Model 1900D Airliner Maintenance Manual (Rev C2)

12-10-00 (Rev C2)

REPLENISHING - MAINTENANCE PRACTICES

1. Procedures
Servicing procedures included in this Chapter pertain to systems and components using fluids or gases that can be replenished,
such as the engine oil system, oxygen system, fuel system, and the hydraulic system.
2. Fuel System
A. Water and Foreign Material Contamination
All hydrocarbon fuels contain some dissolved and some suspended water. The quantity of water contained in the fuel depends
on temperature and the type of fuel. Kerosene, with its higher aromatic content, tends to absorb and suspend more water than
aviation gasoline. Along with the water, it will suspend rust, lint and other foreign materials longer. Given sufficient time, these
suspended contaminants will settle to the bottom of the tank. However, the settling time for kerosene is five times that of aviation
gasoline. Due to this fact, jet fuels require good fuel handling practices to assure that the 1900D Airliner is serviced with clean
fuel. If recommended ground procedures are carefully followed, solid contaminants will settle and free water can be reduced to
30 parts per million (ppm), a value that is currently accepted by the major airlines.
Since most suspended matter can be removed from the fuel by sufficient settling time and proper filtration, it is not a major
problem. Dissolved water has been found to be the major fuel contamination problem. Its effects are multiplied in airplanes
operating primarily in humid regions and warm climates.
Dissolved water cannot be filtered from the fuel by a micronic type filter, but can be released by lowering the fuel temperature,
such as will occur in flight. For example, a kerosene fuel may contain 65 ppm (8 ounces per 1000 gallons) of dissolved water at
80°F. When the fuel temperature is lowered to 15°F, only about 25 ppm will remain in solution. The difference of 40 ppm will
have been released as super-cooled water droplets which need only a piece of solid contaminant or an impact shock to convert
them to ice crystals. Tests indicate that these water droplets will not settle during flight and are pumped freely through the
system. If they become ice crystals in the tank, they will not settle since the specific gravity of ice is approximately equal to that
of kerosene. 40 ppm of suspended water seems like a very small quantity, but when added to suspended water in the fuel at the
time of delivery, it is sufficient to ice a filter. While the critical fuel temperature range is from 0 to -20°F, which produces severe
system icing, water droplets can freeze at any temperature below 32°F.
Water in jet fuel also creates an environment favorable to the growth of a microbiological sludge in the settlement areas of the
fuel tanks. This sludge, plus other contaminants in the fuel, can cause corrosion of metal parts in the fuel system as well as
clogging the fuel filters. Even though the 1900D Airliner utilizes the latest corrosion-resistant materials and techniques, the
possibility of filter clogging and corrosive attacks on various fuel system components may occur if contaminated fuels are
introduced.
Since fuel temperature and settling time affect total water content and foreign matter suspension, contamination can be
minimized by keeping equipment clean, using adequate filtration equipment and careful water-drainage procedures, storing the
fuel in the coolest areas possible, and allowing adequate settling time. Underground storage is recommended for fuels. Filtering
the fuel each time it is transferred will minimize the quantity of suspended contaminants carried by the fuel.
B. Fuel Contamination Control
The primary means of fuel contamination control by the owner/operator is good housekeeping. This applies not only to fuel
supply, but to keeping the airplane system clean. The following is a list of Steps that may be taken to recognize and prevent
contamination problems.
(1) Know your supplier. It is impractical to assume that fuel free from contaminants will always be available, but it is feasible to
exercise precaution and be watchful for signs of fuel contamination.
(2) Assure, as much as possible, that the fuel obtained has been properly stored, that it is filtered as it is pumped to the truck,
and again as it is pumped from the truck to the airplane.
(3) Perform filter inspections to determine if sludge is present.
(4) Maintain good housekeeping by periodically flushing the fuel tankage system. The frequency of flushing will be determined
by the climate and the presence of sludge.
(5) Use only clean fuel servicing equipment.
(6) After refueling, allow a three hour settling period whenever possible, then drain a small amount of fuel from each water
drain valve to check for the presence of water (Ref. Figure 201).
C. Fuel-Handling Safety Information
Fuel handling and maintenance on or near the fuel system when flammable fuel vapors are present must be performed as
cautiously as possible to prevent a fire or an explosion. The following safety information must be complied with when handling
fuel or during maintenance of the airplane fuel system.

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 Model 1900D Airliner Maintenance Manual (Rev C2)
12-10-00 (Rev C2)

WARNING: Before fueling, the aircraft must be bonded to the fuel source to equalize static electricity between the
fuel source and the aircraft. Grounding of the aircraft and/or fuel truck is not recommended because it
does not prevent sparks at the fuel source, and the grounding cable may not be sufficient to discharge
the electrical current.
WARNING: The airplane and all equipment used in fueling or defueling must be properly grounded to each other
and to the ramp. This includes defueling equipment, work stands, purging equipment, and any powered
or pneumatic devices. Equip work stands with a personnel static discharge plate of copper or zinc,
affixed in such a position that personnel can contact the plate before coming in contact with the
airplane. High static electrical charges are created by the contact and separation of unlike substances,
or by any sort of motion of persons or material, and are a constant source of danger when generated in
the presence of fuels or flammable vapors. Grounding jacks are located near the fuel filler cap on each
wing and on each side of the fuselage nose section.
WARNING: Do not drain fuel tanks near the end of the working day and allow them to stand empty overnight. It
could make conducive conditions for producing explosive vapors. If the system is not completely
empty, residual fuel drains down the sides of the tank and forms puddles. During the night, fuel from the
puddles evaporates into the air in the tank and a critical fuel-air ratio develops. An explosion could be
set off by a spark. Avoid such a lapse of time between draining and purging of the fuel tanks.
WARNING: Ensure that the area is well ventilated before draining fuel.
WARNING: No smoking within 50 feet of the airplane or any place where flammable fuel vapors are present.
WARNING: Place the battery and generator switches in the OFF position. Disconnect all electrical power from the
airplane before fueling.
WARNING: If the fuel contacts the eyes, rinse with cool, fresh water and seek medical attention immediately. Avoid
allowing fuel to contact the skin. When contact cannot be avoided, wash with mild soap and water.
WARNING: Visually inspect all connections and hoses for leaks. If any leaks are indicated or develop, discontinue
servicing.
CAUTION: Remove spilled fuel immediately to prevent the fuel-contaminated surface from causing deicer boot
and/or tire deterioration.
Do not fill the auxiliary fuel tanks until the main tanks are full.
Avoid damage to the deicer boots with refueling equipment or fuel spillage. The deicer boots are made
of a soft, flexible material which may be damaged if refueling hoses, ladders or platforms are dragged
across or rested against the deicer boot surfaces.
Do not rest the fuel nozzle in the filler neck of the tanks.
D. Fuel Grades and Types
Table 201 of this Chapter gives fuel refiner's brand name, along with the corresponding designations established by the
American Petroleum Institute (API) and the American Society of Testing Material (ASTM). The brand names are listed for ready
reference and are not specifically recommended by Textron Aviation Inc. Any product conforming to the recommended
specification may be used.
Jet A, Jet A-1, Jet B, JP-4, JP-5, and JP-8 fuels may be mixed in any ratio. Aviation gasoline, grades 80 Red (formerly 80/87),
91/98, 100LL Blue (100L Green in some countries), 100 Green (formerly 100/130), and 115/145 Purple are emergency fuels
and may be mixed in any ratio with the normal fuels when necessary. However, use of the lowest octane rating available is
suggested due to its lower lead content.
CAUTION: The use of aviation gasoline shall be limited to 150 hours operation during each Time Between
Overhaul (TBO) period.
The use of gasoline as a jet fuel should be minimized wherever possible due to adverse effects to the hot section parts and the
corrosion of turbine vanes.
Table 201. Fuel Brands and Type Designations
COMPANY PRODUCT NAME DESIGNATION
American Jet Fuel Type A American Jet Jet A Jet A-1
AMERICAN OIL COMPANY
Fuel Type A-1
ATLANTIC REFINING COMPANY Arcojet-A Arcojet-A-1 Arcojet-B Jet-A Jet-A-1 Jet-B
BP TRADING COMPANY BP A.T.K BP A.T.G. Jet A-1 Jet B

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 Model 1900D Airliner Maintenance Manual (Rev C2)
12-10-00 (Rev C2)

CALIFORNIA TEXAS COMPANY Caltex Jet A-1 Caltex Jet B Jet A-1 Jet B
CITIES SERVICE COMPANY Turbine Type A Jet A
Conoco Jet-40 Conoco Jet-50 Conoco Jet A Jet A Jet A-1 Jet B
CONTINENTAL OIL COMPANY
Jet-60 Conoco Jet JP-4
GULF OIL COMPANY Gulf Jet A Gulf Jet A-1 Gulf Jet B Jet A Jet A-1 Jet B
Exxon Turbo Fuel A Exxon Turbo Fuel 1- Jet A Jet A-1 Jet B
EXXON OIL COMPANY
A Exxon Turbo Fuel 4
MOBIL OIL COMPANY Mobil Jet A Mobil Jet A-1 Mobil Jet B Jet A Jet A-1 Jet B
PHILLIPS PETROLEUM COMPANY Philjet A-50 Philjet JP-4 Jet A Jet B
Purejet Turbine Fuel Type A Purejet Jet A Jet A-1
PURE OIL COMPANY
Turbine Fuel Type A-1
Richfield Turbine Fuel A Richfield Jet-A Jet-A-1
RICHFIELD PETROLEUM COMPANY
Turbine Fuel A-1
Aeroshell Turbine Fuel 640 Aeroshell Jet A Jet A-1 Jet B
SHELL OIL COMPANY Turbine Fuel 650 Aeroshell Turbine Fuel
JP-4
Sinclair Superjet Fuel Sinclair Superjet Jet A Jet A-1
SINCLAIR OIL COMPANY
Fuel
STANDARD OIL OF CALIFORNIA Chevron TF-1 Chevron JP-4 Jet A-1 Jet B
Standard JF A Standard JF A-1 Jet A Jet A-1 Jet B
STANDARD OIL OF KENTUCKY
Standard JF B
STANDARD OIL OF OHIO Jet A Kerosene Jet A-1 Kerosene Jet A Jet A-1
Texaco Avjet K-40 Texaco Avjet K-58 Jet A Jet A-1 Jet B
TEXACO
Texaco Avjet JP-4
UNION OIL COMPANY 76 Turbine Fuel Union JP-4 Jet A-1 Jet B
NOTE: Jet A - Aviation Kerosene Type fuel with -40°F (-40°C) Freeze Point.
Jet A-1 - Aviation Kerosene Type Fuel with -58°F (-50°C) Freeze Point.
Jet B - A low grade kerosene type fuel with a freeze point of -60°F (-51°C), similar to MIL-T-5624 grade
JP-4, which has a freeze point of -76°F (-60°C)
Table 202. Fuel Quantity - Maximum
Tank U.S. Gallon Imperial Gallon Liters
Left Main 244.60 203.67 925.81
Left Auxilliary 93.20 77.60 352.76
Right Main 244.60 203.67 925.81
Right Auxilliary 93.20 77.60 352.76
Total Capacity 675.60 562.54 2557.14
Table 203. Fuel Quantity - Usable
Tank U.S. Gallon Imperial Gallon Liters
Left Main 240.50 200.24 910.29
Left Auxiliary 92.20 76.77 348.97
Right Main 240.50 200.26 910.29
Right Auxiliary 92.20 76.77 348.97
Total Usable 665.40 554.06 2518.52
E. Fuel Tank Filling

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 Model 1900D Airliner Maintenance Manual (Rev C2)
12-10-00 (Rev C2)

WARNING: All Maintenance and Service Personnel: Reference: FAA Order 8110.34, dated March 31, 1988,
procedures for the use of alternate fuels for turbine-powered aircraft.
WARNING: Switch Fueling is the practice of mixing fuels with a flashpoint of less than 100°F (38°C) with fuels
having a flashpoint of more than 100°F or vice versa. Mixing kerosene-based JP-5, JET-A or JET-A1
fuels with wide-cut distillants, JP-4 and JET-B, is considered Switch Fueling. Switch Fueling changes
the fuel/air mixture flammability characteristics. When Switch Fueling must be accomplished, fueling
rates must be reduced to 1/2 of the normal rates.
WARNING: The safety information under the heading FUEL HANDLING SAFETY INFORMATION in this Chapter
must be complied with.
(1) Statically ground the airplane to the servicing equipment and to the ramp (Ref. Figure 201).
(2) Install a nonabrasive protective pad over the deicer boot to prevent contact with the fuel servicing hose and the work stand.
CAUTION: Do not allow any fuel to come into contact with the deicer boot.
(3) The filler caps for the auxiliary tanks are located inboard of the nacelles and aft of the main spars. The main tank filler caps
are located on the leading edges near the wing tips. To remove the fuel filler caps, raise the handle and turn it
counterclockwise to unlock the cap. Lift the cap and remove it from the filler neck.
CAUTION: Do not rest the fuel nozzle in the filler neck of the tank.
(4) Place the fuel nozzle in the filler neck so the flapper is open. Hold the nozzle with the hands while filling the tank.
CAUTION: Do not fly the airplane with fuel in the auxiliary tanks only, even for flights of short duration.
(5) Fill the main tanks first, then the auxiliary tanks. Refer to Table 202 for capacities.
(6) When filling is complete, place the fuel filler cap in the filler neck with the arrow pointing forward. Press down and turn the
handle clockwise to lock the cap in place.
(7) If possible, allow the fuel to settle for three hours and then drain a small amount of fuel from each of the sump drain valves
to check for water contamination.
F. Draining the Fuel System
WARNING: The fuel handling safety information under the heading FUEL HANDLING SAFETY INFORMATIONin this
Chapter must be complied with.
The fuel drain valve for the main tank is located immediately outboard of the lower nacelle structure in the wing skin forward of
the boost pump. The fuel drain valve for the auxiliary tank is located under the auxiliary pump access cover. Each tank may be
drained through its respective fuel drain valve, or the auxiliary tank fuel may be pumped into the main tank and all fuel drained
through the main tank fuel drain valves (Ref. Figure 201).
(1) Before beginning the defueling operation, statically ground the airplane structure to the defueling container and to the
ramp. If the auxiliary tank is being drained, remove the pump access cover 512BB or 612BB (Ref. Chapter 6-50-00, WING
ACCESS PANELS - LOWER SURFACE).
(2) Position an approved container large enough to hold the fuel that is to be drained under the drain valve, and open the filler
cap on the tank being drained.
(3) Remove the plug from the fuel drain valve and screw an AN815-12 or an AN832-12 union with a drain line (1, Table 1, 12-
00-00) into the drain valve. Screwing the union into the drain valve will open the check valve; thus, the drain line should be
in the catch container before the union is screwed into the drain valve.
(4) When fuel stops flowing from the fuel drain valve, open the sump drain valves to drain the residual fuel. Open the sump
drain valves with a fuel sump drain wrench (2, Table 1, 12-00-00) or with a screw driver by pushing up. Rotate the valve one
half turn to lock it open.
(5) After fuel has drained to desired level ensure fuel drain valves and sump drain valves are properly closed. Install plug on
fuel drain valve (removed in Step 3) and safety wire.
(6) After refueling the affected tank ensure the fuel drain valves and sump drain valves (opened in Steps (3) and (4)) do not
leak.
G. Draining the Fuel System (Alternate Method)
WARNING: The fuel handling safety information under the heading FUEL HANDLING SAFETY INFORMATIONin this
Chapter must be complied with.
CAUTION: Do not fly the airplane with fuel in the auxiliary tanks only, even for flights of short duration.

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 Model 1900D Airliner Maintenance Manual (Rev C2)
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(1) Position an approved defueling container large enough to accommodate the amount of fuel to be removed from the
airplane and statically ground the fuel container to the ramp.
(2) Before beginning the defueling operation, statically ground the airplane structure to the defueling container and to the ramp
(Ref. Figure 201).
(3) Remove the lower accessory panel 414L and/or 424R panel as required (Ref. Chapter 6-50-00, NACELLE/COWLING
ACCESS PANELS).
(4) Place the BATT switch to the ON position and pull the applicable FIRE PULL handle to close the firewall shutoff valve.
(5) Place the BATT switch to the OFF position.
(6) Disconnect firewall fuel hose (2) at engine driven fuel pump (1) and connect a drain line to the firewall fuel hose. Cap the
engine driven fuel pump fitting to prevent contamination (Ref. Figure 202).
(7) Perform the APPLYING GROUND POWER procedure (Ref. Chapter 24-40-00).
(8) Push in the applicable FIRE PULL handle to open the firewall shutoff valve.
NOTE: This procedure will also drain the auxiliary fuel tank by placing the AUX PUMP switch in the AUTO
position. If desired, fuel may be left in the auxiliary fuel tank by placing the AUX PUMP switch to the
OFF position.
WARNING: Do not leave the airplane unattended while defueling.
(9) Move the appropriate (LEFT or RIGHT) STANDBY PUMP toggle switch, located on the fuel control panel on the LH
sidewall, to the ON position.
WARNING: Do not allow the standby boost pump to run without fuel flowing for more than three minutes.
(10) To prevent overheating of the standby boost pump, visually confirm fuel is flowing into the fuel container.
(11) When the fuel flow begins to slow, place the applicable (LEFT or RIGHT) STANDBY PUMP toggle switch, located on the
fuel control panel on the LH sidewall, to the OFF position.
NOTE: The opposite wing may be defueled without relocating the equipment by using the fuel cross
transfer system, although the rate of flow will be much slower.
It would be much faster to move the equipment to the opposite wing and repeat the entire
procedure.
(12) If no further defueling is required proceed to Step (13). If the opposite wing is to be defueled using the cross transfer
system, perform the following Steps:
(a) Position the TRANSFER FLOW toggle switch, located on the fuel control panel, toward the wing with the defueling
equipment connected.
WARNING: Do not allow the standby boost pump to run without fuel flowing for more than three minutes.
(b) To prevent overheating of the standby boost pump, visually confirm fuel is flowing into the fuel container.
(c) When the fuel flow begins to slow, place the TRANSFER FLOW toggle switch to the OFF position.
(13) Pull the applicable FIRE PULL handle to close the firewall shutoff valve.
(14) Disconnect the drain line from the firewall fuel hose (2) (Ref. Figure 202).
(15) Remove the cap from the engine driven fuel pump (1) and connect the firewall fuel hose (2).
(16) Install the lower accessory panel 414L and/or 424R panel as required (Ref. Chapter 6-50-00, NACELLE/COWLING
ACCESS PANELS).
(17) Push in the applicable FIRE PULL handle to open the firewall shutoff valve.
(18) Perform the REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00).
(19) Use the sump drain valves to remove remaining fuel.
H. Water Draining
Prior to flight, the fuel system should be drained of water. Allow as much time as possible before draining to permit the water to
settle and collect at the sump drain valves. All sump drain valves are in the wing and nacelle skins (Ref. Figure 201). Open the
valve with a fuel sump drain wrench (2, Table 1, 12-00-00) or with a screwdriver. Push up on the center of the valve. To lock the
valve open, turn the valve a half turn.
Access to the collector tank fuel filter is through access door 531BB (631BB) next to the outboard side of the nacelle and
forward of the main spar. Refer to the Chapter 6-50-00 WING ACCESS PANELS - LOWER SURFACE illustration in the

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 Model 1900D Airliner Maintenance Manual (Rev C2)
12-10-00 (Rev C2)

AIRPLANE ACCESS PANELS - DESCRIPTION AND OPERATION section. To open, push up and turn the valve handle
counterclockwise with the slotted end of the fuel sump drain wrench (2, Table 1, 12-00-00).
I. Fuel Additives
All JP-4 jet fuel produced in the U.S.A. is required to contain anti-icing additive conforming to MIL-I-27686 or MIL-I-85470 (19,
Table 2, 12-00-00) in concentrations of 0.10 to 0.15 volume percent. However, all other fuels, including airplane kerosene,
contain no additives.
Condensation of water in the fuel tanks increases the possibility of microbiological contamination of the fuel, which can damage
skins, coatings and sealants in the fuel tanks. The biocidal agent (3, Table 2, 12-00-00) contains biocidal and anti-fungicidal
agents. Use of these additives in the fuel tanks will reduce the possibility of contamination of the fuel and clogging of fuel filters
and lines.
These anti-icing additives and biocidal agents may be used separately or together in the fuel system with no detrimental effect
on fuel system components.
J. Anti-Icing Additive, MIL-I-27686 or MIL-I-85470
MIL-I-27686 or MIL-I-85470 Jet Fuel Anti-Icing Additive (19, Table 2, 12-00-00) is an anti-icing agent. It should be noted that
anti-icing additive does not alter the freeze point of the fuel; however, when dissolved water separates from the fuel during a
drop in temperature, the additive quickly separates from the fuel to preferentially dissolve in the water, thereby depressing the
freezing point of the water to prevent the formation of ice in the fuel. The additive must be precisely blended into the fuel by a
metering device that permits injection of the agent into a flowing stream of fuel to ensure even dispersal. Fuel distributors may
tank or batch blend, or it may be preferred to blend at the airplane when fueling. If the tanker truck is not equipped with a HI FLO
Prist blender (Model PHF-204), it may be necessary to carry the anti-icing and the blending device in the airplane. When
blending the anti-icing agent with fuel, the concentration of additive should not be less than 20 fluid ounces per 156 gallons of
fuel or more than 20 fluid ounces per 104 gallons of fuel. When adding previously blended fuel, the additive concentration should
not be less than 0.10 percent by volume or more than 0.15 percent by volume. This additive should be used on a continuous
basis.
What biocidal/antifungal properties do MIL-I-27686 OR MIL-I-85470 fuel additives have?
Fuel additives conforming to MIL-I-27686 OR MIL-I-85470 do not have any specific referenced biocidal requirements. Prior to
the mid 90's MIL-I-27686, or ethylene glycol monomethyl (EGMME) was used. Some manufacturers (namely Prist) were able to
market the anti-ice compound as microbiostat (not microbiocide, - stat means it controls or retards growth, - cide means it kills
microbes) because they had their product certified as a pesticide. In the mid 90's, the industry transferred from the use of MIL-I-
27686 to MIL-I-85470 diethylene glycol monomethyl ether (DEGMME). It is widely believed that DEGMME does have a
retarding effect on microbial growth, but is not officially claimed by additive manufacturers. If any fungal or microbial growth is
found in the fuel system, a biocidal agent should be used.
K. Biocidal Agent
CAUTION: Drain water prior to refueling with biocidal agent. Excessive water concentrations in contact with
excessive biocidal agent concentrations can result in formation of solid crystalline products in a fuel
system.
Biocidal agent (3, Table 2, 12-00-00) is not an anti-icing agent and is intended to be used specifically as a fuel biocide. The
compound is an extremely efficient biocidal agent and is soluble in fuel as well as water. The biocidal agent disperses
throughout the entire fuel system to even the most remote areas soon after introduction into the system. The compound is used
as a periodic preventive treatment in concentrations of 135 parts per million (ppm) when the airplane has been operated in an
environment conducive to fungal or microbial contamination, or when such contamination is evidenced by dirty sump drains,
clogged filters, odor, or visual evidence in the tanks, etc.
Biobor JF in concentrations not to exceed 270 ppm, in a concentration of 100 ppm may be used as a single dose shock
treatment to clean out and sterilize a very contaminated system. Any system that is contaminated should be treated at the
concentration level for the appropriate biocide used. When sterility is achieved, the Biobor JF at the 135 ppm level may be
used. Parked airplanes require only one treatment until fuel is burned off or replaced. The biocidal agent is not volatile and may
remain in the tank until the fuel is used.
The preferred method of introducing biocidal agents into the fuel is by injection through a metering device. If no metering device
is available, blending may be accomplished by batch blending or by over-the-wing blending while filling the tanks. When half of
the required quantity of fuel has been added, gradually introduce the compound directly into the stream of fuel while adding the
other half of the fuel. Complete mixing is necessary, depending upon the severity of the contamination.
Biobor JF must be used at a high enough concentration to kill, not just control the infestation. The mixture must be able to
contact the entire surface of the fuel tank interior and remain in contact a minimum of 36 to 72 hours for Biobor JF to affect the
kill. The longer the time the biocide remains the better the biocide will work. During the soak time the airplane should not be

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 Model 1900D Airliner Maintenance Manual (Rev C2)
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moved or the engines run. Refer to Table 204 for fuel ratios for specified concentrations as an aid in blending. Tank surfaces,
gages, filters and linings should be inspected or replaced as necessary, depending upon the severity of the contamination. Be
sure to account for residual fuel in the tanks so that proper dosage is maintained.
Table 204. BIOBOR JF STERILIZATION AND MAINTENANCE TREATMENT LEVELS
TURBINE FUEL BIOBOR JF @ 270 PPM BIBOR JF @ 135 PPM
LBS. GALS. LBS. GALS. FL. OZS. LBS. GALS. FL. OZS.
670 100 0.18 0.02 2.63 0.09 0.01 1.32
1,340 200 0.36 0.04 5.26 0.18 0.02 2.63
2,010 300 0.54 0.06 7.89 0.27 0.03 3.95
2,680 400 0.72 0.08 10.53 0.36 0.04 5.26
3,350 500 0.90 0.10 13.16 0.45 0.05 6.58
6,700 1,000 1.81 0.21 26.46 0.90 0.10 13.16
13,400 2,000 3.62 0.41 52.92 1.81 0.21 26.46
16,750 2,500 4.52 0.52 66.08 2.26 0.26 33.04
33,500 5,000 9.01 1.03 132.16 4.52 0.52 66.08
67,000 10,000 18.09 2.07 264.47 9.05 1.03 132.31
NOTE: To estimate the fluid ounces of Biobor JF required to give a concentration of 270 ppm, multiply pounds
of fuel by 0.004. For 135 ppm multiply pounds of fluid by 0.002.
Density of Jet Fuel: 1 gallon weighs 6.714 pounds.
NOTE: Density of Jet Fuel: 1 gallon weighs 6.714 pounds.
3. Oil System
The engines are serviced with a synthetic lubricating oil specified in Pratt & Whitney Canada Service Bulletin No. 14001. Service
Bulletin No. 14001 states that oil brands must not be mixed. When switching to another approved brand, drain and flush the entire oil
system.
Servicing the engine oil system primarily involves maintaining the engine oil at the proper level. The engine oil tank is provided with a
filler neck and a quantity dipstick and cap located at the 11 o'clock position on the accessory gear case. The dipstick is marked in
U.S. quarts and indicates the amount required to fill the tank. Access to the oil dipstick cap is gained by opening the small access
door, 412BTC (422BTC) in the upper aft cowling (Ref. Chapter 6-50-00, NACELLE/COWLING ACCESS PANELS).
CAUTION: Do not mix different brands of oil when adding oil between oil changes. Different brands of oil may be
incompatible due to the difference in their chemical structure.
The total oil tank capacity is 2.5 gallons (10 quarts). An additional 4.4 quarts of oil is required to fill the lines and cooler, giving a total
system capacity of 14.4 quarts; however, because of the oil trapped in the system, no more than 13 quarts should be added during
an oil change.
A. Check
Check the oil level as follows: any time the oil has been changed or the engine has remained stationary for more than 12 hours:
(1) Run the engine at idle for two minutes.
(2) Shut down the engine and check the oil level.
4. Tires
CAUTION: Tires that have picked up a fuel or oil film should be washed down as soon as possible with a detergent
solution to prevent contamination of the rubber.
Table 205. Tire pressure
Main Landing Gear Tires (Loaded) Main Landing Gear Tires (On Jacks) Nose Landing Gear Tires
97 +5/ -0 psi 93 +5/ -0 psi 60 +5/ -0 psi
Tire pressure should be checked on a regular basis. The intervals may be determined by individual experience utilizing operating
schedules and servicing requirements.
Maintaining the proper tire inflation pressure shown in Table 205 will help to avoid damage from landing shock and contact with
sharp stones and ruts, and will minimize tread wear. When inflating the tires, inspect them for cuts, cracks, breaks and tread wear.

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 Model 1900D Airliner Maintenance Manual (Rev C2)
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The pressure of a serviceable tire that is fully inflated should not drop more than 4% over a 24 hour period. For the most accurate
reading, tire pressure should be checked when the tires are cool; consequently, wait at least two hours (three hours in hot weather)
after a flight before checking tire pressure.
5. Hydraulic System
Servicing the landing gear hydraulic system consists of maintaining the correct fluid level. A fill can, located just inboard of the left
nacelle and forward of the main spar under access door 511CT contains a cap and dipstick assembly marked FILL WARM - COLD
(Ref. Chapter 6-50-00 WING ACCESS PANELS - TOP SURFACE). Prior to removing the fill can lid, the knob on the manual bleed
valve must be depressed to relieve air pressure in the power pack reservoir. Add MIL-H-5606 hydraulic fluid (8, Table 2, 12-00-00)
as required to fill the system. Approximately 2 3/4 gallons of hydraulic fluid is required to fill a completely empty system.
NOTE: When filling the hydraulic system, the air being displaced by the hydraulic fluid will need to be relieved out
the manual bleed valve. Occasionally depress the button on the manual bleed valve to relieve this air
pressure and to allow the system to fill faster. This action will also allow the dipstick reading to more
accurately indicate the amount of fluid in the system.
6. Brake System
Brake system servicing is limited primarily to maintaining the hydraulic fluid level in the reservoir mounted in the upper left corner of
the aft bulkhead of the nose avionics compartment. When no fluid is visible in the reservoir sight glass, add a sufficient quantity of
hydraulic fluid (8, Table 2, 12-00-00) to raise the fluid level to the lower edge of the filler neck. Approximately one gallon of fluid is
required to fill a completely empty system if power steering is installed. If power steering is not installed, approximately 1/2 gallon of
fluid is required to fill a completely empty system.
7. Antiskid Brake System
Brake system servicing is limited primarily to maintaining the hydraulic fluid level in the reservoir mounted in the upper right corner of
the aft bulkhead of the nose avionics compartment. To check the fluid level, turn the master switch ON, turn the antiskid switch OFF,
ensure that the parking brake is off, remove the reservoir cap and depress the brake pedals 15 to 20 times to deplete the
accumulator. If no fluid is visible in the reservoir sight glass, add a sufficient quantity of hydraulic fluid (8, Table 2, 12-00-00) to raise
the fluid level to the lower edge of the filler neck.
8. Air Cycle Machine
NOTE: Do not mix different types of oil when filling.
Check the quantity of oil contained in the see-through oil sump and add oil as required to maintain a full sump. The manufacturer's
recommendation for lubricating oil to be used in the air cycle machine is Exxon 2389; however, any oil conforming to MIL-L-7808
(revision G or later) (27, Table 2, 12-00-00) may be used. Approximately 1/2 pint of fluid is required to fill a completely empty air
cycle machine (Ref. Chapter 21-51-00, AIR CYCLE MACHINE SERVICING).
9. Vapor Cycle System
Refer to Chapter 21-52-00 for servicing the vapor cycle compressor, evacuating the vapor cycle system and charging the vapor cycle
system.
10. Oxygen System
Access to the pressure gage and filler valve of the oxygen system may be gained through access door 111AL located on the left side
of the nose section below the avionics compartment door (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS). Refer to Chapter
35-00-00 for illustration of the servicing receptacle and the charging procedure. Make sure the airplane oxygen system and the
servicing equipment are properly grounded to the ramp before servicing the system.
WARNING: When filling the oxygen system, use only MIL-O-27210 Aviator's Breathing Oxygen (31, Table 2, 12-00-00). Do
not use oxygen intended for medical purposes, or industrial purposes such as welding. Such oxygen may
contain excessive moisture that could freeze in the valves and lines of the oxygen system.
Avoid making sparks and keep all burning cigarettes or fire away from the vicinity of the airplane. Make sure
that the oxygen shutoff valve control (placarded OXYGEN PULL ON) located on the pilot's left subpanel is in
the OFF position. Inspect the filler connection for cleanliness before attaching it to the filler valve. Make sure
that your hands, tools, and clothing are clean, particularly of grease or oil, for these contaminants may ignite
upon contact with pure oxygen under pressure. As a further precaution against fire, open and close all
oxygen valves slowly.
To prevent overheating, fill the oxygen system slowly by adjusting the recharging rate with the pressure regulating valve on the cart. At
a temperature of 70°F, the two 77.9 cubic foot (2205 liters) cylinders should be filled to 1,850 psig. This pressure may be increased
an additional 3.5 psig for each degree of increase in temperature; conversely, for each degree of drop in temperature, reduce the
pressure for the cylinder(s) by 3.5 psig (Ref. Table 206). If at any time, in the process of servicing and purging the system or
replacing the oxygen cylinders, it becomes necessary to disconnect a fitting, the threads of the fitting should be wrapped with MIL-T-

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 Model 1900D Airliner Maintenance Manual (Rev C2)
12-10-00 (Rev C2)

27730 anti-seize tape (36, Table 2, 12-00-00) prior to being connected back into the system. Refer to Chapter 35 for maintenance
practices.
NOTE: Refer to Advisory Circular 43.13-1A for the additional servicing precautions recommended by the FAA on the
oxygen systems. For additional information, refer to Chapter 35.
Table 206. Oxygen Charging Rate
Temp (F) PSI Temp (F) PSI Temp (F) PSI Temp (F) PSI Temp (F) PSI
0 1605 25 1692.5 50 1780 75 1867.5 100 1955
1 1608.5 26 1696 51 1783.5 76 1871 101 1958.5
2 1612 27 1699.5 52 1787 77 1874.5 102 1962
3 1615.5 28 1703 53 1790.5 78 1878 103 1965.5
4 1619 29 1706.5 54 1794 79 1881.5 104 1969
5 1622.5 30 1710 55 1797.5 80 1855 105 1972.5
6 1626 31 1713.5 56 1801 81 1888.5 106 1976
7 1629.5 32 1717 57 1804.5 82 1892 107 1979.5
8 1633 33 1720.5 58 1808 83 1895.5 108 1983
9 1636.5 34 1724 59 1811.5 84 1899 109 1986.5
10 1640 35 1727.5 60 1815 85 1902.5 110 1990
11 1643.5 36 1731 61 1818.5 86 1906 111 1993.5
12 1647 37 1734.5 62 1822 87 1909.5 112 1997
13 1650.5 38 1738 63 1825.5 88 1913 113 2000.5
14 1654 39 1741.5 64 1829 89 1916.5 114 2004
15 1657.5 40 1745 65 1832.5 90 1920 115 2007.5
16 1661 41 1748.5 66 1836 91 1923.5 116 2011
17 1664.5 42 1752 67 1839.5 92 1927 117 2014.5
18 1668 43 1755.5 68 1843 93 1930.5 118 1018
19 1671.5 44 1759 69 1846.5 94 1934 119 2021.5
20 1675 45 1762.5 70 1850 95 1937.5 120 2025
21 1678.5 46 1766 71 1853.5 96 1941 121 2028.5
22 1682 47 1769.5 72 1857 97 1944.5 122 2032
23 1685.5 48 1773 73 1860.5 98 1948 123 2035.5
24 1689 49 1776.5 74 1864 99 1951.5 124 2039
11. Airstair Door Strut Assembly
A. Check and Service
(1) Check the airstair door strut assembly gage for a minimum pressure of 1,000 psi. If pressure is below 1,000 psi services
strut as follows:
(a) Fully open airstairs door, and remove valve cap.
WARNING: The maximum cylinder pressure is not to exceed 2500 psig. Release cylinder gas pressure
before disassembling.
(b) Charge cylinder using only dry nitrogen to a pressure of 1,400 ± 50 psig at 70°F.
(c) Install valve cap.
12. Externally Serviceable Toilet (Optional on UE-204 and after)
A. Servicing the Toilet with a Ground Servicing Unit
(1) Load the filler tank on the lavatory service unit with fresh water and disinfectant (43, Table 2, 12-00-00).

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 Model 1900D Airliner Maintenance Manual (Rev C2)
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(2) Locate the waste drain valve access door 281AB (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS), for ground
servicing, on the bottom of the aft fuselage (FS 456) just to the right of the center of the airplane.
(3) Open the access door (1) and examine the ground servicing panel for leaks (Ref. Figure 203).
(4) Release the waste-drain-valve cap handle (3) and open the waste-drain-valve cap (4).
(5) Connect the dump connector (7, Table 1, 12-00-00) for the lavatory service unit (5, Table 1, 12-00-00) to the waste-drain-
valve opening.
(6) Release the rinse/fill valve handle (7) and open the rinse/fill valve (6).
(7) Connect the fill connector (6, Table 1, 12-00-00) for the lavatory service unit to the rinse/fill connector on the ground
servicing panel.
(8) Push the inner door handle (5) to open the waste-drain-valve inner door.
(9) Pull and lock open the inner-drain-valve operating handle (2).
(10) When the toilet is empty, rinse as follows:
(a) While the inner-drain-valve operating handle (2) is locked open, supply water from the fill tank on the lavatory service
unit.
(b) After adequate water has circulated through the system, stop the flow of water, then release the inner-drain-valve
operating handle (2).
(11) Disconnect the dump connector from the waste drain opening.
(12) Close the waste-drain-valve inner door and cap (4), and lock the handle (3).
(13) Charge the tank with 1.7 gallons of disinfectant solution from the fill tank on the lavatory service unit.
(14) Disconnect the fill connector for the ground servicing unit from the rinse/fill connector on the ground servicing panel.
(15) Close the rinse/fill valve (6) and lock the rinse/fill valve handle (7).
(16) Close and secure the ground-servicing-panel access door (1).
NOTE: To protect the toilet system from freezing, add antifreeze to the flush liquid (Ref. Protecting the
Toilet From Freezing).
B. Servicing the Toilet Manually
(1) Locate the waste drain valve access door 281AB (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS), for ground
servicing, on the bottom of the aft fuselage (FS 456) just to the right of the center of the airplane.
(2) Open the access door (1) and examine the ground servicing panel for leaks (Ref. Figure 203).
(3) Place a receptacle below the waste drain.
(4) Release the waste-drain-valve cap handle (3) and open the waste-drain-valve cap (4).
(5) Push the inner door handle (5).
(6) Pull and lock the inner-drain-valve operating handle (2).
(7) When the toilet is empty, rinse as follows:
(a) While the inner-drain-valve operating handle (2) is locked open, pour water mixed with disinfectant (43, Table 2, 12-
00-00) into the toilet bowl. Let the rinse water drain into the receptacle.
(b) When all of the rinse water has drained from the toilet, release the inner-drain-valve operating handle (2).
(8) After making sure the waste-drain-valve inner door and cap (4) is clean, close them and lock the waste-drain-valve cap
handle (3).
(9) Close and secure the ground-servicing-panel access door (1).
(10) Pour 1.7 gallons of clean water and 2 ounces of disinfectant (43, Table 2, 12-00-00) in the toilet through the toilet bowl.
NOTE: To protect the toilet system from freezing, add antifreeze to the flush liquid (Ref. Protecting the
Toilet From Freezing).
C. Protecting the Toilet from Freezing
(1) Perform the APPLYING GROUND POWER procedure (Ref. Chapter 24-40-00).
(2) Place the FURN switch, located on the right inboard subpanel, in the ON position.
(3) Add antifreeze to the flush liquid in the toilet tank at the ratio recommended by the manufacturer.

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 Model 1900D Airliner Maintenance Manual (Rev C2)
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NOTE: The flush button is located on the upper surface of the toilet cabinet.
(4) Push the flush button to circulate the antifreeze throughout the system.
(5) Place the FURN switch in the OFF position.
(6) Perform the REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00).
D. Electrical Toilet Cleaning
NOTE: For sanitary reasons, wear elbow length rubber gloves for any work requiring contact with tank fluids
or parts within the tank area.
(1) Disconnect the terminal to the timer and separate the motor wires at the quick-disconnect. Use the hand holds on the tank
when removing the toilet from the airplane.
(2) Holding the drain over a commode, rotate the three fasteners securing the pump and motor assembly to the top of the tank
a quarter turn each.
(3) Lift the subassembly straight up with the bail, approximately four inches, to free the plug from the drain until the contents of
the tank have drained into the commode.
(4) Attach a hose to the short extension protruding from the pump and force water into the tank to reverse flush the filter and
loosen the entrapped material for discharge through the drain.
(5) Seat the plug back in the drain.
(6) Rinse the tank interior with water under 50 to 75 psi of pressure to force a flow through the flush ring and the bowl.
(7) Open the drain when the tank is full.
(8) Check the tank interior for cleanliness through the opening for the pump and motor assembly. If necessary, repeat the rinse
until the tank interior is clean.
(9) Remove the drain hose and install the pump and motor assembly. Rotate the three fasteners a quarter turn each.
(10) Connect the terminal to the timer and connect the motor quick-disconnect wires.
(11) Charge the tank with 1.5 gallons of water mixed with toilet cleaner (43, Table 2, 12-00-00) in accordance with the
manufacturer's instructions.
NOTE: The short extension from the pump has two closures, a screw-in plug for the female hose fitting
and an integrally molded check valve to prevent leakage when the unit is in operation. Always
replace the screw-in plug after the rinse and charge procedure.
In extremely low temperature areas it will be necessary to add a nonflammable automobile-type
antifreeze to the water/chemical mixture in the tank. A ratio of water to antifreeze comparable to that
for an automobile should be used, based upon the lowest temperature to be met in cold weather
operation.

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 Model 1900D Airliner Maintenance Manual (Rev C2)
12-10-00 (Rev C2)

Figure 201 : Sheet 1 : Filling and Draining The Fuel System

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 Model 1900D Airliner Maintenance Manual (Rev C2)
12-10-00 (Rev C2)

Figure 202 : Sheet 1 : Alternate Defueling Connection

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 Model 1900D Airliner Maintenance Manual (Rev C2)
12-10-00 (Rev C2)

Figure 203 : Sheet 1 : Toilet Ground-Servicing Panel (Optional on UE-204 and After)

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