not being adjusted.
NOTE: See figure 28-40-2 for different fuel quantity test switch selections.
A. Empty Adjustment
!1) Deruel airplane.
Connect 28-volt de external power to airplane, and push in the

following circuit breakers:
"INVERTERS CONTROL NO. 2&INST"
"INVERTERS PWR TRIP NO. 2"
"FUF~:L QTY LH"
"FITEL &TY RH"
"FUEL WARNTNG LEVEL"
Place "INVERTER" switch at NO. 2. Allow 2 minutes for fuel quantity

indicating system to stabilize before making adjustments with fuel
quantity test switch at center TOTAL position.
(3) Turn "E" ton back or fuel quantity indicator) until indi-
adjustment
cator reads Momentarily actuate fuel quantity test switch to
zero.
move pointer off set position and check repeatability when pointer
returns to zero. Look directly into indicator to avoid error due
to parallax.
(4) Substitute "C1" section of TTUT-68/E or MD-1 tester (rigures

~S-40-501, 28-40-502, 28-40-503, and ~8-40-504) in placeof airplane
tank units as follows:
(a) Disconnect and ground tank unit low-impedance coaxial cable.
(See figures 28-40-504 and 28-40-507.)
(b) Assemble tester wire harness (g~5-810084) and cable adapters

as shown in figure 28-40-504.
Mar 1/70 28-40-3

Page 501
1_JS~BRELINER
MAINTENANCE MANUAL
TEET rug ’T’ ADAtfCII

I~
II IN.
LC-0)03
(FLUO INTO TEST lf*J1OJI)
~KIIIICLI ´•´•I*)
UNINNORR C*UI LIQVIM)METER
4299444’
(1100 INTO TEST
RECEPTACLE
").416~,M´•
Fa~´•:71
COAXIM~AUI
4133671.’
UQ174A/U
(LC´•92´•03)
*12161EK´•
(nUGINTOTIST LIOUIDOMETER
RECEPTACLE "c.~7
LINENIELDRD CAME
CALIBRATION CAID~ i-TEST RKERACLES (102 HIGH CAPACITANCE. CONNECT TO "A" AND WITH CAPACITANCE 5ET AT C1 OR
C3. FOR LOW C~PACITANCE, CONNECT TO "B" AND "C" WITH CAPACITANCE SET Ar C4.)
STORAGE COMPARTMENT
(FOR TEST LEADS)
2000
DESICCATOR 1000_1
-C4
e*IACR*NCE0--cT~--1000looosooo20-6200I1c
(AD)USTAILE FROM
IOfO?lOUUrONLY. REPLACEWHEN
CZ C2
1000´•~000 VUF UUF UUF
SETTING OT C1 ANDC31 200´•1000 UUf
I DESICCATOR
NOT AFFECTED.) TVRNJ PINI(
IN COLOR.
RANGE OF C1. CHANGE SETTINGS

OF C2 AND C3 AS REOUIRED.
O
C1 ca
10-210 UUF 10-210 UUF
STOP
Jt
ARIUITMENTLOCK
(MOYE UT TO "STOP"
O LOCI(
DESICCATOR
IDO NOT USE TESTER
IF CRYSTALS C1 CACACITANCE (ADJVSTAI)LE FROM 20 TO 220 VUF.
ARE ALL PINI(.) RANGE MAY IE INCREASED Br SETTING C? OR C3 IN OTHER THAN 0 POSITION.)
C1 AND C3
CAPACITANCE
RANGE SWRCHI---’ TEST ADAITERS
RED BARREL TERMINAL NO. 12
t----~-----l?l´•´•
4122621’ 60St
COAXIAL CABLE BLACK 643321 TERMINAL NO. 13
1-
12 IN.
4123693’ 6936
UNS~IELDLD CABLE RED BARREL TERMINAL NO.
t----=-----l?l´•.
4111693’ UG-BB/ U
COAXIAL CABLE
_
_I- I1IN.
EAS1O?R-1A
4111496’
LIQUIDOMCTEII
UNSWIELDED CABLE
1-
n_
12 IN.
4111693’ UO-BB/U
UNSHIELDED CABLE
l?lN.
412347342’
UNIC(IELDED CABLE
´•MINNEAPOLIS-HONtrWLLL t MLILLER ELECTRIC CO KINGS ELECTRONICS CO
TTLT -68/E Fuel Quantity Variable-capaci´•t;ance Tester

28-40-3 Figure 28-40-501 Mar 1/70
Page 502
ri
SABRELIN ER
MAINTENANCE .,,MANUAL
TEST LEADS ’T’ ADAPTERS
721N.
413166819 41226nC LC-93-03
(PLUG INTO TEST
RECEPTACLE "A.") (EA-5203R)
UNSHIELDED CABLE LIOUIDOMETER
721N.
4122668’
/PLUG INTO TEST B 41226789
RECEPTACLE "8.")
COAXIAL CABLE
UG-274A/U
721N. (LC92-03) L
"~.)41 6 M*
(PLUG INTO TEST
RECEPTACLE
412167El(+ (EA-szo3s)
LIQUIDOMETER
UNSHIELD~DCABLE
STORAGE COMPARTMENT
CALIBRATION CARD
(FORTESTLEADS)
TEST RECEPTACLES (CONNECT TO "A" AND "8" WHEN CAPACITANCE IS SET AT C1.
WHEN CAPACITANCE 15 511 AT C3. CONNECT TO "Il":AND "C.")
DZnrDRAT3R ABC
~OM)
o --sooo
C3 CAPACITANCE
(ADJUSTABLE FROM
REPLACE WHEN CZ UUF UUF
10 TO 210 UUF ONLY.
DESICUTOR TURNS 10005000 UUF
SETTING OF C2
PINK IN COLOR.
NOT AFFECTED.)
TO INCREASE CAPACITANCE RANGE

OF C1.CHANGE SETIING OF CZ AS
Cl C3
50-1100 UUF )0´•210 UUF
STOP STOP
O O
LOCK
ADJUSTMENT LOCK
(MOVE UP TO "STOPP
TO UNLOCK. MOVE
DOWN TO LOCK.)
DEHrDRATOR
(00 NOT USE TESTER
IF CRYSTALS
ARE ALL PINK.)
C1 CAPACITANCE (AoJusrABu FROM 50 TO 1100 UUF.
C3 CAPACITANC~´•-J RANGE MAY BE INCREASED IIY SETTING CZ H OTHER THAN "O" POSITION.)
RANGE SWITCH
(0510 TO SET RANGE OF TEST ADAPTERS
ct ONLY)
121N.
~11169r* 6mt
COAXIAL CABLE BLACK BARREL TERMINAL NO. 13
1-
_~
12 IN.
4121698* El 60St
UNSHIELDED CABLE BARREL TERMINAL NO. 5
_
_
t----=Z~--------lzlN.
41P169F’
614 UG-BB/U
COAXIAL CABLE
I-
121N.
4122695’
EA5202R-1*LlaUIWMnER
UNSHIELDED CABLE
121N.
4122641* UO-B(/U
UNSHIELDED CABLE
412169J* 413367865’
UNSHIELDED CABLE
9 MINNLAPOLIS-nONEYWELL 9 MULLER ELECTRIC CO KINGS ELECTRONICS CO 5110´•1~(´•31
MD-1 Fuel Quantity Variable-capacitance Tester

Mar 1´•/70 Fi~ure 28-40-502 28-40-3
Page 503
OBFIGIMA(L SABRELINER
wecCO?ked By MAINTENANCE MANUAL
A$j~
:U 1-´•lnM´•
61226611 a
I\ r BNC (5TD) PMnPLVO--M*LE
DM "A," "E," OR "L" POLARITY-BNC
JMnJACR-MALI
TO DM ADAPTER AND"A." "E." OR DMmDAOI-MINIATDRI
TEST
"L" POLARITY TEE (LOW-IMPEDANCE) INCnSTANDARD ADAPTII
RKP "A" O JFnJACI(--rlM*LE
a MINNE*WUWIONIYWIU
PART NO.
Rfn CAILE LL*"
tuaulDomntn
PART NO.
rm(spEac~q
41226661 a
IrPM INC
(STD) DM "8" OR "J" POLARITY--BNC TO DM
ADAPTER AND "8" OR "J" POLARITY
TEST Ir TEE (REFERENCE CONDENSER)
RKC
a Pm
nUdR/E 41226693
OR
TEST CAW "C’ nn CAILI ´•´•n~
MD-I
TESTER DM "F" OF "I(" POLARITY-INC TO OM
1M PM ADAPTER "F" OR "K" POLARITY
AND
uots/u 1, TEE (nlGn IMPEDANCE)
TEn
I[CP "I’
INC (S1D)
RAND
TIT CAIIl "Y’ 1M nn uw
N
(co*xl*4 6122671* (COAXIAL)
~llt661
IW CAILI "O"-T
~M 01"1~’ WL*RITI-INC TO DI
Jr t ADAPTER AND "8" OR "1" POLARITY
nn CARLI "D’ rr 6132696 TEE IREFEReNCE CONDENSER)
RIT Jr
C*UI "il’--~ 4111~91
NOtE For.ddi(iond ad.ptar informo(ion, las "Fuaa Quantir/
Indicating SYllem Coaxial CabIo Connoctorl anci To,t´•r Calbb
Adapkr Kit" illudrotion.
CARLE, PIUO, AND TEE ADAPTER PARTS LIST
DESCRIPTION i MFR I PARI NO. I QUANTITY
CAILE *DICIHI
MATES 8NC STANDARD PLUO--DM JACK "8" POLARITY I DAOE 1-399´•1- 1
j
5727-1 1 2
I "A F"J K" 57261
5963.1
5725-1
I
I
1
1
56461
MATES )NC STANDARD PLUO-DM JACK "L" POLARITY I 1 1 5971´•1
l;(ATES INC STANDARD ICSI(--)NC STANDARD JACK I D~CE 1 34161 1 1

(OR UG-491
RI ADAnIII
(JAC~-JACI(+IOQ) DM "I" POLARITY I DAOE 1 1-j91´•1 1 2
"1" I 1 I 1´•P6~-1 I i
"P" I I 1 1-617-1
"I" I I t
"A" I I 1 1-333-1
´•´•e´•´• I t 1 1´•1)*61
(JACI(-IACK-CLUG) DM "L" POLARITY I DAGE 1
Ille3~w,
TmU-68/E or MD-1 Tester Cable and Adapter Assembly Schematic

for Testing Fuel BLlantitY Indicating System
28-40-3 Figure 28-40-503 Mar 1/70
Pt~e 504
SAB RE LINER
MAINTENANCE MANUAL
(c) Disconnect airplane wire harness from fuel quantity indicator.

Restore connection by installing tester wire harness (265-
810084) between fuel quantity indicator and airplane wire
harness as shown in figure 28-40-507.
(d) Connect test cable "A" to tester receptacle A. Connect test

cable "B" to tester receptacle B. (See figures 28-40-504 and
28-40-507.) Do not connect tester reference condenser lead
(test cable "C") to tester receptacle C.
(5) Adjust "C1" section of TTIT-68/E or MD-1 tester until indicator reads
zero. The capacitance value read on TTU~-68/E or MD-1 tester should
be 151.16 (1´•3´•5, -~´•o) uur, indicating that all tank units were
properly connected when making the empty adjustment.
(6) Adjust "Cl" section or TTU-68/E or MD-1 tester until indicator reads
about 500 pounds. Slowly decrease tester value until caution light
comes on. Indicator should read 307 (~20) pounds.
B. Full Adjustment
(1) Connect "C1" section of TTU-68/E or MD-1 tester in parallel with

tank units and "C3" in parallel with reference condenser as follows:
(a) Reconnect tank unit tow-impedance coaxial cable.
(b) Connect test cable "C" to tester receptacle C.
NOTE: Under these conditions, the test setup is exactly as
illustrated in figure 28-404-507.
(c) Note that tank unit and tester high-impedance leads are con-
nected in parallel.
Set "C1" section of TTIT-68/E or MD-1 tester to capacitance value of

176.59 uuf.
(3) Set "C4" section of TT[J-68/E or "03" section of MD-1 tester to

capacitance value (reference condenser) of 31´•13 uuf.
(4) Turn "F" adjustment ton back of fuel quantity indicator) until indi-
cator pointer coincides with last scale mark on dial. Then momen-
tarily actuate test switch to move pointer counterclockwise and
check repeatability when pointer returns to last scale mark. Look
directly into indicator to avoid error due to parallax.
(5) Disconnect and ground coaxial cable leading from tank unit refer-
ence condenser.
Mar 1/70 28-40-3

Page 505
OBBIOIMAB SABRELINER
As Received By MAINTENANCI MANUAL
a7iP
LEGEND CONNECT 10 CUEL QU*NTITI IND
Pr=PIUO--~IM*LE DM--O*OI--MINIAIURI
BNC=STANDARD ADAPTER L 7 D 8 C I P U J n R A w
PM~rLUO--M*Lt
IM=JACK--M*LE IF-JICI(-~IM*LE
TEST
8808 "~L"
´•I--´•I~
TEST CABLE "A" ADAPTER 8190 (STD) TO
PM OM--"A" POLARITY
41226611’ POLARITY TEE
.M SPECIAL JP (LOW-IMPEDANCE)
41226718’
412166M´• rm~
PM UO-BB/U r;l I I I I I I I I I I I I 11
I r
TEST ,~L ~I I I I I I I I I I I I IN.
RECP "C"
ADAPTER 8110 (STD) TO

TTU-6B/E 412269J1 DM--"8’. POLARITY
OR "8" POLARITY TEE
rsrT c*au
POLARITY
MD-l (R~I: CO*IOINSER)
TEST CABLE "H" I I ~L (HIGn-IMPLD*NCt)
tEftER
412267L’JPC 1M4111~9F’ PM UG-BB/U
~Jm J llF
TEST CABLE "F",
TEST
RECP"B"C" II. I I IP
TEST CABLE "B" ADAPTER 8110 (STD) TO DM-"F" POLARITY
PF
4111661’ CONNECT TO FUEL QUANTITY r. 1 ´•r n 9 r 1 I u
IND AIRPLANE WIRE HARNESS

JP E*)1011´•?* t7 /-DM "A" 01 "E" POLARITY --BNC
1M412269F
TO DM ADAPTER AND "A" OR "8"
TEST CABLE "O"
POLARITY TEE
TEST CABLE "D’’1 cPF 4122698
1
JF
NOTE Fot.dditionol .daplsr inform.Hon,
INC (STDJ
llIlldPl’ lee "Fuel Quantity Indicating Sy,tem Coaxial
Cable Connectarr and ferter Cable Adapter
Kit" illurtration.
CABLE ADAPTER AND WIRE HARNESS FLIRTS LIST
DESCRIPTION I MFR PART NO. I C)UANTITY
WIRE nARNESS-268-610084
CONNECTOR PLUG I AMPHENOL 167-01C18´•bZP I 1
CONNECTOR SOCKET I AMPHENOL 167-06(318´•6251 1
DM CABLE PLUG "8" POLARITY I I 1-6301 I
DAGE 2
DM CABLE PLUG "F" POLARITY I 1 1-718´•1 1 2
DM CABLE PLUG "A" POLARITY I T 1 1-3731 1 2
DM TEE ADAPTER "8" POLARITY
(JACK--IACK--IACKJ 1´•709-1
DM TEE ADAPTER "F" POLARITY (JACK--JACK--IACKJ )´•711-1
DM TEE ADAPTER
"A" POLARITY (JACK-JACK-JACK) DAGE 1708-1
COAXCABLE-SUPRENANT 12219
WIRE, INSULATED I I AN-?o
WIRE. INSVLPITED WITH COVERED SC((ELD I I AN?2
CABLE ADAPTERS
MATES BNC STANDARD PLUJ--DM JACK "8" POLARITY I DAGE 1 1-399-1 2
1.
MATES BNC STANDARD PLUG-DM IACK "F" POLARITY 5726-1 1
MATES 8NC STANDARD PLVG--DM JACK "A" POLARITY 57251 1
MATES BNC STANDARD JACK--BNC STANDARD IACK 3426-1 1 1
MATES DM TEE ADAPTER "8" POLARITY (JACK--I*CK--PLUGI 1-331-1
MATES DM TEE ADAPTER "A" POLARITY (JACK--IACK--PLUG) 1-333-1
MINNEAPOLIS nONEYWELL PART NO. tllaUIDOMnEI PART NO. 13101´•lL1~
TTU-68/E or MD-1 Tester Cable and Adapter Assembly Schematic for

Calibrating Fuel Quantity Indicating System Indicators
28-40-3 Figure 28-40-504 Mar 1/70
page 506
SAB RE LINE1R
MAINTENANCE MANUAL
Adjust "C4" section of TT~Ti68/E or "C3" section or MD-1 tester until

indicator pointer coincides with last scale mark on indicator dial.
Capacitance value read on tester should be 56´•~3 (41.0) uuf, indi-
cating that reference condenser was properly connected in circuit
when making the full adjustment.
(7) Disconnect TTIT-68/E or MD-1 tester leads and reconnect airplane ref-
erence condenser coaxial cable. Make sure tank unit coaxial cables
are correctly reconnected.
(8) Check that indicator reads zero. Repeat entire adjustment procedure
if "E" setting is incorrect.
(9) Safety "E" and "F" adjustment covers with lockwire and install indi-
cator in panel.
NOTE: The following adjustments are to be made after all the system
coaxial leads are reconnected.
(10) Place fuel quantity test switch at RH IND, RH W~NG, LH IND, AUX and
gain access to "L WING" and "R AUX" adjustment cap covers on relay
control unit.
NOTE: On same airplanes, two holes (with plug type buttons instal-
led) are provided in the cabin console side panel for access
to the fuel quantity unit adjustment screws.
(11) Turn "L WING" adjustment until left fuel quantity indicator reads
zero, and turn "R AUX" adjustment until right fuel quantity indi-
cator reads zero.
(12) Place fuel quantity test switch at TOTAL.
Testing Fuel Tank Unit Capacitance and Coaxial Cable _Insula´•t;ion Resistance,
Using MD-2A Tester
NOTE: A tank unit that appears defective may not actually be defective;
there may be a drop or water in the connector. Water in a fuel cell
be
may have bridged the tip of the tank unit, or test leads may
faulty.
The insulation resistance test may be made with the wire and coaxial cable
assemblies installed if disconnected from any system component.
CfiUTION: AN OHMMETER (O TO 200 MEGOHMS) MCIST BE USED MCLUSNEZY IN CON

DUCTLNG THE INSULATION RESISTANCE TESTS IN FU~EL TANK INTERLORS.
DO NOT USE 500-VOLT MEGGER TESTER.
FAILURE TO OBSERVE POLARITY WHEN CONNECTING CABLE: TO POWER SOURCE

WILL RESULT IN A SHOCK HAZPLRD, BLOWING A FUSE, OR OVERLOADING OF
THF: 115-VOLT AC POWER SOURCE.
jul
28-40-3
Page 507
SABRE LINER
MAINTENANCE MANUAL
As
Rec,sivad By
8rpp ADAPTER LUDS
t---------’’ ’"´•----------I
E
EA 52021-13 EA WOltlA
~CL- 191N´• t----- IZI"´•---------1

C.
EA 120111A EA 52021-4 U 12011-4
t~-----12IN.
EA 51021-4 EA 52025-13 4122421
TEET LEAD
AND ADAPTER ~-------12 IN.
-1
POWZIICABLEIRACKEJ, I
eA 610214 4111~9)--
TEET RfCfnACW
CAPACITANCE INDICATOR (CAPACITANCE OR MEOOHMMmll
(USED ONLY WHEN FVNCTDN 610UND TERMINAL
SELECTOR SWITCH IS AT
CACACITANCE UUF AND UNIT
(USED TO PREVENt
ACCIDENTAL ELECTRICAL
UNDER Ten ~S CONNECTED 10 12310203 131\203
8kiJ;J~ :´•´•.r~’ SHOCK DURING 7ESrmG)

TEET RECEPTACLES "A" *ND
0 ~i,fo 0 0
~o ~o
CAPACITANCE
IANOC
m irr
o
o
o
000 00 0
mROONmIRRTRR ~*NamInn
103311 RKErT
RRMINAU
POWCR
MEOONMMETER RANOR
Pows
MHWHIMMmR INDICATOR
~c-------- u IN.
~6r"----------- A
UI1O1EIA
Cc------------ (U
NOtf rh. pr´•fix "EA" id´•ntifi´•~ EA 51611-4 COmK701CAUOI U 1130113

Liquidom´•(´•r part numb´•r~. Oth´•re ar´•
Minn´•clpoli,´•Hon´•yw´•II part~.
IOR UADI
I-
K)WER UIU
m~Ju,
r
MD-2A Fuel Quantity Capa~itance and Me’gohm Tester
28-40-3 FiQ~ure 28-40-505
Page $08
SABRE LINER
MAINTENANCE MANUAL
TO OBTAIN CORRECT REPID~NG, DISCONNECT ALL UNITS AND LEADS NOT

BEING FROM UNIT UNDER TEST.
THE TESTER MIJ~S11 BE EARTH-GROUNDED DURING CALIBRATION AND TESTING CF

COMPONENT. FOR AIRPLANE USE, THE AIRPLANE AND TESTER M~ST BE
EARTH-GROUNDED AS WELL AS GROUNDED TO EACH OTHER.
NOTE: When measuring insulation leakage or an individual circuit unit, the

following is to be used as a guide. Between either terminal and
ground or between both terminals or a tank unit or the reference con-
denser, the minimum reading should not be less than 500 megohms; be-
tween the coaxial and ground, the reading should not be less than
100 megohms.
The MD-2CI fuel quantity capacitance and megohm tester (rigures 28-40-
505, 28-40-506, and 28-40-507) is used to test capacitance of tan~
units.
The Mn-2A tester requires 115 (f10) volts ac, 400 (f40) cps, and
38-volt amperes of power. When connecting power lead, always connect
black clip to low side of power (airframe) and red clip to high side
of power.
Allow a minimum or 5 minutes of warm-up time for MD-2A to s~f;dcilize.

MD-2A tester is stabilized, the megohmmeter range switch is
positioned at CAL. The indicator should read ".5 GAL" (+1/8 inch).
When the capacitance range switch is set at "X10," the indicator
should read "0" (’3´•0) micromicrofarads (uuf). Calibration of MD-2A
tester is required if readings exceed tolerances given. MD-2~ tester
tolerances must be added to capacitance values obtained from
table.
A. Perform test as follows:
(1) Connect test lead between tester ground terminal and airplane ~truc-
ture. (See figure ;28-40-507.)
Di;connect all other circuit unit;; from unit being tested and con-
nect applicable adapter lead (figure 28-40-506 or
(3) Measure capacitance or each tank unit. Then read value from
appropriate indicator on MD-~A. Capacitance values can be
obtained from the following table of tank unit.
Jul 6/73 28-40-3

Page 509
i SABRELINER
MAINTENANCE MANUAL
TAPiK UNI’T CAPACITANCE (DRY
CAPACITANCE
TANK TANK UNIT
TANK UNIT NO. PART NO. MINIMUM AVERIIC;E MAXIMUM
LH and RH 1 B347-2063 or 20. 08 20.58 21. 08

010-003-001 20.33 20.83 21.33
LH and RH 2 B347-2064 or 27. 22 27´• 72 28. 22

27.49 27´•99 28.49
LH and RH 3 B347-206T or 18. 56 lg. 06 19. 56

’1 18. 80 lg. 30 lg. 80
LH and RH 4 B347-2066 or 31. 78 32.28 32. 78

010-003~004 32.28 32.78 33.28
LH and RH 5 EA772-2067 or 11. 20 11.70 12. 20

020-006~001 11.20 11.70 12.20
LH and RH 6 3~772-2068 or 7´•41 7´•91

02010061002 6.91 7.41 7´•91
LH and RH 7 EA818-S10~9 2.13 2.63 3´• 13

reference 25.00 25.50 26.00
condenser
or
0~1-002-001 2.53 3.03 3´•53

reference 25.50 1 26.00 26.50
condenser
Auxiliary 8 29. 66 30´• 16

fuselage I teach
circuit)
3´• Adjusting Fuel &uantity Indicating _System, Using TF20-1 Tester
The following procedure should be performed on each indicating system. The

tank units must be dry when the adjustment is being made; therefore, make
sure tanks are drained. Make empty and full adjustments (accessible on back
of indicator) by sliding indicator out or panel or removing panel from frame,
taking care not to damage coaxial and wire leads. Disconnect; connectors
from indicator not being adjusted.
28-40-3 Mar Iho

Page 510
QRIGIBQd~L
As 8ca~ivsd By
BS‘P NA-69-420
MAINTENANCE MANUAL
LEGEND
PF=PLUG-FEMALE
PM=PLUG-MALE
~M=JACK--MALE
DM=DAGE--MINIATURE
BNC=STANDARD ADAPTER
JF=JACK--FEMALE OR
DM "B." "J." "A." "E."
POLARITY -BNC TO DM ADAP~ER
PF JF BNC
EA 52028-4 EA 52018-4
’~B," "J," "E.~’ OR "L"
rrrrDM POLARITY TEE IOW-lhlPEDANCE OR

CONO~NSER
arcr ’´•s~´•O
a
PM TEST CABLE "E" OR 3426-1
PM
EA 52025-1A
(OR UG-491BiU) ADAPTER EA 52025-14
MD-2
TEsrCABlE"B"
TESTER
4112698
JM PM
EA 52015-14 EA 52025-1*
~´•´•,´•o
BNC
TEST CABLE "H"
ICOAXIAL)
(STD)
PM LTEST CABLE "A" LEA 52021-4 L--TEST CABLE "E" OR 3426-1 \LDM "F" OR "K" POLARITY-BNC TO
EA 52028-14--1 (COAXIAL) (OR UG-4918iU) ADAPTER DM ADAPTER AND ,’F" OR "K"
POLARITY TEE
:HIGH~MPEDANCE
TEST CABLE "C"

PM
EA 52025-14
NOTE For odditionol adopter informotion, see "Fuel Pvonlity

Indicating System Caaxial Cable Connectors and Tester Cable
Adapter Kit" illurtration.
CABLE AND TEE ADAPTER PARTS LIST
DESCRIPTION I MFR I PART NO, I OUANTITY
CABLE ADAPTERS
MATES BNC STANDARD PLUG--DM JACK "8" POLARITY I once I 1-399-1 I 1
5727´•1 1 1
"F" I I I 1 5726-1
"K" I I I 1 5963´•1 1 1
"A" I I I 1 5725´•1
584~´•1 1 1
MATES BNC STANDARD PLUG--DM JACK "L" POLARITY I DAGE 1 5972-1
MATES DNC STANDARD IACK-BNC STANDARD JACK I DAGE 1 3426 i 1 2
(OK U~: ´•IYIB UI
TEE ADAPTERS
(JACK´•JACK´•PLVG) DM TEE ADAPTER "B" POLARITY I DAGE 1 1-332-1
1-965´•1 1 1
"F" 1-847-1 1
"K"
´•´•A´•´• 1´•968-11-333-1
1-846-1
(JACK-IACK-PLUG) DM TEE ADAPTER "L" POLARITY I DAGE 1 5235-1
S?70´•?-48-)t
Figure 28-40-506 MD-2A Tester Cable and Adapter Assembly Schematic for Testing
Fuel Quantity Indicating System
28-40-03
Page 511
NA~-420
MAINTENANCE MANUAL
165-(10014 WIRE HAI~JEIS
L´•. .AIAIA
X)- 1 I --3--------~flFII1
o I IE CI CL U
111 CUEL QUANtllY INMCAtOl

(~LOI’S INlo*RO INSRUmENI PIML)
REFERENCE CONDENSLR
loW IRIIREOAIJeE lt,t CAILE I I IESt CAILE t
HIOW IMIEDANCE CARLE
20007
MmDUIOI
OYK#--W)(K)
1000--\\ ~000
C
100~c1011
Rrrwr wntn cl uw wt
#IYC~OI TUINS 1000´•5000 WT
PtMRl COla(L.
111 HCIULI W*CR*NQ UmW

CT Ct, tn~noc REmrto or cl *s
REoUlRED.
C1 C3
W)-1100UUF ,ollauuF
s~or S~OP
~""-I O O
CoCI( b~YI locle
DIICONWECTED *nD GROUNDED wNeN PERFORMING’~eMPtl" CNCCI
t NOT CONNECTED WnlH PLRFORMING "EMPTI" tnECI
s?es-2-4~-lo*
Figure 28-40-507 Fuel Quantity Indicating System and Test Setup (Sheet 1 of 2)
28-40-03
Page 512
Sep 20/86; CQPYRIGHT, 1;985 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
265-810084
WIRE HARNESS
TO TEST SwlTCn
r
I
,1
x\ r-l i ~II
I I r ’111( Iii, ,X
I I I I
8473-2134 OR
8472-2210
1
SI I I I I TANK UNIT 811 HIEL QUANTITV INDKATOR
P*HEL1
ii LER WING I I I*f,l,,,,,,,, I Lifi I I ~ICHT 19180 F ’P’LDT~S INIOI~D
1 NO 8
~I I i Ti?
8A7t2-2068
LlT
TANK UNIT
TANK UNIT ,1
ICANT WING ICANT wlNC
I I 1 I STA 13 Two)
SrA 13 rwD) _
I I ill
i L
’ik~l I´•-1 "1’
I I I I I
No 7 No 6
NO. 6 1= 1 NO 7
I
Ili~ i-I~----------C--C, I I I 1 I I I
EAB 10-1069 1 i I I I I I I I I I I LAII 8-2069

TANK UNIT I I I I i I i I I I I I 2; /--e rO..FUEL OTY.. TANK UNIT
84772-2067 (CnNT WING TFST SwlTCH (CANT WING 84772-2047
ollb d 9 h L m
51* 13 ~´•rT)
STC. 13 AFT) (3N PINLLJ HO~
NO 5) TANK UNIT 11 13 3
2 3 TINY UNIT
(CAN7 WING 1 (CANT WING
sTA lei I RELAY CONTROL UNIT I STA 281
IINTLRNnl WIRING OF THIS UNIT iS SHOWN ON

"FUCL OUnNTlTr INDICATING SrSTEM SCHEMAT~C
ILLUSTRATION
COAXIAL CABLE AND CONNECTOR LKiEND

8347-2066
Dirt 8242-2066
TINY UNIT cool KXIYlTr IY~DINCE nIsCIIPIK)N NO 1
no rIlt No. TANK UNIT
:C*NT WING
STA l2, 1 I 1-719-1 1 A LOW I I I (CANT W1NC
SP*l FITTING ST* 131
1 1-73~1 1 I (PEFERENCE CA)LE iAC1(
j Sl)5-1 1 F HIGH
AI 1-7Pbl I LOW
83$1-1065 1
I S 1 1-797-1 1 IRfFERENCE_I I sul-t0~l
NO
NO
3) TANK UNIT I RELAI CONTROL UNIT LEGEND I r 6 T F I HIGH II ~UL*Hf*D
FLED THRU
TANK UNIT
IWING STA 8173) (WING ST* 87 73)
t 1 1-~99-1 E LOW )I J*CI.
a LIND LOW 9 R AUX HIGH
1-PJ7-i I 1 ’‘OGH
b L AUX LOW h R IND HIGH
9 I I-PSa-l I 1 a~FFaENCE
i R WING HIGH
I WING IOW
1 r~0 I 1-373.1 A iOw
8347-2064 1 d LWInGHIGH
I L IINDLOW
I Lllll-630-I I I
8242-2064
NO 1) TANK UNIT I 9 I IND HIGH I II WING LOW I I 12 1-718-1 1 F HIGH
I TANK UN11 (NO I
(WING STA 1391 1 1 1 1-719-1 1 E iOW I (WINC STI InI

f I AUX HIGH m R AUX LOW
14 1 3137-1 1 1( ;WICH
Ir 1 1-938-1 1 I REF I PLUG
16 1-9)9-1 1 L I LOW
17 6211-1 1 REF
8347-2063 B342-lDd3
No I) TANK UNIT I 18 5196-1 A LOW 1 I I TANK UNIT jNO
IWINC STA 107) 1 19 6219-1 E LOW I I I (WING STA 1071
20 621%-1 1 I RLF
s265-?.qe-29n
Figure 28-40-501 Fuel Quantity Indicating System and Test Setup (Sheet 2 of 2)
28-40-03
Page 513/514 Blank
SA R ~:LI N E
MAINTENANCE MANUAL
NOTE: See figure 28-40-2 for fuel quantity test switch se:ection;.
A. Empty Adjustment
(1) Deruel airplane.
(2) Connect 28-volt de external po~rer to airplane, and push in the

following circuit breakers:
"I~\1VERTERS CONTROL NO. 2 se I~JST"
g "IT~ISVERTERS FWiR TRIP ~$0. 2"
a "FUEL &TY LK’1
e "FUEL ~TY RH"
"FUEL WILF~;TTP´•TC;
Place "INVSRTER" switch at NO. 2. Allow 2 minutes for r7uel auentlty

indicating system stabilize before making adjustments
to ~itd fuel
quantity test switch at center TOTAL position.
(3) Turn "E" adjustment ton back of Fuei qua.ntity indicator) until indi-
cator reads zero. Momentarily actuate fuel quantity test switch to
move pointer off set position and check repeatability when pointer
returns to zero. Look directly into indicator to avoid error due to
paralla,u.
(4) Connect TF20-1 test set to 115-volt ac 400-cycle power source.

Ground test set (to ail-plane, if power is taken from this ource~:
Allow 5 m;-nutes for test set to warm up.
(5) Disconnect airplane wire harness from IZlel quantity indicator. RE-
store connection by installin~ test wire harness 265-3100~4, part

of adapter kit 265-810081, bet-~een l’uel qu~ntity indicator and air-
plane wire harness.
NOTE: Assemble tester wire harness and cable adapters as shown In

figure 28-L~,504.
e lor empty calibration, the cable hookup should be as shown

in fi~ure 28-40-509, detail A.
Figures in parentheses refer to control identification

numbers in figure 28-40-508.
(6) Place "CAI" RES CHECK" switch (1) at CAP, "RPLL~CE SELECTOR" switch
(2) at X3, and "FT_T~TCTIOTJ SELECTOR" switch (3) at TEST. Loosen c
clamp (4) and rotate "PF,CBE 25-250 !i~i’" knob (5) until i~uel q´•Liantity
indicator in airplane reads zero.
Mar 1/10 ~8-40-3

Page 515
SABR E:LI~E Pi
MAINTENANCE MANUAL
(7) Place "FUNCTLON SELECTOR" switch (3) at PROBE SET. The "CAPACITAPJCE
INDICATOR" should read 151.16 (c3.5, -2.0), indicating that the tank
units were properly connected when the empty adjustment was made.
(8) Place "FUNCTION SELECTOR" switch (3) at PXOBE SET and rotate "PROBE
25-250 MMF" knob (5) until "CAPACITANCE INDICATOR" reads 57´•70 uuf
(T7´•70 x 3 equals 173.10 uuf). Tolerance is uuf.
(9) Place SELECTOR" switch (3) at TEST. The fuel quantity in-
dicator should read 500 (+20) pounds. With "PROBE 25-250 knob,
decrease tester value until fuel level caution light comes on. The
f‘uel quantity indicator should read 307 (+20) pounds.
B. Full Adjustment
(1) Connect TF20-1 tester as shown in figure 28-40-509, detail B.
(2) Place "FU~SCTION SELECTOR" switch (3) at PROBE SET. Rotate "PROBE
25-250 MMF" knob (5) until "CAP_4Cl’rKNCE 7IC;IDfCATOR" reads 58.86 uuf
(58.86 x 3 equals 176.58 uuf). Place ~FUNCTION SELECTOR" switch (3)
at COMP SET and "’IIP~TGE SELECTOR" switch (2) at X1; then loosen clamp
(6) and adjust "COMP 25-250 MMF" knob (7) until IXrDI-
CBTOR" reads 31.13 uuf. Locli clamp (c;). Return "RANGE SELECTOR"
switch (2) to X3. Place SELECTOR" switch (3) at TEST.
Fuel quantity indicator should indicate approx-imately FULL. Adjust
fuel quantity indicator full adjustment until indicator pointer
coincides with last scale mark on dial. Look directly into indica-
tor to avoid error due to parallax.
(3) Disconnect and ground reference condenser lead at point "A" as shown
in figure 28-40-509, detail. B.
(4) Place XEI~:CTOR" switch (3) at TEST and SELECTOR"

switch (2) at ;(3; then loosen clamp (6) a.nd rotate "CO~ITP 25-250 i~´•/F"
knob until fuel quantity indicator pointer is on last scale mark.
Place "FITP~TCTION SELECTOR" switch (3) at CO~,TP SET and "RANCE SELECTOR"
switch at X1. The I~TDICATOR" should r,Pad. 56.3 (-+~.oo)
uuf, indicating that the reierence condenser was properly connected
in the circuit when the ruZ1 adjustment was made.
(5) Disconnect tester leads, and unground and reconnect airplane refer-
ence condenser, The f~el quantit?J indicator should read zero. Re-
peat entire adjustment proce~zire if "E" setting is incorrect,
(6) Safety "E" a.nd "F" adjustment covers with lockwire and install in-
dicator in panel.
NOTE: The following adjustments are to be made after all the sys-
tem coaxial leads are reconnected.
28-40-3 Mar 1/70

Page 516
ORIQIWnk SABRELINER
As Rec~la,od
By MAINTENANCE MANUAL
A~s-P
TEST LEADS "T" ADAPTERS
721N.
412266H* 412267T* LC93-03
A
(PLU% INTO TEST IEA-5203Ri
RECEPTACLE "A".) UNSHIELDED CABLE LIPUIDOMETER
72 IN.
4122668*
B 412267L c
(PLUC INTO TEST
RECEPTACLE "B".)
COAXIAL CABLE
UG-274A V
72 IN. (LC-’)2-O3)$
412266M r 412267EK En-52035
(PLUG:NTO TEST LIPUIOOMETER
RECEPTACLE "C".)
UNSHIELDED CABLE
2 1 8
mrm UNIT
CIPICIT~INCE INOICITLIR YEbOR*YrTLR
GRO
-e 2
c-cno
so
s´•cno
xr RL6
CIP-REStHEEI
x, rlo noJ
OIT
.*mE SELECTM1
´•´•-´•´•B RINGEX:O~OECTOR
RES
rurrlOH SELECTOR
,,,,_I
(C UIISH
r"---´•´•-´•-´•´•-
cauP
IND
MODEL TF-20 TEST SET FRONT PANEL 5 4 3 0 7
TEST ADAPTERS
~-_12 IN.
4122698 605 t
COAXIAL CABLE BLACK BARREL TERMINAL NO. lj
_,~
C~--F----I N.
4122698* 605 t
UNSHIELDED CABLE ’i RED BARREL TERMINAL NO. 5
U
412269F* UG-88 V
COAXIAL CABLE
121N
EA5202R-ZA
4122698*
LIPUIDOMETER
UNSHIELDED CABLE
412269J*
UG-88 U
IINSHIELDED CABLE
12
412269J* 3122678M*
VNSHIELDED CABLE
)iiO-)´•f8-I.?
MINNEAPOLIS-nONEYWELL t MIILLER ELECTRIC CO KINGS ELECTRONICS CO
TF~O-1 Fuel Quantity Variable-capacitance Teeter
Mar lj70 PiFurt! ~0-)1-0-50n ~8-40-3

Page 51’1
SABRELINER
MAINTENANCE MANUAL
DISCONNECT
AND GRD
265-810084 WIRE HARNESS
AIRPLANE
O AIAI IA
L~I WIREHARNESS
FI F IF
FUEL QUANTITY
INDICATOR I E~-----( I 8 I 8
(TYPICAL)
COAX
VNSH
O
COME
TF20-1 TESTER
DETAIL A
265-810084 WIRE HARNESS
AIRPLANE
L~--(AI A JA’ ’L
WIRE HARNESS
FI F IF
FUEL PVANTITY
INDICATOR IEC----l ~---------´•lel a BI CI ’E
(TYPICAL)
POINT A
(ADAPTER
DISCONNECTED
AND GROUNDED
*5 REPUIRED)
COAX
UNSH
COME
TFZO-I TESTER
DETAIL B 5370-1-~8-38
TF20-1 Tester Cable and Adapter Assembly Schematic
28-40-3 Figure 28-40-509 Mar 1/70

Page 518
SABRE LINER
MAINTENANCE MANUAL
(7) Place fuel quantity test switch at RH IND, RK WING, LH IND, and AUX
and remove "L WING" and "R AUX" adjustment cap covers from relay
control unit.
(8) Turn "L WING" adjustment until fuel quantity indicator reads zero;
and turn "R AUX" adjustment until right fuel quantity indicator
reads zero.
(9) Install adjustment cap covers on relay control unit.
(10) Place fuel quantity test switch at TOTAL.
4. Testing Tank Unit Probe Capacitance, Using TF20-1 Tester
The TF20-L tester can. be used to check capacitance of individual probes, or
total probe capacitance or segments thereof.
NOTE: Toaccomplish these tests, do not have power applied to the fuel
quantity indicating system.
A tank unit that appears defective may not actually be defective;

there may be a drop of water in the connector. Water in a fuel cell
may have bridged the tip or the tank unit, or test leads may be
faulty.
Figures in parentheses refer to control identification number in

figure 28-40-508.
CAUTION: THF: TESTER M~ST BE EARTH-GROUNDED DURING CALIBE~TION AND TESTING

OF COMPONENTS. FOR AIRPLANE USE, TKE AIRPLANE AND TESTING MITXT BE
EARTH-GROUNDED AX WELL AS GROUNDED TO EACH OTHER.
A. Check Individual Probes
(1) Connect coaxial lead to "TANK UNIT" terminal "A" and the unshielded
lead to terminal "B."
(2) Place "CAP RES CHECK" switch (1) at CAP, "FLTNC1TION SELECTOR"
switch (3) at UNSH, and "RANGE SELECTOR" switch (2) at X1.
(3) Read capacitance directly on "CAPACITANCE INDICATOR." The reading

should be as shown in the following table of tank unit capacitance
(dr;y values)~
Mar 1/70 28-40-3

Page 519
SABRE LINER
MAINTENANCE MANUAL
TANK UNIT CAPACITANCE (DR1E VALUES)
T~K TfLPJK UNlT CAPACIT~NCE

UNIT NO. PART NO. MI1IJIMUM AVERAGE MAXIMUM
TANK
1 B347-2063 or 20.08 ~0.58 21.08

LH and RH
010-003-001 20.33 20.83 21.33
B31c7-2064 or 27.22 27.72 28.22

L;H and RH
010-003-002 27.49 27´•99 28.49
LH and RH 3 B31c7-2065 or 1_8.56 19.06 19.56

010-003-003 18.80 ~9´•30 19.80
LH and RH 4 B347-2066 or 31´•78 32.28 3=!.78

010-003-004 32.28 32.78 33.28
11.70 12.20
131 and RH 5 EA772-2067 or 11.20
020-006-001 or 11.20 11,70 12.20
020-006-003 L1~20 ~1.70 12.20
LH and RH 6 EA772-2068 or 6.91 7´•41. 7´•91

020-006-002 or 6.91 7.41 7´•91
020-006-004 6.91 7.41 7´•91
LH and RH 7 EA818- 2069 2.13 2.63 3.13

reference 25.00 25.50 26.00
condenser
or
021-002-001 or 2.53 3.03 3.53

-002 reference 25.50 26.00 26.To
condenser
8 034-001- 002 ~ig.16 30.15

,4u~iliary
Fuselage teach
circuit)
28-40-3
Fage 520
Oct 3/77
SABRELINER
MAINTENANCE MANUAL
B. Checking Total Capacitance
(1) Connect coaxial cable to "TANK UNIT" terminal "A," unshielded

cable to terminal "B," and compensator cable to terminal "C."
(2) Disconnect fuel quantity indicator,
(3) Place "CAP CHECK" switch (1) at CAP, "FUNCTION SELECTOR"

RES
switch (3) and "RANGE SELECTOR" switch (2) at X3.
at UNSR,
"CAPACITANCE INDLCATOR" should read 50.34 uuf (50.34 x 3 equals
151.02 uiur). Tolerance is ~3.T, -2´•0 uuf.
C. Checking Capacitance of Compensator
(Ij Connect coaxial cable to "TANK UT~TIIII" terminal "A," unshielded cable
to terminal "B," and compensator cable to terminal "C."
(2) Ilace "CAP RES CHECK" switch (1) at C~L", SELEC’IIOR"

switch (3) at COMP, and "RATJGE SELECTOR" switch i2) at X1.
"CI~ACITTANCE´• II~DICATOR" should read from 25.50 uuf to 26.50 uuf.
nrOTE: Any se~n!ent may be checked for capacitance by following the

procedure in steps (1) and (2) of paragraph A. However, if
the total capacitance of the segment is more than 100 uuf,
the "RAIVGE SELECTOR" switch should be placed at X3. The
indicated value is then multiplied by 3.
T´• Testing Probe _and Insula_tion Resistance, Using TF20-L’llester
NOTE: Calibrate at zero and midscale.
Test set should be connected, as in step (1) of paragraph 3. B.
e Figures in parentheses refer to control identification numbers in

figure 28-40-508.
A. ~ileasurSng Resistance Between ~’TANK UNTI~" Terminals "A" and "B"
(1) Place "CAP RES CHECK" switch (1) at A-C A-B and "FUMCTIOI~ SELEC-
TOR" switch (3) at U~SH. Adjust "RP~NGE SEI;ECTOR" switch (8) to
indicate closest to rnFd-3caLe or
~OTE: ~hen insulation leakaPe or an individual unit circuit is

being measured, following is to be used as a e,ruide.
the
Between either tern:i,nal and grour.cl or between both ter!ninals
of a tank unit or the reference csudenser, the minimum read-
ing should be riot less than 500 rnegohms. ’rl?e readin~ should
be not less than 100 megohms between the csaxial cable con-
nector and ground.
Mar 1/70 28-40-3

Page 521
SAB RE LINER
MAINTENANCE MANUAL
B. Measuring Resistance Between "TANK UNIT" Terminals "A" and "C"
(1) Place "CAP RES CHECK" switch (1) at A-C A-B and "FUNCTION
SELECTOR" switch atAdjust "RANGE SELECTOR"’ switch (8) to
COMP.
indicate closest to mid-scale of "MEGOHMMETER.’L 1IRefer to NOTE
following step (1) of paragraph A,]
C. Measuring Resistance Between "TANK UNIT" Terminal "A" and Ground
(1) Place "CAP RES CHECK" switch (1) at A-GRD and "FUNCTION SE~LECTOR"
switch (3)at COMP. Adjust "RANGE SELECTOR" switch (8) to indicate
closest to mid-scale of "MEGOHMMETW." ~efer to NOTE following
step (1) or paragraph A.]
D. Measuring Resistance Between "TANK UNrm" Terminal "B" and Ground
(1) Place "CAP RES CHECK switch (1) at C-GRD B-GRD and F~TNCTION
SELECTOR" switch (3) at UNSH, Adjust "RANGE SELECTOR" switch (8)
to indicate closest to mid-scale of "MEGOHMMETER." Refer to NOTE
following step (1) of paragraph A.
6. circuit Polarization
The coaxial cable assembly connectors have been chosen so that it is impos-
sible to misconnect the cable assemblies at the tank units and at the
interconnect points in the airplane. Following is a list of the Dage
connector polarities and their applications.
POLAR~Y bPPL~CATION
All tank unit high-impedance leads

except "K" polarity applications
listed
;?8-40-3 Mar 1/70

Page 522
SABRE LINER
MAINTENANCE MANUAL
POLARITY APPLICATION
"A" All tank unit low-impedance leads

except "E" polarity applications
listed
"B" All reference condenser leads except

"J" polarity applications listed
"K" Auxiliary tank unit

high-impedance
leads to indicator and passengers’
compartment seal junction in right
system only
"E" Auxiliary tank unit low-impedance

leads to indicator and passengers’
compastment seal junction in right
system only
"J" Airplane reference condenser lead

between passengers’ compartment
seal and indicator in right system
only
"B" Left wing system low-impedance

lead at relay control unit (figure
28 -40 -2)
"J" Auxiliary tank unit right system

high-impedance lead at relay con-
trol unit (figure 28-40-2)
"L" Auxiliary tank unit right system

low-impedance lead at relay con-
trol unit (rigure 28-40-2)
a. resting Fuel Level Caution System
(1) Connect 28-volt de external power supply to airplane.
(2) Check that "FCTEL WARNING IEVEL" circuit breaker is open.
NOTE: This procedure checks out the caution light bulbs, the
caution system wiring from the indicators, and the circuit
breaker.
(3) Remove plug from left and right fuel quantity indicator.
(4) Connect a jumper wire across pins "J" and "g" or plug removed from
left indicator.
Mar 1/70 98,40-3

Page 523
SABRE LINER
MAINTENANCE MANUAL
(5) Close "FUEL W~RNING LENEL" circuit breaker. Caution light should
come on. Open circuit breaker.
(6) Repeat steps (4) and (5) for right fuel quantity indicator.
28-40-3 Mar 1/70

PaRe 524
S~ B R E LI N E3 R
MAINTENANCE MANUAL
i. &uantity Indicating Sy~tem Shec~-out Procedure
A. Special tools and/or equipment needed to c’rLeck the fuel quantity indica-
ting system are as fo;lows:
(1) Multimeter (similar to ~Iodei 260, Slmpson Electric Co) Test set,
indicator’ (Ty~e TTU-58/E, General Radio Co) or
Tester, liyuid quantity gage (T~e MD-1, General Radro
(3) Tester, liquid quantity system (T~pe ~ID-2A, Consolidated.

Systems)
(4) Ohmmeter (O to 200 megohms)
(5) CaSle -zdapter lilt (~55-Q10081)
9. Perform operational check-out of luel quantity indicatrng system as
follows:
(?L) Ccn-cLect ~5-3’0’L-1 :~C i´•r~´•iertei´• ~wit:h 3.t ~iO´• I´•
(2) Push in ~TY ’j:i," "FTJEL ~Y RH," .nci ’!~L

LETJ~L" circuit (See fi~ure
(3) i-ll:ow about, alnu~es fgr 51nit to varm up sn´•~ 1L,

2ldD1LZZe.
"lace ~el quantity tejt s:sitch at :rOTAL. rositl o~ e.-: _or,e
position cf fuel Indicator soint~rs.

Dositions.
(ic) LOlsCe fuel quantity tes~ cwifch aS, TEST. (Se~ fi~-i´•e 28-43-~.) The
left and right fuel indicator pointers shoul.d rota;e coulter-
clock~jise. With the ~1 indicator installed, T;lr,e i~dicator

position I´•rl?en the test switch is at T~ST.
will stop jeiow the zero
(5) Recurn fuel quanti~y test switch 50 ~OTAL. The indicator pointe~s
should re~urn ~o their former ~osltions (recor~ed ~n ste~ 3).
(6) Place fuel cluantity test switch a-t ~R WINS, LH T1~, iiTJ:i
ZiH
and check left fuel quantity indicator ai~ui;ia.ry tank fuP1
for
quantity and right indicator for right ~iiing te.nk fuel quantity.
Then return fuel yuantity test switch to TOTAL.
2. r?-~ei System Check-out Procedure
A. Checking ~uel Pressure Switches
jl) ~Iake 3-llr~ there is enough fuel in wings i’or an engine-run oper~sioc.
Start right-hand engine,

t
OWil64NBk
As Rscived BY
L.. ATP
(Sc,t 3/77 38-Li´•0-4
Page OOL
MAIN~fENANCE MANUAL.
(3) Maintain engine at idle during this check. nisengage "BOOST PUMP
RH ~"UEL" circuit breaker. Check whether "RH r~ZTEL PRESS LOW"
caution light, caution-warning Light panel, comes on, indicating
on
fuel pressure switch is operating properly when %oost pump r"uel

pressure is 5 (41) psi or less.
(4) Engage "BOOST PUMP-RH m~El;" circuit breaker. ?nne "F,:i p,p~SS
LOW" caution light should go out, indicating fuel pressure switch
is operating properllr when ’ooost p~mp prpssure is more -chan 5 (-C-l)
psi.
NOTE: When the engine is run~ing, "RH Ii7JEL LOW" caution light
isout, and steps (2) and (3) are complied with, the fuel
pressure aifferential swi~Ch monitoring the engine-dri?ien fuel
pump is operating properly.
(5) Shut down engine revolu´•tions deCTPaSe, check

right-hand engine. A3
that trRii F[JEL PRESS LOW" caution light
comes on, indicatinz~ tha+Y
fuel pressure differer,´•tial switch monitoring engine-dririen r’ueL
pump pressure, is operating properly when differential pressure is
less than psi
Check "LSI ~LIEL PT~ESS LOW" caution Ilght, using tSe same
as steps (1) through (4); however, check that "BOOST PUMP-LM
in
FLTEL" instead of "BOOST PUI~ -RR ~ZTli:L" circuit breaker is c~isengaged
and re-engaged in steps (3) and
As Received BY
B
~8-40-4 P/Iar 1/70

Page ~02
CHAPTER
HYDRAULIC
POVVER
NA-69-420
CHAPTEn 29
MY]DRAULIC POWER
TABLE OF CONTENTS
Subject Cllapter/Section/Subject Page
Hydraulic Power. 29-00-0

Description
General.......................................................................´•...´•...´•´•...´•..´•´•´•´•´•´• 1
Hgdraulic Power ;\Iain 29-10-0

Normal Hydraulic Pressure System
Pump Electrical Control System....’,
Reservoir Air Pressurization System
Fluid Reservoir
Hydraulic Pump
Air Pressure Regulator
Hydraulic Filters
Air Filter
Accumulator Service Panels
External Test Connection Panel
Hydraulic Pressure Audible Warning System Airplanes S/N NA-370-9 and
NA-380-1 and Later
Trouble Shooting
Maintenance Practices.., 301
Servicing -IManual Filling
Servicing Test Stand Filling
Servicing Hydraulic Power System Accumulators ..............e
303
Bleeding Hydraulic Power System
Draining Hydraulic Power System 30´•1
Flushing Hydraulic Power System
Inspecting Hydraulic Reservoir Air Tank for Presence of Hydraulic Fluid 307
Removing Hydraulic Filter Elements 401
Installing Hydraulic Filter Elements 401
Removing and Installing Hydraulic Pump Motor ´•102
Inspecting Hydraulic Pump Motor Grounding Point 103
Removing and Installing Hydraulic Reservoir Air Filter Element 40´•1
Replacement of Hydraulic Pressure Switches ´•10´•1
Operational Check-out of Hydraulic Power System 601
Operational Check of Hydraulic Pump Time Delay Relay Nh-370 and NA-SYO-1 Through -72
Airplanes Changed by Optional Kit No, 25 and NA-380-~3 and Later 603
Inspect and Clean Thrust Reverser Hydraulic Filter 60-L
Hydraulic Power Xusiliary S9-20-0

Xusiliary Hydraulic Pressure System 1
Xuxiliary System S;~utoff Valve
Trouble Shooting
JIaintenance Practices 301
j.
29-CONTE~TS
Page 1
s´• COPYRIGHT, 1983 BY ROCKL*JELL INTERNATIONAL
NA-69-~20
JIANUAL
TABLE OF CONTENTS (Cont’rl)
Hydraulic Po~´•er Indicating 29-30-0

General............,..................................................´•..´•´•..´•´•´•´•´•´•´•.i.............. 1
Hydraulic Pressul´•e Gages
H\´•drnulic Pressure Transmitters
Accumulator Air Pressure Gages
Trouble Shooting
Removing and Installing Hydraulic Pressure Gages 401
Removing Hydraulic Pressure Transmitters 401
Installing Hydraulic Pressure Transmitters 401
Operational C~leck-out and Inspection of Hydraulic Power Indicating System 601
Page
~Iar 15183 COPYRIGHT, 1983 BY ROCK~ELL INTERNATIONAL
NA-69-420
hIAINTENANCE ~IANUAL
C j:
29
P)O~BrER
LIST OF IL;LUSTRATTONS
29-00-0 29-00-1 Hydraulic Power System Component Location ..........,......_

2
29-00-2 Hpdraulic Power System Schematic NA-370 Airplanes 3
29-00-2A Hydraulic Power System Schematic NA-380 Airplanes 4
29-ILLUS
Page ii" Bl~nk
t, COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL ~Iar 15S3
NA-69-420
MAINTENANCE MANUAL
CHAPTER 29
HYDRAULIC POWER
Chapterl Chapter/
29-L.E.P. 1/2" Oct 5/92 29-20-00 1 Oct 11/76
29-CONTENTS 1 Mar 15/83 29-20-01 101 Mar 1/70

102 Mar 1/70
2 Mar 15/83
29-20-02 301 Mar 1/70
89ILLUS 1/2 Mar 15/83
29-30-00 1 Jul 6/73
29-00-00 1 Oct11/76
2 Jul 6/73 29-30-01 101 Mar 1/70
3 Jul 7/78 102 Mar 1/70
4 Jul 7/78 103 Mar 1/70
104 Mar 1/70
29-10-00 1 Oct 3/77
2 Jun 28/74 29-30-02 401 Jul 6/73
3 Jul 6/73 402 Mar 1/70
4 Oct 11/76 29-30-03 601 Jun 28/74
5 Jul 7/78
29-10-01 101 Mar 1/70

102 Mar 1/70
29-10-02 301 Oct 3/77

302 Oct 11/76
303 Oct 3/77
304 Oct 3/77
305 Aug 6/71
306 Aug 6/71
307" Oct 5/92
Added 308" Oct 5/92
29-10-03 401 May 31/84

402 May 31/84
403 Mar 15/83
404 Mar 15/83
405 Mar 15/83
406 Mar 15/83
29-10-04 601 Oct11/76

602 Oct 3/77
603 Jul 7/78
604 Mar 15/83
605 Mar 15/83
606 Mar 15/83
607/608 Mar 15/83
29-L.E.P.
Page 1/2 Blank
SABRELIN~E]R
MAINTENANCE MANUAL
HYDEI~ULIC I>C)WEEI DESCRIIDTION
i. General
The pcwer is provided by a 3000 (r100) psi pressure (closed-center:

hyd~raillic
type system, containing the necessary units to provide, maintain, and control
hydraulic pressure to the subsystems. The hydraulic power system includes a
normal pressure system, an pressuresystem, a pump electrical con-

trol system, a reservoir air pressurization system, and a pressure-indicating
system.
The system supplies hydraulic pressu-re fpr the operation of the fol-
normal
lowing subsystems: landing gear, wheel brakes, nose wheel steering, speed
brake, and on airplanes serial numbers NA-370-2 through -6, -a and -9, the
thrust reverser doors (targets). The auxiliary system, controlled by a switch
in the cockpit, is for emergency or alternate use. In case of normal Dower
system falluzre, au;liliary system, through separate pressure lines, Fro-

the
vides sufficient fluid and pressure to operate the following subsystems for
a limited number of operations: wheel brakes, nose wheel steering, and
speed brake. On airplanes NA-370-1 and -7, NA-380-1 end later, and airplanes
NA-370-2 thru -6, -8 and -9 that are changed by Sabreliner Optional Kit No. 11;
the au~iliary system will assist the normal system in retracting the lending
gear whenever the normal hydraulic system pressure drcps jelow 2000 (t100)
psi. The Dump electrical control system controls electrical power to a
single de-motor-powered hydraulic PU-~P´• The reservoir air pressuriza-
tion system provides a constant pressu~re to the reservoir, regardless of
altitude, to prevent pump cavltation. The hydraulic pump obtains its fluid
supply from the reservoir, which is pressurized to 35 psi by bleed air from
each engine compressor section. The pressure indicating system consists cf
t~ro transmitters which sense normal and. auxiliary hydraulic system preSS~-r3S,
and electrically transmit pressure indications to two cockpit hydraulic gres-
sure indicators. System relier valves protect the hydraulic system against
excessive pressures ´•t~ich might build up in the system. Fluid filters in
the hydraulic power system protect the subsystems from foreign matter that
may enter the power system. A ground test stand may be connected to a pace!
on the lower side of the fuselage re ar section for ground testing and opera-
tion of all the hydraulic systems in the airplane. On ~A-370-9 and ~A-38C-1
and later airplanes, a hydraulic pressure warning system is installed to
provide an audible warning ~enever the hydraulic system 73rOS’SUTe decreases
below 2000, or the hydraulic pump control circuit breaker is disengaged
(pulled out) or if the hydraulic pump control switch is positioned at OFF
ORF~IMAB,
As Ci:.~;´•::j,i?d By
L~ A7"P
Pg-CO-O
oct
SAI3 R E LI pJ. E R
MAINTENANCE MANUAL
QRCGINAk
c.
AIR TANK As Fiscdved By
c%
u
ATP ~i
Aiii-PkESSURE REc~_LAreR
AIR CHECK VALVE

r z
FILTER
´•\AlR
AIR DRAIN VALVE
AUXILIARY ACCUMULATOR
~1
RISERVOIR
~S1 ’p IU
PRESSURE
GROUND TEST PANEL
a7~x, V-~-----HYL)RAULIC PUMP

AUX SYSTEM SHUTOFF VALVE AND MOTOR
j(
AUXILIARY RELIEF VALVE HYDRAULIC RESERVOIR
PRESSURE GAtE
HYDRAULIC RESERVOIR
PRESSURE DUMP VALVE
SYSTEM PRESSURE FILTER
t AIRPLANES SERIAL HO.

THRUST
REVERSER H~.370-2 THROUGH
ACCUMULATOR* -6. .8. AHD -P.
NORMAL RELIEF VALVE C)
r PRESSURE SWITCH
THRUST
REVERSER i~- THRUST REVERSER
ACCUMULATOR I ACCUMULATOR
AIR FILLER AIR PRESSURE
VALVE’, I (jAGE+
ACCUMULATOR SERVICE PANEL RESERVOIR
THRUST REVERSER
ACCUMULATOR*
NORMAL ACCUMULATOR
GROUND AIR TEST

i -1
CONNECTION NORM
I
ACCUMULATOR
AIR PRESSURE GAGE
NORM
ACCUMIILATOR
THRUST REVERSER
AIR FILLER VALVE
G~ i~ ACCUMULATOR I
DUMP VALVE ~t
~U;
DUMP VALVE DUMP VALVE
~c/
ACCUMULATOR AUX ACCUMULATOR AUX ACCUMULATOR i__´•:-

SERVICE PANEL" AIR FILLER VALVE AIR PRESSURE GAGE
n0-8~.10C 53101-5111*
L
cornr~osene ~ocs icn
29-~C-1
3ul 6/73
29-00-2
Isge ’2
SABRE LINER
MAINTENANCE MANUAL
L~nR v 2ev Dc ESSENTIAL OVBD

O AIRPLANE SERIAL NO. NA-370-9
HYD PVMP CONT HID *UX SIS
(LH CONSOLE CIRCUIT- (LH OVHD FwD O gIIPL~ES IE.IIL *O N*-310-2 THROUGH d. -(I. *ND -1 PIIRPREIIUIIE
MOTOR POWER CONTROL BREAKER PANEL) CKT BI(R PANEL)
O AIRPLANES SERIAL NO. NA-370-1 AND -7 REGULATOR
P3~3RI CB740 O AIRPLANES SERIAL NO. NA-370-1 THRU 6. -8. AND -9 CHECK VALVE
AIR FILTER rCiLsstlbf~l (REGULATES PRESSURE TO
CHANGED BY OPTIONAL KIT SOK -11 35-37 PSIG, RELIEVES AT 45 PSIG)
THERMAL
(8662) TRIP UNIT O AIRPLANES NOT CHANGED BY SERVICE
LETTER NO. 49
CAUTION-WARNING
T1 PANEL ~srn nJ
B AIRPLANES CHANGED BY SERVICE
oveD~
LETTER N0.49
C3 GROUND OvBD RESERVOIR
~lve PRE~Ss
O NA-370-1 THRU -9 NOT CHANGED 8Y
TEST r HYD
I*IBRELINER OPTIONCL IIT NO 15 1111 TINK RFSERVOIR
(CRIOIP
R101
PWR OTF CONNECTION
(90 PSI AVERAGE) PRESS. HYD
O NA-370-1 THRV 9 CHANGED BY (SEAL REG ON
RESERVOIR
I-I I li´• 44 SABRE LINFR OPTIONAL KIT NO. 25 GRD PRESSURE DUMP
ti PRESS.
TEST PANEL) VALVE
GAGE
3
ACTUATING AIR DRAIN VALVE
COIL
4´• 1 OVBD
L1 485558 TO "WIRINC DIAGRAM MANUAL" FOR CAUTION RESERVOIR
2
LIGHT CIRCUIT CONNECTIONS.
RETURN
DRAIN
HYD PWR
BLEED AIR FROM ENC FILTER
C2 I)?L AUTO IP2 Az MO
COMPRESSOR SECTION
FAIL
RESET 8
OFF
~rJ--I
(SI
P D) 01i43 I- 18
LT CONT
~STA 143 RH)
7
18597
I
PB1P
A
ELECTRIC-MOTOR-
DRIVEN CONSTANT-
as GROUND
DISPLACEMENT PUMP
5627 2 C---( B TEST
STn 427 Rn)
CONNEC-
PUMP A TIONS
,nuDRnuLle IY 03
7
1 I I I I I I I I IB111/ DRAINI
SEAL
CONTROL PANEL~
1 47101 HYD MOTOR S655 HYDRAULIC LOW
LOCKOUT
NORMALACCUMULATOR
HYD MOTOR .1
PRESSURE SWITCH
6 DUMP VALVE
8 NO. 2 OPENS AT 2600(+ 100) PSI;
LOCKOUT (ACCUM SERVICE PANEL)
(514 533) R585 CLOSES AT 2000(~ 100) PSI
NO.1 5 7
ism 319 RH)
Isra 8.31 1 B B
.025 R 5629 PRESSURE SWITCH NORMAL PRESSURE
LOW-PRESSURE 4113 A
OPENS AT 3025 50) PSI. TRANSMITTER
HYDRAULIC
7 3 TO HYDRAULIC PRESSURE
4 1 I I I I I CLOSES AT 2700 1+ 50) PSI
7 WARNING
(K661)
K661
6 5 2
8
5
6
(STA 370 RH) SNUBBER INDICATOR (STA 94)
HYD PUMP NORMAL ACCUMULATOR

1 B
MOTOR
AP I ´•f~ Ei~ AUX ACCUMULATOR
(sm 401) 2
DUMP VALVE
Al -r A2 1 i i
~7 I I I AUX PRESSURE TRANSMITTER AIR FILLER (ACCUMSERVICEPANEL)
r0 VALVE
3
X2
(TM525)0 C~7 HYDRAULIC
1
D
PR~SSURE C
X’
2 I~ TIME DELAY HYD AUX SYS INDICATOR SNUBBER AUXILIARY ACCUMULATOR
4 AUX RELIEF CHECK VALVE
PUMP MOTOR ISTP1390 RH)
K645 i,,.,,,,e coNlaOl jSTA 94~ rZB (FULL FLOW AT 3550 PSI.
a IENERGI~ED ONE SEC. PANEL) TO THRUST RESEAT AT 3225 PSI)
(266600) AFTER P(~WER IS APPLIED) A3 REVERSER O
(5626) *10
5626
ON OFF
7
A B~PX AIR FILLER

TIME-DELAY HYD
3 3 VALVE
MOTOR CONTROL I I T Az
RH FUEL
HYD PUMP (120’ 24 SECONDSIO TO FUEL
q
TB602 MOTOR OVERHEAT (60’ 12
cSTn 401 RH)
SECONDS)~
VALVE
OPEN
S;HUTOFF 21~129)
K729 8
6 VV525
THRUST REVERSER
IND 3 SYSTEM AUX SYSTEM
(STA 401)
~K665) 4 7
HYD PWR
45
SHUTOFF VALVE ACCUMULATOR
CR1038
I
st FAIL LT CO~T O (NORMALLYOPEN) 151 pij THRUST REVERSER DUMP VALVE O
7~ 02 3
1 3 (STA 324) ACCUMULATOR O AIR FILLER
CR1038 6
(K585)
K585
1
i
3 4
VPIIVE
TO FUEL
2 16
4 zl C´•´•l)
K781
FUEL SHUTOFF
SHUTOFF3
SYSTEM
6 1 I I
12
K680 TOMLG
7
0141 LDGVALVE
VIP MONITOR
1 ButN F"
NORMAL RELIEF
CHECK VALVE
(FULL FLOW AT 3550 PSI.
3
1 RESEAT AT 3225 PSI)
WARNING (PNL 36) LOAD
3111r MKK V~LVE 4
8
5 swlTcnI
(ENERGI ZED a TO TERMINAL NO. 5 OF RH WD LH PRESSURE FILTER I) LANDING GEAR SYSTEM
WHEN MLG 3 6 4 MAIN LDC UPLOCK SWITCHES POWER
V DC 3 3
~28 AIR PRESSURE E~a AUXILIARY PRESSURE i,,,
I~ LO*OED) I *PFLIED WHEN LDG HANDLE IS UP
5Upply C~3 RENPN

(C861P)
CB619 s
AND UPLOCK SWITCHES ARE NOT *CTUATED
4 NOSE WHEEL STEERING SYSTEM
i
4 TO FUEL K780 (REFER TD UI*PTEI31)
TO FUEL 2
NORMAL PRESSURE I I DRAIN 2
SHUTOFI; B B
SHUTOFF 2 00
SYSTEM SYSTEM
F 7 SPEED BRAKE SVSTEM
(K584)
K584 K588 LS502 PRESSURe
~U.L iH FUEL *IC.II.IIEED CL~-)

CN510 *O*ITIIR
VALVE VALVE WARNING HORN MACH WARNING

WARNING
OPEN CONTROL´•UNIT
RELAYS
Hydraulic Power System Schematic

NA-370 Airpianes 29-oo-o
Figure 29-00-2 Page 3
Jul 7/78
SABRE LINER
MAINTENANCE MANUAL
28V DC ES~NTIAL t ONn3801 THRU -62 NOT CHANGED BY SERVICE BULLETIN NO. 49
OVBD
HID PUMP CONT HYD AUX llS
(LH CONSOLE CIRCUIT (LH OVHD FWD CB754 0.138~831ND LI\TER I\ND P´•IRPLIINES CHI\NG~D BY
SERVICE LETTER NO.49 AIR PRESSURE
MOTOR POWER CONTROL BREAKER PANEL) CKT BKR PANEL)
REGULATOR
lELECTRIC PWR
oNI\-~BU1 THRU 12 NOT CH*NGEO BY
BOX-STA 3331 (CBII)
CB740 HYD PWR SABRELINER OPTIONAL KIT NO. 25. CHECK VALVE AIR FILTER (REGULATES PRESSURE TO
THERMAL I I I FAIL LT CONT 35-37 PSIG. RELIEVES AT 45 PSIG)
r ~NA-380-1 THRU -72 CHANGED BY
TRIP UNIT L1 (STA 143 RH) SABRELINER OPTIONAL KIT NO. 25
CAUTION-WARNING AND NA380-73 nND LATER.
4
PANEL K729
C3
sin nJ H,I
ovso~
h
~lvo PRESS
d FI GROUND over, ~1 RESERVOIR
TEST HYD
PWFI OFF
CONNECTION RESERVOIR
~I (90 PSI AVERAGE) PRESS. HYD
3 (SEAL REG ON
5 4*
GRD PRESSURE DUMP RESERVOIR
5~1 TEST PANEL) VALVE PRESS.
?’J I I L;1 GAGE
ACTUATING
AIR DRAIN VALVE
COIL I I I I I !I I 1 ‘117
T1 OVBD
RESERVOIR
RETURN
AUTO BLEED AIR FROM ENC DRAIN
C2 1)2L 1DZ (*Z FILTER
COMPRESSOR SECTION MOT
RESET g
C7FF
113
P6 03
MANUAL
TB597 P819 THERMOSTAT ELECIRIC-MOTOR-

4
1 A DRIVEN CONSTANT-
<5627)
5627
2 B
DISPLACEMENT. PUMP
GROUND
TEST
csTnd27nn,
PUMP CONNEC-
3 A
IHYDRAVLIC 1 SEAL TIONS
CONTROL PnNELI 81 U~
5 3 HYD MOTOR
8655
HYDRAULIC LOW
HYD MOTOR LOCKOUT ~--J NORMAL ACCUMULATOR
8 PRESSURE SWITCH
LOCKOUT 6 NO. 2 DUMP VALVE
NO. 1 4 iSTA 3)3) (R585) OPENS AT 26W
CLOSES AT 2000(+ 100) PSI
100) PSI:
(ACCUM SERVICE PANEL)
irr* j11l
2
3 I i i I I I I I isra 379 RHJ I
LOW-PRESIUIIE .0~5n
PRESSURE SWITCH NORMAL PRESSURE
HYDRAULIC
(S629) OPENS AT 3025 50) PSI.
A
TRANSMITTER
7 1 4
5
(8661) 8 4 2 7 WARNING
4 6
CLOSES AT 2700
(STA 370 RH)
501 PSI
t SNUBBER
B
TO HYDRAVLIC PRESSURE
INDICATOR (STA 94)
HYD PUMP I I I 1
NORMAL ACCUMULATOR
a
MOTOR
i A
;STA 401) AUX ACCUMULATOR
Al 1 A? DUMP VALVE
4 AUX PRESSURE TRANSMITTER
AIR FILLER (AccUM SERVICE PANEL)
TO
xz TM525 O HIDRAULIC
a,-9 1 B VALVE
2 xi 1 I I TIME DELAY HYD PUMP I I I I I PRE5SURE

Moron IBTn 425 RH! PIUX SI5 I~or*roa SNUBBI) AUXILIARY ACCUMULATOR
AUX RELIEF CHECK VALVE
o IENERGIZED ONE SEC. /HYDRAULIC CONTROL (STA 94)
s*NLL) (FULL FLOW AT 3550 PSI.
4rTiA P~*.R 15 ~IPLliOl
RESEAT AT 3225 ~51)
mnsco i II
3
(1626) *10
5626
OFF
TIME-DELAY HYD ON I I I 1 AIRFILLER
MOTOR CONTROL Az VALVE
HYD PUMP RHFUEL TO FU EL
(120 t
24 SECONDS) IZ1 VALVE
2
OVERHEAT VV525
78602
IHNOOTOR 5 1
i60*
(STA 150 RHI
I2SECONDS:O OPEN
SHUTOFF
SYSTEM
AUX SYSTEM
(STA 401) CR1038
--1-( S596 SHUTOFF VALVE
I 1
3
Si~(K589) B
5
GEAR
(NORMALLY OPEN)
CR1039 4_ (514324)
(K585)
K585
1
5
44
6
UPLOCK
TO FUEL 6 SWITCHES
Z
Is K781
SHUTOFF3
SYSTEM
FUEL SHUTOFF
4
6
12 14
TOMLG
LDG VPILYE
´•6
4
NORMAL RELIEF
CHECK VALVE
(FULL FLOW AT 3550 PSI.
WARNING (PNL 36) 8 UP MONITOR 8594 G
LOAD SWI~CH RESEAT AT 3225 PSI)
F
v DC EsS
4
5 (ENERtI ZED
WHEN MLC
RH PRESSURE FILTER ~‘1 LANDING GEAR SYSTEM
3
AIR PRESSURE AUXILIARY PRtSSURE 1 3 6
8566 ~I
(C861P)
CB619 ISLOADEDI
~HB 1UPPII oa~ua.
"ND1NG ,1,,,,,,,,,,,.,,,,,
NORMAL PRESSURE I 1 DRAIN
TO FUEL
SHUTOFF2 2
1
14 TO FUEL
SHUTOFF
’I GEARHANDLE ESS 1~1
B B
2 BUS
ON AIRPLANES svsreu SYSTEM
NA-370-1, -7 AND NA-380-1 AND LATER,
REFER TO TEXT FOR CONDITIONS *T kHICH MIS LINE 7 SPEED BRAKE SYSTEM
i, PRESIURIZEO FVEL CI~ PRESSURE

CN510 MONITOR CB555
VALVE
WARNING
LH FUEL hiACH AIRSPEED
MAN EXT
(S516)
S516
~1
VnLVE IIIRNINGHORN H*CHW*RNING LI)G WHT~LIIUXEIISrtl
RELAYS
OPEN CONTROL UNIT
OPEN SW CONT ~1 5380-2-58-1C
Ilydraulic Power System Schematic

29-00-0 NA-380 Airplanes Jul 7/78
Page 4 Figure 29-00-2A
SABRELINER
MAINTENANCE MANUAL
HYDRAULIC POWER MAIN DESCRIPTION AND OPERATION
i. Normal Hydraulic ~ressure Sy_stem
The hydraulic power system reservoir holds fluid supply at 35 psi for the
electric -motor-driven hydraulic pump. When the airplane bus system is ener-
gized, anh the "PUMP" switch is in ON position, fluid is drawn from the reser-
voir into the inlet or the pump. The pump pressurizes the fluid and routes
it to the pressure-sensing switch, normal pressure transmitter, normal accu~-
lator, normal accumulator dump valve, and normal relief valve. The pressure
transmitter gages the available hydraulic pressure and electrically registers
it as pounds per square inch on the cockpit pressure gage. The accumulator
stores hydraulic pressure at 3000 psi. It ensures rapid application of
pressure when the system demands. It may also be used as a limited source or
pressure in case or failure or when the pump is not operating. The
pressure relier valve relieves excessive pressure by bleeding it into the
hydraulic power system return line and back to the reservoir. The fluid is
then filtered before it enters the subsystems. Return fluid from the sub-
systems is routed through a common return Line and the system return filter
before entering the reservoir. The wheel brake system uses an independent
return Line for fluid to the reservoir.
2. Pump Electrical Control System
Operation of the electric -motor-driven hydrauli c pump i s controlled by a

pressure-sensing switch in the hydraulic power system. When the system
pressure is below 2700 (C50) psi, contacts in the pressure-sensing switch

close and energize the electric motor, which drives the constant-displscement
hydraulic pump. The pump continues to oper’ate until a pressure of 3025
(’50) psi is sensed by the pressure-sensing switch. At this time, the switch
contacts open and the electric motor is de-energized. The hydrauli c pump
operates in accord with the demands made on the hydraulic power system. The
pump will operate if the "Z)UMP" switch is positioned st AUTO and hydraulic
system pressure is below 2700 (c50) psF, or if the "Pt~P" switch’ is gosi-
tioned at M~NLTBL, regardless of hydraulic system pressure. The
position or the switch bypasses the pressure-sensing switch, providing manual
control or the pump in case of failure in the automatic control system.
The hydraulic pump motor is protected from overtemperature by two methods.
I If tXe pump runs cantinu~usly for over 2 minuter (r24 seconds~f 4 time-delsy
energizes and causes the hydraulic pump motor overheat indicator and motor
control relays to de-energize, removing power from the pump motor. The ~notor
control relay may be reset by placing the "PTJMP" switch at OF~ h RESET, and
then back to ON or AUTO. If the pump motor develops an overtemperature can-
dition, the hydraulic pump motor overheat relay will shut off the pump. The
relay is controlled by a normally closed contact overheat thermoswitch in the
hydraulic F"mD motor.
airplanes NA380-~3 and Subs

IxfssL #49.
minute f12 seconds on and airplanes changed by
QRIG?INA& 29-10-0
Oct 3/77 As CSse~jved 8y ,page 1
L
SABRE L1NER
MAINTENANCE MANUAL
If the hydraulic motor draws excessive current (approximately 185 amperes),

the remote circuit breaker opens the switch in the motor power control
relay. interrupts power to the hydraulic pump motor, shutting off the
This
pump. same time, hydraulic motor lockout rela3rs No.
At the 1 and 2 are
energized. This, in turn, energizes the master caution relay, and the
hydraulic power rail light comes on. Moving the "PUMP" switch to OFF
1 RESET resets the motor power control relay. (See figure 29-00-2 or 29-00-2A.)
3. Reservoir Pir Pressurization System
The reservoir air pressurization system provides a constant pressure to the

reservoir, regardless of altitude, to prevent pump cavitation. The
hydraulic pump obtains its fluid supply from the reservoir, which is pres-
surized to 35 psi by bleed air from each engine compressor section. Bleed
air from the engines is stored under pressure (sbout 90 psi) in an sir tank
to supplement pressure lost at high altitude. (For flights originating st,
or continuing f"rom, fields above 2500-foot elevation, the air storage tank
is precharged to 100-120 psi.) Air is then delivered through a filter and
an air pressure regulator to the reservoir. A check valve, in the bleed
line to the air tank, prevents loss or stored sir pressure and ensures
proper supply to the reservoir at all altitudes. A drain valve under the
air tank manually dump air tank pressure. A "HM) RESERVOIR PRESSURE" indi-
cator and a manual "ZEYD RESERVOIR PRESS DUMP" valve are installed in the
hydraulic system. The indicator provides a positive means or checking that
proper reservoir pressure exists. The dump valve provides a means or re-
leasing pressure from the reservoir for servicing or maintenance.
4. Fluid Reservoir
The fluid reservoir, mounted in the fuselage rear section, supplies fluid to
the hydraulic pump. Total capacity or the reservoir is 2 US gallons. A
fluid-level gage, attached to the forward side of the reservoir, determines
fluid quantity. The reservoir also has a pressure-relier type filler cap,
a scupper drain, and a strainer. It has ports for pump suction, system re-
turn, brake return, pressurizing, and draining.
5. I~ydraulic Pump
An electri c -motor-driven
hydrauli c displac ement pump suppli e s the
const ant
hydraulic pressure for operation of the
hydraulic subsystems. The r~lmp
and motor combination is mounted in the lower fuselage rear section at
station 427. The pllmg has a output or 3000 psi. The fluid supply, to the
pump is from the hydraulic power system reservoir. The pump electric motor
operates on electrical power from the 28-volt de parallel bus. Operation or
the pump is entirely automatic, being controlled by the pressure-sensing
switch in the hydraulic power system. The pressure switch is electrically
connected into the pump motor control circuit powered by the 28-volt de
j cesenti~il bus. (See figure e9-00-2 or 29-00-2A.)
6. Air Pressure Regulator
The sir pressure regulator is mounted on the left side of the fuselage rear
section. It maintains a constant 35 to 37 psig pressure in the reservoir.
o 1FPIGINALL
As Received By
29-la-o
ATP j Jun 28/74
Page 2 1
SA E3 R E LI N E R
MAINTENANCE MANUAL
This ensures that fluid is supplied to th´•ehydraulic pump at a positive

pressure at all times. It relieves air pressure from the reservoir at 45
psig maximum. If pressure at the vent port becomes 1.0 psig greater than
outlet pressure to the reservoir, the regulator will route the vent pressure
through the outlet port to the reservoir.
7´• Hydraulic Filters
Hydraulic filters are used in the hydraulic power system pressure and return
lines. These filters cbntain paper (cellulose) elements which are to be
replaced at a specified inspection period. These filters consist primarily
of a case, the element, and a head with inlet and outlet ports and containing
a bypass relief valve. System pressure forces the fluid through the pores
of the paper element. In passing through the element, solid particles ex-
ceeding 10 microns in size are retained on the outer side of the element.
Filtered fluid on the inside of the element flows up into the filter head,
then continues on filter outlet port.
through the The bypass relief valve
opens at a differential pressure or about 50 psi. This allows fluid to
bypass the element if the element becomes clogged. The filter will not
retain foreign matter in the fluid that bypasses the element through the
bypass relief valve. For this reason, it is essential’that filter elements
be replaced at prescribed intervals.
8. Air Filter
A line-type air filter is used in the reservoir pressurization system to
prevent foreign matter from entering the

air pressure regulator and reservoir.
It is a full-flow unit with a 10-micron degree of filtration. The filter is
in the upper left side of the fuselage rear section, forward of the air tank.
The filter contains a removable element, which normally is replaced at 200-
hour inspections.
9. Accumulator Service Panels
The service panels are reached through access doors on the under-
accumulator
side fuselage rear section.
of the The units required to service the normal
and auxiliary hydraulic accumulators are on the right side of the fuselage,
and on NA-370-2 -6, -8, and -9 airplanes, the units required to service the
thrust reverser hydraulic accumulators are on the left side of the fuselage.
The panels each consist of an air filler valve, an air pressure gage, and
manual pressure dump valves. (See figure 29-00-1.)
10. External Test Connection Panel
The external test

connection panel is used when the hydraulic power system
is tested withhydraulic test stand.
a The test connection panel is on the
lower left side of the fuselage rear section, below the engine pod. The
panel contains two quick-disconnect fittings, one a pressure connection and
the other a suction connection.
BRIGIN~IL
As ReceZved By
A7"P
29-10-0
Jul 6/73 Page 3
SABRELINER
MAINTENANCE MANUAL
Hydraulic Pressure Audible Warning System Airplanes Serial No. NA-370-9 an,
NA-380-1 and Later
The hydraulic pressure audible warning system utilizes the airspeed warning
horn (LS502) to give an audible warning when the pressure in the normal
hydraulic system drops below 2000 r100 psi, or the PUMP (OFF/AUTO/MANUAL)
switch (S627)
is in the OFF position, or the HYD PUMP CONT circuit breaker
(CB740) disengaged (pulled out), or the hydraulic motor is overheated,
is
or the hydraulic motorcontrol system is in a lockout condition (caused by
a hydraulic motor overload trip); provided the airplane is on the ground
(main landinggear loaded) and either engine master switch is positioned
at ON.
If the PUMP switch(S627) is positioned at either AUTO or MANUAL and the

normal hydraulic system falls below 2000 r100 psi, electrical power is
routed from HYD AUX SYS circuit breaker (CB754) through hydraulic low
pressure (S655)
switch the HYD PRESS PWR OFF caution-warning light and
to
to isolation diode CR1038. From the diode power is routed through either
of the fuel valve open relays to the normally
or hydraulic
open contact
power rail light control relay K729. energized (HYD
Since K729 relay is
PUMP CONT circuit breaker (C~740) engaged and PUMP switch S627 positioned
at either AUTO or MANUAL), power will be routed to the ground electrical
control No. 2relay (K680) (energized when main landing gear are loaded)
and to the coil of the mach airspeed warning horn (LS502). The horn will
sound until the hydraulic pressure rises above 2~00 r100 psi, or both
ENGINE MASTER switches are positioned at OFF, or both main landing gears
become unloaded, or the HYD AUX SYS circuit breaker (CB754) is disengaged
(pulled out). (Moving PC’MP switch (S627) to the OFF position or pulling
HYD PUMP CONT circuit breaker (CB740) will not stop the horn while hydrau-
lic pressure is low, since electrical power from FUEL SHUTOFF WARNING
circuit breaker (CB619) is then routed through the fuel valve warning and
fuel valve open relays, and the normally closed contacts of the de-energized
relay K729, to relay K680 and the horn.)
If the PUMP switch (S627) is

positioned at either AUTO or MANUAL and either
a
overheat
pump motor of trip condition occurs, electrical
an overload
power from CB740 is routed thro!l@;h either the hydraulic pump overheat
indicator relay K665 or the hydraulic motor lockout relay No. 2 (K660),
through diode CR1039, either of the fuel valve open relays, and relays K729
and K680 to the warning horn LS502. For either the overheator overload
condition, moving the PUMP switch (S~27) to the OFF position will stop the
horn and permit the overheat or overload circuit to reset.
As Received By
AYP
29-10-0 Oct 11/76

Page 4
SABREILINER
MAINTENANCE MANUAL
Reduction of Electrical System Voltage Hydraulic Pump

Initial Start NA-370 and NA-3tJO-1 Through -72 Airplanes Changed by
Optional Xit No. 25 and NA-3a0-73 and Later
On NA-370 and NA-3aO-L thru -72 airplanes changed by Optional Kit No. 25
and on NA-380-73 and later airplanes, a voltage depression on the electrical
bus system is reduced during initial start or the hydraulic pump. (See
figures 29-00-2 or 2A). The reduction of the voltage depression is pro-
vided by the use of a .025 ohm, 2$0 watt resistor and a time delay relay
which energizes the hydraulic pump motor relay (K645) after one second of
initial application or electrical power to the hydraulic pump.
With the hydraulic system pressure below 2600 psi and the HYD PUMP control
switch st AUTO, electrical power is routed from the hydraulic pump control
circuit breaker to the coil or the hydraulic pump motor overheat indicator
relay (K~65)´• Relay K665 is then energized, closing contacts 1 and 4 on
NA-370 airplanes and contacts 3 and 5 on NA-380 airplanes. Electrical
power is then routed from the hydraulic pump control switch (S627), con-
tacts B1 and B2, through the closed system pressure switch (Sg29), through
K665 relay contacts 1 and 4
NA-370 airplanes or K665 relay contacts
on
3 and 5 on NA-380 airplanes,

the hydraulic pump motor power control
to
relay (K662). Relay K662 is then energized which in turn routes electrical
power from the parallel bus through the .025’ohm resistor (R585) to the
positive terminal of the hydraulic pump motor. Subsequent to initial
application of electrical power to the hydraulic pump motor, the hydraulic
pump motor time delay relay TM525 energizes after approximately one second.
When relay TM525 energizes, electrical power from relay K~62 is routed
through contacts 6 and 5 of relay TM525 to the hydraulic pump motor relay
(K~45)´• Relay K645 is then energized, which in turn shunts the current
limiting resistor (RS85) allowing the hydraulic pump motor to draw its
rated current directly from the parallel bus. The one second delay allows
the hydraulic pump motor to start rotation with Limited current which re-
duces the voltage depression on the electrical bus system.
o~lhalNAe ‘1
As Re@dved
~y
L A774 4i
Ji~l 7/78 29-10-0

Page S
SABRE LINER
MAINTENANCE MANUAL
HYDRAULIC POWER MAIN TROUBL~ XROOTITJG
i. Trouble Shooting Hydraulic Power System
PROBABLE CAUSE ISOLATION PROCEDUIII~ RZMli:DY
A. SYSTEM WILL MOT HUI~ID UP PR:F:SSURE.
(1) Too little or loss Check fl.uid levei. on reservoir Fill and bleed
of hydraulic fluid. sight glass. hydraulic ~ystem.
CAUTION: IF AIR-
IRS RE:TUR~D
FHOM FrIIIGIIT WITII
IlYDRAULIC RESE:IIVOIH
EMI-’TY, IIYDRAUIJIC
PUMP MAY HF:
(2) Faulty hydraulic Check reservoir fluid level Replace hydraulic

pump. content. If reservoir is pump.
full, start hydraulic pump
and attempt to operate
speed brake. If pressure
does not start to build up
and speed brake does not
operate, hydraulic pump

is faulty.
(3) Faulty pump Perform continuity check. Repair electrical

electrical system. system or replace
faulty component.
B. SYSTEM WILL TJOT BUILD UP ENOUGH PRESSURE.
(1) Faulty relief With hydraulic power system Replace relief

valve. operating, feel relief valve valve.
for hot spots or vibration.
Listen for hissing or squeal-
ing. If there are noises,
valve is relieving below
reguired pressure.
(g) Faulty pres sure If pump stops operating Replace pressure

switch. before normal pressure switch.
(30~5 psi) is reached,
("50)
pressure switch is faulty.
Mar 1/70 29-10-1

Page 101
SABRE LINER
MAINTENANCE MANUAL
PROBABLE CAUSE ISOZAT~ON PROCEDURE REMEDY
C. LOSS OF FLUID IN SYSTEM.
(1)
Zeakage of sub- Check reservoir fluid level. Repair or replace
system hydraulic I If reservoir has enough fluid, leaking hydraulic
components. connect hydraulic test stand, unit.
and cycle subsystems.
Visually check all hydraulic
units for leakage.
D. EXCESSIVE PRESSURE DROP WHEN SUBSYSTEMS ARE OPERATED.
(1) Normal accumulator Check accwmxlator air Service accumulator.

improperly serviced. pressure.
(2) Faulty normal When system is operated, ac- Replace faulty

accumulator. cumulator air gage should accumulator.
show 3000 (f100) psi. When
subsystems are operated, gage
indication should fluctuate.
If gage does not fluctuate,
accumulator piston may be
sticking. Shut off test
stand. Discharge hydraulic
pressure from accumulator,
tl?en release air from
accumulator. If fluid is
forced out of air chamber,
accumulator is faulty.
Mar 1/’70
Page 10~
SABRELINE~ZI
MAINTENANCE MANUAL
HYDRAULIC POWER MAIN PRACTICES
i. Servicing Manual Filling
A. Servicing Hydraulic System General
The hydraulic power system is filled through the fluid reservoir. The
hydraulic power system, including all of the subsystem components, holds
about 4.6 US gallons. The reservoir contains 2 US gallons when seniced
to the "FULL" mark. Before the system is filled, both accumulators must
be serviced to the correct precharge. Fill reservoir as follows:
(1) Through fuselage rear section access, slowly discharge hydraulic

pressure from normal and aLuriliarg hydraulic accumulators.
CAIPIIION: TOO RAPID DUMPImG OF THE ACCUIYLTLATORS MAY EXCEED Tf1;41

RESERVOIR PRESSURE RELIEF VALVE RATE AND CAUSE POSSIBI;E:
DAMAGE
(2) Check that accumulators are properly serviced. (Refer to para-
graph 3.)
B. Servicing Hydraulic Reservoir
(1) Dump reservoir air pressure as follows:
(a) Discharge air pressure from storage tank by operating drain

valve under tank.
(b) Discharge air pressure from reservoir by operating reservoir
pressure dump valve until air discharge stops.
(2) Remove reservoir filler cap and pour hydraulic fluid from a clean
container into reservoir. Fill reservoir to "FITLL" mark on
reservoir sight glass.
(3) Replace filler cap on reservoir and position locking tab down.
(4) Precharge of the hydraulic reservoir may be accomplished by either

of the following procedures:
(a) Before operating hydraulic plmP, connect a source or dry air

ornitrogen (120 psi maximum) to "S"rZAL REG" fitting on air
conditioning ground test panel. On NA380-L thru -38 airplanes
I not changed by Optional Kit No. 7, remove APU sense line from
"T" fitting on back or ground service panel and cap "T" fitting.
Apply pressure until reservoir pressure gage indicates at least
35 psi. Disconnect air source and cap fitting. Remove cap from
"T" fitting, reinstall P31T sense line, and tighten sense line
"B" nut.
29-10-2
Oct 3/77 Page 301
SABRE L1NER
MAINTENANCE MANUAL
(b)
I hydraulic punp, precharge
Before operating reservoir by operatin~
one engine at 70~0 (NA-370-2 -6, -8 and -g airplanes) or 8$
thru
95~0(NA-370-1 and -7 and ~A-380 airplanes) rpm (cabin pres~jwriza
off)for 1/2 minute to supply reservoir air pressure.
NOTE: Use emergency brakes or adequately chock wheels for this

procedure.
(5) If hydraulic system has been drained, make operational chedk-out or

hydraulic power system to be sure that all hydraulic lines are
filled and that air is bled from system.
2. Servicing Test Stand Filling
A. The system reservoir can be filled or replenished from ahydraulic test

stand connected to the external test connection panel. The test panel
is in the lower left side of the fuselage rear section, below the engine
pod. Before the system is filled, the normal and auxiliary accumulators
must be serviced to the correct precharge.
(I) Through fuselage rear section access, slowly discharge hydraulic

pressure from normal and auxiliary hydraulic accumulators by oFer-
ating dump valves on accumulator service panels.
CAUTION: TOO RAPID DUMPIT~G OF TEE ACCUMITLATORS MAY EXCEED T9E RESER-
VOIR PRESSUE-F: RELIEF VALVE RATE AND CAUSE POSSIBLE~ DAMAGE.,
(2) Check that accumulators are properly serviced. (Refer to para-
graph 3.)
(3) Discharge air pressure from air tank by operating drain valve under
tank.
(4) Open hydraulic reservoir pressure dump valve, Allow pressure to

bleed off; then remove cap.
With test stand operating at a low flow rate, press system fill
button on stand ~hils holding normal accumulator dump valve open.
(6) Watch reservoir sight glass.

(7) When fluid reaches "nrW;" mark on sight glass, release test stand
fill button and close accumulator dump valve.
NOTE: On initial filling or a dry system, the reservoir may be

overrilled. Later filling should be to the normal fill
point only, so as not to overfill the reservoir when the
hydraulic system is not pressurrized.
(8) Replace filler cap on reservoir.
(9) Check that air tank drain and hydraulic reservoir pressure dllmp
valves are closed.
29-10-2
Page 302
Oct 11/76
SA8 Ti LI N E r~
MAINTENANCE MANUAL
(10) Precharge hydraulic reservoir by using either of the following

procedures:
(a) Before operating hydraulic pump, connect a source of dry air

or nitrogen (45 psi minimum to 120 psi maximum) to "SFAL TIEC"
fitting on air conditioning ground test panel. On NA380-1 thru
-38 airplanes not changed by Optional Kit No. 7, remove APU sense
line from "T" fitting on back of ground service panel and cap
"T" fitting. Apply pressure until reservoir pressure gage indi-
cates at least 35 psi. Disconnect air source and zap fitting.
Remove cap from "T" fitting, relnstall,L~PU sense line, and
tighten sense line "B" nut.
(b) Before operating hydraulic pump, precharge reservoir by operating

one engine at 70~0 rpm (NA-370-2 thm~ -6, -8 and -g airplanes) or 85
to 9T~ rpm (NA-370-1,
-7 and NPL-380 airplanes) for 1/2 minute to
su-pply reservoir air pressure.
Use emergency br~e or adeayately chock wheels for this

l?rocedtL-e.
3´• ServFcing Eiydraulic Power System Accumulators
A. The hydraulic
power system accumulators and servicing panels are in the
aft equi-Ement compart;nent. The accumulators are serviced through the
hinged access doors on the underside of the fuselage rear section. Check
that speed bra~s are retracted.
(1) With reservoir filler cap closed and locking tab down, hold acc~zatu-
lator dump valves ~artially open, one at a time, and slowl-J bleed
off all hydrs~ulic pressure.
C~P?ON: TOO RP;PID DUMPI~TG OF THE ,4CCUMLn~4TORS MPY TI~ E~ESER-

VOIR ’TALV~ PI1TD CAU~ IOSSIE3~
(2) Check accumulator air pressure gages. Pressure should be 1500 (f50)
ps´•i for normal and awrlliarJ system accumulators, and qoO (+50) ´•rjsi
for thrust reverser accumulator.
(3) If air servicing is required, attach nitrogen or drJ-air supply

source chuck to filler valve stem and loosen small hexnut on fill;_er
valve of affected accumulator not more than two turns.
(4) Precharge normal and a~xiliary system accumulator to 1500 (+50) Dsi
and thrust to S100 (+50) psi with dr3r air or
reverser
accumulator
nitrogen.
(5) Tighten filler valve hexnut, and open aczwa~nlator c3mp valve. Re-
check preck~arge, and service as rec;uired.
(6) Check filler valve hexnut for tightness, and disconnect air supply
source.
29-i0-2
Oct 3/77 Page 303
SAB)S E LI ~d ER
MAINTENANCE MANUAL
4. Sleeding Hydraulic Power System
A. The extent of bleeding necessary to return the hydraulic power system to

a serviceable condition depends upon the extent to which maintenance
has been performed on the hydraulic power system or any of the sirbsys-
tems. Normally, only the subsystem in which hydraulic units or lines
have been replaced or disconnected need be bled. This may be done by
operating the subsystem at a normal rated hydraulic flow and pressure
for a minimum of five complete cycles. If the hydraulic power system
has been completely drained, or hydraulic lines disconnected a-i several
points, the complete system should be bled as follows:
(1) Operate subsystem at normal rated flow and pressure for a

each
minimum of five complete cycles to purge systems of air. (Air
trapped in the subsystems will be returned to the reservoir by
the circulating fluid flow.)
Check reservoir glass for correct fluid Level,
5´• Draining Ry~r3ulic Power Syst_em
A. To drain hydraulic power system, proceed as follows:
(1) With reservoir filler cap closed and locking tab down, hold aczu--
mulator dump valves partially open, one at a time, and slowl3r bleed
off all hydraulic pressure.
CAUTION: TOO EcZT~D DUMPING OF ~E ~P;Y TI~E EI~SER-

VOIR RELI~F VAL~i RAT~ EiMD CAUSE POSSISL~ DAI"IIC\CE.
(2) Discharge air pressure from air storage tank by operating valve
under tank.
(3) Open hydraulic reservoir pressure dump val;re. Allow press~t-e So

bleed off; then remove cap.
(4) Remove assembly at and or drain line and allc~ rese~Jcir to

cap
drain. The
hyci-zwiic power system car, be d-rained by disconr_ecf~ng
the hydraulic lines at several low points In the system.
O. FZushing Hydraulic P_ower System
A. Conditions that warrant flushing are as follows:
(L) After replacement or a hydraulic component that has failed or has been
replaced at other than recommended overhaul hours.
(2-) Indication or a filter bypass as evidenced by filter clogging element.
(3) When a 4-ounce sample of hydi~aulic fluid taken from a low point (r_ot
a filter) shows any visible sediment or shows water exzeeding 0.5
percent at the bottom or a transparent vial or tube approxi~ataly
one inch in diameter after setting for 2 mir~utes.
IPage
29-10-~
304 Cct 3/77
SA B R E LI N E R
MAINTENANCE MANUAL
(4) If contamination from other sources is found or suspected in the
hydraulic system.
NOTE: Before any part of hydraulic system, install clean

flushing
filter elements in pressure, return, and nose wheel steering
system filters.
B. To flush power~system after a hydraulic pump change, proceed as follows:
(1) Drain hydraulic reservoir.
(2) Disconnect line from return filter to reservoir and drain the Line.
(3) Disconnect line from reservoir to hydraulic pump and drain the line.
Remove reservoir from airplane. Remove strainer assembly and cap

from reservoir; then proceed as follows:
(a) Clean strainer assembly and cap.
(b) Pour 2 quarts of solvent in reservoir. Slosh and drain. Check

reservoir for cleanness and repeat sloshing procedure as neces-
sary.
(c) Pour one quart of clean hydraulic fluid in reservoir. Slosh

and drain.
(d) Reinstall strainer assembly in reservoir.
(5) Reinstall reservoir in airplane.
(6) Install new fi.lter elements.
(7) Connect lines removed in steps (2) and (3), and refill reservoir.
(8) Service hydraulic power system.
(9) Pressurize reservoir; run pump to charge accumulators.
(10) De-energize pump and operate speed brake to deplete both accumulators.
(11) Repeat steps (9) and (10) three times.
(12) Inspect filter elements and repeat flushing procedure if foreign

objects are found in filters.
(13) Install new filter elements after completion of flushing.
C. To flush any subsystem after replacement of a component in that system,

proceed as follows:
Aug 6/71 2g-1_0-2

Page 305
SABRE LINER
MANUAL
(1) Connect a hydraulic test stand having 10-micron filtration to ground

test connections.
Operate subsystem a minimum of 10 full cycles.
(3) Install new filter elements after completion of flushing.
D. To flush a contaminated system, proceed as follows:
(1) Drain hydraulic power system according to paragraph 5.
Remove reservoir from airplane. Remove strainer assembly and cap

from reservoir;, then proceed as follows:
(a) Clean strainer assembly and cap.
(b) Pour 2 quarts of solvent in reservoir. Slosh and drain. Check

reservoir for cleanness and repeat sloshing procedure as neces-
sary.
(c) Pour one quart of clean hydraulic fluid in reservoir. Slosh

and drain.
(d) Reinstall strainer assembly in reservoir.
(3) Reinstall reservoir in airplane.
(4) Install new filter elements.
(5) Service hydraulic power system.
(6) Connect a hydraulic test stand having 10-micron filtration to ground

test connections.
(7) operate subsystem a minimum of ’10 full cycles.
(8) Check filter elements for evidence of hydraulic fluid contamination.

If contamination is still present, repeat steps (1) through (7).
(9) Check all fittings and lines for evidence of leakage.
(20) Remove hydraulic test stand and close all access panels.
~9-10-2 Aug 6/71

Page 306
NA-g9´•420
MAINTENANCE MANUAL
MAINTENANCE PIRACTICES (Continued)
7. REPLACEMENT --HYDRAULIC NOTE

RESERVOIR PRESSURE REGULATOR
AIR FILTER ELEMENT
Airgauge reads reservoir airpressure only.
NOTE M. Perform check-out of

operational hydraulic
As parrof the procedure to replace the power system.
hydraulic reservoir pressure regulator air N. Close aft fuselage equipment doors 1 and 51.
filter element, it will also be necessary to (See chapter 6.)
inspect the reservoir air tankforpresence of
hydraulicfluid
Procedure
A. Open aft fuselage equipment doors 1 and 51
(See chapter 6).
B. Hold air tank drain valve open (See Figure
29-10-00) to relieve pressure and observe
drain outlet for presence of hydraulic fluid.
C. If hydraulic fluid is present:
1. Purge air tank to remove all traces of
hydraulic fluid.
2. Remove two checkvalves (see Figure 29-
10-00) and check for proper operation.
Replace as required.
D. Disconnect air lines and remove filter hous-
ing from airplane.
1. Cutsafetywire and disassemble airfilter
halves.
2. Remove and discard air filter element
and O-ring.
3. Inspect filter housing halves for con-
tamination. Clean as required.
E. Install new filter element and O-ringin filter
housing.
F. Assemble filter housing halves and safety-
wire.
G~ Install filter housingin airplane and connect
air lines.
H. Reinstall two check valves, if removed. En-
sure that flow arrows are in the proper
direction.
J. Check complete installation for proper safe-
ties and security.
K. Service hydraulic system as required.
L. Pressurize air tank to 60 psi (regulated dry
air or nitrogen) and check system for air
leaks.
29-1 0-02
Page 307
cp COPYRIGHT, 1992 BY SABRELINER CORPORATION Oct 8/92
NA-89-420
MAINTENANCE MANUAL
STA
412
AIR TANK
-r
AIR PRESSURE
REOUU\TOR
C~ECKVACVE
HYDRAULIC AIR
PRESSURE FILTER
ORA)N ~ALVE
Figure 29´•10-M) Hydraulic Air Reaervc~ir, Air Regulator,

Filter and RelatedEquipmeJlt
29-1 0´•02
Fags 209
Oct ~92 (8 COPYRIGHT, 1992 8Y SABRELINER CORPORA710N
N A -Ci~-4 2 O
M~IN’r15NhN(115 R’I;\NI!AI.
i. Removing Hydraulic Filter Elements
NOTES: a It is strongly recommended when using

filter element (P/N AC6091F-8Y82, three
micron) that the filter element (P/N
AN6235-3A, 10 micron) not be
interchanged or used simultaneously.
a Use care in preventing undue exposure

of the hyd system to contaminants when
adding fluid.
a Removal of the pressure and return hyd

filter elements are identical.
A. Open fuselage rear section access when

replacing hydraulic return
filter element. When replacing hydraulic pressure filter element,
open access door 45. (Refer to Chapter 6, figure 6-00-3.)
B. Discharge air pressure from air tank by operating drain valve under
tank.
C. Discharge hydraulic pressure from normal and auxiliary hydraulic

accumulators.
O. Unscrew and remove filter case.
E, Remove filter elements.
2. Installing Hydraulic Filter Elements
A. Before installing filter element, inspect filter head O-ring and

backup rings for evidence of damage. Replace them if necessary.
Clean filter case and filter head.
B. Install filter element and filter case. Torque case to

25-35 ft-lbs. Lock using 0.032 safetywire.
C. Clean area of spilled hydraulic fluid.
D. Check fluid level of hydraulic power system reservoir. Service

reservoir if needed.
E. Connect hydraulic test stand to airplane hydraulic test panel.

Regulate test stand to 4 gpm at 3000 psi.
29-10-3
Page 401
o COPYRIGHT, 1984 BY SABRELINER CORPORATION May 31/84
NA-69-420
M.I\INTENANCE MANUAL
G. Operate a hydraulic subsystem to bleed air from hydraulic power

system. Check filter for evidence of hydraulic leaks.
H. Shut down and disconnect hydraulic test stand.
I. Check reservoir fluid level. Service reservoir if needed.
J. Install all access doors.
3. Removing and Installing Hydraulic Pump Motor
A. To remove and install hydraulic pump motor, proceed as follows:
(1) Open access doors 1 and 51.
(2) Turn all electrical power OFF.
(3) Disconnect hydraulic pump motor electrical leads.
(4) Remove four nuts securinghydraulic pump to motor and separate

pump from motor.
(5) Remove four bolts securing motor mounting bracket to fuselage

structure and remove complete assembly.
(6) Remove four bolts securing motor to bracket and remove motor.
(7) Record serial numbers.
(8) Install new motor on mounting bracket with four bolts, washers,
bushings, and bonding cable. Lock bolts with safetywire.
(9) Install motor and bracket assembly on fuselage support and

secure bonding cable.
(10) Install hydraulic pump on motor and secure with four nuts.
(11) Connect hydraulic pump motor electrical wiring.
(12) Inspect hydraulic pump motor grounding point. (Refer to
paragraph 4.)
(13) Check complete installation for security and safeties.
(14) Perform operational check-out of hydraulic power system.
29-10-3
Page 402
May 31/84 o COPYRIGIIT, 1984 BY SABRELINER CORPORATION
NA-69-420
MAINTENANCE MANUAL
4. Inspecting Hydraulic Pump Motor Grounding Point
NOTES: ´•Faulty electrical bonding between hydraulic pump ground strap

and fuselage structure can result in failure of hydraulic pump
to operate properly or cause damage to fuselage structure due to
arcing.
´•Improper hydraulic pump operation can result in loss of
hydraulic pressure to operate wheel brakes, speed brake, nose
wheel steering, and engine thrust reversers on S/N 370-2 thru
-6, -8, and -9.
A. Check electrical bonding as follows:
NOTE: Do not
use low voltage scales on voltmeter for initial check
as faulty electrical bond may cause a high (up to 28 vdc)
a
voltage between pump ground terminal and fuselage.
(1) Connect positive lead of voltmeter to negative (ground)

terminal of hydraulic pump.
(2) Connect negative lead of voltmeter to fuselage structure other

than hydraulic pump ground point.
(3) Turn airplane electrical power and, while observing

on
voltmeter, cycle hydraulic pump. If voltmeter reading exceeds

0.05 vdc, electrical bonding between hydraulic pump ground
point and fuselage structure is faulty and must be repaired.
B. Repair hydraulic pump ground point electrical bonding as follows:
(1) Remove hydraulic pump ground strap.
(2) Remove doubler from fuselage structure at hydraulic pump ground

point.
CAUTION: Do not use ferrous type abrasives such as emery

cloth, crocus cloth, or steel wool to clean bonding
surfaces. Imbedded particles from these abrasives
may cause subsequent corrosion of electrical bonding

area.
(3) Burnish both sides of doubler and mating surface of airframe.
(4) Treat bare metal with alodyne.
(5) Reinstall doubler on airframe using MS20426AD-3 rivets.
(6) Using a clean 0.25 inch diameter steel bolt and aluminum washer
(bolt head
opposite
on side of fuselage structure from doubler)
install hydraulic pump ground strap between doubler and
hydraulic pump.
29-10-3
Page 403
NA-69-420
MAINTENANCE MANUAL
I (7) Refinish bonding area with blue-tinted clear lacquer.
(8) Repeat electrical bonding check per step A.
5. Removing and Installing Hydraulic Reservoir Air Filter Element
A. To remove and install air filter element, proceed as follows:
(1) Open access doors. (Refer to chapter 6.)
(2) Hold air tank drain valve open and relieve reservoir air
pressure.
(3) Disconnect air lines and remove air filter assembly from
airplane.
(4) Cut safetywire and disassemble filter halves.
(5) Remove and replace air filter element (AN6237-1) and O-ring
packing (MS28775-222).
(6) Reassemble filter. Secure halves together with safetywire.
(7) Install air filter in airplane and reconnect air lines.
(8) Service hydraulic system as necessary. (Refer to Servicing

Hydraulic Reservoir.)
6. Replacement of Hydraulic Pressure Switches
A. Remove either or both hydraulic pressure switches as follows:
(1) Remove all external electrical power and position BATTERY

switches to pull HYD PUMP
OFF; or, CONT (left hand console
circuit breaker panel) and HYD AUX SYS (left hand overhead
fwd circuit breaker panel) circuit breakers and set PUMP switch
(hydraulic control panel) to OFF.
(2) Open rear access doors.
CAUTION: Too rapid dumping of accumulator may exceed reservoir
pressure relief valve capacity and could cause damage

to valve.
(3) With reservoir filler cap closed locking tab down,

and
discharge normal accumulator pressure by holding NORMAL

ACCUMULATOR DUMP VALVE partially open to bleed off all normal
system hydraulic fluid pressure.
(4) Cut safetywire and remove elctrical connector from pressure

switch being removed. Install dust caps.
29-10-3
Page 404
NA-69-420
MAINTENANCE MANUAL
(5) Using two wrenches, disconnect hydraulic line from pressure

switch being removed. Install protective caps and plugs.
(6) Loosen clamp and remove pressure switch from airplane.
B. Install either or both hydraulic switches as follows:
(1) Position switch in clamp and, using two wrenches, connect

switch tohydraulic line. (The low pressure switch connects to
the upper hydraulic line at FS 379 RH. The pump pressure

control switch connects to the lower line at FS 370 RH.)
(2) Secure switch in place with clamp and install electriccal

connector(s) and safetywire low pressure switch only. (Do not
safetywire pump pressure control switch at this time.)
(3) Check fluid level of hydraulic power system reservoir. Service

reservoir if needed.
(4) Connect hydraulic test stand to hydraulic test panel. Regulate

test stand to 4 gpm at 3000 psi. (If test stand is not
available the airplane pump may be used to provide pressure as
required
(5) Connect external electrical power and push HYD PUMP CONT and
HYD AUX SYS circuit breakers las applicable). If airplane pump
is used, set PUMP switch to AUTO.
CAUTION: EXCESSIVE OPERATION MAY CAUSE PUMP TO OVERHEAT. DO

NOT OPERATE PUMP FOR MORE THAN TWO MINUTES AT A TIME.
ALLOW AT LEAST FIVE MINUTES BETWEEN OPERATIONS FOR
PUMP TO COOL.
(6) hydraulic subsystem repeatedly to bleed air from

Operate a
hydraulic power system. Check pressure switch connections for
any evidence of hydraulic leak.
(7) Disconnect hydraulic test stand, if used, or set hydraulic PUMP
switch to OFF.
(8) Temporarily disconnect electrical connector from pump pressure

control switch. [This prevents pump from operating during step
(9).i
(9) Set hydraulic PUMP switch to AUTO, then reduce hydraulic

pressure (by operating subsystem such as brakes).
Check that
HYD PRESS PWR OFF caution light is on at 2000 (f100) psi.
(10) Set hydraulic pump switch to OFF, then install electrical

connector on pump pressure switch and safetywire.
29-10-3
o COPYRIGHT, 1983 DY ROCKWELL INTERNATIONAL Mar 15/83Page

405
I
NA-69-420
MAINTENANCE MANUAL
(11) Set hydraulic PUMP switch to AUTO. Check that HYD PRESS PWR
OFF caution light goes off at 2600 (f10O) psi.
(12) Check that pump operates to build up system pressure and cuts
out when pressure reaches 3025 (~t50) psi.
(13) Operate a hydraulic subsystem as needed to reduce system

pressure. Check that pump cuts in when pressure falls to
2700 (f50) psi.
(14) Set all circuit breakers and switches in their normal or OFF
positions and disconnect external electrical power las

applicable).
29-10-3
I Page 406
13 o COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL
S‘A;a a E’L I N E R
MAINTENANCE MANUAL
i. OBerational Check-out of Hydraulic fJowerSystem
A. Before operational check-out or the hydraulic power system, the system

an
must be properly serviced. If system hydraulic units have been replaced

or hydraulic lines disconnected, a utility subsystem should be operated a
minimum or five cycles to bleed air from the hydraulic power system.
NOTE: An operational check-out of the hydraulic power system must be made

if a unit replaced,
has been if hydraulic lines have been disconnected,
or if adjustment has been made on any unit.
an The check-out or
checking procedure must be thorough enough to ensure that the system

is free of hydraulic leaks and that no malfunction could occur because
of improper maintenance.
Because or allowable indication error in the hydraulic pressure indi-
cating system, the pressi~re on the gage may not be the actual system
pressure. For this reason, the indication error of the hydraulic
pressure gage and pressure transmitter known, if these in-
should be
struments are used to determine the ser~siceability of hydraulic units.
System pressures specified in this procedure do not include the

allowable indication error for the hydraulic pressure indicating
system.
B. To perform an operational check-out of hydraulic power system, proceed as
follows:
(1) Through fuselage rear section access, discharge hydraulic pressure

from hydraulic accumulators by operating dump valves on accumulator
service panels.
(2) Check that accumulstors ere properly serviced.

QWIOBMAL
(3) Energize hydraulic pamp electric ~otor as r’ollcvs: AS REc~jved By
A’l"lg a
(a) Push in "RYD CONT" circuit breaker.
(b) Connect external Fewer to airplane.
(c) On airplanes NA-370-9 and NA-380-1 and later, piece LH EBCI~E-

ENGI?SE ~IASTFfl switch at ON. Check that warning horn sounds.
Position LH ENGINE-MASTER switch at OFF. Warning horn
operation should cease.
(d) ~ove hydraulic Fllrr~ switch to AUTO.
1 (4) Using a stop watch, check pump operating time from star’; through
accumulator pressure´•:"build-uD to pump shutoff. T~ne time should be
approximately 12-1~2 seconds for one accumulator or 25 seconds for all

accumulators. The pump should shut off when pressure increases to
1 3025 (’50) pal.

CAUTION: DO NOT MAKE CONSECUTIVE SUBSYSTEM OPE~IATIONAL CHECK-OI~TS
r,JITH ELECTRIC MOTOR WYDRAULIC PUMP WITHOUT AT LEAST A
5-MINUTE DELA~Y SETTIJEEN CIIECKS TO COOL MOTOR.
29-10-4
Oct 11/76 Page ~01
SAB R E L1N Fi!
MAINTENANCE MANUAL
(5) Check that normal accumulator does not bleed down to pump cutin pres-
sure in less than 5 minutes, because or system leakage. Pump cutin
pressure is 2700 (c50) psi.
Momentarily hold "PUMP" switch at ~ANUAL. The hydraulic pump motor

should run with system pressure above pump cutin pressure (about
2700 psi). Release switch.
(7) Check that auxiliary has than 60 73si drop in 30

accumulator no more
minutes. (When checking auxiliary accumulator, piece

the the
"AUX SYS" switch at OFF and turn off the hydraulic pump.)
(8) Turn off hydraulic pump and place all switches at OFF.
NOTE: The following procedure checks the operation of the time delay
relays.
(9) Open HYD PUMI) CONT circuit breaker.
(10) Disconnect positive electrical lead from hydraulic pump motor and
secure from structure.
(11) Close HYD PUMP CONT circuit breaker. Energize the AC inverter
system.
(12) Decrease normal hydraulic system pressure to 2400 psi.
(13) Position HYDRAULIC-PUMP switch to AUTO, and check the following

indicator lights:
seconds3cf
I (a) ~II1STER CAUTION illuminates in 2 minutes r24
(b) HYD PRESS PWR OFF illuminates in 2 minutes r24 secondsif
(14) Position HYDRAULIC-PUMP switch to OFF and return to AUTO.
(15) Slowly decrease normal h3rdraulic system pressure by epplying and

releasing brake pedals and check the following indicator lights:
(a) HYD PRESS PWR OFF illuminates at 2000 +100 psi.
(b) CAUTi~ION illuminates at end or 2 secondsj~

time delay period.
(16) Set HMR~ULIC-PVMP switch to OFF. Open HYD PUMP C3NT circuit
breaker.
(17) Reconncct positive electrical lead to hydraulic pump motor.
(18) Close H’ID PUMP CONT circuit breaker.
(19) Position all circuit breakers and switches in their normal or OFF
position.
airplanes NA380-63
Jk´•l minute ~12 seconds
I y#49.
bde
SSZ gnah airplanes
c
on and Subs and
29-10-4
Page 602 Oct 3/n
SABRE LINER
MAINTENANCE MANUAL
2. Operational Check of Hydraulic Pump Time Delay Relay NA-370 and NA-38O-1
Through L72Airplanes Changed by Optional Kit No, 25 and NA-3t~0-73 and Later
A. To perform an operational check of the time delay relay, proceed as
follows:
(1) Relieve hydraulic pressure from normal and auxiliary systems land
thrust reverser system on NA-370 airplanes) by operating accumulator
dump valves.
CAUTION: TO RAPID DUMPING OF ACCUMITL~TORS MAY EXCEED THE RESERVOIR

RELIEF VALVE RATE AND CAUSE POSSIBLE DA~GE TO THE RE-
SERVOIR COMPONENTS.
(2) Ensure that the hydraulic system is properly serviced. (Refer to

Chapter 12).
(3) Close the hydraulic pump control and hydraulic auxiliary system
circuit breakers.
(4) Apply external 28 vdc electrical power to the airplane.
(5) Gain access to K645, then connect the positive lead

relay of a
volt-ohm-meter (Simpson 260 or equivalent) to terminal X1 of hy-

draulic pump motor relay (K645) and connect negative lead to ground.
Set volt-ohm-meter to at least 30 volts de.
(6) Place hydraulic pump control switch to AUTO or ON position. After

a one-second delay verify that volt-ohm-meter indicates 28 vdc.
NOTE: Subsequent to placing the hydraulic pump control switch to
AUTO, the hydraulic pump motor relay (K645) will not actuate
until the one-second (’lOqb) time delay has terminated.
(7) If the time limits are exceeded, it may be necessary to adjust the
time delay relay (rm525) for a 1.0 (+lOqb) second delay. To adjust
use a small slotted screwdriver to turn the adjustment screw on the
end of the relay. Turn adjustment screw clockwise to increase time,

or counterclockwise to decrease time.
(8) Check that hydraulic pump motor shuts off at 3050 (+50) psi´•
(9) Decrease the normal hydraulic system pressure by repeated application

of the wheel brake pedals. Verify that hydraulic pump motor operates
when system pressure decreases to 2700 (+50) psi.
(10) Remove volt-ohm-meter test leads from relay and ground, then place
the hydraulic pump control switch to the OFF AND RESET position.
(11) Remove electrical power from airplane and install access panel.
Jul 7/78 29-10-4

Page 603
NA-69-420
MAINTENANCE MANUAL
3. Inspect and Clean Thrust Reverser Hydraulic Filter
A. Inspect and clean thrust reverser hydraulic filter as follows:
NOTE: Sonic cleaning isthe preferred method for cleaning the

thrust reverser hydraulic filter. If this method is not
available, the filter may be cleaned by dipping and air
drying.
(1) Remove all electrical power from the airplane.
(2) Gain access to thrust reverser hydraulic lines through aft

fuselage equipment bay doors.
WARNING: To prevent injury to personnel, do not perform

maintenance on thrust reverser system unless ground
safety locks are installed. Make sure all pressure
is discharged.
(3) Install thrust reverser ground safety locks.
(4) Discharge all hydraulic pressure from normal, auxiliary and

thrust reverser accumulators.
(5) Dump air pressure on hydraulic reservoir.
(6) Disconnect filter from hydraulic line and check valve. Remove
from airplane.
CAUTION: Perform steps (7) thru (11) only in a well ventilated

area and wear protective clothing.
(7) Disassemble filter per steps (a) thru (c). (See figure
29-10-1.)
(a) Remove safetywire and filter head from filter body.
(b) Remove filter element from filter body.
(c) Remove O-rings.
(8) Sonic clean per steps (a) thru (e). If sonic cleaning is used
omit step 9 (alternate cleaning method).
(a) Place filter element in beaker of trichloroethylene,

(technical grade). Locate filter element with open end
up. Level of cleaning fluid shall be above open end of
filter.
(b) Place beaker in sonic cleaner and operate for five

minutes. Cleaning fluid will be dirty.
29-10-4
Page 604
Mar 15/83 O COPYRIGHT, 1983 BY ROCKWELL INTERNATIONAL
NA-69-420
MAINTENANCE MANUAL
(c) Discard dirty cleaning fluid and rinse filter element and
beaker with new cleaning fluid using plastic squeeze
bottle.
(d) Refill beaker with new cleaning fluid and operate sonic
cleaner from an additional five minutes.
(e) Repeat steps (c) and (d) until cleaning fluid remains
clean after five minute operation.
(9) Dip clean filter using the following procedure (alternate

met hod
(a) Dip and agitate filter in solution of trichloroethylene.

Repeat process until cleaning fluid remains clean.
CAUTION: Do not dry filter with compressed air or
nitrogen as high pressure can damage fine mesh

screen.
(10) Air dry filter element.
NOTE: Do not disassemble or use cloth on by-pass assembly in

filter.
(11) Clean filter head and filter body cavity with soft, lint free
cloth saturated with trichloroethylene and allow to air dry.
(12) Reassemble filter per steps (a) thru (d). (See figure
29-10-1.)
NOTE: Coat all parts with clean hydraulic fluid before

assembly.
(a) Install new O-ring on filter element.
(b) Install filter element in filter body.
(c) Install new O-ring and screw filter head on filter body.
(d) Safetywire filter head.
(13) Install hydraulic filter in airplane per steps (a) and (b).
NOTE: Make sure flow arrow on filter is pointing toward check

valve.
(a) Install new O-ring and connect filter to check valve.
(b) Connect hydraulic line to filter.
Ibb
29-10-4
Page 605
0 COPYRIGHT, 1983 BY ROCKtJELL INTERNATIONAL Mar 15/83
NA-69-420
MAINTENANCE MANUAL
(14) Service hydraulic system.
(15) Remove thrust reverser ground safety locks.
(16) Perform operational check of thrust reverser.
(See chapter 78.)
29-10-4
Page 606
Mar 15/83 o COPYRIGHT, 1983 BY ROCKWELL INTER~ATIONAL
NA-69-420
MAINTENANCE MANUAL
FILTER
BODY O-RINO SAFETYWIRE
FILTER
HEAD
O-RING
O-RING
IFLOW
FLOW
FILTER
ELEMENT
Thrust Reverser System Filter

Figure 29-10-1 29-10-4
Page 607/608 Blank
SABWE LIN1E~
MAI~ITENANCE MANUAL
HYDRAULIC POWER AUXILIARY DESCRIPTIOM AND OPERATION
i. Auxiliary Hydraulic Pressure System
Hydraulic pressure is to the auxiliary hydraulic pressure system

from the hydraulic power system pum~. Fluid under pressure is routed through
two to the auxiliarJ pressure transmitter, auxiliary accumulator,
check valves
auxiliary accumulator dump valve, and auxiliary relier valve. ~he fluid
pressure, stored at 3000 psi in the auxiliary accumulator, is immediately

available for emergency dr alternate use. Placing the "AUX SYST~M" switch,
on the hydraulic control panel, in the ON position opens the auxiliary
system shutoff valve and releases auxiliary system pressure.
In case hydraulic pump failure, both the normal and auxiliary accumula-
or a
tors operate the essential hydraulic functions.

can Assuming the normal
system accumulator is fully charged, a total fluid volume of about 190 cubic
inches would be available.
In case or a normal power system failure, the auxiliary t~drauiic pressure
system would provide enough fluid under pressure to extend speed brake
the
and land the airplane with normal braking and nose wheel steering.
2. Auxiliary System Shutoff Valve
The au~uiliary system shutoff valve is reached throug~ access Crefer to Chap-
ter 6, figure 6-00-3) at the bottom or the fuselage rear section. "he
shutoff valve is spring-loaded to open when de-energized, and is electrically
operated to close when the "AUX SYSTEM" switch, on the hydraulic control
panel, is placed in OFF position. This provides a fail-safe feature which
releases auxiliary systen pressure if the airplane electrical system should
rail. When closed, the valve shuts off auxiliary system pressure to C,he
subsystems. Placing the switch in the ON position opens the valve and re-
leases auxiliary system pressure.
I On airplanes r~A-370-1, -7 and NA-380-1 and later, and airplanes WA-370-2 thru
ry
system shutoff valve is automatically opened (power removed from the valve) in
the event of a hydraulic pump failure at take-off during lending gear retrsc-
tion (see figure 29-00-2 or 2A~. In the event hydraulic pu?ip failure during
of
take-off and´•thelanding gear system in the retsactlon cycle when the normal
system hydraulic pressure drops to 2000 (~100) nsi, electrical power is routed
through thehydraulic low pressure switch to the coil of the hydraulic low
pressure monitor relay (K780), which is then energized. At the same time,
electrical oower is routed through the RH and LH landing gear unlock switches
!S596 and S594), through the energized closed contacts of relay K780 to the
coil of the landing gear valve (up) monitor relay K781. Relay K781 energizes
which in turn removes electrical power from the auxiliary system shutoff valve
allowing the valve to open which releases the hydraulic pressure stored in the
I auxiliary accumulator through a check valve (see figure 29-00-2 or 29-00-2P.)

into the normal landing gear hydraulic system thereby completely retrac~icg
the main landing gear. As soon as the RH and LH Landing gear uplocks are
actuated, electrical power is removed from relay K781, which then de-energizes
and applies electrical power to the auxiliary´•system shutoff valve. The shut-
off valve is then closed and traps the remaining auxiliary system pressure in
the auxiliary system accumulator.
29-20-0
Oct 11/76 Page 1
SA s F;Q E LI N 1~ a
MAINTENANCE MANUAL.
POWER TROUBLE SHOOTITJG
i, Troub~e Shooting Auxiliary Hydraulic Power System
PRC33ABLE CAUSE TSOLATTON PROCEDURE I REMEDY
A, PUMP OFF NORE~Z; ACCUM~LATOR DISCHARGED AUXILLARY SYSTEM WlLZ NOT OPERAT~
SUBSYSTESIS,
(1) Auxiliary ac- Check accumulator air pressure. Service accumulator,

cumulator improperly
serviced.
(2) Faulty auxiliary Place "AUX XYSTEM" switch on Replace fa.ulty

ac eumulat or. hydraulic control panel at ON, ac cumulator.
When system is operated, ac-
cumulator air gage shoul_d

show 3000 lf100) psi. When
subsystems are operated, gage
indication should fluctuate,
If gage does not fluctuate,
accwnulator pi~ton may be
sticking. Shut off test
stand. Discharge hydraulic
pressure from accumulator;
then release air from ac-
cumulator. If fluid is
forced out of air chamber,
accumulator is faulty.
(3) FaLilty auxiliary Pressurize hydraulic power sy;- Replace faulty

system shutoff valve. tem. Place "AUX SYSTEM" switch shutoff va~lve,
at OFF. Shut off test stand or
hydraulic pump. Dump normal

accumulator pressure. Check
that auxiliary pressure main-
tains 30(?0 psi. Operate speed
brake, Speed brake should not
operate, and pressure should
not dro´•p. A pressure dro´•p in-
dicates a Faulty shutoff valve.
Place "AUX SYSTEM" switch at
OM. Oper3;te speed brake. Speed
brake should operate, and pres-
sure ~hould drop. If speed
brake does not operate, shut-
off valve is faulty.
(4) Faulty auxiliary Perform continuity check. Repair electrical

electrical system. system.
Mar 1/70 ~9-20-1

Page 101
MAINTENBNCE MANUAL
PROBABLE CAUSE ISOLATION PROCE=DURE REMEI)Y
B1 WHEN NORMAL ACCUMULATOR PRESSURE SS DUMPED, ACCUMULATOR PRESSURE

IS ALSO DUMPED,
(1) Faulty relief Check each relier check valve Replace faulty
check valve. (speed brake system, wheel relier check valve.
brake system, nose wheel steer-
ing system) for an open or
stuck condition.
Mar l/r0
Page 102
SA B R E LI N E R
MAINTEWANCE MANUAL
HYDRAU~C PCIWER MAINTENANCE PRACTICES
1, For maintenance practic´•es of the auxiliary hydraulic power system components,

refer to 29-10-2,
Mar 1/70 29-20 -2

Pa~e 301
SABRE L1NER
MAINTENANCE MANUAL
T)Oi~%R 1TJDICI~TZT\TCI DESCXII-’T%c7I\: ~ND OWII~TIOILT
i. General
The hydraulic power indicating system consists or two hydraulic pressure

gages, two hydraulic pressure transmitter~, and three hydraulic accumulator
air pressure ~ay;es. One or’ the hydraulic pressure eaee~ monitors the output
or the electric-motor-driven hydraulic pump; the other Ga~e indicates the
pressure in the auxiliary hydraulic power system.
2. Frezsure
Hydraulic Gaees
The hydraulic pressure ealzcs are mounted on the center instrument panel. The
Ra~es are mounted on the panel with a clamp fastened to the back of the panel
in line with the instrument cutout. The instruments may be installed or re-
moved from the front (facc) of the panel. The indicators are helium-filled
and hermetically scaled. Each gage is an autosyn-t-r~y,e instrument, electri-
cally connected to the hydraulic pressure transmitter. Each gage provides a
visual indication or the pressure beinG measured by its transmitter. The
range of instrument indication is from O to 4000 psi hydraulic pressure._ The
indicating system requires 2G-volt, 40C;cycle, single-phase alternating cur-
rent which is received from the instruments power bus. Each instrument is
intet:raliy lighted, and lamp requiring 5-volt ac. This current is regulated
by a dimmin:1: control.
3´• Hydrluzlic Presnure Transmitters
The hydraulic pressure transmitters are shock-mounted in the fuselage aft

equipment bay at the top of the fuselage, between stations 390 and 401, and
I are accessible through the fuselage rear section access doors. Each trsns-
mitter isgas-filled, hermetically sealed unit,
a Tt consists or an autosyn
unit coupled by mechanical linkage to two Bourdon tubes. One Bourdon tube is
connected to the pressure system; the other tube is vented to the
atmosphere. pressure differential between the Bourdon tubes is trans-
The
ferred through the mechanical linkage to the rotor shaft or the autosyn unit.
SLgnal voltage induced in the autosyn unit is transmitted to the gage, which
shows the pressure in the hydraulic system.
4. Accumulator i?Fr Fressure Gages
The accumulator air pressure gages, in the art equipment bay are accessible
through the fuselage rear section access doors. Each gage is in a Bakelite
case which is open to the atmosphere. Each gage mechanism consists of a
Bourdon tube and a multiplying mechanism. The multiplying mechanism ampli-
fies the motion of the Bourdon tube and transfers motion to the pointer.
The position of the pointer on the dial shows the pressure to which the
Bourdon tube (or gage) is subjected.
Jul 6/73 29-30-0

Page 1
SABRE LINER
MAINTENANCE MANUAL
HYDRAUI;CC POWER INDICATING TROUBLE SHOOTING
I. When checking for troubles in external wiring of hydraulic pressure indica-

ting system, pay particular attention to connector plugs at point of
soldering. Corrosion, mishandling, and metal fatigue may result in failure
at this point. It is best to use an ohwneter when making continuity checks.
A continuity tester does not show high-resistance soldered connections. An
ohmmeter, however, shows a higher resistance than is normal for the circuit.
The hydraulic pressure indicating system has 2 hydraulic pressure meas-´•
uring systems and two indicators. Troubles given here could apply to any
one system.
HYDRAULIC PRESSURE INDICATING SISTP~M
A. HYDRAULIC ISRESflTRE GAGE DOES NOT INDICATE CORRECT PRESSURE.
(1) Malfunction in Check reservoir fluid Level.

hydraulic pressure indi- If reservoir is full, connect
eating system. a pressure gage or In~own ac-
curacy to a hydraulic line and
q~ick-diseonnect adapter.
Open test stand access and
connect gage
line to hydraulic
pressure quick-disconnect,
With hydraulic system operat-
ing, loosen "B" nut or line to
pressure gage to bleed air
from gage.
Tighten "B" nut. Hydraulic

pressure at disconnect panel
should be 3000 (~t100j psi. If
pressure at gage is not within
tolerance, trouble is in hy-
draulic power system. If
pressure is within tolerance,
trouble can be assumed to be
in hydraulic pressure indi-
cating system.
B. POINTER SLUGGISH.
(1) No Power on Make continuity cheek of gage Replace defective

One rotor, and transmitter "A" and "B" wires.
wires,
Mecr 1/70 29-30-1

Page 101
SAB R; ELINER
MAINTENANCE MANUAL
PROBABLE CAUSE ISOLATION PROCED~SRE REMEDY
(2) Low voltage. Check voltage output or Supply correct

instnrment transformer and voltage.
instrument inverter,
(3) Instrument Check instrument panel for Replace vibrator.

panel vibrator not vibrating with vibrator
operating, energized.
C. GAGE POINT~ER 180 DEGREES IN ERROR.
(1) No power on Make continuity check or I Replace defective

one rotor. gage and transmitter "A" wire.
and "B" wires.
D. GAGE PCCTNTER SWINGS BACK AND FCa~TB ACROSS DIAL.
(I) Open transmit- Make continuity check of Replace defective

ter ground leed. "A" wire. wire.
(2) Reversed power Check "A" and "B" wires Connect wires
wires. at gage and transmitter. correctly.
(3) Open gage Make

continuity check of Replace defective
ground wire. "A" wire. wire,
(4) Open stater Make continuity check of Replace defective

wire, n~" "CI" and "D" wires. wire.
E. POINTJHI SWINGS AM) INSPRUMENT SQUEALS.
(1) Power wire Check for short between Replace defective

shorted to stater wire. ’rB," ’’Cln and.’!]D" irires, wires,
(2) Power and Check connections of "B," Connect wires

staeor wires reversed, ’1(CI11 and IID(1 wires. correctly.
F. GAGE HC~WLS C~ SQUEALS.
(I) Defective gage, Audible check. Replace gage,
G, WINTER ROTATES IN REMISE.
(1) Reversed Check connection or "A," Connect wire

and "D" wires.
It
stater wires. ,cC, correctly,
29-30-1 ~ar 1/70

Page 102
SA B TZ E LI N E R
MAINTENANCE MANUAL
PRQBAB~E CAUSE ISOLATION REMEDY
H. SLIGHT QR NO MOVEMENT OF POINTER.
(1) Stater wires Check connection ´•or "A, Replace defective

shorted, IcCt and "D" wires. wires.
(2) Na power, Check ruse and power source. Repair as required.
I. POINTER SPINS,
(1) Power and Check connection and check Connect wires

stater wires shorted or for shorting of "A," ’’B," correctly, or
reversed, and "D" wires. replace defective
wire.
(2) Intermittent Make continuity check. Replace defective

contact, wire.
(3) Defective gage. Check indicator by checking Replace gage.

pressure against test stand.
If indicator indicates in-
correctly, indicator should
be replaced.
ACCUMLTLI1TOR AIR PRESSURE GAGE
J. GAGE DOES NCTr INDICATE.
(1) Defect;ve gage. With pressure on gage, make Xeplace gage.

visual inspection or gage,
If no reading, gage is
defective.
IC POINT3ER DOES NOT RETURN TO Z~ERO WEEN NO PRESSURE: IS APPLIED.
(1) Foreign matter Visual inspection. Replace gage.

in gage.
(2) Defective gage. Visual inspection. Replace gage.
L, GAGE INDIC~TES INCORRECTLY.
(1) Defective gage. Check against allowable Replace gage.

tolerance,
~Jrsr 1/70 29-30-1

Page 103
SA S R ELI N E PZ
MAINTENANCE MANUAL
PROBABLE CAUSE: I ISOI;ATIOPJ REME~DY
M. POINTER STICXS.
(1) Worn or bent Visual inspection. Replace gage.

movement.
(2) Forei~5n matter Visual inspection, Replace gage,

in instrument,
(3) Pointer bent. Visual inspection. Replace gage.
29-30-1 Mar l/r0

Page 104
SAa rz E rI N E a
MAINTENANCE MANUAL
HYDRAULIC POWER INDICATING MAINTENANCE PRACTICES
i. Removing and Installing Hydraulic Pressure Gages
A. For information concerning removal and installation of hydraulic

pressure gages,~refer to Chapter 31.
2. Removing Hydraulic Pressure Transmitters
A. The hydraulic
pressure transmitters are in the aft fuselage equipment
bay top of the fuselage, between stations 330 and 401, and
at the
are accessible through the fuselage rear section access doors. The
removal procedures for both transmitters are the same. To remove
hydraulic pressure transmitters, proceed as follows:
(1) Discharge hydraulic pressure from normal and auxiliary hydraulic

accumulators.
(2) Disconnect and cap hydraulic line and fitting.
(3) Cut lockwire and disconnect electrical plug.
(4) Remove bolts securing transmitter and shock mount assembly to

frame and remove transmitter assembly.
(5) Cut lockwire and loosen and remove shock mount clamp assembly
from transmitter.
Remove pressure snubber from transmitter, and cap.
3´• Installing Hydraulic Pressure Transmitters
A. To install hydraulic pressure transmitters, proceed as follows:
(1) Install pressure snubber to transmitter, using a new "0" ring.

Arrowon snubber should point toward transmitter,
(2) Install. shock mount clamp assembly on transmitter. Tighten clamp

assembly and safety with lockwire.
(3) Place transmitter assembly in position and install attach bolts.
(4) Connect electrical disconnect plug and safety with lockwire.
(5) Uncap and connect hydraulic line.
(6) connect external utility electrical power to airplane.
(7) Apply hydraulic pressure to hydraulic power system.
Jul 6/73 2~-30-2

Page 401
SAB RE LINE~R
MAINTENANCE MANUAL
(8) Crack hydraulic line connection at transmitter and bleed air from
transmitter. Tighten hydraulic line connection and check transmitter
for hydraulic leaks.
(9) Check hydraulic pressure indication on respective hydraulic gage.
(10) Shut down hydr8~ulic pressure, return all switches to off position,
and install or close all access doors.
29-30-2 ~83´• 1/70

page 409
SAB R E LI E
MAINTENANCE MANUAL
i. OperatFon_al Check-out and Inspection of Hydraulic Power indicating System
A. For operational check-out and inspection of hydraulic pressure instru-

meats, a hydraulic test stand capable of 3000 psi pressure and a flow
of 2 gpm Is required.
B, Checking Hydraulic Pressure Indicating System
(1) To check hydraulic pressure Indicating system, proceed as follows:
NOPE: When any instrument on iristrument panel is being checked,

the instrument panel vibrators must be operating.
(a) Check gages for security of mounting, cleanness of glass, con-

dition of dial markings, and tightness of electrical plugs or
terminals
(b) Check transmitters for external damage, loose mountings, loose

electrical plugs, and deterioration and chafing of Fnter-
connecting leads.
I (cr connect external 28-volt de to

airplane
.metsysr etreenergized
vni and
(d)´• Connect external 28-volt de and 115-volt sc power to airplane.
(e) Regulate output of hydraulic test stand to ~50, 1500, 2500,

and 3000 psi, The hydraulic pressure gages should read the
same as the test stand (~00 psF),
(f) Disconnect hydraulic test stand from airplane,
C. Checking Accumulator Air Pressure Gage
(1) To check accumulator air pressure gage, proceed as follows:
(a) Check gage for security or mounting, cleanness or glass, and

condition of dial markings.
(b) Check gage for proper indication or pressure by connecting a

test gage of known accuracy to the relative accumulator air
filler valve. After connection is made, open accumulator air
filler valve and pressurize hydraulic system. Compare gage
readings. Tolerance is ~50 psi.
NOTE: ´•’Phis check should be made with the accumulator serviced

’wFth air to its precharge pI’essure level and
normal
,with all accumulat~r hydraulic pressure discharged.
Jun 28/74 29-30-3

Page 601
CHAPTER
ICE AND RAIN

PROTECTI ON
SaBRELINER
MAINTENANCE MANUAL
CHAPL~R30
ICE AND RAIN PROTECTION
TABLE OF CONTENTS
NUMBER PAGE
30-00 ICE AND EWN PROTECTION

Description 1
General 1
30-10 AIRFOIL DEICING PROVISIONS (OPTIONAL EQUIPMENT)
Pneumatic Deicing System 1
Distributor or Ejector/Distributor Valve 2
Pneumatic Pressure Regulator 2
Pneumatic Timer 2
Pressure Relief Valve NA-370 Airplanes 7
Ejector Nll-370 Airplanes 7
Vacuum Relier Valve NA-370 Airplanes 7
Pressure Switch 7
Pressure Switch (Vacuum) NA-370 Airplanes 7
Trouble Shooting 101
Replacement of Deicer Boots NA-38O Airplanes 401
Replacement or Distributor Valves 401
Replacement of Pneumatic Pressure Regulator 402
Replacement of Pneumatic Timer 402
Replacement of Pressure Relief Valve NA-370-2 Through
-6, -8 and -g 403
Replacement of Ejector NA-370 Airplanes 403
Replacement of Vacuum Relier Valve NA-370 Airplanes 404
Replacement of Pressure Switches 404
Replacement of Deicer Boot Water Separator and Filter 405
Application or Sealer to De-icer Boots P/N 25S7D5O17-()
and 268705017-() (Hydrin boots only)
Deicer Boot Cleaning Hydrin Neoprene
or 406
Operational Check-out of Pneumatic Deicing System
N~-265-70 Airplanes 601
Obstruction and Pressure Check or Deicing System
NA-265-8O Airplanes 603
OperationalCheck or Deicer Boot System NA-265-80 Airplanes 604
30-20 HEA~D AIR INTAKES
Description and ODeration 1
Environmental System
Ram-air Inlet Duct Opening and Bird-
stopper Valve Electrical Heating System 1
Spraymat Heater 1
Battery Vent Electrical Heating System-NA380 Airplanes with
Deicer Boots
Replacement of Ram-air Inlet Heater 401
Aug 1/77 30
Page I
MAINTENANCE MANUAL
NUMBER PAGE
30-20 Replacement of Battery Vent Heater(s)- NA-380 Airplanes 401

with Delcer Boots
Replacement of Bird-stopper Valve (Sprir~-Loaded Flapper 401
Door)-Airplanes changed by SOK #10
Replacement of Dorsal Fin Leading Edge/Ram-air Inlet 401
Spraymat Heater 401
Sprayma;t Heater Trouble Indications 5ol
Spraymat Heater Outer Insulation Test 501´•
Spraymat Heater Base Insulation Test 502
Environmental System Ram-air Inlet Duct Opening and ~ird-
stopper valve Electrical’Heating System 502
Check-out Procedure 601
Battery vent Heater System Checkout Proce’dLLre-NA380 Airplanes
with Deicer Boots 601
Base Insulation and Heater Element ReDair 801
Outer rnsulation and Stoneguard Repair 802
Erocoat Finish Repair 807
30-21 DC GENERP~TOR RAM-AIR DUCT SYSTEM AIRPLANES SERI~U-I
NA-370-2 THROUGH -6, -8 AND -9 (OPTIONAZ; EQUIPMENT)
DC Generator Ram-air Duct Heater System 1
Replacement of DC Generator Ram-air Duct Heaters 201
Checking DC Generator Ram-air Duct Heater Elements 202
30-30 PITOT BEATER SYSTEMS

Airspeed Pitot Heater System 1
Engine Pressure Ratio Pitot Heater System 1

~aintenance Practices
Operational Check-out of Airspeed Pitot Heater System 601
Operational Check-out or Engine Pressure Ratio Pitot
Heater System 602
30-40 WINDSHI~IID ANTI-ICING SYSTEM
Windshield AC-paTered Anti-icing System 1
Windshield DC-pawered Anti-icing System 2
Postinstallation and Test Adjustments 201
Testing and Adjusting Windshield Anti-icing System Using

the Leland TEH-209-4 -5 Windshield Control System
or Tester 202
Operational Check-out of Windshield Anti-icing System 601
30-41 WINDSHIELD WIPER SYSTEM

General
Replacement of Windshield Wiper Blade 401
Replacement of Windshield Wiper Arm 401
30 Aug 1/7’,
Page 2
~jA ~i EI N E R
MAINTENANCE MANUAL
Aeplacement Converter Unit 402

Replacement of Windshield Wiper Motor lc02
Operational Check-out of Windshield Wiper System 601
30-50 AIIJERON CONTROL SECTORS AND SUPE~ORTS ANTL-ICLNG

Applicationof Ice Adhesion Depressant to
AUleron Control Sectors and Supports I
30-~0 STAI;L WARNING I;I~71 TRANSDUCER VANE HEPLTING

General 1
Aug 1/77 30
Page 3,
NA-69-420
MAINTENANCE MANUAL
CHAPTER 30
ICE AND RAIN PROTECTION
Chapterl Chapter/
30-L.E.P. 1 Feb 29/96 30-20-02 401 Aug 1/77

2 Feb 29/96 401A Aug 1/77
SO-CONTENTS 1 Aug 1/77
401B Aug 1/77
2 Aug 1/77 30-20-03 501 Mar 1/70
3 Aug 1/77 502 Mar 1/70
30-00-00 1 Aug 1/77 30-20-04 601 Aug 1/77

2 Jun 28/74 602 Aug 1/77
3 Jul 6/73 30-20-05 801 Mar 1/70
30-10-00 1 Aug 1/77 802 Mar 1/70
1A Aug 1/77 803 Mar 1/70
2 Aug 1/77 804 Mar 1/70
3 Aug 1/17 805 Mar 1/70
5 Jul 6/73 806 Mar 1/70
6 Aug 1/77 807 Mar 1/70
7 Jun 28/74 808 Mar 1/70
30-10-01 101 Aug 1/77 30-21-00 1 Jul 6/73

102 Aug 1/77 30-21-01 101 Mar 1/70
30-10-02 401 Aug 1/77 30-21-02 201 Mar 1/70
401A Aug 1/77 202 Mar 1/70
401B Aug 1/77
30-30-00 1 Jun 28/74
401C Aug 1/77 2 Jul 6/73
401D Aug 1/77 2A Jun 28/74
402 Aug 1/77
3 Jun 28/74
403 Aug 1/77 Jun 28/74
4
404 Jun 28/74
405 Aug 1/77 30-30-01 lot Jul 6/73
406 Aug 1/77 30-30-02 601 Jun 28/74
30- 10-03 601 Jun 28/74 602 Jun 28/74
602 Mar 1/70 603 Mar 1/70
603 Jun 28/14 30-40-00 1 Mar 1/70
604 Aug 1/77 2 Jul 6/73
30-20-00 1 Aug 1/77 3 Aug 1/77
1A Aug 1/77 5 Jul 6/73
2 Aug 1/77 7 May 31/84
30-20-01 lot Aug 1/77 30-40-01 101 Jul 6/73
102 Aug 1/77 102 Aug 1/77
The asterisk indicates pages revised, added, or deleted by the current re~ision.
50-L.E.C~
Page 1

NA-69-420
MAINTENANCE MANUAL
Chapterl
Section Page Date
30-40-02 201 Oct 3/77

202 Oct 3/77
203 Aug 6/71
204 Aug 6/71
205 Aug 1/77
206 Aug 6/71
207 Aug 6/71
208 Aug 6/71
30-40-03 601 Aug 1/77
602 Aug 1/77
603 Aug 1/77
604 Aug 1/77
30-41-00 1 Mar 1/70
2 Mar 1/70
3 Mar 1/70
30-41-01 101 Mar 1/70
30-41-02 401 Mar 1/70
402 Mar 1/70
30-41-03 601 Mar 1/70
602 Mar 1/70
603 Mar 1/70
30-50-00 1 Feb 29/96
30-60-00 1 Jun 28/74
30-L.E.F~
Page 2
SABRE LINE P~t
MAINTENANCE MANUAL
ICIE IWD RCUN PROTECTION DESCRIPTION
i. General
The ice and rain protection systems (figwre 30-00-1) consist of electric
heating elements, pneumatic deicer boots, installed in the necessary areas.
I: On M-370-1 and -7 and NA-380-land
later airplanes, heated bleed air
from the .engine is used to
provide anti-icing air for the fixed engine air
intake, removable engine access doors and engine aft fairing as follows:
a Pneumatically operated cieicer boots for the leading edges or the right
and left wings and the vertical and horizontal stabilizers (optional
equipment)
Electrically heated stall warning lift transducer ´•ranes
Electrically heated environmental system ram-air inlet duct Opening
´•:Electricslly heated ram-air duct open:ngs for de generators (optFcnal

equipment on NA-370-2 through -6, -8 and -9)
Electrically heated windshields
1 Battery vent heaters (installed with deicer boots on ~TA-380 airplanes)
Systsm Comx3onents and their locations are as follows:
NO. PER
C OMPr3NENT AIRPLPLNE LOCATI ON
ewnatic deicing system 2 One at bottom or fuselage, right

distributor or ejector/distri- side, station 195; one at right
or valve side or fuselage, near centerline
station 427
eumatic pressure switches 3 One at rig~t side or fuselage,

near centerline, station 427;
two at bottom of fuselage, right
side, station 195
essure switch (vacuum) 1 Bottom of fuselage, right side,

(NA-370-2 thru -6, -8 and -9) station 200
eumatic timer 1 Passengers’ cabin, right side,

station 173
eumatic pressure 1 Fuselage rear section, top,

egulator centerline, station 372
eumatic pressure 1 Fuselage rear section, top,

elief valve centerline, station 375
jector (NA-370-2 thru -6, 1 Fuselage rear section, right side

-8 and -9) centerline, station 420
Aug 1/77 30-00-0

Page 1
SABRE LINER
MAINTENANCE MANUAL
~50. PER
AIFPL4~E
I ~cuum
2 thm~
relief valve
-6, -8 and -9)
(NA-370 1 Fuselage
sicie,
rear
tenter
section, rigizt
line, station ~1P
teaperature 2 Fuselage, forwar~ of ccekpit,

controllers centerline, stzticn 25
Windshiel~ wiper motor 1 Ccckplt, of

panel
Windshiel~ wiper 1 Cockpit, forwar~ of ins~rt3cent

converter assembly panel
Stall warning lift 2 UndersF~e of righ~ wing(NA-370-2

transducers thru -6, -8 -9) Both wings on
NA-370-1, -7, NA-380-1 and later
On 3TA-370-1 and -7, and Nll-380-1 and later airplanes, bleed air is supplied to
the engine air intake duct, and to the aft fairing, providing anti-icing
protection for these areas. Bleed air is also supplied to the three engine access
doors through male end female type connectors located on the lower centerline
of the engine at the aft ends or the lower doors; and through rubber sea7,ed
connectors at approximately the 5 and 7 o’clock positions at the forward ends of
the doors. Anti-icing air for the upper door is provided through a male and
female connector located at the aft inboard edge or the upper door,
30-00-(; Jun 28/74

psee 2
4
RAM-AIR INLET DUCT OPENING-----\ /c3,
ENGINE PRESSURE RATIO

PITOT HEATERS
PNEUMATIC DEICING BOOTS’

(RItHT AND LEFT SIDES TYPICAL)
ANTI-ICE CONTROL PANEL
r
(D
HEATED
U)
,B
r.
STALL WARNIHG Z
AIRSPEED PITOT-STATIC
Ij m
HEATERS
Z
w~d
Oo
DC GENERATOR
z ;I m
a RAlr-*IR DUCT HEATER* m r
0 ct~
(TYPICIL BOTH SIDES N*-370-2
6\ ruaoucla.-lwol
It Z
o~
m
c~
PILI "m
z
c
r
3C1
HEATEDSTALL
*ARNLNG VANES t
PNEUMATIC DEICING ROOTS’

(RIGHf AND LEFT SIDES TYPICAL)
OPTION*L EW1PMEI(T.
t n*-370-1. -7 UID NA-lll.l Ug C*tll *IRPL*HES
ELECTRICALLY HEATED WINDSHIELD PANELS

(TYPICAL BOTH 510E51
W
’dO
L-
w O WINDSHIELD TEMPERATURE CONTROLLERS
sllo.t.srll*
SAB Tt EL,INER
MAINTENANCE MANUAL
AIRFOIL DEICIRG PROVISIONS (O_PTIONAL EG~UIPMENT)

OPERC1~ION
i. Pneumatic Deicing System
optional equipment item, ij used to remove

The pneumatic deicing system, an
the airfoil surfaces. Pneumatic deicer boots are

any accumulation of ice on
installed on the wing slats, underslat leading edges, and leading edges of
the wF~ roots and vertical and horizontal stabilizers. Air pressure C18
(+1) psig nominal]
inflates the boots in a controlled pressure cycle. When
t~e boots pressurized, a suction pressure is applied to keep the air-

are not
due to the aerodynamic
plane airfoil clean and prevent automatic inflation
effect on the airfoil sections. (See figure 30-10-1.)
the ejectoric or valve

Air to inflate the boots or operate
The
source) is supplied by engine bleed air.
(providing the necessary vacuum
air is extracted from the bleed-air system ducting or both engines, upstream
of the engine bleed-air shutoff valve, supplying air
for the pneumatic de-
and the pressurized inflatable seal system. Air is routed from

icing system
check valves, and then joined to becc~ne a comrnon
the engine pylons through
pressure source. On 380 airplanes, two water separators are installed upstream
of each ejector/distributor Valve. The separators have a drain line and a
disposable filter element.
A fixed flow limiting venturi in the common pressure source contro:s the f5ow
rate for the deicer system. Airflow from the venturi is directed through a
pressure regulator and regulated to 18 (~i) psig. On ~JA-173 airDlanes, a
pressure relier valve, downstream from the regulator, relieves at 22.5(~i)
psig and reseats at 19´•5 (r0´•5) psigt to protect the system from over-
pressurization. On ~iTA-380 airplanes, the pressure reiief valve is i-tegra!
with the regulator and relieves at 20 (+1) psig.
Regulated divided between two distributic~ or ejector/distributor)

airflow is
valves (onp for the
wing and wing slat, and one for thn The
valves are controlled by the timer, allowing a selection of two di"f~rent
~iming cycles. Both timin~ cycies are on (boots pressurized) for thrPe
consecutive 5-second intervalj (15-second total), the difference being in the
Sime the cycle is off (boots deprpssurized). The light icing 3ycle ia c9f
for 155 seconds; the 4eavy icing cycle is off for 45 seconds.
The suction pressure created by the ejector is between 6ic and 1C" Ln.(L.5 in.t!
Pg at spa level and is deoendent on the engine setting. On ~411-370 airplanes,
vacuum relief
valve, a check valve, and a pressure switch are installed down-
stream from the ejector. The vacuum relief valve is set to relieve at 10 in
ag. The check valve prevents reverse positive pressure to t~ vac’ilu~ system
in case of a blocked ejector air outlet. The pressure switch in the vac~Lur,
supply ducting will illuminate a light on the caution light panel 25 seconds
~NA-370 Airplanes
tNA-380 Airplanes
Aug 1~77 30-10-0

Page 1
SABRE L1NE r~
MAINTENAN’CE MANUAL
I arter_the
5
vacuum
9sde
percent.
drops
Hg, provided to
ecxsetting
e
1.5 in. the throttle
To-operate deicer boots, place "PNEUMCITIC BOOTS" switch to LT or ENY. The

pneumatic timer will send signals to the distributor~ or ejector/distributort~’
valves, starting the inflating cycle. The forward valve vacuum -oort will
close and the pressure port will open, pressurizing each outlet port for can-
secutive 5-second intervals. Then the aft valve vacuum port will close and
the pressure inlet port will open, pressurizing the outlet port for 5 seconds.
When each valve has completed its inflating cycle, the pressure inlet port is
closed, and the air pressure bleeds off through a relieving port in the
distributor
~NA-3’ZO Airplanes
Airplanes
Aug 1~77 30-la-0

Page 1~
SASRE LINER
MAINTENANCE MANUAL
Pressure switches? ownstre3ln from +,he 3lst,ributor 7al´•:e cLltlet ports, sre
actuated zlosed when air pressure from a ~istributor val~re inflates Its
particular section or the ~eLcer boots. These pressure switches, when sct~-
ated (15´•5 psig), cause the SCOTS OFEIt4TI~S" lizshts
"SL~TS," and to alternately come on as its particular section is
inflated. Each
light will go out at the: end of its 5-second inflating
period, when the pressure drops to 10 psig and deactuates the pressure
switch,
~Then theinflating cycle is connpleted, air pressure b:ee~s frcm the

tor valve
through 9 relieving port. When the pressure iias ircppei to one
psi, the vacuum port opens and completes the deflation or’ the jeizer boots.
At the end or 45 or 1~5 seconds (ctepending on which icing cycle is selected\,
the pressurizing cycle starts again.
The deizer boots aay be operated in case of s failure in the ti mer.
!See figure 30-10-2.) The BOCTS OPEZi4~I2;C;" :i~hts cntair

switches which control man~i operation of the one of she li,cht,s
is pressed, power is routed to the timer locko~t relay sn~ to the spprcpriste
valve. The timer lockont
relay opens the circuit from the
BCGTS" switch the
timer, to isolate the i-,iaer r’rc~ Ihe
to
To operate the pneumatic boots manuall~, each of the
lights rnust be depressed consecutively. of the La
eontroile~ Pznualljl by the pilot, otherwise, s~stea operitlcn is scr-a!
Distributoru or Ejector/Distrlbueort Valve
There are two vai~res, one f’orwari sr,~ one aft. Zh~h -:ai-re la a
two-part ´•JB1VP´• T::e ;-al~es ie-~errr,ir?e

IJi?etber the clei-´•er boots will be pressure- ir.r‘lar,e~ or sL~=;ic::-e-.´•a Eac~
isl;re Is capable of hancili~g t;Jo sets of Sei~er boots. s´•L~c4 as she fcrw~ra
valve, or else one portion of the two-part valve can be blocked
to sllow the valve to handle ,Llst one boc~, Is f~ze sli: iLsr,ri-
buter ~alve.
The valves are controlled by an electrical timer. ’rJhen the valve

sole~oiis are the ~91ve auses to Be
appliei to the ~,eF´•?er boots it cocc,rcls. When the ´•rli-:e jC1~YC)iiS: are
energize in by the tFier, pressure Is sppiiej i~ ihe ~ler.ti-sl
",irr.ing seque~ce to the ie~2er boots. SJhen the Ferlc~ is
the air is through an exha;;st port in ~he cal~a. ~her; ~ile
irops to one psig, the valve autcn;atiaily rpapplies suctiol-. _e the lei2P~ boots.
3. ~ecrnztic Pressure Begnlatcr

The pneumatic pressure regulator valve is a diaphragm-actuatli, iifferer.i;isl-
pressure t,~pe, a pressure ~ifferenti´•l of 18 IC1) Fs’-~ "-bcvP air
It Drovjies regulated sir pressure s~ppl´•: for the pr,eurn~f:? ~J
s:,´•s--llr.. -1´•
r.unc~ior,
a
01? ~TA-3i30 air´•~lanes, the relief 721ve c.oPns at ~3 T;11-csl´•-

4. TIPer
The pneu;?latic C,irr,er electrically controls the t,Fm’-?8 sequel-´•~ of i~P iei:?ir.g
system. It Is controlled b~ the three-positiontd /0?’, sEs:
IjL4TLC BCDTS" switch. ~hen the switch is posi~ionfi st r? or :-1~, L‘r.e
ing periods of inflation sn~ evscwatlcn for the three sets c~ ieiler beets
are automatic. ~he inflation signals from the tiaer to ~he
iC~A-370 airplanes
P~s-380 airolar_es
P
1
OTPtGINAk
As Received By 1/77
Page 2
ATP
SABR ELI N ER
MAINTENANCE MANUAL
PNEUMATIC BOOT SVSTEM

PRESSURIZING SEQUENCE
UNPRESSURIZE
1
SSEC.ZssEc.-+l
SLATS
HEAVY ICE-45 SEC.
LIGHTICE165 SEC.
2-131/ UNDER.I
SLATS&
WING ROOT
BOOTS H~CSEC.
NAGE
I
f SEC 45 OR 165 SEC
HEAVY ICE-I MIN

LIGHT ICE-3 MIN
7
ENOINI BLTID-~ls
SHUTOFF VALVE FROM
ENGINE
EMLRGENCY BLE~D-AIR 12
SHUTOFF VALVE
~fl
4 5 6*
10AC
9 10t 11* 6* .4
EMERGENCY
CABIN AIR
f
CABIN AIR
INDICATOR LIGHTS 2lt
TO VACUUM i, 1II IA
Emp~ I /I I I 1J I I PUMP
(6055 COMP)+
SLATS
WING
r-lr
I I I I I ;5*\ 1;
,9* 20t 21t
Mt
12
ENGINE BtEEO-AIR
11 17* Ib*
SHUTOFF VALVE FROM
ENGINE
1 WING SLAT DEICER BOOT 12 HORIZONTALSTABILIZER BOOT

7 3
2 WING UNDERSLATBOOT 13 UPPER VERTICAL STABILIZER BOOT
3 WING ROOTBOOT 14 LOWER VERTICALSTABILIZER BOOT
4 PRESSURESWITCH (PNEUMATIC)t 15 GROUND VACUUM TEST FITTING 4
(ACTUATED AT 15.5 PSIG 16 CHECKVALVE (VACUUM)*
DEACTUATED AT IOPSIG)
17 RELIEFVALVE (VACUUM)*
5 TIMER
IAELIEVESATIOIN.HS)
6 DISTRISUTINGVALVE*
16 EJECTOR*
7 CHECKVALVE (PRESSURE)
19 PRESSURESWITCH (VACUUM)* I 1 ENGINE BLEED AIR
8 FLOWLIMITNOZZLE IVENTURI)
20 EJECTOR/DISTRIBUTOR VALVEt
9 GROUND PRESSURE TEST FITTING 21 WATERSEPARATOR t PNEUMATIC PRESSURE
10 PRESSURE
Y2 "LUVLCIIVn-
(WITH DRAIN LINE)
I E~9 YACUUM*
lOA PRESSUAEREGULAfOR I18flPSIG)WITH
ELECTRICAL
PRESSURE RELIEF VALVE (20 +1 PSIGI
11 PRESSURE RELIEFVALVE-* 4 64-370-1 THROUtn -9
[RELIEVES AT 215(~1) PSIC] f ucD t*TER

1 5370-2-53-31
ORkG~NAk
As WecsE:,ecj gr
~LaTP Prreumatic De;cing SSstem Schemltic
3c-~o-o
Aug 1177 Fi~ure 30-10-1
pa~s 3
SABRE LINER
MAINTENANCE MANUAL
ESSENriAL ?8V DC ZC SEC?r:;cnv
PHEU BOOT 8 NOSE PNEU 800Tf

PRESS FAIL IRH FwO OVERHEaD
iRH COF:SOLE: CI(T BKR PANELI
PNEUMATIC BOOT
VACUUM SWITCH a I TIMER BYPASS
(51006)
R
a:
(TMDOI) ;2
n STa 130 ~H,
OFF
iSTa 195) (25 SEC DEL*Y) STa
iSTA 163’7~1 LT ‘h: B 1´•13 RHI
_
HVY
j: (K1024)
PNEUMATIC BOOTS
TO GEAR LOAD SWITCH

(Kb03)
(slooa) I C~e
-~I. 1
CABIN PRESS. DUMP
iOPEN wHEN GEAR LOADED)
.STn ;33) I ~a/FAIL
CAUTION LIGHT PANEL
I
(ostObnl I EMPENNAGE
EMP I I I I I I I I I DISTRIBUTOR
BIVALYE
n
(vvio91)
(CR106d)S CI 5;´•1~?’
I I I J
i
CR1001
(DStOdl)
SLATS
R P
ccRlao2, t EMPEHNIGE PRESIURE IWITCH t

M
DIM 8
N p TEST cc
RELAY
(D11001) I(T~ 1111 R~ii n~3
SLATSPRESSURESWITCH
t
WING
C Y X
(CR1014)
WING PRESSURE SWITCH t

sC--------J(-cii7rmS)~ el nNe g SLATS
DISTRIBUTOR
p~l VALVE
(vvlooo)
PNEUMITIC B(1(1TI OPERITING
~lcni GOES oN wHEN VnCLILIM CECaE~SES TC 1.5 lu rO. C ST~ i?-‘
INDICATOR LIGHTS AND
IICHT GOES OUT HEN VACVU~I !NCPEPSES TS 2.a IN. rr´•
MANUAL OVERRIDE SWITCHES
(INSTRUMENT PPNELI
t C:RCUIT CLOSES nT 15.5 PSIG.
CIRCUIT OPENS AT 10 PSli.
CURRENT BLOCKING DIODES

IIIO´•bILM
Deicing System Electrical Schematic

optional EquiZ3ment mA-370-2 through-6, -8 ana -g
Jul 6/73 Figure 30-10-2 30-1_0-~
I)age
SABRE LINER
MAINTENANCE MANUAL
ESSENTIAL i8V OC :9\1=C SECONCARY
P104t
BOOTS BOOTS
MANUAL AUTO I IIH F
PNEUMATIC BOOT
TIMER BYP
3 n I PNEUMATIC
TIMER
s IJ (TMt000)
a o I csm leo R~)
aFF a
LT
1
HVY I 9
1 11_~---1´•’
1 A13
3 16
PNEUMATIC BOOTS Il K
(51008~ iAlZ
P10421C BA
(K10~4)
K1024
PIO(W
P1041
cosloos,l I I I I
EMPENHAGE
EMP I I I I I I I I DISTRIBUTOR
va~ve
(vviaoi)
(iSKio~i P104~ 91 Srt ’27.
2 5 NC
P1043
i R
C
i 3 i
NO
EMPENNAGE
I j´•~7s
PRESSURESWITCH
v ne
SLATS
ceL~ I,
C
´•L NO
ii a !6 S N
(CR1002)t
1
SL*SSPRESSURE
2 5 SWITCH+
NC
C
J (R1002)
j YO
i II I
a
1
13 I
I!
,WINGPRESSURE
SWITCH+
a
S
WING
D’Ma(Stll03)
r TEST
4 15 15 CIRCVIT
F
2~ ~92 ~--IU PROVISIONS
(CRraaa)t
’Is G1 I
IrnpF?OIEST STZI WINGLSLATS
1 t 8
3 6
DISTRIBUTOR
AIVALYE
(VV1000)
PNEUMATIC 801335 OPERATING
C ST-i :77\
INDICATOR LIGHTS AND
MANUAL OVERRIDE SWITCHES P1040
INST~VMENT P~WECI CIRCUIT CLOSES AT 19.5 PSIO.
CIRCUIT OPENS AT 10 PSIG.
i CURRENT BLOCKING DIODES

S380-2-j3-7~
Deicing System Electrical Schematic

Optional Equipment and Later
30-10-0 Figure 30-10-3 Aug 1/77
Page 6
SA B R E LI N E R
MAINTENANCE MANUAL
are sequenced for 5-second intervalsj

causing the inflation of the deicer
boots to be
separate, but taking only 15 seconds total time. The LT and HW
positions on the ’’PNEUMATIC BOOTS" switch indicate the desired period of
dwell time (evacuated deicer boots). The dwell time for the light icing
cycle is 165 seconds; for the heavy icing cycle, it is 45 seconds. When the
switch is actuated to OFF during deicing operations, the timer will auto-
matically continue the cycle in progress and return to the starting position.
(5 Pressure Relief mlve ETA-370 Airplanes
The pressure relief valve is actuated by a spring-controlled poppet and

provides a secondary means of system pressure control. It functions when
the pneumatic pressure regulator malfunctions. The valve relieves at 22.5
(fl) psig and will reseat at 19´•5 (~0´•5) psig.
16. E.isctor ~UL-370 Airplanes
The ejector is
a jet pump, operating on the venturi principle. Pressurized
air (18 psig)
flows through the ejector to an overboard port. A port in the
ejector is connected to each distributor valve, allowing the vacuum created
by the ejector venturi to evacuate air from the deicer boots through ports
in the distributor valves. There are no moving parts in the ejector.
17 Vacuum Relief Valve NA-370 Air~laMs
The vacuum relief valve is actuated by a spring-controlled poppet. It will

maintain and regulate suction at a maximum value of 10 (fl) in. Hg.
8. Pressure Switch
There are three identical pressure switches in the pneumatic deicing system:
one for the wing deicer boots, one for the wing slats dei~er boots, and one
for the
empennage deicer boots. They are diaphragm-actuated and preesure-
controlled, differentiating between ambient air and the air pressure within
the plumbing to the deicer boots. The switches are actuated to a closed-
circuit position when pressure reaches 15´•5 psig. When pressure decreases
to 10psFg, the switch is actuated to the open position, breaking the circuit.
19. Pressure Switch (~acuum)- ~A-370 P.irplanes
The vacuumportion of the pneumatic deicing system contains a pressure switch

to indicate
a vacuum fail condition to the pilot. It is diaphragm-actuated
and pressure-cantrolled, differentiating between ambient air and a negative
pressure within the vacuum system plumbing. The switch is actuated to a
closed-circuit condition and lights the "VACUUM FAIL" caution light when the
vacuum drops to 1.5 in. Hg. A time-delay relay is used. to prevent, the light
from coming on because of the normal temporary drop of vacuum. The rail
light will not come on, on the ground, unless the throttle setting is al,ove
?5 percent. This circuit is tied through the landing gear load switches so
that the light can come on in the air regardless of throttle position.
Jun 28/74 30-10-0

Page 7
SABRE L1NER
MAINTENANCE MANUAL
.L\IX~OTT, DEICI~G PROVI$IC:;Cj (OPTIO~TAL
i. Trouble Shooting Pneumatic Deicing System
~ROBABLF: CAUSE ISOLATION PROCEDURE REMEDY
A. DEICER BOOTS DO NOT INFLATE PROPERLY
(1) Plugged or broken Run operational check on Clear plugged line.
ducting. deicer booijs.

Replace damaged duct.
(2) Leak in deicer Run operational check on Repair damaged boot.

boot. deicer boots. (Refer to B.F. Coodrieh
Co Report No.70-04-01LrA
or refer to maintenance
practices).
Replace damaged Soot.
(Refer to B.F. Goodrich
Co No.70-04-014A
Report
or maintenance
rerer to
(3) Pressure regulator Disconnect ducting down- practices).

not operating properl:-. stream from reg~lator
Repair or replace
and install a pressure
pressure regulator.
gage. Start one engine
and check pressure gage
for 18 psig.
(4) Distributor valve Run operational check on Repair or replace

not functioning properly. deicer boots. (See distributor valve.
figure 30-10-2 or 30-10-3.)
(5) Pneumatic timer C’necle wiring for open or Repair or replace

does not give proper shorted circuit. (See damaged wiring.
signal to distributor figure 30-10-2 or 30-10-3.)
valve. Repair or replace
eumat;ic ti,~ner.
B. "VACUUM FAIL" CAUTION LIGIF~ COMES ON mA-370 Airplanes
(1)
Ejector venturi Start one engine and Clear or replace
plugged. check for airflow at ejector.
outlet of ejector.
(2) Vacuum relief valve Run operational check on Repair or replace

relieves too Low. deicer boots, using vacuum relief valve.
portion of check that

tests system vacuum.
Aug 1/77 3c-ic-~

Page 1C1
SABRE LINE FZ
MAINTENANCE MANUAL
(3) Vacuum pressure Run operational check on Adjust or replace

switch set to high. deicer boots, using vacuum pressure switch.
portion of check that
tests system vacu~un.
(4) Check valve down- Remove check valve and Repair or replace
stream of ejector does check for proper opera- check valve.
not open. tion.
Properly install
Make sure that check check valve.
valve arrow is pointing
in direction or flow,
toward ejector.
C. PNEUMATIC BOOTS DO NOT CYCLE PROPERL’I’.
(1) Distributing valves Check wiring for open or Repair or replace

do not receive propkr shorted circuit. (See damaged wiring.
electrical signal. fip;ure 30-10-2 or 30-10-3.)
Repair or replace
Timer does not send pneumatic timer.
proper signal to
distributor valve.
D. OmE OR MORE "PNEUMATIC BOOTS OPERATING" LIG~TS DO NOT LIG~r.
(1) Light burned out. Replace light.
(2) Pressure siwtch See figure 30-10-2 or Replace or repair

inoperative. 30-10-3 for circuitry; then defective
I
Dressure
substitute pressure switch SWitCh.
and put in place or one

that will not operate.
E. PNEUMATIC BOOT SYSTEM INOPERATIVE.
(1) Pneumatic timer Check for ~hort: ,r open Repair or replace

not functioning. circuit in wiring. (See pneumatic timer.
figure 30-10-2 or 30-10-3
(2) Timer lockout Check fbr open circuit Replace relay.

relay faulty. to timer;
30-10-1 Aug 1/77

Page 102
SABRE LINER
MAINTENANCE MANUAL
PIRFOIL DEICING PROVISIONS (OPTIONPJ; E&UIPMENT) PRACTIL’ES
i. Replacement or Deicer i300ts-Nll-380 Airplanes
The deicer boot removal and installation procedures are similiar on all
surfaces. The major difference being the access to the boot connecting
points to tZle aircraft system. Access plates are provided on the skin
surfaces adjacent to these connections. On first time replacement of the
horizontal stablizer boots, it will be required to remove the horizontal
stablizer in accordance with exsisting procedures outlined in Chapter 27.
Subsequent boot replacement will not require removal of the horizontal
stablizer due to a longer hose (P/N B-118-1 obtained from B.F. Goodrich
Company) to be installed during the first required boot replacement,
A. Removing Deicer Boots
WARNING: TO PREVENT A POSSIBLE EXPLOSION AND/OR SERIOUS INJTjRY TO

TRE AIRPL~TE SHOULD BE POSITIONED ITJ A iJETLL
VENTII;ATED AREA AWAY FROM ANY SPARKS OR FLAMES. TEE IJEL´•IE~T
AND SOLVENTS USED FOR IIETLP,CEMENT ARF] FLAMMPLBLLF AP6D TO:CIC.
(1) Position airplane in a ventilated flame free area and remove all
electrical power from airplane. Disconnect batteries and remove
from airplane. Add an equivalent amount of ballast In place of
batteries.
(2) If the tail surface boots are to be reDlaced, obtain a tail stand
and the necessary work stands required for access to deicer
as
boots (remove horizontal stablizer on first time replacement, refer

to Chapter 27). Position tail stand under fuselage.
(3) Mask the per’ipberSr of the deicer boot to be replaced. Allow from
1/4 to 3/8"
past the edges of the boot. The use of wax pacer is
recommended to prevent the solvent from contacting an’J painted
surfaces. Mask painted surfaces as required.
mOTE: MEK or toluol may be used to loosen the adhesion or’ ~he
boot to the skin surface. Toluol should not be used
around any plastic material. A clean pump type oil an
may be used to control the amount of solvent to be applied

to the adhesion surface.
(4) Starting at one corner or the upper trailing edge of the boot,
apply solvent sparingly to the seam line while tension is applied
to peel back the corner of the boot.
(5) Separate the boot from the wing for a distarce of 4 inches all
along the upper trailing edge. On horizontal surfaces, this 4
inch area will act as a reservoir for the solvent, thus aiding in
the removal process. Remove boot from surface.
Aug 1/77 30-10-2

I Page 401
SAB R E LI P1 E FZ
MAINTENANCE MANUAL
If the boot is to be scraped,and to aid in the removal procedure,

it may be and removed in sections parallel to the inflation
cut
tubes. If this method is used, ensure that the skin surface is
not scratched when cutting the boot.
B. Installing Deicer Boots
NOTE: Proper adhesion of the deicer’ooot is dependent on theparation

of the skin surface prior to installation; therefore, following
procedures should be followed. The ambient temperature should be
between 4´•0Oand 1100F during the installation procedures.
WARNCNO: TO PREVENT A POSSIBI~ EXPLOSION AmD/OR SERIOUS INJURY TO

PERSONNEL, TBE AIRPLANE S~OULS BE POSITIOT~ IN A WELL VE~TT-
ILIITD AREA A3jAY FROM ANY SPARKS OR FLAMES. TAE CEME3PT PmD
SOLVENPS USED FOR ARE FLAMMABLF AND TOXIC.
(I) Clean the from the skin surface using ICelite A-727-a
dry cement
(Kelite Products, 77 Industrial Rd., Berkeley Beights, :I. J.)
Ensure that the surfaces are free of paint and primer.
(2) Mask any area that may have come loose during the removal
procedure.
(3) Clean the skin surface thoroughly with MEK or acetone at least
two times. During final cleaning, remove the solvent film
with a clean lint free cloth prior to drying of the solvent.
Change cloth frequently to prevent re-contamination.
(4) Fill gaps or skin splices with sealing compound "C-801.
(5) Remove deicer from container and lay out on a protected surface.
Using a clean lint free cloth moistened with MEK or acetone,
clean the rough back surface of the boot at least two times.
Change cloth frequently to avoid re-contaminatlon of the surface.
(6) Throughly mix the 1300L~e cement before application.
(7) Apply one even brush coat to the back surface or the boot and
to the skin surface. Allow to air dry for a minimum of one
hour. Apply second coat or cement to both surfaces.

a Allow
to air for a minimum of one hour.
~c3 M Company
Federal Stock T~8040-628-4199
30-10-2 Aug 1/77

Page 401A
SAB R E LI N E R
M~AINTENANCE i MANUAL
NOTE: Longer drying time of the cement coats may be required as the
humidity increases.
a The boot and leading edge may be cemented for a maximum of 48

hours before actual installation, providing the cemented surfaces
are covered and kept clean. Avoid touching cemented surfaces with
hands
(8) Locate and mark (chalk mark or equivalent) the center line of the
leading edge. This mark is used to align the boot during installation,
Intensify the white reference line on the boot if required.
(9) obtain sufficient personnel to hold boot adjacent to surface. Place

connecting hoses in their respective openings (connect and tighten
clamps if desired).
(10) Ali~n the boot centerline to coincide with the leading edge center-
line made in step (8).
(11) Using clean lint-free cloth moistened with toluol, react rvate
a
cement approximately three inches around connections in leading

edge. When cement dries to a tacky state, press boot against sur-
face; then use a. rubber roller, roil boot to leading edge in the
tacky areas.
CAUTION: ATJIOD SOAKITJG OR RUBBIPTG OF TO
FROM SURFACE.
(12) Continue installation by reactivating the cement along the center-

line leading edge surface and boot in spanwise strips approximately
six inches wide. Roll boot (parallel inflatable tubes) firmly
to
against skin, being careful not to trap any air under boot.
NOTE: When installing a boot six feet

longer, the cement may or
not remain tacky to roll down the
length of the six entire
inch width, therefore, roll boot down part way leaving an open
angle to permit access for reactivating cement.
If boot becomes misaligned during installatior,, reactivate

cement and re-align as required.
(13) Subsequent to boot installation, trim ends and trailing edges as
required.
(14) Remove cement from trailing edges and boot edges. Ensure that no
solvent enters the cemented areas.
(15) Mask the trinrmed ends or gaps and fill with ECQO1 sealing compound.
Feather edges as required.
(1~) Remove tape from areas to be sealed with EC801 and clean with P~EI(.
(17) Mask off boot 1/4 inch forward or trailing edge around the perighe~-3r
of the boot.
Aug 1~77 30-10-2

Page 40~
MAINTENANCE MANUAL.
(18) Apply two brush coats (10 to 15 minutes between coats) of A-56-B to
surface between the taped areas (step (17) and step (3) of removal
procedures) and to the sealed. seams. Ensure that conductive coat-
ing (A-56-B) is continuous from the boot to the painted surface.
Remove all tape as soon as the second coat is applied (berore coat-
ing dries).
tig) Connect and tighter, all hose connections. Install access doors and
clean areas or any excess cement as required. Touch up painted
surfaces if required.
CAUTION: T9E SHOUL;D NOT BE FLOWN SU8SE&UENT TO BOOT IP~-

STPLLATION UNTIL A 12 HOUR PERIOD KAS ELASPED.
DO NOT OPERATE BOOTS FOR 48 HOURS.
(20) Remove ballast and work stands and install batteries. Close access
doors,
(21) Subsequent to 48 hours, perform an operational check-out of deicer

boot system.
(22) Cl~eck complete installation for security of attachment and

liness.
B. Repair or Neoprene Dicer Boots
A cold patch repair kit (B. F. Goodrich.Co. P/N 74-4510) is available

for repairs on neoprene boots. Instructions within the kit are provided
for installing the cold patches. To refurbish a neogrene deicer boot,
proceed as follows:
TO ’-pREVEE;TT A POSSIBI~ E’XPLOSIOm E~NDIOR SERIOUS TO

PERSONNEL, THE AIRI~LANE SHOUL~D BE POSITIONED IN A WEL;L
ILATED AREA AWAY FROM ANY SP,4RI(S OR FLPMES. TRE CEMENT ~D
SOLVENTS USED FOR ARE ~TD TOXIC.
(1) Position airplane in a suitable and warm atmosphere.
(2) Remove all electrical power from airplane and remove batteries.
Add an equivalent amount of ballast in place of batteries.
(3) Position tail stand under airplane and work stand around empanage
surfaces.
(4) Mask painted surfaces 1/4" to 3/8" art of boot trailing edge.
(5) clean boot surface with esopropyl aceta;te.
(6) Rough boot surface with 400 grit sandpaper. Sand only enough to
rough surface without removing excess material.
nUB ~ln
SABRE LINER
MA(NTENANCE MANUAL
(7) Clean boot surface with a clean lint free cloth moistened with MEK
or acetone at least ~wo times, Change cloth frequently to avoid
re-contamination of boot surface.
(8) Apply one brush coat or cement and allow to dry for at least
one hour, Apply a second coat or A-5ij-B cement and allow 4 hours
before operating boots.
(g) Remove tape from surfaces and clean painted surfaces as required,
Remove tail and work stands as re~uired.
battery trays and install batteries, Install

(10) Remove ballast from
access doors.
2, Replacement of Distributoz" Valves
The forward distributor valve is located at RZSFS198, The aft distributor
valve is installed at FS412. Removal and installation procedures given

are typical for both distributor valves.
A. Removing Distributor Valves
(1) Remove power from 28-volt de essential bus.
(2) Remove or open access door as required.
(3) Loosen all clamps on both ends or hoses attached to valve. Slide
hoses back on lines,
(4) Cut loc~wire on the four attach bolts; then remove attach ~olts.
(5) pull valve clear until electrical plug is accessible,
(5) Cut lockwire on electrical plug; then disconnedt plug. Cover plu~
and receptacle,
(7) Plug or seal all valve openings and line openings.
B. Installing Distributor Valves
(1) Remove all co~erings or plugs from valve openin~s, line openin~s,
electrical plug, and electrical receptacle.
(2) Install electrical plug in valve receptacle and safety with

lockwire,
(3) sure all hose clamps are positioned on attaching hoses and
lines. Position hoses on valve; then install four attach bolt;s,
valve on NP.380 Airplanes
30-10-2
Aug 1/77
Tage 401i)
SABRE L1NER
MAINTENANCE MANUAL
(4) Safety attach bolts with lockwire; then install and tighten all
hose clamps.
(5) Check out system if necessary. (Refer to 30-10-3.)
(6) Install or close access door as required.
3´• Replacement of Pneumatic Pressure Regulator
A. Removing Pneumatic Pressure Regulator
I (1) Remove access
as applicable.)
in the
covers. (Rerer to Chapter 6, figure 6-oC-3
The regulator is mounted forwa~d of the access
top of the bay at about fuselage station 3i9´•
or 6-00-4
doors,
(2) Remove two air lines from regulator.
(3) Cut loc!cwire from regulator mounting bolts; then remove four
mounting bolts.
(4) Remove regulator; then cover or plug all openings.
3. Installing Pneumatic Pressure Regulator
(1) Remove covers or plugs from $11 openings.
(2) Position regulator on mounting brackets and install four mounting

bolts. Safety bolts with loc~wire.
(3) Install air lines on regulator; then torque "B" nuts.
Replacement of Pneumatic Timer
A´• Removing Pneumatic Timer
(1) Remove power from e8-volt de essential bus.
(2) Remove pneumatic timer, gain access to rack under the bottom shelf
1 (3)
or the electrical equipment rack at RHFS150.
Disconnect electrical plug and remove timer from shelf.
(4) Cover plug and timer receptacle.
B. Installing Pneumatic Timer
(1) Uncover plug and timer receptacle.
(2) Install electrical disconnect in timer electrical receptacle.
30-10-2 Aug 1~77

Page 402
SABRELINER
MAINTENANCE MANUAL
(3) Perform operational checkout of deicer boot system.
(4) Check complete installation for security and safties.
(5) Install trim panels on equipment racks.
5. Replacement of Pressure Relief Valve NA-370-2 tkrough -6, -8 and -9
A. Removing Pressure Relief Valve
(1) Remove access covers. (Refer to Chapter i;,´• figure 6-00-3.)

The relief valve is aft or the pressure regulator, and is mounted
forward of the access doors, in the top of the bay at about fuselage
station 365.
(2) Remove one air line from relief valve.
(3) Remove two mounting bolts; then remove relief valve.
(4) Cover or plug openings.
B. Installing Pressure Relief Valve
(1) Remove covers or plugs from openings.
(2) Position relief valve on mounting bracket; then install two
mounting bolts.
(3) Install air line "B" nut, and torque.
Install access doors.
6. Replacement of Ejector NA-370 Airplanes
A. Removing Ejector
(1) Remove secess covers. (Refer to hapterr O, figure ~-OC-3 or
6-00-4 as applicable.) The e.jector is mounted on the right side of

the bay, aft or the rela3r compartment.
(2) Disconnect three air lines from ejector. Remove ejector; then plug
or cover all openings.
B. Installing Ejector
(1) Remove plugs or covers from all openings.
(2) Position ejector between three air lines, and start "B" nuts.
Tighten and torque "8" nuts.
Aug 30-10-2
Page 403
SA B R E LI N E R
MAINTENANCE MANUAL
Replacement or Vacuum Relief mlve NA-370 Airplanes
A. Removing Vacuum Relief Valve
(1) Remove access covers. (Refer to Chapter fi~re 6-CC-3 or 6-00-4

as applicable.) Tl?e vacuum relief valve is art ejector, and
of the
is on the right side, above and ~t of the hydraulic reservoir.
(2) Disconnect one air line; then remove vacuum relief valve.
(3) Cover or plug openings.
B. Installing Vacuum Relier Valve
(1) Remove cover or plugs from openings.
(2) Position vacuum relief valve on air line; then tighten "B" nut.
Torque "B" nut.
S. Replacement or Pressure Switches
The wing or wing slat pressure switches and the vacuum pressure switch are
in access 24. (Rerer to Chapter 6, figure 6-00-4 as applicable.)
The empennage pressure switch is above and, aft or the hydraulic reservoir on
the right side of the fuselage rear section. Removal and installation pro-
cedures given are typical for all pressure switches.
A. Removing Pressure Switches
(1) Remove power from 28-volt de essential bus.
(2) Remove or open access as required.
(3) Unsolder switch electrical connections. Identify wires.
(4) Loosen switch from fitting, using two wrenches: one to hold fitting,
and the other to loosen switch.
(5) Remove switch; then plug or cover all openings.
B. Installing Pressure Switches
(1) Remove plug or covering from valve and line opening.
(2) Check that M528778-3 gasket on pressure switch has not beer. damaged;
then install switch in union. Use two wrenches to tigi~ten switch.
(3) Solder electrical connections to switch.
(4) Install or close access as required.
30-10-2 Jun 28/74

Page 404
SABRE LINER
MAINTENANCE MANUAL
9. Replacement of Deicer Boot Water Separator and Filter
One filter is located at FS401, and the other is located under the acness
panel aft of the speed brake (RH side).
A. To replace the filter element or the deicer boot water separator and
filter, proceed as follows:
(1) Disconnect drain line from bottom or filter housing.
(2) Remove lockwire between filter drain, nipple and filter housing
retaining holt.
(3) Unscrew bolt from bottom or filter housing and remove filter’nousing
assembly from filter manifold.
(4) Remove cotter pin from upper portion or retaining bolt and remove
filter element retainer and filter element. Discard filter element

and "o" ring.
(5) Remove and discard "o" rings from filter manifold.
(6) Thoroughly clean and dry interior and exterior or filter housing
assembljr.
(7) Installnew "o" rings in filter manifold. Lubricate "o" rings with
Dow-Coming lubricant DC-4 (or equivalent) before assembly.
(8) Position new filter element (with new "o" ring installed) over
retaining bolt in filter housing.
(9) Place filter retainer on retaining bolt and secure in place with
new cotter pin.
(10) Install filter housing assembly in filter manifold and tighten

retaining bolt finger tight.
(11) Connect drain line to nipple on bottom of filter housing.
(12) Torque filter housing retaining bolt to 9-11 inch-pounds and safety
to filter drain nipple with lockwire.
10. 473olicatior, of Sealer to De-icer Boots P/~T 2SS-7DT017-() and 2~S-7rjS017-i i

boots only
This procedure is required to extend the service or the f~drin
4. de-icer boots, Hydrin De-icer boat repair kit (BFG 74-453H) is
available for boot repairs. To apply sealer to de-icer boots,
proceed as follows:
CAUTION: TO DP~AGE: TO S’J’T?~ACES, DO ~TCT
WIE~ OR ALLOW TH4::/I~K TO CO~ IN CO1~TACT TKESZ
Aug 1/77 30-10-2

Page 405
SABRE LINER
MAINTENANCE MANUAL
(1) Wash the entire boot surface with methyl ethyl ketone (~K).
~OTE: To avoid recontamination of dirt and etc. when zleaning the

boots, ensure that the wiping cloth is changed often
(2) Subsequent to cleaning the boot surfaces with MEK, wipe complete
surfaces with a clean dry, lint-free cloth.
(3) Obtain cement (sealer)~ and acceleratorn~ as required and mi:i as
follows:
(a) Obtain a suitable clean container for mixing sealer.
(b) Mix eight ounces or sealer to one ounce of accelerator.
NOTE: Mix only enough sealer that will be used for the ar?-
plication. The mixed sealer must be aDDlied within
four hours. Discard any sealer that has been mixed
over a four hour Deriod.
(4) Apply an even brush coat of sealer over the entire surface of the
boot. Allow 30 minutes drying time, then apply a second coat to
boot surfaces.
NOTE: If aircraft operational status permits, allow a two hour

drying time after’ the
second coat application. II’ tfie two
hour drying period is not possible, the aircraft aay be
flown immediately.
The De-icer Shoulc~ bereinspected at subsequent 100-i?our

inspection periods and after flig,h,t exposure in heavy rain.
Touch-up application is to be made as necessary to maintain
a continuous film coating. Clean touch-up area sufficiently
to remove foreigfl material and any loose
coating.
(5) Discard! remaining sealer and clean equipment.as required.
IL. Deicer 3oot Cleaning- I~ydrln or Neoprene
A. To aid in the service life of the de-icer boots, they should be -?eaned
whenever an excess of dust, dirt and etc. is accumulated on the boc~
surfaces. To clean the de-icer boot surfaces, proceed as follows:
CAUTION: DO NOT USE MEK OR OTI~R :JHEB PERFORfQ~G TKTS
(1) ~repare a solution of a mild detergent and water.
(2) Wash boot surfaces until clean.
(3; After washing, wipe with a clean cloth dampened with plain water.
ji~j ;JFpe boot surfaces with a dr;r cloth.

Kit P/N 74-451-K consists of:
~2ement D!IT ~7804 Procure from 3.F. Gocdrich Aerospace and De"ens~ Oro~u,ts,
~4ccelerator I)/rT 501: South Main Street, Akron, Ohio 4451~
30-10-2
Psse 436 ;lug 1/77
SABRE LINER
MAINTENANCE MANUAL
11. owratiooal checa-out OP Pneumatic DeicinR Sgstem NA-e65-70 Airplanes
A. Leakage Check of Pressure Lines in Pneumatic Deicing System
(1) Disconnect line at inlet of ejector and plug line.
(2) Discannect plug downstream end of line to vacuum pump in nose

and
pressurization compartment at right-hand fuselage station 182.
(3) Disconnect pressure inlet lines and outlet lines to both forward and
aft Using
distributors. a Y-type manifold for forward distributor
and single line for aft distributor,
a connect air pressure lines
and bypass both distributors.
(4) Disconnect downstream line from pressure regulator and cdnnect air
pressure source (regulator must be downstream from shutoff valve).
(5) Pressurize system to 18 (fl) psig. Shut off air pressure and hold
in line for 5 minutes. Check that pressure does not drop more than
one psig.
(6) Remove equipment and restore system to normal configuration.
B. Leakage Check of Vacuum Lines in Pneumatic Deicing System
(1) Disconnect vacuum upstream line at each distributor valve and plug.
Remove cap from air pressure ground test fitting. Attach air
pressure source (18 to 100 psi) and regulator.
(3) Removecap from vacuum ground test fitting and install a mercury
manometer or a vacuum gage.
(4) Apply air pressure of 18 to 100 psig at pressure ground test

fitting.
(5) Shut off air source when vacuum gage indicates 10 in. Hg. Allow
system to stabilize (between g and 10 in. Hg); then carefully note

vacuum gage indication.
(6) Allow system to set for 5 minutes; then recheck vacuum gage reading.
Vacuum should not drop more than one in. Hg in 5 minutes.
WARNINCI: IF POSITIVE PRESSURE IS USED TO TRACE LEAKS IN THE

VACUUM SUPPLY LINE, THE VACUUM PRESSURE SWITCH MUST BE
REMOVED BEFORE THE TEST OR DAMAGE TO ITS DIAPHRAGM WILL
RESULT.
C. Check-out of Pneumatic Deicing System
(1) Make sure circuit breakers "PNEU BOOTS" and "PNEU BOOT NOSE PRESS
IND"
I FAIL are engaged.
Jun 28/74 30-10-3

Page 601
SABRE LINER
MAINTENANCE MANUAL
Remove cap from air pressure ground test fitting. Attach air pres-
sure source (18 to 100 psig) and regulator.
Connect external 28-volt de power to airplane bus system.
(4) Check that "VACUUM FAIL" light, on caution light panel, lights; then
pressurize pneumatic system.
(5) Check for airflow from ejector and that "VACUUM FAIL" light goes out.
(6) Actuate "PNEUMATIC BOOTS" switch to LT.
(7) Check that "PNEUMATIC BOOTS OPERATING" lights on the instrument

panel ("WIMG," "SLATS," and "EMP’’), come on in a sequence of 5
seconds each; then are off for 165 seconds. Check complete cycle
three times.
(8) Rave assistant outside the airplane check that section of deicing
boots that is inflating corresponds to light that is lit on instru-
ment panel.
(9) Reposition "PNEUMATIC BOOTS OPERATING" switch to HW.
(10) Repeat step (5), except light will be off for 45 seconds in each
cycle.
D. Check-out of Pneunla-l;-ic Boo-t System Mar~ual Override
(1) Make ::ure "PNEU BOOT 8c NOSE PRESS FAIL IND" circuit breaker ir; en-
gaged.
(2) Remove cap from air pressure ground test fitting. Attach air pres-
sure source (18 to 100 psig) and regulator.
(3) Connect external 28-volt de power to airplane bus system.
(4) Check that "VACU~M FAIL" ligh´•t, on caution light panel, lights;
then pressurize pneumatic system.
(5) Check for airflow from ejector and that "VACUUM FAIL" light goes out~
(6) Depress "PNEUMATIC BOOTS OPERATING" lights consecutively for 5

seconds. Wait 45 seconds and repeat cycle two more times.
(7) Have assistant outside airplane check -that boot inflating corre-
sponds to light pressed.
(8) Remove equipment and. res-l;ol´•e system to normal configuration.
30-10-1
Page 602
Mar 1/70
sasRe LINER
MAINTENANCE MANUAL
Obstruction and Pressure Check or Deicing System N~-265-80 Airplanes
A. Checkout of Pneumatic Deicing System
(1) Disconnect pressure lines at the inlets of the Forward and art
ejector/distributor valves.
(2) Position PNEUMATIC BOOTS switch in cockpit to OFF.
(3) Disconnect downstream line from pressure regulator and connect air
source to downstream line.
(4) Pressurize system to is (+1) psig.
(5) Check for airflow at the pressure supply lines or the ejector/dis-
tributor valves. This verifies th~the lines to the ejector/distri-
butor valves are free of obstructions.
Disconnect the lines at the outlet of the forward and aft e~ector/
distributor valves. Using jumper lines, connect these lines to the
pressure lines previously removed from the eSector/distributor
valves.
(7) Disconnect the supply lines frcrn the boot assemblies. Pressurize
the system to 18 (+1) psig. Verify that air flows from each boot
supply line.
(6) Remove pressure from system and reconnect each boot supply line.
(9) Pressurize to la (~1) psig. Shut off air supply and hold pressure
in lines for
5 minutes. Verify that pressure does rot drop over 1
psi from the initial reading on the gage. If pressure drops more
than 1 psi, locate and re-pair leak.
(10) Remove air pressure source from downstream side of pressure regulator
and reconnect line previously removed from pressure regulator.
(1l) Disconnect lines to both ejector/distributor valves. Install pres-

sure gage on pressure lines at inlets of ejector/distributor valves.
(12) Remove ground pressure test fitting cap at line u3 stream or pressure
regulator and apply air pressure or between 18 100 psig.
(13) Check that pressure indication on gage is 18 (+1) psig. This verifies
that pressure regulator is functioning properly.
(14) Remove the pressure gages at the inlets or the ejector/distributor

valves and the jumper lines bypassing the ejector/distributor valves.
(15) Reconnect lines to inlets and outlets of ejector/distributor valves.
(16) Perform operational checkout or deicer boot system.
Jun 28/74 30-10-3

Page 603
SABRE LINER
MAINTENANCE MANUAL
Deice;
13´•$perationsl Chcch (Engines nat merating) of Boot Systea NA-~6j-e0 AipE~
A. Perform operational check or deicer boot system as follows:
(1) Remove ground test pressure cap and apply 18 (+1) psig to system.
(2) Apply electrical power to airplane.
(3) Position PNEUMATIC BOOTS switch in cockpit to LT,
(4) Check that the deice boot’ system lights in the cockpit and the
aeicer boots cycle as follows:
Pressurized 15 seconds
Vacuum 165 seconds~
(5) Position PNEUMATIC BOOTS switch to HVY.
(6) Check that the deice boot system lights in the cockpit and the
deicer boots cycle as follows:
Pressurized 15 seconds
Vacuum 45 seconds
(7) Check manual operation of system by pressurizing the system’co

18 (fl)
psig then depressing the wing, slat and empennage illuminated
swi´•t;ches consecutivel?J for T-seconds each and verify that correspond-
ing boots inflate.
(8) Remove air pressure source from ground test fitting and install call
on arouna test fitting.
4. Operational Checkout of Pneumatic Deic_ing System Engine
A. To perform operational checkout or pneumatic delcing system, proceed as
follows
(1) Start engines (refer to Chapter 71).
(2) Position PNEUMATIC BOOTS deicer switch to LT.
(3) Check that PNEUMATIC BOOTS OPERATING lights (WTNG, SLATS and
come on in a sequence of 5 seconds each, then off for 165 seconds
during each cycle.
(4) Have assistant outside the airplane check that section or deicing
boots that is inflating corresponds to light that is illuminated.
(5) Position E)NELj~lATfC BOOTS OPERATING switch to HVY.
(6) Check that PNEUMATIC BOOTS OPERATING lights come on in a sequence

of 5 seconds each, then off ,Oar 45 seconds during each cycle.
(7) Position PNEUMATIC BOOTS switch to OFF.
(8) Shut down engines ´•and secure airplane as required.
30-10-,3~ Aug 1/77

Fage 40Le
SABRE LINER
MAINTENANCE M;4NUAL
HEATED AIR Ir\rre_r~s DESCRIPTIOM APSD OPERATION
Environm_ental Syst_em Ram-air Inlet Duct Opening and Bird-stopper Tialve+
Ele_ctrical Heating System

The ram-air inlet duct and the bird-stopper valve," which is a spring
loaded flapper valve within the ram-air inlet duct, are both located in
the forward end or the dorsal fin. Both the ram-air inlet and the bird-
stopper valve equipped with electrical heating elements to prevent the
are
formation or ice. The electrical heating elements are embedded below the
smooth surface of the Spraymat material and are not readily visible. ’rJhen
the airplane is on the ground the bird-stopper rlapper valveic is s-pring-
loaded to the vertical position closing off the entrance to the ram-air
inlet duct; thus preventing birds from entering or nesting In the inlet
duct. When the airplane is airborne the bird-stopper flapper valve is
forced into the open position by ram-air impact pressure. Heaters for the
ram-air inlet and the bird stopper valve are controlled by the ram-air
inlets anti-ice switch located on the anti-ice control panel. Because the
heating elements are embedded in the Spraymat material, special maintenance
practices must be employed when making repairs to the heating elements
(Seefigures 30120-801 and 802).
L-
~he rright and left main Isni;Icg gezr lo~i switches are i~ a 1 CCS1,-L
sJhen the airplane is on the groucli (wei;ht or,’oc~h 19nJ
prevents the ground electri~al control relsy fro??. ecer?iz~i.

(3ee figure 30-20-1.) Therefore. power en~rgizes C,he rsrr. irice sr:ti-i~e
,crcund (RL~G) relay. When the RII-\G rela;’ is er,er,ti=ei, tt~e-e is cr.lS- one
for the ram-air Sprs~rr,ai: iester elements. The Is e,~e
grocs~j.
is then in series acj decreases fine =l;rror?r, i’lcw fe qbC:;L :n~qlf
therebg decreasing the heating ou’pus to about hall.
the airplane is air-’oorr,e: c’ne Isnjin,J gear Icai

to the position, the ram inlet anti-ice sLi--bcrr.e ’]SIi\A’
rela.’.’. Because fhe circuit: the ~IAG rela~-, ~cw ~rcviles Y S1,’Sr’:
ground for the rar~-air Sprs~-´•at, the resistance is sew parallel ~cl
current flows, inducing heat for sotl-lolr~ prctectlcr.
2. Spraymat Heater
The ram-air inlet duct opening heater and the bird-stopper valve;c heater
are Spraymat heaters. The Spraymat heater consists of granular metallic
heater elements sandwiched between layers or insulation. A thermosettlng
plastic with a glass-cloth filler is used for the base and outer insulation
layers. The heater element is flame-sprayed on the surface of the base in-
sulation. The heater element is applied in the form of strips with varying
width and specific resistance to give the required heating intensity. Bus
bars are applied over the ends of the heater element where there is a change
of direction, and over terminals. The terminals, which are usually bonded
to the inside or the structure, have a terminal post which is flush wi+,h
the outer surface or the base insulation. The conductor element is flame-
´•n~llirplanes CZ;anRed by SOK ~10
Aug 1/77 30-20-0

Page 1
SABRE LINER
MAINTENANCE MANUAL
sprayed over the end of the terminal post. The outer insulation is applied
over the surface of the heater elements and bus bars. Stoneguard is then
applied over the outer insulationrequiring additional impact pro-

in areas
tection. Stoneguard is a metal-filled thermosetting plastic coating which
is usually electrically bonded to the base structure by direct contact or
with a special terminal. The Spraymat heater is then painted with Erocoat,
a special static-and rain-erosioniresistant finish.
Battery Vent Electrical Heating System-NA380 Airplanes with DeLcer Boots
The forward and aft external battery vents on the left side of the nose com-
partment are equipped with electrical heating elements to prevent ice forma-
tion on the exposed surfaces of the vent tubes. The battery vents are ecer-
gized by positioning the ram-air inlet anti-ice switch at ON. Battery vent
heater RDI RR521 is the art vent heater and HR520 is the forward heater.
When the airplane is on the ground, the main landing gear load switches are
in the position which prevents the ground electrical tie-in and the
loaded
ground electrical control relays from being energized (see figure 30-20-1).
When the ram-air inlet switch (S575) is positioned at ON, electrical power
is routed to the coil of the battery vent heater ground control relay (K782).
With relay K782 energized, the forward and aft battery vent heaters are cor,-
nected in series which decreases the current flow through the heaters, there-
by decreasing the heater output to approximately half power.
When the airplane is airborne, the landing gear load switches are actuated
to position, energizing the ground electrical control and tie-in
the UNLOA~
relays. When the ground electrical control relay (i1618) energizes, the cir-
cuit to the batterJ vent heater ground control. relay (K782) is broker,. With
relay K782 de-energized, a separate ground path is provided to the forward
battery vent heater. In this condition, both heaters are connected in ~arel-
lel which allows maximum current flow and inducing maximum heat for anti-
icing protection.
Aug 1/77 30-20-0

Page 1A
SABRE LINER
As Rect~:"ved
By MAINTENANCE MANUAL
ATP
CSSENT!aL :8v ~C
1 2 1 ESSENTIAL BUS BATT LDG GEAR POS

PARALLEL 25V CC :9V ~C 98CONDARY r VENT
HTR
ICING CONTROL RAM AIR INLETS I~
DORSAL RAM CONT
HR 821 II
AIR INLET
OFF
airC---------l 31---------C! a I f
I’B
AZ
Al 5
RAM AIR INLETS 4
ON
ANTI´•ICE (S6’lrj)
Ci-iR’i~S?a) B If
BATT VENT
HTR GNO
CONT
(K 782)1 3 1
PII71LLEL !9v DC
~lh4*1 1 I I I I ICING CONTROL ICING

1 I I I I LH GEN r CONTROL
xi (II I I I I RH GEN
L]
13)
I e _’2
GROUND
RAM-AIR INLET I I ’5’!,x2 ELECTRICAL
ANTI-ICE GROUND CONTROL
RIAG (KS97) X’
(GEC) (K618) ri?
R MAIN LANDING
CEARLOAD (5579
:an MAIN GEAR S;auT)
*36 6*’ I I I P’ I I I UNLOAD

12,
II I I 1 1 I
GROUND I LOa3
ELECTRICAL ~I
ilNL5~D
RAM´•AIRINLET TIE-IN
ACITI´•ICE AIR-BORNE GETI (KbZ~)
RIAA (KS~6) P 131
LOAD
L MAIN LANDING
NOtE Where nnro relay contact numbers 3.1614.3) n GEAR LOAD
are given. the numbers in parsnthe~ir
are for Airplaner Serial No. NA´•370´•1 RH OC GENERATOR
and -7. and NA-380´•1 and later.
INLET HEATER O
The numbers ~chout parenthesis are
for Airplanas Serial No. NA´•310-2 (HR1000)
through´•6.8.and9. 03
/(FWPPEROOORll 61 i
I c~
L,,,,, 5 1
,t
I ,1
3.M i ~0.3) n 1
.I
INLET DUCT 2
LH DC GENERATOR
OPENING
I INLET HEATER I
He r re rl
GENERATOR
~.21 n 1.30 12 1 i ICING CONTROL O
nR 1 i 1 i cclo
Chi LII-380 P~IRPLANES

i,~l, c_l _2_ AIFFCANES WltH DEICER BOOTS
CABIN AIR INLET HEATER ELEMENTS I J I AIRPLANES CHANGED BV SCK ~O.lj

IIN FORW*RD E~D OF DORSaL PINI
1 5 1 nlRPLANES NOT CHANGED BY SOK NO. 10 5370-2-~3-;6(3
Air Inta~e Anti-~clng ~iectricai

3c-ec;-o sig~i;re 3G-iC~-1 1/77
A~g
I>age 2
SABRE LINER
MAINTENANCE MANUAL
AIR TROUBLF: S~OOTING
Trouble Shooting Environmental S~stern Bam-alr Inlet ~uct Open~rlg and Bird-
II stopper valve3cE1ectrical Heating System
PROBP~BL;E CAUSE ISOL;~TICN
A. RAM-AIB DUCT OPE2JInTG CO NCT
(1) Defective See fi~ure 30-20-1 for ohr~ic If heating ele~ents

elements. values3 then check heating are open, repal~ or
elements for open circuit, replace.

using an ohm´•neter.(Refer to
Wiring ~iagr3ln ~annal.)
(2) 3efective relays Chec4 for proper switch and Replace jefe~fi7e
or switches. relay operation. switch or rela
BIRD-STOPPER VALVE HEATING ETlEMENT DOES NOT
(I) Defective heat- Check for proper switch and If heating element
ing element, or broken relay operation. If circuit is open, remove and
electrical leads. is operating correctly, check replace bird-stopper
heating element for open cir- valve, or repair
cult by use of ohmmeter. (Rererl broken electrical
to Wiring Diagram Manual.) leads.
2. Trouble Shooting Battery Vent Electrical Heating System-N11380 Airplanes with

Deicer Boots
PROBAB~ CAUSE ISOLATION PROCEDURES I RE"IIEDY
A. FORWARD BATPERY TJET~T BEATER DOES NOT HEAT
(I) Defective relay With electrical power removed Replace relay or re-
K782. from airplane, check terminal pair open wiring.
"6" of relay K782 to airplane
ground. If discontinuity is
present, replace re3as K782.
If continuity exists, check
for open wiring to heater.
(2) Open heater Check for resistance between Replace heater

element. terminals "6" and "I" or re- element.
lay K782. If open circuit
exists, replace heater element.
aAirglanes cha~ged by SOK ~10
Aug 1~77 30-20-1

Taae 1G1
SAB~E Lf N ER
MAINTENAN%E MANUAL
I3. AET BATTERY VENT HEATER DOES NOT HEAT
(1) Defective heater With electrical power applied. Replace heater

element or open wiring. to airplane and the ram-air element or repair
inlet switch at ON, check for open wiring.
28 VDC at terminal "3" of re-
lay K782. If voltage is pre-
sent, check heater ground for
an open circuit. If circuit is
not open, replace heater element.
~cAirpLanes changed by SOK #10
30-20-1 Aug 1/77

E)age 102
SA B TZ LINER
MAINTENANCE MANUAL
I~EATED AIR PRACTICES
i. Replacement of Ram-air Inlet Heater
A. Removing Ram-air Inlet Heater
I (1) Remove
6-00-4
access
as
covers.
applicable.)
(Refer to Chapter 6, figure 6-00-3 or
(2) Through access doors, remove the four heater element electrical
connections. Tape electrical connections and i~entify for
reinstallation.
(3) Install MS20426AD4 Rivets.
(4) Tighten the four mounting bolts if not prev~ously done. Remove
tape fromelectrical terminals and connect tern~inals to proper
locations.
(5) Fill gaps between heater assembly and dorsal fin.
Replacement of Battery Vent Beater(s)-NA380 Air~lanes with Deizer Boots
A. Removing Battery Vent Beater(s).
Remove all electrical power from airplane.
(2) Open access door on left side of nose.
Remove battery sump jar.
(4) Remove screws from battery sump jar and transformer mounting plate,
then raise and secure plate.
(5) Disconnect vent hoses and electrical wires to vents.
(6) Remove rivets securing vents to fuselage skin.
(7) Remove vents from airplane.
B. Installing Battery Bent Iieater(s).
(1) Place serviceable vent through fuselage skin. Vent hose connections
should point up.
(2) Secure vents to fuselage skin.
(3) Check that vent tube does not contact fuselage skin.
(4) Connect vent hoses and electrical wires to vent(s).
~ug 1/77 30-20-2

Page li.01
SABRELIN1ER
MAINTENANCE MANUAL
(5) Apply electrical power to airplane and check vent heaters for pro-
per operation.
(4) Install battery sump jar and transformer mounting plate.
(7) Install battery sump jar.
(8) Check complete installation for security and proper mounting.
(9) P-pply sealant around vent outlet and fuselage skin,
Replacement or Bird-stopper Valve (Spring-loaded Flapper Door) Airplanes

Changed by SOK ~10
PL´• Removing Bird-stopper Valve
(1) Remove access doors. (Refer to Chapter 6).
(2) Press spring-loaded flapper door down; then remove heater element
electrical connections from aft side or door. Tape electrical wires
and identify for reinstallation.
(3) Remove cotter pin from door hinge pivot pin.
(4) Check position or door spring on pivot pin; then remove pivot pin
and spring at same time.
(5) Remove door.
Installing Bird-stopper Valve Airplanes changed by SOK #10.
(1) Position bird-stopper valve in ram-air opening, aligning hinge holes

and mounting bracket holes for pivot pin installation.
(2) Start pivot pin through one mounting bracket hole and door hinge
hole. Place spring between door hinges; then slide pivot pin
through spring and remaining hinge and bracket holes.
(3) Place hooked end or spring over edge or door hinge. Put cotter pin
in end or pivot pin.
(4) Remove tape from electrical terminals and connect to valve, Make
sure wire loop clears structure after connections are tightened.
(5) open and close valve rlapper door and check freedom of movement.
Make sure heating
element connecting electrical wires have sufficient
loop to allow proper flapper-door operation, and that no wire insu-
lation chafing will occur.
30-20-2 Aug 1~77

Page 401A
SABRE LINER
MAINTENANCE MANUAL
Install access doors.
(7) Check for proper operation of bird-stopper valve heater.
Replacement of Dorsal Fin Leading Sdge/Ram-air Inlet
A. To replace the dorsal Pin leading edge, proceed as follo´•i\rs:
(2) Remove the two ~ircular access doors on the upper fuselage adjacent
to the dorsal fin leading edge.
(3) Remove bird-stopper valve on Airplanes changed by SOK i~10.
(4) Through access door openings, disconnect the four electrical con-
nections to the heater elements. Protect and identify each elec-
trical connector for reinstallation.
(5) Carefully drill out the 14 double flushed 1/8 inch diameter rivets
securing the dorsal fin leading edge to the inner duct skin and
dorsal fin skin.
(6) Through access door opening, remove four bolts securing dorsal fin
leading edge to attach brackets on frame at fuselage station 333 625.
(7) Remove dorsal fin leading edge from airplane.
To install dorsal fin leading edge, proceed as follows:
(1) Place dorsal fin leading edge in position and install four bolts
through dorsal fin leading edge and attach brackets on frame at
fuselage station 333 ~25´•
(2) Install and double flush the fourteen MS20426AD4 rivets through
the dorsal fin skin, the dorsal fin leading edge and the inner
duct skin.
(3) Through access doors, reconnect the four electrical connections to

the heater elements. Make certain the electrical leads are connected
to the correct terminal.
(4) Reinstall bird-stopper valve if applicable.
(5) Check complete installation for security.
(6) Perform an operational check of ram-air inlet duct heating system.
30-20-2
Aug 1/77
E)age 401B
SABRE LIN ER
MAIN7ENANCE MANUAL
i. Spraymat Heater
A. Observe the following when testing Spraymat heater:
CAUTION: DO NOT OPERATE SPRAYMAT HEATERS AT FULL VOLTAGE ON THE

GROUND EXCEPT UNDER CONTROLLF~D TESTCONDITIONS, OR SERIOUS
DAMAGE WILL RESULT.
(1) Use any cleaning fluid approved for use on aircraft paint to remove
dirt and oil deposits from heater surface. Do not soak or immerse
heater in solvent.
(2) Inspect surface for scoring, abrasions, cracks, and other indica-
tions the outer insulation may be damaged.
that Cracks, dents,
discolorationt or blistering may indicate damage to heater element
or insulation.
(3) Check terminals for breakage.
(4) Check all electrical connections for soundness.
2. Spragmat Heater Trouble Indications
A. Cracks, discoloration, or charring in the Stoneguard coating will cause
local overheating and outer insulation resistance breakdown.
B. Impact damage may be easily seen.
C. Heater.element malfunctions result in local overheating, causing dis-

colored patches which are associated with blistering or charring.
D. h severe blow that dents the heater usually breaks or cracks the condv.c-
tor element, resulting in an open circuitor an abnormally high resistance.
3´• Spra;vmat Heater Outer Insulation Test
(1) Connect 500-volt de megger ground to a terminal controlling heater

area to be tested.
(2) Attach a damp swab to line lead, and pass swab over heater surface
with megger on.
CAUTION: RUBBER GLOVES SHOULD HE WORN DURING THIS TEST FOR PER-
SONAL SAFETY.
(3) Check resistance values. The resistance value must be no less than
2 megohms at any point. (Use resistance bridge.)
Mar 1/70 30-20-3

Page 501
SABRE LINER
MAINTENANCE MANUAL
4. Spra;ymat Heater Base Insulation Test
(1) Connect leads of resistance bridge to circuit terminals of indivFd-

ual circuits to check for element resistance. (See figure 30-20-803
for circuit resistance values.)
(2) Measure resistance between terminal and structure with 500-volt

megger. The reading must be taken after a 5-second uninterrupted
application of the test voltage.
(3) Measure resistance. The resistance should measure 2 megohms

minimum.
(4) Check resistance between dissimilar circuits. (See figure 30-20-803

for resistance values,) The resistance should not be less than 2
me gohms
NOTE: if a Spraymat terminal is damaged, or an element must be

replaced over temperature-sensing unit, or a heater element
a
must be bonded to a terminal post, or more than 6 square

inches of Stoneguard must be replaced, the Spraymat heater
must be replace.
30-20-3 Mar 1170

Page 502
SABRE LINER
MAINTENANCE MANUAL
i. Environmental System Ram-air Inlet Duct Opening and Bird-stopper Val~Je"

Electrical Heating System Check-out Procedure
A. Checking Ram-air Inlet Duct Opening and Bird-stopper Vslve~e Anti-Icing

Elements
(1)
I
Connect external de power to airplane bus system.
(2) Make sure ICE CO~JTROL "RAM AIR INLETS," "DORSAL RAM AIR INLETS"
and "LANDING GEAR POS" circuit breakers are engaged.
(3) Activate ram-air inlet anti-ice switch to ON. Check for presence
of heat at ram-air
opening and bird-stopper valve~t. On aircraft
I- with de-icer boots, check battery vent heaters for presence of heat.
Place switch at OFF.
(4) Have helper disconnect actuating bell crank from right and left
main gear load switches ton main gear scissors).
(4) alternately actuate both main gear load switches to unload position.
Actuate wing and ram-air inlet anti-ice switch to ON.
(6) Check for presence of heat at units being checked. Actuate wing
and ram-air inlet anti-ice switch to OFF and main gear load switches
to load.
1 [7) Reconnect and saftey load snitches.
Battery Vent Heater System Checkout Procedure-NA380 Airplanes with Deicer Boots
A. Checking Battery Vent Heaters
(1) Apply external electrical power to airplane.
(2) Engage "BATT VENT HEAT" circuit breaker.
(3) Position RAM AIR ~NI;ET switch on ON.
(4) Check battery vent heaters for "low" heat.
CAUTION: TO PREVENT OVERHEATING OF RAM AIR INLET DUCT AND BATTERY

VE~ HEATERS, DO NOT MAIN LANDING GEAR LOAD STrJITCB
IN THE UNLOADED (AIRBORNE) POSITION FOR AN EXTENDED PERIOD.
(5) Disconnect LE main landing gear load switch and position switch to
the unloaded (airbome) position.
(6) Check battery vent heaters for "high" heat.
(7) Position LH main landing gear load switch to ground (loaded)posi-

tion. Connect and safety link.
Aug 1~77 30-20-4

Page 601
SA B R E LI N E R
MAINTENANCE MANUAL
(8) Position RAM AIR INL;EI1 switch to OFF.
(9) Remove external electrical power from airplane.
(10) Secure airplane as required.
Airplanes changed by SOK ij~lO
30-20-4 Aug 1/T~7

Page 602
SABRE L1NER
MAINTENANCE MANUAI
i. Base Insulation and Heater Element Repair
If impact damage causes a break in conductor element and/or a dielectric

breakdown of base insulation, repair heater element and base insulation.
A. The following equipment is required:
Spraymat field repair kit Cmanufactured by Spraymat Division (sub-

sidiary of Sierracin Corp), Burbank California)
Trichlorethylene
250-watt infrared heat lamp
a Emery cloth No. 120, 240, and 320
a Soldering iron
a Paint brush
a Sharp-edge scraper
a Protective hand covering
WARNING: RESIN COMPOUNDS IN FIELD REPAIR KI~T ARE SKIN IRRITANTS. PRO-
TECTIVE HAND COVERING SHOULD BE WORN. IF NO PROTECTION IS
USED, WASH SKIN THOROUGHLY WITH SOAP AND COLD WATER AT COMPLF~-
TION OF PROCEDURES.
B. Repair heater and insulation as follows:
(1) Check repair limitations as shown in figure 30-20-802.
(2) Use scraper to remove outer insulation from around damaged area.
Remove all indications or cracks and surface damage.
(3) Remove damaged part of conductor element.
(4) Remove all indications of charring or cracks in base insulation.

(See figure 30-20-802.)
(5) Roughen expo~sed surface or structure with emery cloth.
(6) Remove components "A" and "B" from Spraymat field repair kit.
Extrude equal lengths of components "A~ and "B" and mix thoroughly
in a clean container. Apply resEn with a spatula to damaged base
insulation. Cure with a 250-watt, infrared heat Lamp, placed 8 to
10 inches distant, until resin is hard (30 minutes at 2030F or 12
hours at 700F).
NOTE: Components with dented surfaces can be filled with this resin
mixture, eliminating the necessity of repairing the shell.
Then the surface should be built up to the original base
insulation contour.
Mar 1170 30-20-5

Page 801
SA B R E LI N E R
MAINTENANCE MANUAL
(7) Sand base insulation smooth; then check base insulation resistance.
(Refer to procedure for Spraymat heater base insulation test.)
See figure 30-20-801 for proper repair strip number and width. See
figure 30-20-802 for proper length of heater element repair strip.
identify damaged heater element by removing Erocoat finish with
emery cloth in a l/~-incb-wide strip to edge of component. (I)o not
remove insulation.) Moisten exposed area. By counting the elements
from the base to the damaged area and referring to figure 30-20-803,
the damaged element can be identified.
(9) Trim repair strip to proper size. The gap between the element and
the repair strip should be 0.050 inch minimum. Using only a scraper,
carefully remove insulation to expose heater element for 0.10
outer
inch over full width at each end of break. (See figure 30-20-801.)
By same method, expose 0.10 inch over full width at each end of
repair strip.
(10) Tin ends of repair strip and heater element for 0.10 inch only. Cut
a repair strip 0.20 inch by width of heater element.
gauze Solder
gauze repair strip to tFnned surface of repair strip. (See figure
30-20-801.) Overlap gauze strip 0.10 inch only. Solder overlap
quickly, without overheating. This is most easily done with a very
hot soldering iron. Overheating or the repair strip causes the
heater element to lift from the backing.
(11) Coat back and edges of repair strip with a minimum amount of resFn
compound. Refer to step (6).) Press repair strip into position
to remove any air trapped beneath.
(1;1) Solder gauze strips to exposed ends of heater element, soldering

full area of contact.
(13) Repair copper bus bars and sprayed copper leads by same method as
stated in steps (8) through (12), except do not use element repair
strip. Cut tFnned gauze to width and shape of bus bar or lead to
be repaired. Cut gauze 0.20 inch longer than gap to be bridged, and
then solder ends of gauze so that there is 0.10 inch of overlap at
each end.
(14) Check
repaired circuit for continuity. (See figure 30-20-803.)
Check repaired circuit resistance.
(15) Repair outer insulation and Stoneguard.

2. Outer insulation and Stoneguard Repair
A.
Repair Stoneguard and outer insulation after damagescaused by scoring,
abrasion, cracking, dielectric breakdown, or repair of element and base
Insulation.
(1) Use equipnent noted in base insulation and heater element repair
p~ocedure
30-20-5 Mar 1/70

Page 809
SABRELINER
MAINTENANCE MANUAL
ATTACHING SCREW ,-OUTER INSULATION

(INCLUDING FAINT)
HEATER ELEMENT
BASE
INSULATIONStRUCTURE
(THlS LAYER OF FIBER GLASS
IS NOT USED ON RAM-AIR
INLET DUCT HEATER.)
TERMINAL BLOCK
BONDED TO STRUCTURE WITH RESIN,
AND SECURED WITH SCREW.
(TERMINAL POST MOLDED INTO
ALL FIIKR GLASS PARTS.)
ELECTRICAL CABLE
OUTER INSULATION
STRUCTURE
BASE INSULATION
HEATER
ELEMENTS
j STRUCTURE
1 THIS DIMENSION IS TO BE DETERMINED BY THE

HEATER ELEMENT LIMITATIONS, FORMULATED
ACCORDING TO THE TYPE AND POSITION OF
HEATER ELEMENT BEING REPAIRED.
NOTE Ends of heoter element being repaired are exposed at

olatctr stage.
Repairing Spraymat Heaters

Mar 1´•/70 Fi@;ure 30-20-801 (Sheet 1 of 2) 30-~o-5
Page 803
SABRELINER
MAINTENANCE MANUAL
0.10 INCH THIS DIMENSION, BETWEEN COPPER GAUZE STRIPS,

IS DETERMINED BY THE TYPE AND POSITION OF
0.10 INCR HEATER ELEMENT BEING REPAIRED.
OIMENIION~
~i
-?-rd
REPAIR STRIP
COPPER GAUZE STRIP
EXPOSED END OF
HEATER ELEMENT
DIMENSION A
PLUS 0.10 INCH
~5--=
HEATER
ELEMENTS ~\\\R\ 0.10 INCH
0.10 INCH
EASE INSULATION
STRUCTURE
REPAIRED OUTER INSULATION
Z
dii.ii-~
iiiii
_ 6
´•_i
i;
-i
_::::~-::: ::"l::i~ii::-:::i::
STRUCTURE
REPAIR STRIP
BASE INSULATION
COPPER %AUZE STRIP--
(SOLDERED tO HEATER ELEMENT)
nlo.l.~o.ls
Repairin~ Spraymat Heaters

30i~o-5 Figure 30-20-801 (Sheet 2 of 2) Mar 1/70
Page 804
SASREL1NER
MAINTENANCE MANUAL
STANDARD LIMITS 1 VARIATIONS

BtlS BARS LESS TRAN 4.2 INC~ES APART
1 INCH RADIUS 1 G4UZE STIIIP MUST BE ON EACH BUS B*P.
(rvplCnll
Oi2O INCH
NOtE A Itnp may olso be ured in Ihir manner if
rinsle repair
the dirtance between bur bar~ doer nol exceed 6.4 inchcr.
IN CI4CULAII
SnADEO 4454
y I MINIMUM
b.4 INCHES
I ELIMINTS
Ic------ 4.2 INCHIS
MAXIMUM
I
MAXIMUM LGAUIE 5TIIP
ON OR NEAR ABUS BAR

041128 JTIIIP MAY 81 ON ABUS 844 011
SERIES
nl LL4S1 2 INCHES 14014 IT.
tl I I I
i~ 1D-I
MINIMUM
CI UC*I MINIMUM
i--´•~´•´•´•1
1 INCHES
ADJACENT LEGS
C_=7=IlS
I~7INCY(I-I 1-i N(W--J
MINIMUM MINIMUM
MINIMUM MINIMUM
1 ii ON OR NEAR BUS BARS

IN ADJACENT LEGS
~I llr*~ ~I IKW-J C-1 IHCII-I I j~C IINCncs 211401185

MINIMUM
MINIMUM MINIMUM MINIMUM
I- cnwn,r~uxl*u*
I I B
MINIMUM OI5T*NCE Or INCHES
I~ 8nWE6N BUS 844 *ND CAUZE 51818

OaPf NOT *P4Y IF *D~ACENT LICE
~IKFKI--
MAXIMUM
B
I 1 1 i
1 INCH MAXIMUM
i 2INCHES
i I I i IINCnEf
II
Spraymat Heater Repair Limitations

30-20-802 30-90-5
Mar 1/70 Figure
PRae R05
SAB~ ELINER
MAINTENANCE MANUAL
walrlrm vou*ol
ii VOLTS
OH Ixnl~ol nunl tumtn~
IUI~ICI
C-f------T-~--BA R_ -r---Q
I I t
n n
Au A
A
1
L U*Olm
IDOt
HuTIl o
numtwn
’TI OH lHTSllOl
Or c
IN1*l(l~Ulr*CI rZ II I
I 14 73
MAll
E s
TROUILE 5HOOTINC CIRCUIT
o
CIUW All INUI WCI nSATSl
AND I(ID JOOCCl VILVI WURI
CIIIIN AIR INLET DUCT HEATER

1IlCRKILL´•r NONCONWCIIVI SASS r*ll. SSW(IRC
CIICWT CHCCX OI I*II´•(NIUU~ION CHKK IMUIIID.
TllMlHAL IUISIINCU: 71´•73 P 4.013 tO ~.113 OHMS,
1I-t4I1.114 101.96S OHMS, ll´•N1).9d) 10 OHMS.
CARIN AIR INLET DUCT HEATER
A~ ~ecesved By
AIP
HEATER ELEMENTS
CODE
REVAIRJTRIC
ELEMENT
NOtf rini~h oil h´•at´•r~, uling block Erocoot linirh. Apply
IRNO. I IRNQ. WIDTI´•I
LETTER (1N.)I eook.
T’ll~C100 13114
To ch´•et Ierminal roii,tonc´•c, u~´• ZM-l( )/U bridg´•
A I cll u I "J’ I (rcd´•ral S)odl No. 6625´•177-4402).
B I uc I w o.u
Moin~in O.OSQinch minimum pop b´•tr´•´•n oil adjoc´•nt haot´•r
UI I I QSl I ~lam´•ntr.
uS I o.u
WI I I-1 I O.PI
Ilmt´•lrto
Spraymat Heater Repair Orientation Drawings

30-20-5 Figure 30-20-803 Mar L/70
Page ~06
SA B E LI N E R
MA(NTENANCE MANUAL
(2) Use a scraper to remove outer insulation from around damaged area.
Remove all indications of cracks and surface damage. Be careful not

to damage heater element.
(3) Remove Spraymat field repair kit components "A" and "B,"
from
Extrude equal lengths of components "A" and "B" into a clean con-
tainer. Mix thoroughly with a s~patula. The application of a small
amount of heat will aid in mixing.
(4) Build up outer insulation slightly above original contour to allow

for sanding smooth.
(5) Cure with 250-watt infrared heat lamp, placed 8 to 10 inches away
from repair work, until resin is hard (~O minutes at 2030F or 12
hours at 70"F)..
(6) Sand repaired area smooth with emery cloth, using water.
(7) Check resistance of outer insulation. A minute crack or pinhole in

the repair can cause unacceptable resistance check.
an The high
voltage will are within and char the area. Clean out crack or pin-
hole and repair according to steps (3) through (5); then recheck
resistance.
(8) If Stoneguard protection is required in repaired area (figure

30-20-803), thoroughly mix contentsof component "C" container
from Spraymat repair kit.
(9) Mix equal volumes or component "A" and "C" in a clean container.
(10) Spread Stoneguard over area with spatula and cure as directed in
step (5)´•
(11) Sand smooth to contour or Stoneguard, and cover with Erocoat. (Refer
to procedure for Erocoat finish repair.)
3´• Erocoat Finish Repair
A. Repair Erocoat finish after damage caused by scoring, abrasion, repairing

of outer insulation, or repairing or Stoneguard.
(1) Remove dirt and oil deposits from area to be repaired. Remove any
surface roughness by rubbing down with increasingly fine emery cloth,
using water.
(2) Check resistance of outer insulation. If resistance is less than

2 megohms, repair outer insulation.
(3) See figure 30-20-803 for color and coats of Erocoat finish.
(4) Remove Erocoat hardener container and Erocoat black from Spraymat
field repair kit. Thoroughly mix Erocoat finishes as follows:
Erocoat, four parts; Erocoat hardener, one part.
30-20-5
Msr 1/70 Page 807
SABRE LINER
MAINTENANCE MANUAL
(5) Brush Ero´•coat finish. Allow 15 minuteeof drying time between coats.
(6) Air-cure Erocoat finishes for hours, and then cure for one hour
under 250-watt heat lamp placed to 10 inches from repaired area.
CAUTION: DO NOT ATTEMPT TO PLACE HEAT LAMP CLOSE TO SPEED UP

CURING. DO NOT USE HEATER ELEMENT AS A SOURCE OF HEAT,
AND DO NOT USE OPEN FLAME.
(7) Sand down with fine emery paper, using wate.r.
(8) Cover black Erocoat with aluminum paint.
30-20-5 Mar 1/10

Page ~08
SABRE LINER
MAINTENANCE MANUAL
GENERATOR RAM-AIR DUCT HEATER SYSTEM AXRPLANES SER~CAf( NUMHERS

NA-370-2 CDHGUQRHT AND OPTfONAL E&UIPMENT DESCRIPTION AND OPERATION
i. DC Generator Ram-air Duct Heater System
Ram-air ducts in the lower provide cooling air

section of the engine cowls
to the de generators. The opening of the ducts may be equipped with
electrical heating elements to prevent icing conditions. The heating units
are rubber boots with electrical heating elements embedded within the boot.
These boots are cemented to the ram-air duct openings.
Actuating the ram-air inlet anti-ice switch to ON allows power from the
"ICE CONTROL RAM AIR INLETS" circuit breaker, through the ram-air inlet
anti-ice switch ON position, to energize the generator icing control (GIC)
relay. When the GIC relay is energized, power from the "ICE CONTROL ENG
INLET ATJD VANE RH" and "ICE CONTROL ENG INLET AND VANE LH" circuit
breakers is routed through the GIC relay and energizes the two generator
ram-air inlet heaters. (See figures 30-00-1 and 30-20-1.)
Jul 6/73 30-21-0

Page 1
SA B R E L1 N E R
MAINTENANCE MANUAL
DC GENERATOR RAM-AIR DUCT HEATER S’ISTEM (OPTIONAL EQUIPMENT)

TROUBLE SHOOTING
i. Trouble Shooting DC Generator Ram-air Duct Heaters System
A. DC GENERATOR RAM-AIR DUCT HEATER ELEMENTS DO NOT HEAT.
(1) Defective heating See figure 30-20-1 for ohmic Repair or replace
element or broken electrical values. Check for proper heater element.
lead. switch and relay operation.
Replace defective
switch or relay.
Mar 1/70 30-21-1

Page 101
SA B R IE LINER
MAINTENANCE MANUAL
DC GENERATOR RAM-AIR DUCT HEATER SYSTEM (OPTIONAL EQ,UIPMENT)

1. Replacement of D: Generator Ram-air Duct Heaters
A.. Materials Required
a Cement EC-1403 (Minnesota Mining Mfg Co)
a Cleaning solvent MEIC (methyl ethyl ketone)
a Tackifying solvent toluol
a Clean cloth lint-free
a Paint brush one-inch
a Rubber hand roller 2-inch
a Scissors
a Masking tape
B. Preparation
(1) Dry-fit heating unit to inlet casting by taping in place and trFm-
mjng, if necessary. Start by taping lead wires together and insert-

ing lead wires in lead exit only. ~LLsk off as area approximately
1/4 inch larger than’ heating unit on each side- of heating unit. To
prevent the feathered edges of the heating unit from curling when
the cement is brushed onto them, the back side should be covered
with a ply of masking tape. ~42rk starting points and make match
marks on part and masking tape to aid in locating heating unit
during final installation.
(2) Remove heating unit from casting and clean down to‘bare metal.
Remove all paint. Wash with cleaning solvent (MEK); for final
cleaning, wipe solvent off quickly with a clean, dry cloth to avoid
Leaving a film.
C. Application of Cement
(1) Mix EC-1403 cement thoroughly. Apply one even brush coat of EC-1403
cement to clean metal surface. Allow to air-dry for one hour.
(2) While cement on casting is drying, wash back side of heating unit
(side to be cemented) with MEK. Wipe solvent quickly with clean
cloth to avoid leaving a film.
(3) After first coat of cement on inlet casting has dried for one hour,
apply second coat of cement to inlet and first coat to heating.unit.
Mar 1/70 30-21-2

Page 201
SA B R E LI N E R
MAINTENANCE MANUAL
D. installation
(1) When cement has become tacky, start Installing heating unit ~n inlet
casting. A clean liner cloth can be laid over the cemented surface
to prevent the boot from sticking while the installation is being
made. Insert lead wires through lead exit holes and line up match
marks at starting point. Follow match marks in locating heating
unit. If ceme:nt becomes dry, retackify with a cloth dampened with
toluol. Remove enough or liner to allow sticking heating unit boot
to casting for approximately a 3-inch area by pushing heel of hand
near center. Work progressively toward each side to avoid trapping
air under boot. Repeat liner removal and pressing-in-place proce-
dure until entire heating unit is installed. Retackify as necessary.
Roll entire heating unit with 2-inch rubber hand roller. Work roller
carefully to prevent damaging part and to ensure that all trapped
air is removed. Remove masking tape from feathered edges.
E. Final Finish
(1) Remove masking tape and wipe surface of inlet casting with a clean
cloth dampened with toluol. Be careful not to get toluol on edge
or cemented-down heating unit.
(2) Connect lead wires to proper terminals.
(3) After complete heating unit installation, a razor blade may be used
to trim trailing edges of heating unit for appearance, as necessary.
(4j Ar~as adjacent to heating unit may be reprimed and repainted, as
desired.
F. DC Generator Ram-air Duct Heater Removal
Refer to F. F. Goodrich Aviation Products, Akron, Ohio, Report No.

T7-lo5c.
2. Checking DC Generator Ram-air Duct Heater Elements
A. Check heater elements as follows:
(1) Connect external de power to airplane bus system.
(2) Make sure "ICE CONTROL" circuit breakers’("RAM AIR INIIilTS," "ENG
INI;ET AND VANE RH," and "ENG INLET and VANE LH") are engaged.
(See figure 30-20-1.)
(3) Have man in cockpit activ~te ram-air inlet anti-ice switch to ON.
Check for presence of heat at ac and de generator ram-air openings
on bottom of right and left engine cowl.
CAUTION: TURN RAM-AIR INLET A~NTI-ICE SWITCH ON ONLY UNTIL PRESENCE

OF HEAT IS FELT; THEN RETURN SWITCH TO OFF. PROLONGED
USE OF THE HEATERS ON THE GROUND COULJ) CAUSE: THEM TO MELT.
30-21-2 Mar 1/70

Page 20;!
SA B R E LI N E R
MAINTENANCE MANUAL
PITOT HEATER SYSTEMS DESCRIPTION AND OPERATION
i. Airspeed Pitot Heater System
right pitotand airway

left airplanes, heads and checker the total air
e
temperature
h T
equipped
sensor
oheads
heating t are
on
with electrical elements

prevent icing. The heaters are operated on the ground by positioning the
"PITOT STALL WNG" switch at ON. When the airplane is air-borne, the
heaters are energized as soon as the main gear- struts are extended, bypassing
the "PITOT STALL WNG" switch. (See figure 30-30-1 or 30-30-1A as applicable.)
When the airplane is on the ground, actuating the "PITOT STALL WNG" switch
I to ON provides power from the "LH PITOT HT" circuit breaker to energize the
left airspeed pitot head heater and power from the "RH PITOT HT" circuit
breaker to energize the right airspeed pitot head heater. (See figure
30-30-1 or 30-30-1A as applicable.)
On takeoff, as soon as the main gear struts are extended, the heaters for
the pitot heads are energized. The "PLTOT STALL WNG"
bypassed switch is
as follows: the left generator monitor (LGM) relay
energized when the is
left de generator is functioning normally, and the right generator monitor
(RCM) relay is energized when the right de generator is functioning normally.
I Therefore, when either or both engines are operating, power from the "EPR
PITOT STALL WARN HTR CONTROL" circuit breaker is routed through the LGM or
RGM relays to the main gear load monitor (MGLM) relay. When the airplane is
on the ground, the MGLM relay is energized, preventing power from energizing
the pitot heater power (PHP) relay. Extending the main gear struts (take-
off) de-energizes the MGLM relay, providing power to energize the PHP relay.
Energizing the PHP relay routes power through the PHP relay contacts (by-
passing ~he "PITOT STALL WNG" switch) to energize the left and right air-
s.peed pitot heaters and on airway checker airplanes, providing power to
energize the total temperature sensor (TTS) relay. When the TTS relay is
energized, power from the "TOTAL TEMPERATURE SENSOR HTR" circuit breaker is
routed through the contacts of TTS relay to energize the heater element or
total air temperature probe on the le9t side of the airplane at fuselage
station ~2.
CATTrION: TliE AIRSPEED PITOT HEATERS STiOUL;D NOT BE OPERATE~

ON T!~E GROUND, BECAUSE TIIE EPR (ENGII~E PRESSURE RATIO) PITOT
i:ATEIiS ARL" ALSO EIVERGIZE~.
~O NOT TOUCH ANY ONE OF TIJE FOTTR PITOT I~ATERS IF TIIEY T-II~3rE BEETU’
ENERGIZE~; SEVERF: BURNS CAN BE TIIE RESIIZT OF TOUC!IING.
2. Engine Pressure Ratio Pitot Heater System
Two pitot heads are leading edge of the vertical stabilizer

installed in the
to indicate ambient pressure’ for the engine pressure ratio (EPR) system.
Electrical heating elements protect these pitot heads from icing conditions.
These heaters can be manually operated on the ground by sctuating the
"PITOT se STALL WNG" switch to OTJ. When the airplane is air-borne, the
heaters are energized as soon as the main gear strut~ aro bypassin~
the "PITOT 8e STALL WNG" switch.
Jun 28/74 30-30-0

Page 1
SABRELINER
MAINTENANCE MANUAL
ESSENTIAL Z8V DC SECONDARY 28V DC
LH PITOT HTR EPR PI TOT 8

7~ ’b RH PITOT HTR
IRH OVHD P~FT DC ESSENTIAL STALL WARN 1 I (RH CONSOLE CKT BKR PANEL)
CK’I BKR PANEL) (RH OUTBO OVHD
CKT 888 PANEL)
83 13
OFF ri
(ssa3)
GEN
82 i YB~-7 PITOT 8 STALL
WARNING
(ANTI-ICE
HL)MGL(I
MONITOR
NO´•
(ENERGIZED WHEN Cii
DC GENERATOR IS
FUNCTIONING
A2 Y ON (STA 333) NORMALLY)
CONTROL PANEL)
Al
I 811
HR I I ~R
a2 7_81 .ONEt
MONITOR
1 IR~M)
(ENERGIZED WHEN Rn
DC GENERATOR 15
FUNCTIONING
X2 (STA 333) NORMALLY)
PITOT HEATER
PITOT HEAT ELEMENTS POWER
(RH AND LH PITOT HEADS) (PHP) I
01
(STA 143 RH)
(ENERGIZED WHEN
3 RLOADED)
AEGNIAM
a j
u*lw GUR LO*O
MONITOR NO. 1
STALL WARNING (MGM)
GROUND CONTROL /STA 143 RH)
ISTA 143 Rn)~ 5770153-21~
Pitot Heating System Electrical Schematic NA-370-~ Through -6, -8 and -a
30-3c-o Figure 30-30-1 JU1 6/73

Page 2
SABRELINEFZ
MAINTENANCE MANUAL
28V OC ESS 8W 28V DC SECONDARY BUS 28V OC ESS 8US
08815 08820 CBSg* (calu~

08134
Ln P(TOt Rn P1TOt
HEATER I HEATER EPR PITOT TOTAL TEMP
STALL WARN. SENSOR HTR
nTRcONTROL
14
14
12
ENERGIZED WHEN LH
DC GENERATOR IS
FUNCtlONING (Ksn)
K525
NORMALLY
LH GEN
MONITOR
NO.1
(STA333)
e3
82
B1
AJ !pP13
at 1 12
ENERGIZED WHEN RH
(ssss)
SEES
OC GENERATOR
15
P1TOT AND STALL IS2

FUN(TrlONINO NORMALLY C~
K525
WARN.
RH GEN
(STA It? CL)
MONITOR
NO. t
(STA 333)
14
ENERGIZED WHEN IS hX1

MAIN GEAR LOAOED
ctl (~728)
](728
UX1
MAIN GEAR
LOAD MONITOR
NO.1
(StA 143 RH)
xl
SS103
TOTAL F
K1OZ1 AIR TEMP t i
(STA
P)TOT HEATER B 1!
3
-95
1 HTR ELE~HENT
POWER
nRtags 21 IlS
(STA 148 RH)
KlObt
2
LH P(IOT´•STAtlC
STALLWIRN.AND
NBE HEATER
CnRloto)
HR1010 EPR HEATER
CK104)
Kt04
GROUND CONT
RH P(TOT´•ST*TIC L I TOTAL
(STA 150 RH1
TUBE HEATER TEMP
SENSOR
AIRWAY CHECI<ER AIRPLANES

suol I.´•s~
Pitot Heating System ElectrFcal Schematic

NA-370-r and -7 and ~A-380-1 and Later
Jun 28/7L Bigure 30-30-1A 30;30-0
Page 2G
SABRELINER
MAINTENANCE MANUAL
STALL WI\JG" switch

When the airplane is on the ground, actuating the "PITOT
to ON provides power from the "LH 8e EPR CONT PITOT HIT" circuit breaker
to energize the EPR heater (EPRPK) relay. Energizing the EPRPH relay
from the "EPR PITOT IITR RH" and ~’EPR PITOT I~TR LH" circuit
provides power
breakers to energize both right and left EPR pitot head heaters. (See
figure 30-30-2.)
On take-off, as soon as the main gear struts are extended, the EPR pitot
head heaters energized.
are The "PITOT sc STALL WNG" switch is bypassed as
follows: the left generator monitor (LGM) relay is energized when the left
de generator is functioning normally, and the right generator monitor (RGM)
relay is energized when the right de generator is functioning normally.
Therefore, when either or both engines are operating, power from the "LH
EPR CONT PITOT HT" circuit breaker is routed through the LGM or.RGM relays
to the main gear load monitor (MGLM) relay. When the airplane is on the
ground, the MGLM relay is energized, preventing power from energizing the
pitot heater power (PHP) relay. Extending the main gear struts (take-off)
de-energizes the MGLM relay, providing power to energize the PHP relay.
Energizing the PI~P relay routes power through the PHP relay contacts (by-
passing the "PITOT sc STALL WNG" switch) to energize the left and right EPR
pitot heaters.
CAUTION: T!IE EPR PITOT HEATERS SHOULD NOT BE OPERATED CONTINLTOUSLY ON TIIE
GROUND, BECAUSE THE AIRXPEED INDICATOR PITOT IIEATERS ARE ALSO
ENERGIZED.
WARNING: DO NOT TOUCH ANY ONE OF TEIE FOUR PITOT NEATERS IF THEY IIAVE BEEN
ENERGIZED; SEVERE BURNS CAN BE TWE RESULT OF TOUCHING.
Jun 28/74 30-30-0

Page 3
SABRELINER
MAINTENANCE MANUAL
ESSENTIAL 28V DC
EPR PITOT d‘ EPR PITOT

EPR PITOT
LH PITOT HTR HTR RH HTR LH
STALL WARN
(RH AFT OVERHEAD (STA 333) (STA 333)
(851 OUTED
CKT BKR PANEL) I I 1 OYHD CI(T
BKR PANEL)
A3 OFF
PITOT 8 STALL
WARNING
"2
(5519) ON
(CENTER FWDOVERHEAD Al
CKT BKR PANEL)
(1)
(3) 3
1~ 4(5)
X1
i))
(8) IX2 (7!

as (a)
RH EPR PITOT HEATER (HR516) 52
(4) ai
(5Tn 485 CL)
´•I
..II
(jl
*1
’II I
LH EPR PITOT HEATER (HRS15) EPR PITOT

(STA 485 CL) HEATER
(EPRPH)
(16~
(14) ~3
ri(1z)
GEN
MONITORLH
ENERGIZED WHEN LH DC
GENERATOR IS FUNCTIONING
Az, !,Al I L NORMALLY
02 C1
41 I.. 1 (16)
(14) A13
rl
XI 1(12)
RH GEN x~
PITOT HEATER MONITOR
POWER N0.1
(PHP)
ENERGIZED WHEN RH DC
(STA 143 RH)
GENERATORISFUNCTIONING
NORMALLY
12
~,,I_I MAIN GEARLOAD

MONITOR NO. 1
NOff ENERGIZED WHEN
Where two relay contact numbers are given, the MAIN GEAR LOADED
(STA 143 RH)
numbers in parentheses are for Airplanes Serial
No. NA-370-1 and -7, and NA-380-1 and later.
The numbers without parentheses are for Air-
planes SerialNo. NA-370-2 through -6) -8, 5310-2-51´•21(
and -9.
Engine Pressure Ratio Pitot Heating System

30-30-0 Electrical Schematic Jun 28/74
Page 4 Figure 30-30-2
SA B R E LI N E R
MAINTENANCE MANUAL
PITOT HEATER SYSTEMS TROUBLE SHOOTING
i. Trouble Shooting Pitot Heater System
A. AIRSPEED PITOT HEAD OR EPR PITOT HEAD HEATERS DO NOT HEAT WHEN "PITOT
STALL WNG" SWITCH IS ACTUATED ON GROUND.
(1) Defective pitot With electrical power on Remove defective pitot

head heating element. airplane bus, actuate head if electrical
"PITOT STALL WNG" power is available at
switch to ON and check pitot pitot head and heater
heads for heat does not operate.
I 8c
(2) Defective
STALL WI\TG"
"PITOT
switch.
See
or
figure 30-30-1, 30-30-1A
30-30-2; then with power
Replace switch.
on 29-volt de essential
bus, actuate switch and

check for power on both
switch contacts.
B. AIRSPEED PITOT HEAD OR EPR PITOT HEAD HEATERS DO NOT KEAT WHEN AIRPLANE IS
AIR-BORNE AND "PITOT STALL WNC;" SWITCH IS NOT ACTUATED.
I in
(1) Relay K728 stuck
energized position.
See
or
figure 30-30-1, 30-30-1AIReplace relay.
30-30-2. Place main gear
load switches in un-
loadedposition. Apply
power to 28-volt de bus.
Check for continuity
between contacts D2 and
D3 of relay K728.
(2) Relay 30-30-1A

I in
K1021 stuck
de-energized position.
See
or
figure 30-30-1,
30-30-2. Jumper pins
F2 to Fl of relay K525
Replace relay.
or K526; then place
main gear load switches

in unload position.
Apply power to 28-volt
de bus. Check for con-
tinuity between contacts

Al and A2 and B1 and B2
of rela K1021.
Jul 6/73 30-30-1

Page 101
SABRE LINER
MAINTENANCE MANUAL
PITOT HEATER SYSTEMS MAINTENANCE PRACTICES
i. Operational Checkout of Airspeed Pitot Heater System
A. Checking Manual Operation or Airspeed Pitot Heaters
"LH EPR CONT PITOT HT"
"RH PITOT HT"
I "TOTAL TEMP SENSOR HTR""
(3) Position "PPlOO STALL WNG" switch to ON.
I (3An) Have assistant

lage station 62
place hand
LH and
on
check that
total air temperature
heat is present.
sensor at fuse-
(4) Have assistant place hands on pitot heads and check for presence of
heat. Position "PITOT STALL WNG" switch at OFF when pitot heads
feel warm.
(5) Remove external power.
i3. Checking Automatic fu.nction and Operation of Airspeed Pitot Heaters
"RH PITOT HT"
I "TOTAL T~MP SENSOR HTR""
Disconnect right and left main gear load switches at left and right
main gear strut scissors. Keep switches in load position.
(3) Start right engine.
(4) Have assistant place hands on pitot heads. There should be no
indication or heating.
1 (4An) Have
that
assistant place hand
there is no
on
indication of heating.
total air temperature sensor and check
(5) Position right and left main gear load switches to the extended
(unloaded) position. An assistant should immediately check pitot
airwa3r checker airplanes the total air temperature
1
heads, and on
sensor, for presence of heat. The heat should be felt within

10 seconds.
Airway Checker Airplanes
Jun 28/74 30-30-2

Page 601
SA B R E LI N E R
MAINTENANCE MANUAL
(6) Position right and left main gear load switches to loaded position.
The pitot heads should cool off (no heat indications).
(7) Deleted.
(8) Shut down right engine.

(9) Start left engine. Repeat steps (4) and (5).
(10) Shut down Left engine, and connect right and left main gear load
switches.
(1L) Remove power from airplane.
2. Operational Check-out of: Engine Pressure Ratio_ Pitot Heater System
At Checking Manual Operation or EPR Pitot Heaters
"LH EPR CONT PITOZI HT"
"EPR PITOT I~TR RH"
"EPR ~ITOT LH"
(3) Position "PITOT STAI;L WNG" switch to ON. (See figure

30-30-1 or 30-30-1A as applicable.)
(4) Have assistant place hands on EPR pitot heads and check for
presence of heat. Position "PLTOP STAU WNG" switch at CFF
when pitot heads feel warm.
(5) Remove external power.
B. Checking Automatic Function and Operation of EPR Pitot Heaters
(1) Make sure the following circuit Sreakers are engaged:
"EPR PITOT E~TR RH"
"EIII PITOT HTR LH"
"LhM)ING GEAR POS"
(2) Disconnect right and left main gear load switches at left and right
main gear strut scissors..Keep switches in load position.
(3) Start right engine.
(4) Place ladder by left side of empennage and have assistant place
hands on EPR pitot heads. There should be no indicatior, of
heating.
130-30-2 Jun 28/74

Page
SABRE LIIVER
MAINTENANCE MANUAL
(5) Position right and left main gear load switches to extended
(unloaded) position. An assistant should immediately check EPR
pitot heads for presence of heat, The heat should be felt within
10 seconds.
(6) Position right main gear ~load switch to loaded position. The EPA
pitot heads should cool off inc heat indications)
(7) Position right main gear load switch to unload position, and left
main gear load switch to load position. The EPR pitot heads should
remain cold.
Shut down right engine, remove ladder from left side of empennage,
and position right main gear load switch to load position.
(9) Start left engine. Repeat steps (4) and (5), approaching empennage,
from right side.
(10) Shut down left engine, and connect right and left main gear load
switches.
(11) Remove power from airplane.
Msr 1/70 30-30-2

Page 603
SABRE L1NER
MAINTENANCE MANUAL
WIT\SDSHIEL;D ANTI-ICING SYSTEM DESCRIPTION AT\JD OPER4TION
i. Windshield AC-powered Rnti-icing System
A. Windshields
Two heated windshields (left and right) of either glass or acrylic are
used on the
airplane. Each windshield panel contains a single integral
conductive-coated heating element on the inner face of the outside
laminate, next to a vinyl interlayer. %or maximum bird-impact strength,
the vinyl interlayer must be maintained at an optimum tenrperature. Two
temperature-sensing elements, embedded in the vinyl layer of each panel,

are used with the windshield temperature controller to maintain optimum
temperature. One of the sensors is for temperature regulation, jnd the

other is for overtemperature indication and protection. The
of each ten!~perature-sensing element used with either the acrylic or the
glass windshield is 336 (+3) ohms at 11S"F for the acrylic windshielj,
or 105"F for the glass, with no sensor heating due to current flow in
the sensor circuit. Xensitivity- of the sensors is about 0.7 ohm for
each degree Fahrenheit of temperature; therefore, either type of ~ina-
shield (Blass or acr3ilic) may be used with the temperature controll_er.
B. Windshield IIeating Inverter Power
The windshield heating inverter power is supplied by

inverter, the T\Jo. 2
which has 2500-volt-ampere (VA) rating
a heating
for normal windsh-ield
system operation. Windshield heating emergency power is supplied by the

instrument inverter, which has a ra.t;ing of 750 V~4. The maximum power
used by the windshield anti-icing system is 2900 ~JR (noncontinuaus) for
normal system operation. The maximum power used for emergency operation
is 750 VA, which provides reduced power to only one windshield. If the
TJo. 2 inverter fails, the instrument inverter takes over ´•d.nd an external
automatic relay circuit connects the power output of the temperature
controller to a, transformer. Output of the transformer, at reduced
volta,ge, applied
is heatingto the element of one of the windshield
panels. The transformer is required because of the reduced (750

power output of the instrument inverter. Power output for the No. 2
inverter and instrument inverter is Y-connected with 200-volt connections
from phase A to phase B when used for windshield heating.
C. Windshield Temperature Controllers
Two windshield temperature controllers, in the nose section tone for

each win~shield), are provided to monitor and control windshield tem-
perature. The controller provides external indication of windshield
power off and windshield overheat. Power to the windshields is auto-
matically reduced to zero if an overheat condition is sensed. An
integral test switch and indicator light is provided on the controller

to test the overheat protection circuits. Adjustment potentiometers
are provided for adjustment of temperature control and overheat.
´•1 i’
;;~I-,, AS
Mar 1/70 30-40-0

Page I
SA B R E LI N E R
MAINTENANCE MANUAL
D. Transformers
A voltage step-down autotransformer is provided for each windshield to

reduce the maximum load under
emergency conditions with instrument
inverter power. Each transformer has three output voltage taps to pro-
vide for variations in individual windshield heating element resistance.
E. System Control
A rotary switch is used to control the on-off operation of the windshield

heating system. With the switch positioned at BOTH, each of the two
windshields is provided with full power. In case or No. 2 inverter
failure with the switch at BOTH, reduced emergency power from the instru-
ment inverter is available only to the left (pilot’s) windshield. With
the switch at LH or RK, either full normal or reduced emergency power is
available to the selected windshield.
F. System Caution and Indicator Lights
A windshield power-off light and a windshield overheat caution light are

provided each windshield, and an inverter No. 1 power-off light and
for
an inverter No. 2 power-off light are provided to indicate power source
availability for windshield heating.
G. System Tes"2
A push-button test switch is provided in the cockpit to test the wind-

shield overheat protection circuit in each windshield temperature con-
troller. When the test switch is depressed, both windshield overheat
caution lights should come on.
2. Windshield DC-powered Anti-icing System
The pilot’s copilot’s side windshields and the right and left overhead
and
windshields equipped with conductive-film type heating elements.
are Anti-
icing, antifogging, and bird-impact-proofing are accomplished by maintaining

the right and left overhead windshield and the pilot’s and copilot’s side
windshield vinyl laminate at 75"F (’50F)´•
DC power for the right and left overhead windshields, copilot’s side wind-
shield and pilot’s sliding windshield, is supplied by the secondary 28-volt
de bus. These windshield panel heating elements are an integral conductive
coating on the inner race of the outside acrylic laminate next to a vinyl
interlayer. Two temperature-sensing units are embedded in the right and left
overhead windshields and copilot’s side windshield. One unit controls the
panel heat; other, because of overheat, illuminates a windshield over-

the
heat caution light on the caution-warning light panel. The pilot’s sliding
windshield has no embedded temperature-sensing units. This panel heater is
controlled by the heat control temperature-sensing unit that is embedded in
the copilot’s side windshield. There is no overheat indication for the
pilot’s sliding windshiel~. (See figure 30-40-lc~ 30-40-1Aas applicable.)
30-40-0 Jul 6/73

Page 2
SABRELINER
MAINTENANCE MANUAL
The four panels are controlled by the "SIDE WSHIELL~" anti-ice control switch
simultaneously; there is no panel selectivity, Actuatil?g the
switch to ON de-energizes the windshield heat control relay (~649!: allowing
power from the secondary 2~-volt de bus to energize the heaters and the heat
control temperature-sensing units. The primary 2a-volt ~e bus energizes the
overheat temperature-sensing unit. The heat control temperature-sensing unit
opens at 88"F (t5"F) and closes at 79"~ (~4"F).
I The overheat temperature-
sensing unit closes at 155"F (i-50Fi and opens at 145"F (’c5"B).
~ug 1177 3o-4c-o

Page 3
SABRE LINER
MAINTENANCE MANUAL
LH CONSOLE CIRCUIT-BREAKER PANEL 28v DC ESSENTIAL

av DC ESSENTIAL D3 I t RH CONSOLE CIRCUIT-BREAKER PANEL
DZ
WINDSHIELD
NC.
REFER TO CHAPTER 24 "AC lNVERTER SYSTEM ~NTI-ICE-
WINDSHIELD WINDSHIELD ELECTRICAL SCHEMATIC" FOR RELA’Y ACTUATION
82 83 IND CONTROL
ANTI-ICE- WTI-ICE- NO. 3 28V DC SECONDARY
NO. 4 P REFER TO CHAPTER 24 "AC INVERTER SYSTEM
CONTROL-LH’ P CONTROL-RH RH WSHlELD
B1
RH WSHIELD A3
ELECTRICAL SCHEMATIC" FOR SWITCH DECK NOT SHOWN
EMERGENCY Al
XTMR SIDE wSHLD SIDE WSHLD
OFF N0.2 nl
I´• HT-LH t ´•F C~HT-RHt
31 ~1217)
K1237 Cs RH LH 1
32 80T~ C2 I 3
WSHIELD wlnlELD .3 SIDE WINDSHIELD
F3T 1 I I I I I 1
O 33 LN T D3 FZ
T ro~cl
X1
3
POWER POWER OFF ´•Z 42 HEAT CONTROL
i~Al
!1 D2
ot
FI OFF
T"j)
K12)8 ~1(649)
K649
34 RH E3 K1U9 IIDE
I TO LN E2 82
a 42 7
WSHIELD WINDSHIELD
c2 El i~81
21 EMER NO. 2
5617 OFF
22 i~C1 (X1) D3
st
02 1
J I B Y PI~PI
23 I I 82 D1 I I I i I I 1 I I I ON
I
B~
20 i RH WINDSHIELD CONTROLLER
i 024
Cs~fT3i)
55551 ~sssa)
55553
F*l IY1IELD( HO 2INY FIIL C .I( P Y L I F L G O tLDIEI (fl’F) CL(IIEI 790F ICIOF)
COHT i a,
(~1217) L´•
CLOSEI1IS’F OPIHS B(’F itlDF) OPENS 880F (tSOF)
(Y11)
5614 U P1294 UsOF)
~1218) at OPENS 11SOF
LH SIDE UPPER RH SIDE UPPER
NEATER 8 8 A rl (fSOF)
WINDSHIELD TEMP SENSOR
ELEYINT TEYP SEWIOR
83
Cfi~
55526
sl I I I I I I I I I I I I I I I I I Il5v Ac LH SIDE UPPER RH SIDE

t C3 ESSENTIAL RH SIDE UPPER
c WINDSHIELD 13.75 R
ct blOdni
C1 D, o3 UPPER HElfER ELEYEHS *IHDSHIELO
B TEMP
D1 D2 WINDSHIELD n HEATER ELEMENT
13.75
rc*yla INY)P HR18
nl .ol I OVERHEAT r~l.mnl
C3 L r HRSIO
CZ C3 SENSOR
A al
ct
RH WINDSHIELD
cl
83 i I C1 WINDSHIELD ANTI-ICE- 55525 RH SIDE
s2 xl
RH EYERteNCI r------~ rlHDSnlELD CLOSES 790F
Lo*En
F B1 83 i~lOF) 55552
X2 82 ANTI-ICE- OPENS 880F (’50F) TEMP
WINDSHIELD
D D3 Bi A A RH SIDE SENSOR
1 POWER OFF CONTROL- RH
D2 LOWER
E n3 e.71R~I.JR) 8.71R(+1.3R)
RH wSHIELD Al WINDSHIELD
EMERGENCY Al OVERHEAT
IEHSOR LH ILIMHt LOPER
Rn III)E
PIAI 1HIT IHV DELTI. YIE X1 IHDYIIELD
*)IDlnlELO ~HTI-ICE- CAUTION A A
AI WINDSHIELD WINDSHIELD WINDSHIELD
Wf-IH
wrr (WVERTER ~1210) X2
Rn YORY*L’ LIW(T OYERHEAT (ssszd) HEATER HEATER ELEYENT
PUIEL TEIT ELEYENT
(Dlcloil
01002
RH *SHIELD
HR509
A3 NORMAL
wlNDSHIELD
A A
51024 LH SIDE (HRS67)
HRS07
UPPER
n2 HOT-Ln
WINDSHIELD
L1 (1122~
K122)
OYERHE*T TO LY *S.IELD
D3 EMERGENCY (81)
~1222)
1(1222
TO LN I i D3 WINDSHIELD SENSOR
D2
D2 WINDSHIELD
wSNlELD D1 A A ~NTI-ICE-
XFMK POWER OFF-LH ND. 3
D1 CONTROL-LH
r
(THW)
C3
Cl CZ L 1 CAUTIOI(
Llcnr
NO.~ N0.2
WINDSHIELD ANTI-ICE- n A LH
i C1
83 PANEL WSHlELD
D LH EMERGENCY’
82 83 LH WINDSHIELD
82 DSIM) XFMR
e~ B1
a
C2
H~lifil
TEYP OVIIIHLLI HOT*UX
*1
(-TS")
TS08
A3 S~NIOI A2
E~EYENT ~E.IDR
*2
Al
82_IpY~ I *1
F .B1,. LH WSHIELD 83
r’ xl WINDSHIELD *NTI-ICE-
EMERGENCY In
a3 LHNORMAL’ 81
AZ K1222 82
Al
D3
ckL
or
I _D3 1 I I ILH WSHIELD HORMAL
L- RIA )8 IA
PJ or
i 02 I LH
c or (I(lltt) 03 WSHlELD
L 5 F E C D K J 8
P129) N A C H R P M EMERGENCY
Cl
no. 2 INV O NO.2
PIM)I
(1121P)
K1219 Ln *INDYIICLD COHTROUER
TO NO. 2
INv FIIL K1236
*o 1 urema
181) *c~41
(olmo)
D1000 42
slle2srl,*
Winashield Anti-icing System Electrical Schematic

NA-370-I Through -g
Jul 6/73 ".igure 3C;-4C-1 ~o-lcrj-C:
Page 5
NA-69-420
MAINTENANCE MANUAI,
28V DC ESSENTIAL 28 DC ESSENTIAL
I CAPISTOW D --7 14 016
NO. 1
~i L~1
WINDSHIELD dWINDSN1ELD WINDSHIELD
Iii *Nfl-ICE-
*N’TI-ICE- Y ANTI-ICE- N0.3- 1 6 IA8
cowrRol-Ln i~ CONTROL-RH IND CONTROL IB
T HnnlEL071L4 2sv DC SECONDARY
o EMERGENCY 3
OFF I I I I No. 2
´•5 UPPER SIDE LOWER SIDE
31
81237 lINWWnE*TERINaF ´•bY1HOOWHEITERS~
a eoIH p
ill Rn LH
TRANSFER 3
13 1 WSHIELD WSHIELD
033 LH r 16 1 I I ICONTROLNO.IO IS
3
POWER POWER OFF A2 3 SIDE WINDSHIELD
a 1~ 1 NEAT CONTROL
K1051 ~F
12
uau a (x~na]
Kla8
(K64Q)
K64Q
I 11 6 I(1UP
1 6
9 2 7 u,
,1
WINDSHIELD
;´•13 ´•5
8 1 I I 1 3 5617 OFF
J K 8 N P1ZP1
23 L 1 6
4 1 I i I _’its ON
20
i 024
i
AC TRANS FER I I I I I I I RH WINDSHIELD CONTROLLER
CONTROL NO. 2 Iii
FWD WSHIELD HO. 2 INV FAIL 55551 55553
CONT c I nR i L IFT C D
O CLOSES IPDF ~OF)
C~ 5614
(r1218)
K1228
1
1
PITP~ CLOSES IUOF
~PF)
DPEUS BkF ~PF)
CLOSES 790F (flOF)
OPIHI BBDF ~PFI
i
OPENS IJSOF
CI 1 I I i I I 1 1 I I I BT T~-Te TA LH SIDE UPPER Rn SIDE UPPER
B ELEYENT TEMP SENSOR TEMP SENSOR
8
A~ I I I I 1 6
(55526)
55526
rs
115V AC
11 1
14 16 ESSENTIAL
F 1
16 RH SIDE LH SIDE UPPER
13.75 R
12 14 TEMP OVERHEAT HEATER ELEMENT RH SIDE UPPER
D 1 UPPER (fZ.06R)
1.12 Y*TP l~li)el 13.750 HEATER ELEMENT
lie
~VrRnllr
E 5 11
9
9
J ll1r0l 620nl
SENSOR
13 11 RH WINDSHIELD <HRSIO)
HRSIO
61 i~13 WINDSHIELD ~NTI-ICE-

15
P12P~
1
an EYERCENCI W
r------. *IHDWIELD
(rs52s)
55522 Rn SIDE
INST INVERTER
!L1C 2 3 CLOSES 790F (+40F) LOWER
16 5 WINDSHIELD ANTI-ICE- 55552
14 1 A OPENS 88"8 ~50F) TEMP
POwE R OFF- A
D1002 CONTROL- Rn~ an SIDE I I SENSOR
RH WSHIELD a
K1220 6 LOWER
EMERGENCY 4 8.7100r1.30) 8.710 01.38)
OVERHEAT
INST INV OELTA WYt O
K1224 ’5 w~NDSHIELD SENSOR
*IHDWIELD *NT1´•ICE- IIUTI(HI LH SLIDING
RH NORMAL D HOT-RH ´•I WINDSnlELD RH SIDE LOWER
2 LIGHT WIHWW
c)-O OYERI(E*T
r PANEL
TEST
(~ILI) HEATER HEATER ELEMENT
C2’C3
J´•PB-+ RH *Y(IELD ELEIIWT
HRSOP
.CO- 1 WORMAL IIINDSHIELD
3 A LH SIDE HRH)7
HOT-LH
I B3 5 UPPER
82! N0.2 INV
F
OVERHEAT
DELTA WYE P 16
SENSOR
TO LH WSHIELD
I ~o -le 14
12 14
16
WINDSHIELD WINDSHIELD EMERGENCY (4)
81222
K1219 A n
NO.SiNo.
A2’ POWE R OFF-L *NTI-ICE-
12
A~-O Al 9 CONTROL-LH O NO. 3
II P r
Dz I
D3 13 11 L___l__l 1´•~´•lo´• o
1
i~13 WINDSHIELD ~NTI-ICE- LIGHT
D or a Lt(
b
LH EMERGENCY O PANEL
B LH WIHDSnlELD O WSHIELD
3I~il
L 4
plWl
NO. 2 INVERTER
i"
2
1
HEATER
ELEMENT
""P
SENSOR
OY.RI.*T
SENSOR
.INDIWIELD
HOT AUX
I~ XF*.
("P")
TS08
olooo~ Iii 5
P
O O LH WSHlELD
Is
WINDSHIELD ~NTI-ICE-
5~i O --1 CAP/SfOW
rltu
;L
o
115V
nCii: TO LH
(I1U1)LH
1(1221
WSHIELD HORYAL
L -~IA 16
9
114 1 LH
WSHIELD
(T5O8)
T5O8 WSHIELD 01293 N A C H a p u L S F E c o K J B
2oevnC lo XFMR 13
111 /N0.2EUeRGeNCY
LH WINDSHIELD CONTROLLER I I I Is
(K12j6)
81236
P1001
NO.Z INVERTER
(01000)
01000 o
NOTES
O AIRPLANES WITH SOLID STATE INVERTERS AFTER 10 LH CONSOLE CIRCUIT-BREAKER PANEL p REFER TO CHAPTER 24 ..AC INVERTER SYSTEM
O AIRPLANES WITH SOLID STATE INVERTERS S/B 40 ELECTRICAL SCHEMATIC.. FOR SWITCH DECK NOT SHOWN
p REFER TO CHAPTER 24 ’.AC INVERTER SYSTEM

O AIRPLANES WITHOUT SOLID STATE INVERTERS B LY CONSOLE CIRCUIT-BREAKER PANEL ELECTRICAL SCHEMATIC" FOR RELAY ACTUATION
g-
Windshield Anti-icing System Electrical Schematic
S/N 380-1 and Subs
Figure 30-40-1A 30-40-00
Page 7/8 Blank.
0 COPYRIGHT, 1984 BY SABRELINER CORPORATION May 31/84
SA B R E LI N E R
MAINTENANCE MANUAL
SVS~EM TROUBLE
i. Trouble Shooting Windshield Anti-icing System
PROBABLE CAUSE TSOLATION PROCEDURE REMEDY
A. WINDSHIELD PANELS NOT HEATING.
I (1) Open or shorted See figure 30-4b-1 or -1A Replace applicable

windshield temperature for ohmic values; then check panel. To replace
sensing element. heating elements and tempera- windshield panel, re-
ture-sensing elements for an fer to Chapter 56.
open shorted circuit,

or
using an ohmmeter.
(2) ~efective wind- Perform testing and adjusting Replace temperature

shield temperature con- windshield Anti-ice System cantrol.
trol. using the Leland TEH-209-4 or
-5 windshield control system

tester.
If heating element is
(3)Open conductive Perform testing and adjusting
film-type windshield windshield Anti-ice System Open, replace wind-
heating element. using the Leland TEH-209-4 or
Shield panel. (Re-
windshield control system rer to Chapter 56.)
tester.
(4) cefective sc Check ac inverter system

inverter. operation. (Refer to
Chapter 24.)
Perform continuity check. Repair electrical

(5) ~erective wiring
(See figure 30-40-1
I from
controller.
ac ir~rerters to
30-40-lA.)
or wiring as necessary.
B. WINDSHIELD HOT CAUTION LIG~T COMES C´•N.
NCTE: The following trouble shooting information is applicable for any or
all of the three windshield hot caution lights, unless specified.
(1) Temperature sensor Check sensor elements for Replace windshield

element faulty. open circuit, using an panel.
ohmmeter
Jul 6/73 30-40-1

Page 101
S C~ B FZ E L I N E:R
MAINTENANCE MANUAL
(2) Overheat temners- Check sensors in dc-power- Replace windshield

ture-sensing element heated panels for closed panel.
faulty. contacts. Check sensors
in ac-power-heated panels
smho)S~c(
for resistance or 300
(3) Heat control With ’~SIDE WSHIELD" switch at Replace windshield

t emp eratur e s ens in@; ON, temper-) panel.
check that control
element in windshield ature-sensing elements
heated by de-powered contacts open (no 28-volt de
heater defective. power at terminal "B") when
windshield temperature
reaches 88"F (r5"F)´•
(4) Overheat sensor Check overheat sensor Replace windshield

element in dc-po~ier- element for closed panel.
heated windshields closes contacts.
below desired temperature
of 155"F (~50F).
C. OVERHEAT CONDITION NOTED ON AC-POWER-HEATED WINDSHIELD, BUT WWDSHIELD

OVERHEAT CAUTION LIGHT DOES NOT ILLUMSmATE.
(1) 3efectF´•re over- Check sensor element Replace windshield

~eat temperature-sensing in windshield for panel if sensor
element. resistance or 300 (r~5) element resistance
f ohms. is not within limits.
30-40-1 Aug 1/77

Page 102
SA B R L i N E~ R
MAINTENANCE MANUAL
WIi(SDS~IIEI;D ANTI-ICING SYSTEM ,pll~4CTICES
i. Postinstallation and Test Adjustments
A. Windshield Resistance Check
CAUTION: WHENEVER A WINDSHIELD IS REPLACED, TI~ FOLLOW~G WI~NDSHIEZD

HEAT~NG ELEMENT RESISTANCE CHECK MITST BE MADE TO DETERMINE
WHICH TRCWSFORMEX’I1AP IS TO BE UTILIZED. IF THE PROPER
TRANSFORMEX TAP TS NOT CONNECTED, THE NEW WINDSHIELD MAY BE
DAMC1GED
The resistance of the heating element in the windshield determines the

terminal tap to be utilized on the windshield transformer. This
resistance will vary from one windshield to another. Whenever a wind-
shield is replaced, the heating element resistance should be checked
w´•ith a bridge-type ohmmeter to determine this value:
WINDSHIELD RESISTANCE Of~IS TPANSFOXMER TAP ~AC
23.3 to 26.0 2
26.0 to 27.9 3 142
27´•9 to 29´•7 4 148
B. Preliminary System Check
Before the system is operated after replacement of any components, the

inverter system and windshield heating system wiring and connections
should be checked for proper installation and continuity. Also, the
inverter ac poner output should be checked for proper values.
C. Windshield Overheat and Temperature Sensor Check
Each windshield has one overheat sensor and one temperature control
sensor. The resistance or each sensor should be checked with an
ohmmeter; resistance should be approximately 300 (+15) ohms at 600F,

Refer to figure
I
and should be a;bove ground with no shorted connections.
30-40-3 for resistance values at temperatures above or below 600~.
NOTE: The resistance of the sensors will vary with the temperature
and will. have a wide tolerance at normal ambient temperature.
act 3/77 ~o-k-e

Page 201
SAB1R E’LI N ER
MAINTENANCE MANUAL
D. Windshield System Caution Light Check
The resistance and proper polarity of the diodes in the windshield

system caution light circuits may be checked ~ith an ohmmeter as
follows: Disconnect plug P12q3 from left windshield controller. Con-
nect; negative lead of ohmmeter to pin "F" and positive Lead to pin "S"
or P1293. The ohmmeteP should read approximately 600 to 800 ohms.
the polarity of the ohmmeter connections is reversed, the reading should
be infinity. Disconnect plug P12q4 from right windshield controller and
make the same check on pins "S" and "F". The results should be the same.
P30TE: The polarity of the instrument used must be known to prevent a
I false
set on
reading. This check was performed using a Simpson 260
the R X 10 scale.
VOM
E. Lnverter Phase Rotation Check
The inverter phase rotation and proper connections may be checked with
a phase sequence indicator as follows: Connect; phase sequence indica-
tor to left controller disconnect plug P1293 with phase B to pin "d,~
phase B to pin ’’C," and phase C to phase C output of inverter. TE~e
phase sequence may be checked with either the No. 2 inverter or the
instrument inverter operating to supply windshield heating power.
2. Testing and Adiustin~ Siindshield anti-icine System the Leland_TEH-209-~ or
Windshield Control System Tester~
d. To properly check and adjust the windshield anti-icing system con-
trollers (Crarret-t P~3 607936-1-1), the Leland dirborne Products

TZH-209-~ or A load bank is provided with
-5 control tester is used,
the tester´•. locally manufactured cable (fig~a 30-?L0-2)
Kn additional
is also required to connect the tester to the system controllers. The
generator control switches and indicator lights on the tester are iden-
tified as follows:
(1) The Generator Off-On Switches are identified as "PLL3T" and

"CO-PTLOT" Generator Switches, These switches control power
from the airplane to the respective LH and R9 windshield
temperature controllers.
(2) The Generator Fail Lights when illuminated are used to indicate
the respective LH or IZH "WINDSHIEW BOWER OFF".
(3) The Generator Overheat lights when illuminated, are used to

indicate the respective LH or RE1 WINDSHLELD con-
dition.
B. To connect the TEH-20q-4 or -5 windshield control system tester, proceed

as follows:
(1) Place tester near nose of airplane, then remove load bank
and position so that heat radiated from Load bank is directed
away from airplane.
Oct 3/77
30-40-2
Page 202
SABRE LINER
MAINTENANCE MAN UAL
(2) Disconnect electrical connectors from controllers, then

connect locally manufactured cable (figure 30-40-2) to
controllers.
(3) Check that "CONTROLLER POWER" and "GENERATOR" switches on

tester are off, then connect trunk end of cable to tester.
(4) Disengage (Pull-out) the "INSTRUMENT INVERTER" circuit

breakers.
CAUTION: If the preceding step is not accomplished, damage

to the system may result.
(5) Apply external de electrical power to airplane.
(6) Place tester controls as follows:
(a) "MODE" switch at "MONLTOR".
(b) "METER FUNCTION" switch to "CO-PILOT DC-IN".
(c) "CON2920UER" switch at ON.
(7) Check that controller power indicator light is on, and that
voltmeter reads 24 to 30 volts, do.
C. Checking Windshield Temperature Control Sensor Resistance.
(1) To check left windshield temperature control sensor re-
sistance, position´•tester controls as follows:
(a) "MODE" switch at "PILOT TEST".
(b) "METER FUNCTION" switch at "PI~OT SENSOR".
(c) Position "AUX SENSOR" control to center null meter,

then read sensor resistance from "AUX SENSOR" dial.
(2) Using the resistance valve obtained in step (C), see figure
30-40-3, for proper resistance to temperature reading.
(3) To check right windshield temperature control sensor resis-

tance, position tester controls as follows:
(a) "MODE" switch at "CO-PILOT TEST".
(b) "METER FUNCTION" switch at "CO-PILOT SENSOR".
(c) Position "AUX SENSOR" control to center null meter,

then read sensor resistance from "AUX SENSOR" dial.
1 (4) Using
40-3,
the resistance value obtained in step (c) see
for proper resistance to temperature reading.
figure 30-
A~ 6/71 30-40-2
Page 203
SAB RE LI N ER
MAINTENANCE MANUAL
Checking Windshield Heater Element Resistance
(1) To check left windshield heater element resistance, position

tester controls as follows:
(a) "~a)DE" switch at "PILOT TEST".
(b) "METER FUNCTSON" switch at "PILOT HEBTER RES".
(c) Position "AUX SENSOR" control to center null meter, then

read heater resistance from "AUX SENSOR" dial.
(2) Using the resistance value obtained in step (c), after ignoring
the first digit of the reading (i,e., a reading of~325,5 will
be 25´•4) the resistance must be between 23.0 and 30´•5 ohms.
(3) To check right windshield heater element resistance, position

tester controls as follows:
(a) "MODE" switch at "CO-PILOTS TEST".
(b) "METER FUNCT~ON" switch at "CO-PILOTS HEATER
(c) Position "BUX SENSOR" control to center null meter, then

read heater resistance from "AUX SENSOR" dial.
(4) Using the resistance value obtained in step (c), after ignoring
the first digit of the reading (i.e., reading of 325´•5 will
a
be 25´•5) the resistance must be between 23.0 and 30´•5 ohms,
E. Windshield System Operational Check-out
(1) To check operating function of the controllers, position air-

plane and tester switches as follows:
(a) Place "ELECTRICAL MASTER" switch at ON.
(b) Place switch at ON.
(c) Place "INV~RTER’, switch at NO. i.
(d) Ensure that "CCNTROLLW" switch is at OFF.
(2) To check left windshield system, proceed as follows:
(a) Place "FWD WSHlELD" switch to LH.
(b) Place tester switch to "PILOT TEST" and adjust

"AUX SENSOR" ~on´•trol to 330 ohms,
(c) Place "CONTRO~LER" switch at ON. Check that controller

power indicator light is on.
30-40-~ Aug ~71

Page 204
SABRE LINER
MAINTENANCE MANUAL
(d) Place "METER FUNCTION" switch to "PTLOT DC-IN". Check for 2~

to 30 volts,
(e) Place FUNCTION" switch to "PILOT AC-IN". Check for 190

to 205 volts.
(f) Place "METER FUNCTlCN" switch to "PILOT AC-OUT".
(g) Place "PILOT GENERATOR" switch at ON. The volt meter reading
slowly increases to a full output (IqO volts minimum) in a
period of 100 1 20 seconds. Check that "WINSHIELD mnlR OFF-LH"
light, is out.
(h) Momentarily place "SENSOR" switch at SHORTED and at OPEN. In

either position, the sc voltage shall indicate zero volts.
(i) Adjust "AUX SENSOR" control to 336 ohms. AC voltage should

be 50~ 1 lok of the voltage reading in step (g). This reading
should be 120 to 155 volts.
(j) Adjust t)r9mC SENSOR" control to 333´•5 (cold windshield simulation)

ohms. Ensure that full ac voltage output is achieved within i
ohm of this setting (i.e. setting between 332´•4 ohms to 334´•5 ohms).
(k) Adjust "AUX SEmSOR" control to 338´•5 (hot windshield simulation)

+1 ohm. Check that AC voltage drops to zero.
(1) Slowly reduce resistance by adjusting the "AUX SENSOR" c ontr cl.
Complete AC voltage should be restored when helipot resistance
is below 333´•5 ohms.
(m) adjust "AUX SENSOR" control to 336 ohms. Check that dC voltage
is 120 to 155 volts.
(n) Loosen the locking device on the LH windshield controller over-

heat adjustment control, then rotate control counter clockwise
until "LH GENER~TOR OVERHEAT" light comes on, Rotate control
clockwise until light goes out. i"lonitor this position care-
fully, then rotate control clockwise 3.5 increments of the dial
divisions
(O) Engage overheat adjustment control locking device.
(p) Depress "WINDSHIELD OVERHEAT TEST" switch tin airplane or on

the LH controller). Check that "LH GENEEWTOR OVERHE~T" light
comes on and that .40 voltage drops to eero.
Aug 1/77 30_IL6o-2

Page 205
SA BiR E LI N E R
MAINTENANCE MANUAL
(3) To right windshield system, repeat steps (a) thru (q)

check
of E. (2),
When checking the right hand system, all tester
switch position will be GO-PILOT or RH as applicable.
(4) Remove external power from airplane.
(5) Disconnect tester cables from airplane and connect airplane

wiring to controllers. Close access doors.
Aug 6/71
Page 206
SABRELINER
MAINTENANCE MANUAL
KPTMOIF´•20-MP
I P R n 1( 1 6 c r I L u r a D
~Of
nl f
ULCD
a
61 I ~--------------´•C1 I I I F
16 6*0
I 666
1) 616
16 6611
16 660
16 6’66
IHTE~NATIM(IL
RECTIFIER
n I r ´•a n r 1 6 c r 5 L b( r c D
1086 RECT1FIER
~PTM06r´•2Q´•165
n a r I n r 1 6 c r 5 L a r a o
u *re I’
16 *WC
16 *wG
1( 6m
660
16 6WG
16 *WG
mU108E´•28.2~3
H I r I I´• J 6 C r 5 C Y 6 G D
KOTYalP´•20-16P
NOn
USE NULIBER 21 6’60 wlRE
UNLESS aTnERWISE SPECIFIEO
Windshield Temp Control Teet Cable

Bug 6/71 Figure 30-40-2 ´•30-~0-2
Page 207
SA8 R E LI N E R
MAINTENANCE MANUA~
OR&6 INd%b
As Recr~ived
By
Ag"p
I
B
240
10 20 3050 60 70 80 90 100 t10 120 130 140150
TEMPERATURg: (´•F)
The graph is for purposes of confirming
solely
of sensor ;md related wiring. Determination
of windshield temperature -reqndres conditions and
equipment not normauu aaflat~Jle at flight line mainten-
anoe and is not necessary, as controller calibration and
limit resistimce vahtes are well within the tolerance
range of all windshields.
Windshield Sensor Versus Windshield Tellrpersture

Conversion Chart
30~0-2 Figu~ 30110-3 s~

~age 208
SAE~R ELIN ER
MAINTENANCE MANUAL
r´•´• tional heck-out of Windshield Bnti-lcinw System-NA?70-2 thru -6

and -9 Airplanes
A. Check-out of Windshield Anti-Icing System
The Windshield Anti-Icing System check-out procedures consists of

applying removing electrical power to the windshield heating and
or
inverter system. This will ensure that the applicable caution lights
will illuminate and that the heating elements in the windshield are
operating properly. If it is found that the inverter change-over
system is at fault, refer to Chapter 24.
(1) Position all switches at OFF or in airplane-parked position.

Engage circuit breakers.
(2) Connect a 28-volt de electrical power source to airplane.
(3) Place "INVERTER" switch at No. i. Check that "AC INST PWR OFF"
and "BO. 1 INV OFF" lights go out,
(4) Place "FWD WSHIELD" switch at LH. Check that "~TO. 2

IlaV OFF"and
"WINDSHIEIS PWR OFF LH" lights go out.
(5) Place ’IFWD FISHIELD" switch at RH. Check that "WINDSHIELD PWR
OFF LH" light comes on and the windshield PWR OFF RH light
goes out.
NOTE: Ensure that the windshield panel temperature is

below 100OF before performing the following step.
This will allow the mechanic to feel the temperature
rise of both windshield panels.
(6) Place "FWD WSHIELD" switch at BOTH. Check that "WI~TDSHIELD PWR
GFF LH" goes out.
(7) Depress "WINDSHIELD OVERHEAT TEST" switch. Check that "WIT~SD-

SHIELD OVERHE~T" light comes on. Release switch.
(8) Check for heat on exterior surface of both RH and LH windshield

panels.
(9) Disengage (pull out) "NO 1 INV" circuit breaker. Check that "rJO.
1 INV OFF" and WLNDSHIELD PlnTR OFF-RH lights come on.
(10) Place "FWD WSHIELD" switch to LH. Caution lights should remain
the same as described Step (9).
(11) Place "FFID WSKIELD" switch to RH. Check that "WSHIELD PWR OFF-
RH" light goes out, and that "WSHIELD mFSR OFF-LH" light comes on.
(LS1) Disengage (pullout) "INVERTERS-PWR TRIP NC. 2" circuit breaker.

Check that "WINDSHIELD PWR OFF LH" and "NO. INV CFF" lights
come on.
Aug 1/77 30-40-3

Page 601
SA8RE LI FIER
MAINTENANCE MANUAL
(13) Place "FWD WSHIELD" switch to OFF.
(1~) Engage (push in) "NO, 1 and INVERTE~:RS-PWR TRIP NC. 2"
circuit breakers. Check that "NO. 1 INV OFF" and "NO. 2 INV
OFF" lights go out.
(15) Place "IMVERTER" switch at NO, 2. Check that "NO. 1 I?N OFF"
light comes on,
(16) Place "FWD WSHIELD" switch to BOTH. Check that

PWrZ OFF-RHI1 light comes on.
(17) Disengage (pull out) "INVERTERS-PFFR TRIP-NO. 2" circuit breaker.

Check that "NO. 1 INV OFF","NO. 2 INV OFF", "AC INST PWR" and
WINDSHIELD PWR OFF RH lights come on.
(18) Place
all snitches at OFF or in airplane-parked position. Engage
circuit breakers.
(19) Close all applicable access doors (Ff opened) and discc,mect ex-
ternal de electrical power.

2. 02?erational Check-out of Windshield Anti-Icing System-NA380 birplanes
A. Check-out of Windshield Anti-Icing System
The Windshield Anti-Icing System check-out procedures consists of

applying removing electrical power to the windshield heating anct
or
inverter system. This will ensure that the applicable caution lights
will illuminate and that the heating elements in the windshield are
operating properly. If it is found that the inverter change-over system

is at fault, refer to Chapter 24.
(1) Position all switches at OFF or in airplane-parked position.

Engage circuit breakers..
(2) Connect external electrical power to airplane.
(3) Place communication and navigation equipment switches to OFI~.
(4) Place INVERTER switch to OFF. Set FWD WSHIE~ rotary switch to OFF.
Check the following indicating lights on the caution-warning light panel.
i~l INV OFF Illuminated

i~2 INV OFF Illuminated
AC INST PWR OFF Illuminated
WINDSKIE~ PWR OFF rJi Illuminated
WINDSKIEI;D PWR OFF RIi Illuminated
WINDSHIELD ROT LH Out
WINDSHIELD HOT RE Out
30-40-3 Aug 1/77

Page 602
SABRELINER
MAINTENANCE MANWAL
(5) Place INVERTER switch to NO. i. Set FWD WSHIEI;D rotary switch to
BOTH. Check the following indicating lights:
#l SNV OFF Out

#2 INV OFF Out
~C IWST PWR OFF Out
WINDSHIELD PWR OFF LI-I Out
WINDSHIELD PWR OFF RH Out
(6) Momentarily de-press WSKIEI;D OVI~T TEST switch. Check the following
indicating lights:
ROT LII Illuminated

WINDSHIELD HOT RH Illuminated
(7) Place FWD WSHIFLD rotary switch to LH. Check the following i~dicat-
ing lights.
WINDSHIELD PWX OFF LH Out

WINDSMELJ~ PWR OFF RH Ill;uainated
(8) Place FWD WSRIELS rotary switch to RH. Check the following indi-
cating lights:
WINDSHIELD PWR OFF LH Illuminated

WTmDSHIELS PWR OFF RE Out
(9) Place FWD WSIIIEI;D rotary switch to BOTH. Open NO. 1 INVERTER TRIP
circuit breaker (2 amp). Check the following indicator lights:
ii~l INV OFF Illuminated

#2 INV OFF Out
AC INST PWR OFF Out
WINDSHIELD PT/JR OFF LH Out
WINDSHIELD PTIJR OFF RH Illuminated
NOTE: During inverter transfer the 3 inverter rail lights will

illuminate for approximately 5 seconds.
(10) Open No. 2 TRIP-INVERTER circuit breaker (2 amp). Check the

following indicating lights:
#1 INV OFF Illuminated

~2 INV OFF Illuminated
AC INST PWR OFF Out
WINDSRTET;D PWR OFF LFI Illuminated
WINDSRIEIS PWR OFF RH Illuminated
(il) Place INVER~R switch to NO. 2. Check the following indicating

Lights:
#1 INV OFF Illuminated

#2 ITSV OFF Illuminated
30-40-3
Aup 1/77
Page ~03
SABIIE LINER
MAINTENANCE MANUAL
~C INST PWR OFE’ Illuminated

WINDSHIET;D PWR OFF LH Out
WINDSRIE~ PWR OFF RH Illuminated
(12) Place FWD WSHTEIS rotary switch to RH. Check the following indi-
cating lights:
WLNDSHIELS PWR OFF LH Illuminated

WINDSHIET;D PWR OFF RH Out
(1´•3) Place INVERTER switch to OFF. Set FWD WSHIELD rotary switch to OFF.
(14) Close NO. 1 INVERTER TRIP and NO. 2 TRIP-INVERTER circuit breakers.
(15) Turn off external electrical power and disconnect if required.
30-40-3 Aug 1/77

~5age 604
SABRE tlN1ER
MAINTENANCE MANUAL
WINDSHIELD WIPER SYSTEM DESCRIPTION AND’ OPERATION
i. General
The windshield wiper system (figure 30-41-1) consistsor windshield wiper

arm and blade assemblies for both the pilot copilot win~shields.
and The
system is actuated by an electric motor and controlled by a five-position

switch. Flexible drive shafts connect the motor to the converter units.
An automatic reset thermo-protector, inside the motor, temporarily de-
energizes the motor in case of an overload. Radio noise filters are in the
motor base. The motor incorporates a gear train that actuates a cam switch
to automatically star both wipers when the windshield wiper selector switch
is turned to PARK.
The converter units change the rotary motor parer to a.reciprocating power
to actuate the windshield wi’per arms and wiper blades. The wiper arms and
flexible wiper assemblies wipe an area sufficient for visibility during
taxiing and at flight speeds up to 180 knots IAS. The dual wiper installa-
tion wipes a rectangular shaped area equal to an approximate 90-degree
segment of a circle. The two wiper assemblies are stawed at the bottom or
the glass.
The windshield wiper system (fFgure 30-41-2) is controlled by a rive-

position switch on the overhead control panel in the cockpit. The five
positions are PARK, OFF, HIGH, MED, and LCXJ. The system is powered by the
essential de bus with a l0-ampere circuit breaker on the cockpit circuit-
breaker panel.
Turning wiper selector switch to LOW, HIGH, or MED will cause

the windshield
the windshield wipers to operate st tar, high, or medium speed. With the
selector switch at OFF position, the wipers are inoperative. Moving or the
selector switch to PARK will actuate the wiper arms to move dam on the
windshield to a stared position. The PARK´• position ofthe selector switch
is a momentary contact. After the wiper arms are in the stawed position,
releasin~ the selector switch allars the switch to return to the OFF posi-
tion and returns the windshield wiper motor park control to the NC position.
30-41-0
Mar 1/70 1
Page
SABRELIN%R
MAINTENANCE MANUAL
CASTELLATED NUT
COTTER PIN
COTTER PIN
WAS~ER7 ~----w,,,
ARM
WIPER BLADE
ADIVSTMENT SERRATED
ATTACHING STUD
SLEEVE SLIRPACES
‘Qb,
SHAFT
WIPER BLADE
WIPE´•R.,,Uc~-v i
CONVERTER
TRUS
WIPER BLADE
RFIWIEN CLNTBUN1S
ATTACHMENT
NUT
WIPER BLADE
CONVERTER
ASSEMBLY
LJ-
-C-
II WIPER ARM
WIPER ARM TENSION NUT
FLEXIBLE DRIVE SHAFT
MOTOR
1370´•2-11-21
Windshield Wiper System

30-41-0 Figure 30-41-1 Mar 1/70
Pa~e 2
SABRELINER
MAINTENANCE MANUAL
WINDSHIELD WIPER
CIRCUIT BREAKER
(RIGnT OVERnEAD AR CI PANEL)
N.O.
PARK
CONTROL
NC PARK LO
TnERMO FIELD 1
28 18
*I PROIKTOR ?1 WINDSHIELD
noER c 1, I MED
MOT 23 11
WIPER
3W’F I SELECTOR
22 1 I ~C SWITCH
H’
I I I (TOP FWD B
PANEL)
RADIO NOISE rllTER
AB AB
WINDSHIELD WIPER MOTOR 1R
Windshield Wiper System Electrical Schematic

Mar 1/70 FFgure 30-41-2 30-41-0
Page 3
SA e a E111 N E a
MAINTENANCE MANLEAL
WINDSHIELD WIPEII SYSTEM TROUBLE SHOOTING
i. Trouble Shooting Windshield Wiper System
PROBABLE CAUSE I ISOLATION PROCEDURE REMEDY
A. SYST~ INOPERATIVE,
(1) Motor inoperative. Electric motor should have Replace motor.

28-volt de on terminal "A"
and, with windshield wiper
selector switch in LOW,
MED, or HIGH, motor ter-
minal ’"B" should be
grounded.
Using a multimeter, check Replace motor.

resistance between pin
I1All and pin "C.’’ Zero
res’istance indicates a
shorted filter condenser.
Infinite resistance indf-
cates an open field, an
open armature, or an open

thermo-protector, or a
combination or any of the
three items.
B. SYST~UI INOPERATIVE IN HIGH, LCIW, OR MED SPEEDS.
(1) Wiring open Check wiring from wind- Correct open circuit.
circuit. shield selector switch to
ground
(2) Defective re- Check each resistor for Replace defective

sister in MED or LOW one-ohm resistance. resistor.
speed.
(3) Defective switch Check switch operation. Replace defective

switch.
Mar 1/70
Page 101
MAINTENANCE MANUAL
WIMDSHIELD WIP~I SYSTEM MAINTENANCE PRACTTCES
i. Replacement of Windshield Wiper Blade
A. Removing Windshield Wiper Blade
(1) See figure 30-41-1; then loosen wiper arm tension nut.
(2) Remove cotter pin, nut, and washers from wiper blade aCtac’iiing
stud; then remove blade.
B. Installing Windshield Wiper Blade
(1) See figu-re 30-41-1; then, with wiper arm in park position, place
wiper blade attach bolt through wiper arm mounting hole. Position
wiper blade on windshield glass, parallel with windshield frame.
(2) Make sure both serrated surfaces properly positioned together;

are
then tighten nut. Torque nut (17 25 inch-pounds as reciulred) to

to
align nut castellaticns with cotter-pin hole. Install cotter pin.
(3) Tighten wiper arm tension nut until wiper blade is held snug
against windshield glass. (Refer to check-out
procedures for wLnd-
shield wiper system.)
Feppacczeent of Windshield Wiper Arm
A. Removing Windshield Wiper Arm
(1) See fi,n_rre 30-41-1; then loosen wiper tension
(2) Cut loc~wire and remove bolt at wiper arm hub.
(3) Lift arm and ad.justment sleeve from converter shaft.
B. Installing and Ad;usting Windshield Wiper Arm
(1) With converter in PARK position, install

Sabreliner Na 265-70 Amm Na 265-80

Uploaded by

Copyright:

Available Formats

You might also like

Sabreliner Na 265-70 Amm Na 265-80

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Sabreliner Na 265-70 Amm Na 265-80

Uploaded by

Copyright:

Available Formats

ATP

INDEX COPYRIGHT 2006

COPYRIGHT IS NOT CLAIMED AS TO ANY PART OF AN ORIGINAL WORK

"ATP" is a registered trademark of Aircraft Technical Publishers. All original

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE

ATP Grid Index to Manufacturer’s Publications:

05.00.00 Time Limits/Maintenance Checks

02/23/2005 Copyright Aircraft Technical Publishers Page 1 of 17

06.00.00 Dimensions and Areas

07.00.00 Lifting and Shoring

08.00.00 Leveling and Weighing

09.00.00 Towing and Taxiing

10.00.00 Parking, Mooring, Storage, and Return to Service

11.00.00 Placards and Markings

02/23/2005 Copyright Aircraft Technical Publishers Page 2 of 17

20.00.00 Standard Practices Airframe

21.00.00 Air Conditioning

02/23/2005 Copyright Aircraft Technical Publishers Page 3 of 17

21.32.00 Description and Operation

22.00.00 Autoflight (Model NA 265-70 Airplanes Only)

22.00.00 Autoflight (Model NA 265-80 Airplanes Only)

24.00.00 Electrical Power

02/23/2005 Copyright Aircraft Technical Publishers Page 4 of 17

24.20.04 Operational Checkout of AC Power Generation System

26.00.00 Fire Protection

27.00.00 Flight Controls

02/23/2005 Copyright Aircraft Technical Publishers Page 5 of 17

27.00.00 List of Effective Pages

02/23/2005 Copyright Aircraft Technical Publishers Page 6 of 17

27.70.00 Description and Operation

29.00.00 Hydraulic Power

02/23/2005 Copyright Aircraft Technical Publishers Page 7 of 17

29.10.00 Description and Operation

30.00.00 Ice and Rain Protection

02/23/2005 Copyright Aircraft Technical Publishers Page 8 of 17

30.40.02 Maintenance Practices

31.00.00 Indicating/Recording Systems

32.00.00 Landing Gear

02/23/2005 Copyright Aircraft Technical Publishers Page 9 of 17

32.41.02 Maintenance Practices (S/N 370-2 thru 6.8,9)

02/23/2005 Copyright Aircraft Technical Publishers Page 10 of 17

35.00.00 List of Effective Pages

36.00.00 Pneumatic (Refer to Chapter 30 and Chapter 32)

37.00.00 Vacuum (Refer to Chapter 30)

38.00.00 Water/Waste (Refer to Vendor Data for Specific Equipment)

49.00.00 Auxiliary Power Unit (APU)

02/23/2005 Copyright Aircraft Technical Publishers Page 11 of 17

49.40.04 Testing Fire Detection System

02/23/2005 Copyright Aircraft Technical Publishers Page 12 of 17

71.00.00 Power Plant (Model NA 265-70 Airplanes Only)

02/23/2005 Copyright Aircraft Technical Publishers Page 13 of 17

71.00.00 Power Plant (Model NA 265-80 Airplanes Only)

72.00.00 Engine (Refer to PW Manual PWA 435107 or GE Manual SEI-187)

73.00.00 Engine Fuel and Control

74.00.00 Ignition (Model NA 265-70 Airplanes Only)

74,00.00 Ignition (Model NA 265-80 Airplanes Only)

02/23/2005 Copyright Aircraft Technical Publishers Page 14 of 17

74.00.00 List of Effective Pages

75.00.00 Air (Model NA 265-70 Airplanes Only)

Manual Control No: Assigned To: ~_