Piper Lance II - Turbo Lance II-Maintenance - smv1986
Piper Lance II - Turbo Lance II-Maintenance - smv1986
SERVICE MANUAL
CARD 1 OF 2
Service manual information incorporated in this set of Aerofiche cards is arranged in accordance with the
general specifications of Aerofiche adopted by the General Aircraft Manufacturer's Association. The
information compiled in this Aerofiche service manual is kept current by revisions distributed periodically.
These revisions supersede all previous revisions, and are complete Aerofiche card replacements, and
supersede Aerofiche cards of the same number in the set.
Revisions to Service Manual 761 641 issued January 3, 1978 are as follows:
Revisions -
Date Aerofiche Card Effectivity
* INTERIM CHANGE
Revisions appear on Table 111-1 of card 1.
There are no other changes included in
this maintenance manual. Please discard
your current card 1 and replace it with
this revised one. DO NOT DISCARD
CARDS 2.
The date on Aerofiche cards must not be earlier than the date noted for the respective card effectivity. Consult
the latat card in this series for current Aerofiche card effectivity.
lA2
TABLE OF CONTENTS
AEROFICHE CARD NO 2 .
POWER PLANT (PA.32RT.300) ..................... 2A8
POWER PLANT (PA-32RT-300T) ................... 2C8
FUEL SYSTEM ..................................... 2D12
INSTRUMENTS .................................... 2E1
ELECTRICAL SYSTEM .............................. 2F11
XI1 ELECTRONICS ..................................... 2121
Xlll HEATING AND VENTILATING ...................... 2 J 8
XIV ACCESSORIES AND UTILITIES .................... 2J16
LIST OF ILLUSTRATIONS
Aerofiche
Figure
Revised: 10/3/80
LIST O F ILLUSTRATIOXS (cont.)
Figure Aerofiche
Grid No .
Methods of Securing Trim Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stabilator Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wrapping Stabilator Trim Barrel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder and Steering Pedal Assembly (Typical) ................................
Rudder Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Travel Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Trim Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap Step Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap RiggingTool .........................................................
Fabricated Aileron Bellcrank Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fabricated Aileron and Flap Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fabricated Stabilator Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fabricated Rudder Rigging Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Schematic Diagram of Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic Pump, Reservoir. Exploded View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test and Adjustment of Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checking Aligning Brackets of Gear Back-up Extender Actuator . . . . . . . . . . . . . . . .
Gear Back-up Extender Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nose Gear Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
End Gland Locking Device (Main Gear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Gear Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gear Back-up Extender Actuator Aligning Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nose Gear Oleo Strut Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nose Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nose Gear Service Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjustment of Eccentric Bushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nose Gear Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clamping Rudder Pedals in Neutral Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Pedals at Neutral Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nose Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Gear Oleo Strut Assembly .............................................
Main Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Gear Service Tolerances .................................................
Aligning Main Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjustment of Nose Gear Limit Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjustment of Main Gear Down Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Throttle Warning Switches ..................................................
Nose Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Wheel Assembly .....................................................
Removal of Anchor Bolt ...................................................
Installation of Anchor Bolt .................................................
Revised: 9 / 2 / 7 8
LIST OF ILLUSTRATIONS (cont.)
Aerofiche
Figure Grid No .
Wheel Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . IL5
Brake System Installation . . . . . . . . . . . . . . . . . . . . . . . . . 1L7
Brake Master Cylinder (Handparking Brake) . . . . . . . . . . . . . I L 8
Toe Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . l L l O
Brake Cylinder ( 1700) (Toe Brake) . . . . . . . . . . . . . . . . . . . lL l l
Brake Cylinder ( 10-27) (Toe Brake) . . . . . . . . . . . . . . . . . . . l L l l
Brake Cylinder (10-30) (Toe Brake) . . . . . . . . . . . . . . . . . . . . I L 1 3
Deleted .
Propeller Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 A l l
Propeller Blade Minor Repair . . . . . . . . . . . . . . . . . . . . . . . 2A12
Propeller Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A15
Engine Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A18
Adjustment of Engine Controls . . . . . . . . . . . . . . . . . . . . . . 2A20
Schematic Diagram of RSA Fuel Injection System . . . . . . . . . . . 2A22
Fuel Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A23
Fuel- Air Bleed Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B1
Height of Spring in Distributor Block Tower . . . . . . . . . . . . . . 2B2
Contact Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B3
Engine Timing Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B3
Timing Light Connected to Magneto . . . . . . . . . . . . . . . . . . . 2B5
Timing Marks on Magneto Rotor . . . . . . . . . . . . . . . . . . . . . 2B6
Painted Tooth Centered in Timing Window . . . . . . . . . . . . . . . 2B7
Timing Mark on Rotor Aligned With Pointer . . . . . . . . . . . . . . 2B7
Timing Light Connected to Magneto and Breakers . . . . . . . . . . . 2B8
Cam End View of Magneto . . . . . . . . . . . . . . . . . . . . . . . . . 2B10
Removing Impulse Coupling . . . . . . . . . . . . . . . . . . . . . . . . 2Bll
Checking Flyweight t o Stop Pin Clearance . . . . . . . . . . . . . . . . 2B11
Stop Pin Installation Dimension . . . . . . . . . . . . . . . . . . . . . . 2B12
Checking Flyweight Axial Wear with Drill Shank . . . . . . . . . . . . 2B13
Checking Flyweight Radial Wear with Gauge . . . . . . . . . . . . . . . 2B13
Points of Coupling Body Wear . . . . . . . . . . . . . . . . . . . . . . . 2B14
Acceptable and Deformed Coupling Springs . . . . . . . . . . . . . . . 2B14
Checking Impulse Coupling for Magnetization . . . . . . . . . . . . . . 3-B15
Orientation of Spring in Coupling Body . . . . . . . . . . . . . . . . . 2B15
Lifting Inner End of Spring . . . . . . . . . . . . . . . . . . . . . . . . 2B16
Checking Harness Lead Continuity . . . . . . . . . . . . . . . . . . . . 2B17
Checking Harness Lead Insulation Resistance . . . . . . . . . . . . . . 2B17
Modified Pliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B18
Removing Spring From Lead Assembly . . . . . . . . . . . . . . . . . 2B18
Assembly Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B19
Using Assembly Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B19
Ferrule Positioned Under Braid . . . . . . . . . . . . . . . . . . . . . . 2B19
Revised 6/ 15/79
LIST O F ILLUSTRATIONS (cont.)
Figure Aerofiche
Grid 50.
Ferrule Seating Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Position of 11-8627 Kit and Contact Spring at S t a n of Installation . . . . . . . . . . . . . .
Position of 11-8627 Kit and Contact Spring after Installation . . . . . . . . . . . . . . . . . . . .
Lubricating Sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubricating Ferrule Shoulder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removing Spark Plug Frozen t o Bushing .....................................
Propeller Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller Blade Minor Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Mount Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .; . . . . . . . . . . . . . . . . . . .
Turbocharger Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjustment of Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Schema~icDiagram of RSA-Fuel Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel-Air Bleed Sozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel System (PA-32RT-300) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Svstem r PA-32RT-300T) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Cell Installat~on. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instrument Panel (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instrument Air System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lamp-Bank Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checking Field Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing Field Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing Rectifiers (Positive) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing Rectifiers (Negative) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C-3929 Fixtures and Adapters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removing Rectifiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installing Rectifiers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Soldering Rectifier Lead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing Stator Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removing End Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installing End Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removing Drive Pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removing Drive End Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removing Slip Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installing Slip Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Solder Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installing Retainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installing Driver End Shield and Bearing (Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installing Pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Meter Connections for Alternator Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aerofiche
Figure Grid No .
Table Ae rofiche
Grid S o .
11.1 . Leading Particulars and Principal Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A22
11.11 . Recommended Torques .................................................. 1B3
II.Ila . Conversion Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B9
1I.IIb . Decimal, Millimeter Equivalents of Drill Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B15
11.11~. Maximum Distance Between Supports for Fluid Tubing . . . . . . . . . . . . . . . . . . . . . . 1b16
II.IId . Thread Lubricants ....................................................... 1B17
II.IIe . Hose Clamp Tightening (Initial Installation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1b17
11.111 . Recommended Lubrication Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C15
111.1 . Inspection Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D12
IV.1 . List of Materials (Thermoplastic Repairs) ................................... 1 EZO
IV.11 . Balance Specifications .................................................... 1F7
v.1 . Control Surface Travel and Cable Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1f13
v.11 . Cable Tension vs . Ambient Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1f15
v-I I1. Troubleshooting Chart (Surface Controls) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H6
VI.1 . Leading Particulars . Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H24
VI.11 . Characteristics. Hydraulic Pump Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1H24
VI.111 . Hydraulic System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1114
VI1.I . Nose Gear Service Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1516
v11.11 . Main Gear Service Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K7
VII.111 . Toe-In - Toe-Out Correction Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1k14
VII.IV . Troubleshooting Chart (Landing Gear) .....................................
VIII.1 . Propeller Specifications ..................................................
VIII.11 . Coupling Torques .......................................................
VlII.II1 . Engine Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIIIA.1 . Propeller Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIIIA.11 . Troubleshooting Chart (Turbocharger) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IX.1 . Sender! Fuel Quantity Gauge Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IX.11 . Troubleshooting Chart (Fuel System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
X.1 . Vacuum System ........................................................
X.11 . Directional Gyro Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
X.111 . Gyro Horizon Indicator ..................................................
X.IV . Rate of Climb Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
X.V . Altimeter ...............................................................
X.VI . Airspeed Tubes and Indicator .............................................
X.VII . Magnetic Compass ......................................................
X.VIII . Manifold Pressure Indicator ..............................................
' X.IX . Tachometer .............................................................
X.X . Engine Oil Pressure Gauge ...............................................
X.XI . Fuel Pressure Gauge (PA-32RT-300) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
X.XII . Turn and Bank Indicator .................................................
X.XII1 . Fuel Quantity Indicators .................................................
X.XIV . Oil Temperature Indicators ...............................................
X.XV . Exhaust Gas Temperature Gauge (Alcor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
X.XVI . Cylinder Head Temperature Gauge ........................................
X-XVII Fuel Flow Gauge ........................................................
Revised: 10/3/80
LIST OF TABLES (cont.1
Table Aerofiche
Grid No .
Index .Electrical System Schematics . . . . . . . . . . . . . . . . . . .
Electrical System Component Loads . . . . . . . . . . . . . . . . . . .
Electrical System Troubleshooting . . . . . . . . . . . . . . . . . . . .
Electrical Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Wire Coding . . . . . . . . . . . . . . . . . . . . . . . . . . .
Temperature Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . .
Aluminum Tubing Torque . . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Oil Charge . . . . . . . . . . . . . . . . . . . . . . . . . . .
Troubleshooting Chart (Air Conditioner) . . . . . . . . . . . . . . . .
Oxygen System Component Limits . . . . . . . . . . . . . . . . . . .
Troubleshooting Chart (Oxygen System) . . . . . . . . . . . . . . . .
Revised 6/ 15/79
SECTION I
INTRODUCTION
Aero fiche
Paragraph Grid No .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Scope of Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LandingGear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FlightContro ls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Heater, Defroster, and Fresh air System . . . . . . . . . . . . . . . . .
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instrument and Autopilot System . . . . . . . . . . . . . . . . . . . . . . . .
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
SECTION I
INTRODUCTION
1-1. GENERAL. This manual contains service and maintenance instructions for the Piper
PA-32 RT-300 and PA-32 RT-300T Lance 11. designed and manufactured as a versatile
airplane in the personal and business aviation field, by the Piper Aircraft Corporation, Vero
Beach, Florida.
1-2. SCOPE OF MANUAL. Section I1 comprise the routine service part of this manual,
Section 111 covers inspections, and Sections N through XlV comprise maintenance
instructions. The routine service instructions include ground handling and routine servicing.
The inspection section includes 50, 100, 500, and 1 0 0 hour inspections which the
manufacture requires for this airplane. The maintenance instructions for the various systems
of the airplane include system discription, troubleshooting, removal and installation of
components, and corrective maintenance and testing as required. Each major system of the
airplane is covered in a separate section. Only qualified personnel should perform the
operations described in this manual.
The description of the airplane included in this section is limited to general information.
For more detailed description of the various systems refer to the appropriate section of t h s
manual. For detailed operating instructions refer to the Pilot's Information Manual for the
airplane.
Section I1 of this manual also gives leading particulars and principal demensions, along
with lubrication charts and other related routine service information.
1-4. WING. The lammar flow wing is of all metal stressed skin, full cantilever, low-wing
design, consisting of two wing panels bolted to a spar box assembly in the fuselage. The
wing tips are removalbe. The ailerons are statically balanced and cable and push rod
controlled. The trailing edge wing flaps are manually operated.
1-5. EMPENNAGE. The empennage consists of the fin, rudder, stabilator and stabilator
trim tabs. The stabilator is mounted above the fin and rudder in a "T" tail configuration.
The rudder and stabilator are statically balanced.
1-6. FUSELAGE. The fuselage consists of three basic units: The engine section, the cabin
section, and the tail cone section.
1-7. LANDING GEAR. The tricycle landing gear is hydraulically operated, fully retractable
units consisting of shock absorbing air-oil oleo struts.
b e d : 1/3/78 INTRODUCTION
LANCE I1 SERVICE MANUAL
1-9. BRAKE SYSTEM. The brake system is operated hydraulically and controlled by a
hand lever connected to a single brake cylinder that operates both wheel brakes, plus
individually operated toe brakes.
1-10. ENGINE. Engine models, rated horsepower and other related information may be
found in Table 11-1 of Section 11.
1-12. FUEL SYSTEM. The fuel system consists of two interconnected aluminum tanks in
the leading edge of the wings, a strainer bowl with fuel screen, fuel selector valve, and
electrical auxiliary fuel pump and an engine driven fuel pump.
1-13. FLIGHT CONTROLS. The flight controls are conventional equipment, consisting of
a control wheel which operates the ailerons and stabilator and pedals which operate the
rudder. Duplicate controls are provided for the copilot.
1-14. CABIN HEATER, DEFROSTER, AND FRESH AIR SYSTEM. Heated air for the
cabin and defroster is obtained from the exhaust system shroud. Fresh air is picked up from
an inlet in the leading edge of each wing and from an inlet in the leading edge of fin. The air
is routed through the wings to individually controlled outlets located just forward and aft of
the front seats. The fresh air from the fin is routed to overhead vents.
1-15. RADIO. Provisions are provided for the installations of various radio equipment
along with microphone a n d headset jacks, loudspeaker and other radio
navagationequipmen t.
Issued: ,113178
SECTION I1
HANDLING A N D SERVICING
Aerofiche
Paragraph Grid S o .
Introduction .............................................................. ia17
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ia17
Station Reference Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1A17
Weight and Balance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1a17
Serial Number Plate ....................................................... \A17
Access and Inspection Provision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.417
Tools and Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBI
Torque Requirements ...................................................... IBI
Torque Wrenches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 B 1
Identification of Fluid Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B7
installation of Flexible Hose Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B7
Support Clamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B16
Removal of Cherrylock Rivets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1b18
Step . Handhold. and Walkways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1b21
Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 B? 1
2 . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B2 I"
2- 12. Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1b21
2.13 . Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B22
2-14 . Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B22
2-15 . Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B23
2- 16. Locking Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B23
2-17 . Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B24
2-18 . Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1B24
2-19 . Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ICI
External Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C1
2-21 . Operation of External Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C1
Servicing . . . . . . . . . . . . : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C2
2-23 . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C2
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C2
2-25 . Servicing Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1c2
2-26 . Filling Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C2
2-27 . Draining Moisture from Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C2
2-27a . Anti-lcing Fuel Additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C3
2-28 . Draining Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C3
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1c3
2-30 . Servicing Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C3
- 3I. Filling Brake Cylinder Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C3
2-32 . Draining Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C3
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
2-32b . Servicing Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
2-32c . Tire Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C4
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C6
2-34 .
2-35 . .
Servicing Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C6
Servicing Hydraulic Pump. Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C6
Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C6
2-37 . Servicing Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1C6
Revised: 10/3/80
Paragraph a
Aerofiche
Grid No .
SECTION I1
2-1. INTRODUCTION. This section contains routine handling and servicing procedures
that are most frequently encountered. Frequent reference to this section will aid the
individual by providing information such as the location of various components, ground
handling procedures, routine service procedures and lubrication. When any system or
component requires service other than the routine procedures as outlined in this section,
refer to the appropriate section for that component.
2-2. DIMENSIONS. The principal airplane dimensions are shown in Figures 2-1 or 2-2 and
are listed in Table 11-1.
2 4 . WEIGHT AND BALANCE DATA When figuring various weight and balance
computations, the empty, static and gross weight, and center of gravity of the axplane may
be found in the Weight and Balance Section of Pilot's Operating Handbook.
2-5. SERIAL NUMBER PLATE. The serial number plate is located on the aft left side of
the fuselage. The serial number should always be used when referring t o the airplane on
service or warranty matters.
C
Fuel Injector, Bendix RSA- \OED I RSA- 1OEDI
Magnetos, Scintilla: D6LN-203 1 (Dual D6LN-23 1 (Dual
Mag with impulse Mag with
coupling) impulse coupling)
Magneto timing 20 degrees BTC 20 degress BTC
Magneto Point Clearance 0.016 in. 0.016 in.
Spark Plug Refer to Lycoming Service Instruction No. 1042.
Spark Plug Gap Setting Refer to Lycoming Service Instruction No. 1042.
Firing Order 145-2-3-6 145-2-3-6
Starter: Prestolite 12 volt MX4206 MX4206
Alternator, Chrysler, 12 volt,
60 amp:
Alternator, Prestolite, 12 volt,
60 amp:
Voltage Regulator, WICO
PROPELLER
Manufacturer Hartzell Hartzell
Hub Model See Table VIII-I See Table VIIIA-I
Blade Model See Table VIII-I See Table VIIIA-I
Diameter 80.0 in. 80.0 in.
Diameter, Minimum 78.5 in. 78.5 in.
Blade Angle, Low Pitch
(at 3 0 in. Radius) 13.5" h 0.2" 15.6" f 0.2"
Blade Angle, High Pitch
(at 3 0 in. Radius) . +
34.0" 1.0" 34.0' f 1.0"
Governor Control Hartzell Hartzell
Governor Model F4-11B F 4 1lB
FUEL SYSTEM
Fuel Tanks: 4 (2 interconnected 4 (2 interconnected
each wing) each wing)
Capacity 4 9 U.S. gallons (each set) 49 U.S. gallons
(each set)
Unusable Fuel 2 U.S. gallons (each set) 2 U.S. gailons
(each set)
Total Capacity 9 8 U.S. gallons 98 U.S. gallons
Total Unusable Fuel 4 U.S. gallons 4 U.S. gallons
Electric Fuel Pump Airborne 1B5-6
, B
• Issued: 1/3/78
HANDLING AND SERVICING
LANCE II SERVICE MANUAL
LANDING GEAR
TYpe Hydraulically Retractable
Shock Strut Type Cornbination Air and Oil
Fluid Required (Struts and Brakes) MiL-H-5606
Strut Extension (exposure under
static load)
Nose +
2.60 .25 in.
Main +
4.00 .25 in.
Wheel Base 7 ft. 10.1 2 in.
Nose Wheel Travel 22.5" f 2" left & Right
Turning Distance (Min.) 75 ft., 6 in.
Wheel, Nose Cleveland 40-77B or
McCauley D-30500
Wheel, Main Cleveland 40-90A Standard or
Cleveland 40-120 Heavy duty
Brake Type Cleveland 30-65 Standard or
Cleveland 30-83 Heavy duty
Tire, Nose 5:00 x 5 , 6 ply, Type III
Tire, Main 6: 00 x 6, 8 ply, McCreary or
6:00 x 6, 8 ply, B.F. Goodrich
(heavy duty)
Tire Pressure, Nose 35 psi
Tire Pressure, Main 38 psi
2-6. ACCESS AND INSPECTION PROVISIONS. The access and inspection provisions
for the airplane are shown in Figure 2-5. The component to be serviced or inspected through
each opening is identified in the illustration. All access plates and panels are secured by either
metal fasteners or screws. To enter the aft section of the fuselage, open the baggage
compartment door and remove the access panel.
CAUTION
2-7. TOOLS A N D TEST EQUIPMENT. Because of the simplicity and easy accessibility of
components, few special tools outside normal shop tools will be required. Tools that are
required may be fabricated from dimensions given in the back of the section that pertains to a
particular component or are listed in the back of the PA-32RT-300 AND PA-32RT-300T
Pans Catalog.
2-8. TORQUE REQUIREMENTS. The torque values given in Table 11-11 are derived from
oil-free cadmium-plated threads and are recommended for all airframe installation procedures
where torquing is required. unless othenvise noted in sections where other values are
stipulated. Engine torque values are found in the latest revision of Avco-Lycoming Service
Bulletin No. 268. and propeller torque values are found in Section VlII or VIIIA of this
manual.
a. Unless otherwise specified. torque all nuts to the applicable torque in the
Recommended Torque Chart. If the nut (or the bolt) is listed but not its mating fastener. use
the lower torque specified for the listed nut (or bolt).
NOTE
b. Bolt and nut threads should be clean and dry unless otherwise specified. If the threads
are to be lubricated and no torque is specified, reduce the recommended nut torque (plus the
friction drag torque) by 50%.
c. For thread sizes 10 through 7 / 16, add the friction drag torque for all self-locking
fasteners as specified in the friction drag torque table. For non self-locking fasteners, assume
the friction drag torque to be zero.
d. For other bolt sizes, determine the friction drag torque by turning the nut to near
contact with the bearing surface. Attach a scale type torque wrench to the nut and determine
the torque required to turn the nut on the bolt (before the nut makes contact with the bearing
surface). Add this, the friction drag torque, to the specifred torque to get the final torque.
I
1 NOTE
If the bolt is stationary and the nut is torqued, use the lower
side of the torque range. If the nut is stationary and the bolt is
torqued, use the higher side of the torque range.
e. When torquing castellated nuts, begin with minimum torque plus friction drag
torque, but d o not exceed maximum torque plus friction drag torque when trying to align slot
on nut with the hole in the bolt shank. If they d o not align, change washers and try again. When
using castellated nuts on movable joints, d o not torque as described above. Tighten nuts only
to remove looseness in the joint and then install the cotter pin.
f. Unless otherwise specified, when parts are used on Lycoming engines, using Piper
furnished or existing Lycoming threaded fasteners, use the torques specified in the latest
applicable Lycoming specifications.
g. After the final torque has been applied, the nut (or bolts or screws if no nut is used)
should be permanently marked red and should not be further tightened or disturbed.
1
i
I
I
1
the torque wrench.
TORQUES: The importance of correct application cannot be overemphasized. Undenorque can result in
unnecessap wear of nuts and bolts as well as the parts they are holding t o g t h e r . When insufficient pressures
are applied. uneven loads will be transmitted throughout the assembly which may result in excessive wear or
premature failure due to fatigue. Ovenorque can be equally damaging because of failure of a bolt or nut from
overstressing the thread areas. The following procedures should be followed to assure that the correct torque is
applied:
1. Torque (self-locking fasteners) - Add the friction torque from C h a n A for sizes 8 through 7 16 to
the recommended torque from C h a n B to get the final torque. This would be the actual reading on
2. Torque (castellated and non-self-locking nuts) - Use only the torque given in Chart B. Unless
otherwise specified. when castellated nuts are used with a cotter pin on moving joints. do not torque
the nut. Turn the nut onto the bolt until proper grip is established and alignment with therotter pin
hole is achieved. Then install the cotter pin.
GENERAL REQUIREMENTS:
I . Calibrate the torque wrench periodically to assure accuracy: recheck frequently.
2. Ascertain that the bolt and nut threads are clean and dry (unless otherwise specified by the
manufacturer). I f the bolt or nut is specified to be lubricated prior to tightening. the torque range
3. Use a bolt length long enough to prevent bearing loads on the threads. The complete chamfer or end
radius of the bolt or screw must extend through the nut.
4. Unique torques specified in the text of this manual supersede the torques given in Charts A and B.
5. Refer to the larest revision of Lycoming SSP 1776 for torques on pans used on Lycoming engines.
6. A maximum of two AN960 washers may be added under the bolt heads or nuts to correct for
variations in material thickness within the tolerances permitted.
7. Limitations of the use of self-locking nuts. bolts and screws including fasteners with non-metallic
insens are as follows:
A. Fasteners incorporating self-locking devices shall not be reused if they can be run up using on]!
fingers. They may be reused if hand tools are required to run them up, providing there is no
obvious damage to the self-locking device prior to installation.
B. Bolts 5: 16 inch diameter and over with cotter pin holes may be used with self-locking nuts.
Nuts with non-metallic locking devices may be used in this application only if the bolts are free
from burrs around the cotter pin hole.
C. Do not use self-locking nuts at joints which subject either the nut or the bolt to rotation.
D. Never tap or rethread self-locking fasteners. D o not use nuts. bolts or screws with damaged
threads or rough ends.
T A B L E 11-11. R E C O M M E N D E D S U T T O R Q U E S (cont.)
r BOLT
SIZE
FRICTION DRAG
TORQUE (IN.-LBS.)
1 BOLTS
S a t Twion
8' 15 AN 3 thru AN 20
AN 42 thm AN 49
10 18 AN 73 thru AN 81
1/4 30 A N 173 ckru AN 106
5/16 60 MS20033thruMS20(W6
1 318 80 MS 20073
MS 20074
7/16 100
AN 509 NK9
'APPLICABLE TO COARSE THREADS ONLY. MS 24694
AN 525 NK525
MS 27039
NUTS
S m l Tamion S a t Shur
AN 310 AN 330
AN 315 AN 364
AN 363 NAS 1022
AN 365 MS 17826
NAS 1021 MS 20364
MS 17825
MS 21045
MSzm65
MS 24500
NAS 679
8 -32 12 15 7 9
10 -24 20 25 12 15
11620 40 50 25 30
Y 16-18 8 0 9 0 4 a 55
38-16 160 185 95 110
7/16-14 235 a 5 140 155
1/2-13 460 $80 240 290
9/1*12 600 700 300 420
S m l Tenuon S t w l Shear Steel Tenoon Steal Shear Alum. Tens~on Alum. Shear
Nut-bolt Torque L ~ r n ~ n Torque Llmtts Torque L~rnlts Torque Llrnlts Torque L ~ r n l n Torque Llmrts
saze ~n-lbs ~n-lbs ~n.lbs ~n-lbs ~n-lbs an-lbs
Mln Max. Mtn. Max. Mln. Max. Mln. Max. Mln. Max Mln. Max
8 -36 12 15 7 9 5 10 3 6
10 -32 20 25 12 15 25 30 15 20 10 15 5 10
1/4-26 50 70 30 40 80 100 50 60 30 45 15 30
5116-24 100 140 60 85 120 145 70 90 40 65 25 40
3/8-24 160 190 95 110 200 250 120 150 75 110 45 70
7/16-20 450 500 270 300 520 630 300 400 180 280 110 170
112-20 480 690 290 410 770 950 450 550 280 410 160 260
9/16-18 800 1.000 480 600 1,100 1,300 650 800 380 580 230 360
5/8-18 1,100 1.300 660 700 1,250 1.550 750 950 550 670 270 420
314--16 2.300 2.500 1,300 1,500 2.650 3,200 1,600 1,900 950 1.250 560 880
7/8-14 2.500 3,000 1.500 1.800 3,550 4,350 2.100 2.690 1.250 1.900 750 1,200
1 -14 3.700 4.500 2,200 3.300 4,500 5.500 2,700 3.300 1.600 2.400 950 1,500
1-118-12 5.000 7,000 3.000 4.200 6.m 7.300 3.600 4.400 2.100 3,200 1,250 2,000
1-114-12 9.000 11,000 5,400 6.600 11,000 13.400 6.600 8.000 3,900 5,600 2.300 3.650
-
28a. TORQUE WRENCHES. Torque wrenches should be checked daily and calibrated by means
weights and a measured lever arm to make sure that inaccuracies are not present. Checking one torque wrench
against another is not sufficient and is not recommended. Some wrenches are quite sensitive as to the way they
are supported during a tightening operation. Any instructions furnished by the manufacturer must be followed
explicitly.
When it is necessary to use a special extension or adapter wrench together with a torque wrench, a simple
mathematical equation must be worked out to arrive at the correct torque reading. Following is the formula to
be used: (Refer to Figure 2-4.)
T = Torque desired at the part.
A = Basic lever length from center of wrench shank to center of handle or stamped on wrench or listed for
that model wrench.
B = Length of adapter extension, center of bolt to center of shank.
C = Scale reading needed to obtain desired torque (T).
The formula: Ax T
C= A+B
EXAMPLE
A bolt requires 30 foot-pounds and a 3 inch adapter (onequarter of
a foot or 25') is needed to get at it. You want to know what scale
reading it will take on a one-foot lever arm wrench to obtain the 30
foot-pounds at the bolt.
lB6
LANCE I1 SERVICE MANUAL
2-8b. IDENTIFICATION O F FLUID LINES. (Refer to Figure 2-4b.) Fluid lines in aircraft are often
identified by markers made up of color codes, words or geometric symbols. These markers identify each line's
function, content and primary hazard as well as direction of fluid flow. In most instances fluid lines are marked
with 1-inch tape or decals. Paint is used on lines in engine compartments where there is a possibility of tapes,
decals, or tags being drawn into the engine induction system. Certain lines may be further identified as to
specific function within a system. For example: DRAIN, VENT. PRESSURE or RETURN.
Lines conveying fuel may be marked FLAM; lines containing toxic materials are marked TOXIC in place
of FLAM. Lines containing physically dangerous materials such as oxygen, nitrogen or freon are marked
PHDAN.
The aircraft and engine manufacturers are responsible for the original installation of identification
markers, but the aviation mechanic is responsible for their replacement when it becomes necessary.
Generally, tapes and decals are placed on both ends of a line and at least once in each compartment
through which the line runs. In addition. identification markers are placed immediately adjacent to each valve.
regulator, filter or other accessory within a line. Where paint or tags are used, location requirements are the
same as for tapes or decals.
. B362
TWO COllON BRAIDS IMPREGNATED -
WITH SYNTHETIC COMPOUND YELLOW NUMERALS.
LETTERS AND STRIPE
r-un-caysr
B NON-SELF-SEALING
AROMATIC RESISTANT HOSE
E SELF-SEALING AROMATIC
RESISTANT HOSE
D FLAME. AROMATIC AND OIL RESISTANT HOSE
01 c 1 . 2
I I I C I C.1 CW . ( Y I D
r G.l
'Ull
RED
1. The English system is in uw b \ England and the United States. All other countries use the metrlc
\!>tcm.
INCHES TO MILLIMETER
0.005 0.1270 0.1295 0.1320 0.124 0.1371 0.1397 0.1422 0.1447 0.1473 0.1498
0.006 0.1524 0.1549 0.1574 0.1600 0.1623 0.1651 0.1676 0.1701 0.1727 0.1752
0.007 0.1778 0.1803 0.1828 0.1854 0.1879 0.1905 0.1930 0.1955 0.1981 0.2006
0.008 0.2032 0.2057 0.2082 0.2108 0.2133 0.2159 0.2184 0 . m 0.=5 0.2260
0.009 0286 0.2311 0.2336 0.2362 0.2387 0.2413 0.2438 0.2463 0.2489 0.2514
INCHES 0.000 0.001 0.002 0.003 0.004 0.005 0.036 0.007 0.008 0.009
MILLIMETER
0.00 0.025 O.OM 0.076 0.101 0.127 0.152 0.177 0.~03 0.:28
0.01 0.m 0.279 0.304 0.330 0.355 0.381 0.406 0.431 0.457 0.482
0.01 0.338 0.531 0.558 0.584 0.609 0.635 0.660 0.685 0.711 0.736
0.03 0.762 0.787 0.812 0.838 0.863 0.889 0.914 0.939 0.965 0.990
0.04 1.016 1.041 1.066 1.092 1.117 1.143 1.168 1.193 1.219 1.244
0.05 1.270 1.295 1.320 1.24 1.371 1.I97 1.422 I .U7 1.473 1.498
0.06 1.524 1.549 I. 574 1.600 1.625 1.651 1.676 1.701 1.727 1.752
0.07 1.m 1.803 1.828 1.854 1.879 1.905 1.930 1.955 1.981 2.006
0.08 2032 2057 2082 2108 2133 1159 2184 2209 2235 2.260
0.09 La6 -2.31 1 2336 2362 2387 2413 2438 2.143 2189 2.514
INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
MILLlMmR
0.0 0.2% 0- 0.762 0.016 1.270 1.521 1.n8 2.012 2.36
0. I 254 2.794 3.044 3.302 3.5% 3.810 4.064 4.318 4.572 4.826
0.2 5.080 5.334 5 . 5.842 6.M 6.350 6.- 6.858 7.112 7.366
0.3 7.620 7.874 8.121 8.12 8.636 8.1194 9.144 9.398 9.652 9.906
0.4 10.160 10.414 10.661 10.922 11.176 11.430 11.684 11.938 I2192 12.446
0.5 12700 12954 13.m 13.a2 13.716 13.970 14.224 14.478 14.732 14.986
0.6 15.240 15.494 15.748 16.002 16.256 16.510 16.764 17.018 17.272 17.526
0.7 17.780 18.034 18.01 18.542 18.796 19.0% l9.B 19.558 19.812 20.066
0.8 20.320 70374 20.828 21.12 21.336 21.390 21.844 22.098 22.352 P.606
0.9 22.860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 2S.146
MCHES 0.00 0. I 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILUMmR
0. 254 5.08 7.62 10.16 1270 15.24 17.7~ 20.32 22.86
I. 23.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 53.34 55.88 58.42 60.96 633 66.04 68.58 71.12 73.66
3. 76.20 78.74 81.21 83.82 &# 1.90 91.U 93.98 96.52 99.06
4. 101.60 104.14 106.6) 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 129.54 13208 134.62 137.16 139.70 14224 144.78 147.32 149.86
6. I5240 154.94 157.48 160.02 16256 165.10 167.64 170.18 17272 175.26
7. 177.80 180.34 18288 185.42 187.96 190.W) 193.04 195.58 198.12 m.66
8. 103.20 20.74 IW.21 210.82 213.36 215.90 218.U 220.98 223.52 226.06
9. 228.60 231.14 233.M 23622 238.76 241.30 243.84 214.38 248.92 251.46
T A B L E 11-11A. C O N V E R S I O S T A B L E S (cont)
I \ ( HE?, I 0 \ I l l I I \ I F I F R
INCHES 0.W 0. I 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MlLLIMml
0. 2% 5.08 7.62 10.16 I270 15.24 17.78 20.12 22.16
I. U.Y) 27.94 M.O 33.02 35.~4 U.IO 40.64 43.18 45.72 48.26
2 50.80 51.34 55.88. 51.42 60.96 63.50 66.W 5 71.12 73.66
3. 76.10 78.14 11.B 83.11 S6.Y 88.90 9l.U 91.98 W.52 99.06
4. 101.60 104.14 106.6) 109.22 111.76 II4.B 116.84 119.38 121.92 124.46
5. 127.00 129.Y 13201 124.62 137.16 139.70 14224 144.78 147.12 149.116
6. 152.40 IS4.94 157.U 160.02 162% 165.10 167.64 170.18 17272 175.26
7. I77.W I8O.W 112.1) 185.42 187.96 1W.S 193.01 195.51 198.12 aD0.66
1. 2Q3.m P5.74 m.21 210.11 213.24 2IS.W 218.44 210.98 223.52 226.06
9. 228.60 U1.14 233.61 2M.P 238.76 241.M 243.84 246.38 248.92 731.46
CENTIGRADE-FAHRENHEIT CONVERSION T A B L E
C F-C F C F-C F
S~ze Dectmel M~llimem S~ze Dec~mal Millimeter S~ze Dec~mal Millimeter Size Dec~mal Milltmetw
Equlv. Equ~v. Equiv. Equlv. Equlv I Equlv Equtv Equtv.
112 0.500 12.7000 G 0.261 6.6294 5/32 0.1562 3.9687 51 0.067 1.7018
31/64 0.4843 12.3031 F 0.257 6.5278 23 0.154 3.91 16 52 0.0635 1 6129
24 0.152 3.8608
25 0.1495 3.7973
26 0.147 3.7338
<
,VOTE - -
Lubricate engine fittings only with the fluid contained in the particular lines.
b
a 1.
TABLE II-IIE. HOSE CLAMP T I G H T E X I Y G ( I S I T I A L I X S T A L L A T I O N
Types of clamps
Types of hose
. Worm screw type All other types
Finger-tight-plus Finger-tight-plus
Se!f sealing 2 complete turns 3 1 : I ) complete turns
Finger-tight-plus Finger-tight-p~~s
.A11 orher hose I I , 4 complete turns 2 complete turns
If clamps do not seal at specified tightening. examine hose connection and replace p a n s as
necessav.
SMALL
ENTER DRILL
-
3.
2-8e. REMOVAL O F CHERRY LOCK RIVETS. (Refer to Figure 2 4 . ) Should it be necessary to remove
a n installed cherrylock rivet, the following procedures are recommended.
8
a. In thick material remove the lock by driving out the rivet stem using a tapered steel drift pin (Refer
View 1).
NOTE
b. If the rivets have been installed in thin sheets, drivingout the locked stem may damage the sheets. It is
recommended that a small center drill be used to provide a guide for a larger drill on top of the rivet stem, and
the tapered portion of the stem be drilled away to destroy the lock (Views 2 and 3).
c. Pry the remainder of the locking collar out of the rivet head with the drift pin (See View 3).
d. Drill nearly through the head of the rivet, using a drill the same size as the rivet shank (See View 4).
e. Break off rivet head using a drift pin as a pry (See View 5).
f. Drive out the remainingrivet shank with a pin having a diameter equal to the rivet shank (See View 6).
1. FA1RING, ACCESS
2. F I N TIP
3. RUDDER TIP
4. T A I L CONE. CONTROL CABLES
& TRIM SCREW
5 . DOOR. NOSE GEAR
6. COVER. A I R FILTER (32RT-300) 5 6 7 4
7. COVER, HYDRAULIC RESERVOIR &
BATTERY SERVICE
820 3 2 1
FUSELAGE RIGHT
1. FAIRING, ACCESS
2. F I N TIP
3. RUDDER TIP -7 -7
4. T A I L CONE. CONTROL C A B L 5
& T R I M !%CREW
5. DOOR. NOSE GEAR
6. DOOR. BAGGAGE
7. COVER. E - L T . A C C E S
4 6 5
1. PANEL, FLOOR
2. PLATES. TUNNEL ACCESS
3. COVER, F U E L SELECTOR n L T E R
1. PANEL, B A l T E R Y & HYDRAULIC EXTERNAL
ACCESS 3
A
i
1. WlNG TIP
2. COVER. FUEL F l l T l N G
3. MAlN FUEL TANK
4. COVER. F U E L & BRAKE FITTINGS
AND GEAR A l T A C H M E N T F l l T l N G
5. FAIRING. FLAP TORQUE TUBE 1
1. WlNG TIP AILERON CABLES
2. PLUG. AILERON BELLCRANK ACCESt 6. DOOR. M A l N G U R
3. MAlN FUELTANK 7. COVER, FUEL F l l T l N G
4. CAP. FUEL TANK 8. COVER. AILERON BELLCRANK ACCESS
9. COVER. GEAR A-ACHMENT FllTlNG
2- 1 1. GENERAL. Ground handling covers all essential information governing the handling
of the airplane on the ground. This includes jacking, weighing, leveling, mooring, parking,
towing 2nd taxiing When the airplane is handled in the manner described in the following
paragraphs, damage t o the airplane and its equipment will be prevented.
2-1 2. JACKING. Jack the airplane to service the landing gear and as specified to perform
other service operations. Proceed as follows:
a. Place the jacks under jack pads a the front wing spar. (Refer to Figure 2-6.)
b. .Attach the tad support to the tail skid. PIace approximately 300 pounds of ballast
on the base of the tail support .to hold down the tail.
CAUTION
Be sure to apply sufficient tail support ballast; otherwise the
airplane will tip forward.
c. Raise the jacks until all three wheels are clear of the surface.
2-13. WEIGHING. (Refer to Figure 2-7.) The airplane may be weighed by the following
procedure :
a. Position a scale and ramp in front of each of the three wheels.
b. Secure the scales from rolling forward and tow the airplane up onto the scales.
(Refer to Towing, Paragraph 2-1 8.)
c. Remove the ramp so as not to interfere with the scales.
d. If the airplane is to be weighed for weight and balance computations, level the
airplane per instructions given in Paragraph 2-1 4.
2-14. LEVELING. AU configurations of the airplane are provided with a means for
longitudinal and lateral leveling. The airplane may be leveled while on jacks; during the
weighing procedure while the wheels are on scales; or while the wheels are on the ground.
To level the airplane for purposes of weighing or rigging, the following procedures may be
used:
a. To longitudinally level the airplane, partially withdraw the two leveling screws
located immediately below the left front side window. (Refer to Figure 2-8.) Place a spirit
level on these screw heads and deflate the nose wheel tire or adjust the jacks until the
bubble of the level is centered.
b. To laterally level the airplane, place a spirit level across the baggage compartment
floor along the Izar bulkhead (Refer to Figure 2-9.) and deflate the tire on the high side of
the airplane or adjust either jack until the bubble of the level is centered.
2-15. MOORING. The airplane is moored to insure its immovability, protection and
security under various weather conditions. The following procedure gives the instructions
for proper mooring of the airplane.
a Head the airplane into the wind, if possible.
b. Block the wheels.
c. Lock the aileron and stabilatar controls using the front seat belt.
d. Secure tie-down ropes to the wing tiedown rings and the tail skid at approximately
45 degree angles to the ground. When using rope constructed of nonsynthetic material, leave
sufficient slack to avoid damage to the airplane when the ropes contract due to moisture.
CAUTION
NOTE
2-16. LOCKING AIRPLANE. Matching key locks are provided on right cabin door, left
cabin door, forward baggage door and ignition switch.
2- 17. PARKING. When parking the airplane, insure that is is sufficiently protected against
adverse weather conditions and presents no danger to other aircraft. When parking the
airplane for any length of time or overnight, it is recommended that it be moored as in
Paragraph 2- 15.
a. To park the airplane, head it into the wind, if possible.
b. Set the parking brake by pulling back the brake lever and depressing the knob
attached to the left side of the handle. Then release the handle. To release the parking
brakes, pull back on the brake lever to disengage the catch mechanism. Then allow the
handle to swing forward.
NOTE
c. The aileron and stabilator controls may be locked by using the front seat belt.
2-18. TOWING. The airplane may be moved by using the nose wheel steering bar that is
stowed below the forward ledge of the rear baggage compartment or power equipment that
will not damage or cause excess strain to the nose gar steering assembly. The stem on the
bar is inserted in the hollow of the nose wheel axle at its right side.
CAUTION
In the event towing lines are necessary, lines (rope) should be attached to both main
gear strutsas high up on the tubes as possible. Lines should be long enough to clear the nose
and/or tail by not less than 15 feet, and a qualified person to ride in the pilot's seat to
maintain control by use of the brakes.
CAUTION
2-19. TAXIING. Before attempting to taxi the airplane, ground personnel should be
checked out by a qualified pilot or other responsible person. Engine starting and shutdown
procedures should be covered as well. When it is ascertained that the propeller back blast
and taxi areas are clear, apply power to start the taxi roll and perform the following checks:
a. Taxi forward a few feet and apply brakes to determine their effectiveness.
b. Taxi with propeller set in low pitch, high RPM setting.
c. While taxiing, make slight turns to ascertain the effectiveness of steering.
d. Observe wing clearances when taxiing near building or other stationary objects. If
possible, station a guide outside the airplane to observe.
e. When taxiing on uneven ground, look for holes and ruts.
f. Do not operate the engine at high RPM when running up or taxiing over ground
containing loose stones, gravel or any loose material that may cause damage to the propeller
blades.
2-20. EXTERNAL POWER RECEPTACLE.
NOTE
When the engine is firing evenly, advance the throttle to 800 RPM. If oil pressure is not
indicated within thirty seconds, stop the engine and determine the trouble. In cold weather
it will'take a few seconds longer to get an oil pressure indication. If the engine has failed to
start, refer to the Lycoming Operating Handbook, Engine Troubles and Their Remedies.
Starter manufacturers recommended that cranking periods be limited to thirty seconds
with a two minute rest between cranking periods. Longer cranking periods will shorten the
life of the starter.
2-22. SERVICING. •
2-23. GENERAL. Servicing the airplane includes the replenishment of fuel, oil, hydraulic
fluid, tire pressures, lubrication requirements and other items required to completely service
the airplane.
2-26. FILLING FUEL TANKS. The fuel tanks of each wing are filled through filler necks.
The fder neck s e ~ c e sboth
- inboard and outboard tanks. Each wing with interconnecting
tanks has a capacity of 49 U.S. gallons.
a. Observe all required safety precautions for handling gasoline.
b. Fill the tanks with fuel as specified on the placard adjacent to the filler neck or refer
to the latest issue of Lycoming Service Instruction No. 1070 for alternate fuels.
2-27. DRAINING MOISTURE FROM FUEL SYSTEM. The fuel system should be drained
daily prior to first flight and after refueling to avoid the accumulation of water or sediment.
Each fuel tank is equipped with an individual quick drain located at the lower inboard rear
comer of the tank. The fuel strainer and a system quick drain valve are located in the
fuselage at the lowest point of the fuel system. It is important that the fuel system be
drained in the following manner:
a. Drain each tank through its individual quick drain located at the lower inboard rear
comer of the tank, making sure that enough fuel has been drained to ensure that all water
and sediment is removed.
b. Place a container under the fuel sump drain outlet, which is located under the
fuselage.
c. Drain the fuel strainer by pressing down on the lever located on the nght-hand side
of the cabin below the forward edge of the center seat. The fuel selector must be positioned
in the following sequence: off position, left main and right main while draining the strainer
to ensure that the fuel lines between each tank outlet and fuel strainer are drained as well as
the strainer. When the fuel tanks are full, it will take approximately six seconds to drain all
the fuel in one of the lines from a main tank to the fuel strainer. When the fuel tanks are less
than full, it will take a few seconds longer.
d. Examine the contents of the container placed under the fuel sump drain outlet for
water and sediment and dispose of the contents.
CAUTION
When draining any amount of fuel, care should be taken to
ensure that no fm hazard exists before starting engine.
NOTE
2-27a. ANTI-ICING FUEL ADDITIVE. The PA-32RT-300/300T aircraft are approved for
operation with a n anti-icing additive in the fuel. When an anti-icing additive is used i t must
meet the specification MIL-L-27686. must be uniformly blended with the fuel while refueling,
must not exceed .15% by volume of the refueled quantity. and toensure its effectiveness should
be blended at not less than .lo%by volume (one and one half liquid 02s. per ten gallon of fuel
would be within this range). A blender supplied by the additive manufacturer should be used.
Except for the information contained in this section. the manufacturer's mixing or blending
instructions should be carefully followed.
Assure that the additive is directed into flowing fuel stream. Theadditive flow should sran
after and stop before the fuel flow. D o not permit the concentrated additive to come in contact
with the aircraft painted surfaces or the interior surfaces of the fuel tanks.
Some fuels have anti-icing additives pre-blended in the fuel at the refinery. so no further
blending should be performed. ..
Fuel additive cannot be used as a substitute for a preflight draining of the fuel system
drains.
2-28. DRAINING FUEL SYSTEM. Fuel may be drained from the system by opening the
valve at the inboard end of each fuel tank. The flush type drain valve requires the drain cup pin
to hold valve open. The remaining fuel in the system may be drained through the filter bowl.
Either wing tank set may be drained by closing the selector valve and then drainingas desired.
-7
2-30. SERVICING BRAKE SYSTEM. The brake system incorporates a hydraulic fluid
reservoir through which the brake system is periodically serviced. Fluid is drawn from the
reservoir by the brake cylinders to maintain the volume of fluid required for maximum braking
efficiency. Spongy brake pedal action is often a n indication that the brake fluid reservoir is
running low on fluid. Instructions for filling the reservoir are given in Paragraph 2-3 1. When
found necessary t o accomplish repairs to any of the brake system components, or to bleed the
system, these instructions may be found in Section VII.
2-3 1. FILLING BRAKE CYLINDER RESERVOIR. The brake cylinder reservoir should
be filled to the level marked on reservoir, with the fluid specified in Table 11-1. The reservoir.
located on the left side of the firewall in the engine compartment, should be checked at every
50-hour inspection and replenished as necessary. No adjustment of the brakes is necessary,
though they should be checked periodically per instructions given in Section VII.
2-32. DRAINING BRAKE SYSTEM. To drain the brake system connect a hose to the
bleeder fitting on the bottom of the wheel cylinder and place the other end of the line in a
suitable container. Open the bleeder and slowly pump the hand brake lever and the desired
brake pedal until fluid ceases to flow. T o drain the wheel brake unit, disconnect the' line at the
bottom of the unit and allow fluid to flow into a suitable container. T o clean the brake system,
flush with denatured alcohol.
2-32b. SERVICING TIRES. The tires should be maintained at the pressure specified in
Table 11-1. When checking tire pressure, examine the tires for wear, cuts, bruises and
slippage-
2-32c. TIRE BALANCE.(Refer to Figure 2-9a.) Proper balancing is critical for the life of
aircraft tires. If a new tire is balanced upon installation it wiU usually remain balanced for
the life of the tire without having any shimmy or flat spots, and an inexpensive balancer can
be made that will balance almost any tire for light aircraft. Balance the tire as follows:
a. Mount the tire and tube (if one is used) on the wheel, but do not install the securing
bolts. install the wheel bearings in the wheel; then, using the -7 bushing, -6 spacers, and -5
nuts, install the wheel-tire assembly on the -8 pipe. Secure the -5 nuts finger-tight so that the
wheel halves touch each other. Be sure the bolt holes are aligned! Insert the -4 axle through
the -8 pipe and place the wheel in the center of the b$ancer. Make sure the axle is only on
the chamfered edges of the balancer and that it is at 90 to the sides of the balancer.
b. Release the tire. If it is out of balance it will rotate, coming to rest with the heaviest
point on the bottom. Tape a 112 ounce patch across top center of the tire. Rotate the tire
4Soand release it again. If the tire returns to the same position, add a 1 ounce patch and
again rotate the tire and release it. Continue this procedure until the tire is balanced.
c. When balance is attained, put a chalk mark on the sidewall directly below the patch.
Use one mark for each half ounce of weight needed. Mark the valve stem location on the tire
and the opposite wheel half to assure reassembly in the same position. Remove the wheel
from the balance stand, break it down and clean the inside of the tire with toluol. Apply a
coat of patch cement to both the patch and the inside center of the tire in line with the
chalk marks. When the cement has dried, install the patches making certain they are on the
center line of the tire and aligned with the chalk marks on the sidewall. Burnish the patches
to remove trapped air, etc.
d. When reassembling the wheel, powder the inside of the tire. Mount the tire on the
valve side of the wheel in the same position it was in when it was balanced. Install the other
wheel half, aligning the chalk marks. Install the bolts and tighten to required torque, then
air the tire and recheck balance. The wheel should not be more than 112 ounce out of
balance..
e. The following instructions will help in building the balancer: (Refer to Figure 2-9a.)
1. Chamfer top edges of -3 sides leaving 1/16 inch flat on top inboard edge. Rivet
-2 tee's to -3 sides using AN 470-ADS rivets 2" spacing. Use AN 426-AD5 rivets 2" center to
center to secure -2 tee's to -1 base. If tee extrusion is unavailable, heavy angle extrusion
could be used. -3 sides must be vertical.
2. The 4 axle must slide through the -8 pipe. The -5 nuts were made by reaming
the existing threads in the AN 365624 nuts with an R drill, then tapping with a 1/8-27 pipe
tap
3. The -6 spacers were made from 112 inch aluminum tubing. The two lengths of
spacers are suitable for balancing most any aircraft wheel.
4. The -7 bushings may be made from one inch Richlite using a 1% inch hole saw to
cut out the smaller bushing and 1% hole saw to cut out the larger. By inserting a % inch
long threaded bolt through the pilot hole and securing with a washer and nut, a drill press
and fde may be used to make the off-set on the bushing. The turneddown part should just
slide inside the bearing race. Ream the pilot hole to slide over the -8 pipe threads.
5. The -8 pipe was made from a piece of 118 inch black pipe and threaded with a
1/8-27 pipe die. Thread 3 inches from each end of the pipe.
-1
-2
-3
1 u. --
t n a followrr Iln of madrus umn u r n In mrklng ma bamcu:
2 U . 1-
2u.Slda
12x11
2 S r 2 x l l
14x11
aluminum r l b y
0.190 2021 TI c(.~
NOTE
A small vent. hole is located under the vent screw head.
Retain 1/64 inch clearance between the screw head and the
mall vent hole.
2-37. SERVICING LANDING GEAR. The landing gear consists of tires, brakes and oleo
strut assemblies. These should be inspected for proper gear extension, scored piston tubes,
possible hydraulic fluid leakage, security and condition of all connection points. Check the
brake linine for wear and frayed edges, and brake discs for scoring. Replace if found
necessary. In addition, the gear should be checked for proper adjustment of downlock
hooks, looseness of drag links and side brace links. Minor servicing is described in the
following paragraphs, and for detailed service and overhaul instructions. (Refer to Section
a*)
2-39. SERVICING OLEO STRUTS. The air-oil type oleo strut should be maintained at
proper strut tube exposures for best oleo action. The nose gear strut must have 2.60 +, .25
inches of piston tube exposed. The main gear strut requires 4.00 f .25 inches of tube
exposure.
These measurements are taken with the airplane sitting on level surface under normal
static load. (Empty weight of airplane plus full fuel and oil.) If the strut has less tube
exposure than prescribed, determine whether it needs air or oil by rocking the airplane. If
the oleo strut oscillated with short strokes (approximately on inch) and the airplane settles
to its normal position within one or two cycles after the rocking force is removed, the oleo
strut requires inflating. Check the valve core and filler plug for air leaks, correct if required,
and add air as described in Paragraph 2-41. If the oleo strut oscillates with long strokes
(approximately three inches) and the airplane continues to oscillate after the rocking force
is removed, the oleo struts require fluid. Check the oleo for indications of oil leaks, correct
if required and add fluid as described in Paragraphs 2-40. For repair procedures of the
landing gear and/or oleo struts, refer to Section VII.
WARNING
CAUTION
Dirt and foreign particles form around the filler plugs of the
landing gear struts, therefore, before attempting to remove
these plug, the tops of the struts should be cleaned with
compressed air and/or with a dry solvent.
2-40. FILLING OLEO STRUTS. To fill the nose or main p a r oleo strut with fluid
(MIL-H-5606), whether it be the addition of a small or large amount, proceed as follows:
a. Raise the airplane on jacks. (Refer t o Paragraph 2- 12.)
b. Place a pan under the gear to catch spillage.
c. At the filler plug, relieve air pressure from the strut housing chamber by removing
the cap from the air valve and depressing the valve core.
d There are two methods by which the strut chamber may be filled and these are as
follows:
Method 1 :
1. Remove the valve core from the filler plug at the top of the nose gear strut
housing or at the top inboard side of the main gear housing. Allow the filler plug to remain
installed.
2. Attach one end of a clean plastic hose to the valve stem of the filler plug and
submerge the other end in a container of hydraulic fluid. .
NOTE
An air-tight connection is necessary between the plastic tube
and the valve stem. Without such a connection, a small
amount of air will be sucked into the oleo strut during each
sequence, resulting in an inordinate amount of air bubbles
and a prolonged filling operation.
3. Fully compress and extend the strut thus drawing fluid from the fluid container
and expelling air from the strut chamber. By watching the fluid pass through the plastic
hose, it can be determined when the strut is full and no air is present in the chamber.
4. When air bubbles cease to flow through the hose, compress the strut fully and
remwe the hose from the valve stem.
5. With the strut compressed, remwe the fder plug to determine that the fluid
level is visible up to the bottom of the filler plug hole.
6. Reinstall the core in the filler plug and apply thread lubricant (Parker 6PB) to
the threads of the filler plug and install the plug in the top of the strut housing. Torque the
plug to 45 foot-pounds.
Method 2:
1. Remcwe the filler plug from the top of the nose gear strut housing or at the top
inboard side of the main gear housing.
2. Raise the strut piston tube until it is fully compressed.
3. Pour fluid from a clean container through the filler opening until it reaches the
bottom of the fder plug hole. (Air pressure type oil container may be helpful.)
4. Install the filler plug finger tight and extend and compress the strut two or three
times to remove air from the housing.
5. Remove the filler plug, raise the strut to full compression and fd with fluid if
needed.
6. Apply thread lubricant (Parker 6PB) to the threads of the filler plug. Reinstall
the filler plug and torque t o 45 foot-pounds.
e. With the airplane still on jacks, compress and extend the gear strut several times to
ascertain that the strut actuates freely. The weight of the gear fork and wheel should extend
the strut.
f. Clean off overflow of fluid and inflate the strut as described in Paragraph 2-41.
g. Check that fluid is not leaking around the strut piston at the bottom of the housing
2-41. INFLATING OLEO STRUTS. After making certain that an oleo strut has sufficient
fluid, attach a strut pump to the air valve and inflate the oleo strut. The strut should be
inflated until the correct inches of piston is exposed with normal static load (empty weight
of airplane plus full fuel and oil) on the pars. (Refer to Paragraph 2-39.) Rock the airplane
several times to ascertain that the gear settles back to the correct strut position. (If a strut
pump is not available, the airplane may be raised and line pressure from a high pressure air
system used. Lower the airplane and while rocking it, let air from the valve to bring the strut
down to the proper extension.) Before capping the valve, check for valve core leakage.
242. TIRES.
243. SERVICING TIRES. The tires should be maintained at the pressure specified in
Table 11-1. When checking tire pressure, examine the tires for wear, cuts, bruises and
slippag. Also ascertain that the tires, tubes, and wheels are properly balanced when
installed. Align the index mark on the tire with the index mark on the tube.
245. SERVICING INDU(XION AIR FILTER. The air filter on the PA-32RT-300 is
located on the left side of the engine cowl. The filter is cleaned by shaking off loose dirt by
rapping the filter on a hard flat surface. Never wash the filter or use compressed air to clean.
Refer to Section VIII for additional information.
The air filter on the PA-32RT-300T is located just aft of the induction air intake in the
lower cowl. This filter may be washed as described in Section VIIIA.
2-46. PROPELLER.
247. SERVICING PROPELLER. The spinner, back plate and propeller surfaces should be
cleaned and inspected frequently for nicks, scratches, corrosion and cracks. Minor nicks and
scratches may be removed as found in Section VIII or VIIIA. The face of each blade should
be painted when necessary with a flat paint to retard glare. To prevent corrosion, wipe
surfaces with a light oil or wax.
In addition, propellers should be inspected for grease or oil leakage and freedom of
rotation on the hub pilot tub'e. To check freedom of rotation, rock the blade back and forth
through the slight freedom allowed by the pitch change mechanism. Lubricate the propeller
at 10CLhour intervals in accordance with the lubrication Chart.
Additional service information for the propeller may be found in Section VIII or VIIIA.
248. BATTERY
249. SERVICING BATTERY. Servicing of the battery, which is located under the floor
panel of the forward baggage compartment, involves adding distilled water to maintain
electrolyte even with the horizontal baffles, checking cable connections, and checking for
any spilled electrolyte that would lead to corrosion. A check for proper fluid level and
presence of corrosion should be conducted at intervals of 50 hours or 30 days, whichever
comes first. When corrosion is found, at each 100 hour inspection or every 90 days, the
battery should be removed from the box, and the battery and box should be cleaned.
Removal, cleaning and charging instructions may be found in Section M of this manual.
2-50. CLEANING. •
2-5 1. CLEANING ENGINE COMPARTMENT. Before cleaning the engine compartment,
place a strip of tape on the magneto vents to prevent any solvent from entering these units.
a Place a pan under the engine to catch waste.
b. With the engine cowling removed, spray or brush the engine with solvent or a
mixture of solvent and degreaser, as desired. It may be necessary to brush areas that were
sprayed where heavy grease and dirt deposits have collected in order to clean them.
CAUTION
Do not spray solvent into the alternator, starter, air intake,
and alternate air inlets. Remwe or protect asbestos heat
shields from solvent.
c. Allow the solvent to remain on the engine from five to 10 minutes, then rinse the
engine clean with additional solvent and allow to -dry.
CAUTION
2-52. CLEANING LANDING GEAR. Before cleaning the landing gar, place a plastic cover
or sim& material over the wheel and brake assembly.
a Place a pan under the gear to catch waste.
b. Spray or brush the gear area with solvent or a mixture of solvent and dewaser, as
desired. It may be necessary to brush areas that were sprayed where heavy grease and dirt
deposits have collected in order to clean them.
c. M o w the solvent to remain on the gear from 5 to 10 minutes, then rinse the gear
with additional solvent and allow to dry.
d. Remove the cover from the wheel and remove the catch pan.
e. Lubricate the gear per Lubrication Chart.
2-53. CLEANING EXTERIOR SURFACES. The airplane should be washed with a mild
soap and water. Harsh abrasive or alkaline soaps or detergents used on painted or plastic
surfaces could make scratches o r cause corrosion of metal surfaces. Cover areas where
cleaning solution could cause damage. T o wash the airplane, the following procedure may be
used:
a. Flush away loose dirt with water.
b. Apply cleaning solution with a rag, sponge or soft bristle brush.
c. T o remove stubborn oil and grease, use a cloth dampened with naptha.
d. Where exhaust stains exist, allow solution to remain on the surface longer.
e. Any good automotive wax may be used to preserve the painted surfaces. Soft cleaning
cloths or a chamois should be used to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the abrasion problems in these areas.
NOTE
d. After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly
with a soft cloth. Do not use a circular motion.
e. A severe scratch or mar in plastic can be removed by using jeweler's rouge to rub out a
scratch. Smooth both sides and apply wax.
f. T o improve visibility through windshield and windows when flying through rain,
apply a rain repellant such as Repcon to the windshield and windows. Apply the product in
accordance with the manufacturer's instructions. Purchase Repcon from Unelko Corp. 727 E
I 10th Street. Chicago, Illinois 60628.
CAUTION
c. Leather materials should be cleaned with saddle soap or mild soap and water.
2-56. CLEANING CARPETS. Use a small whisk broom or vacuum to remove dirt. For
soiled spots, use a non-inflammable dry-cleaning fluid.
lCll
LANCE I1 SERVICE MANUAL
2-58. SERVICING OIL SYSTEM. The engine oil level should be checked before each flight and
changed after each 50 hours of engine operation. During oil change, the oil screen(s) should be
removed and cleaned, and the oil filter canridge replaced. Intervals between oil changes can be
increased as much as 100% provided the oil filter is replaced each 50 hours of operation. The engine
manufacturer does not recommend oils by brand names. Use a quality brand Aviation Grade Oil of
the proper season viscosity. For information on the use of detergent oil, refer to paragraph 2-63 and
( or latest revision of Lycoming Service Instruction Letter No. 1014.
CAUTION
2-59. FILLING OIL SUMP. The oil sump should normally be filled with oil to the mark on
the engine dipstick. The quantity of oil required for the engines may be found in Table II-I.
The specified grade of oil may be found in Table 11-III, The Lubrication Chart, or on each
engine oil filler access door. T o service the engine with oil, open the quick release access
door on top of the cowl and remove the oil fitler cap with dipstick.
2-60. DRAINING OIL SUMP. To drain the oil sump, provide a suitable container with a minimum
capacity of that required to fill the sump. Remove the engine cowl and open the oil drain valve
located on the underside of the engine by pushing the arms of the drain up and turning coun-
terclockwise. This will hold the drain in the open position. It is recommended the engine be warmed
to operating temperature to insure complete draining of the old oil. On PA-32RT-300Tremove the
engine manifold sump fuel drain line and grommet from the bottom of the cowl. Using proper I.D.
I and length hose, put through hole in bottom of cowl and slide over oil quick drain valve. Oil may
then be drained by opening valve.
2-61. OIL SCREEN. (SUCTION.) The oil suction screen is located on the bottom aft end of the
engine sump, installed horizontally. To remove, cut the safety wire and remove the hex head plug.
The screen should be cleaned at each oil change to remove any accumulation of sludge and to
examine for metal filings or chips. If metal particles are found in the screen. the engine should be
examined for internal damage. After cleaning and inspection, place the screen inside the recess in
the hex head plug to eliminate possible damage to the screen. lnsen the screen into the housing and
I when certain that the screen is properly seated, tighten and safety the plug with MS-20995-C41
safety wire.
2-64. LUBRICATION.
a. Use recommended lubricants. Where general purpose lubricating oil is specified, but
unavailable, clean engine oil may be used as a satisfactory substitute.
b. Check the components to be lubricated for evidence of excessive wear and replace
them as necessary.
c. Remove all excess lubricants from components in order to prevent the collection of
dirt and sand in abrasive quantities capable of causing excessive wear or damage to bearing
surfaces.
NOTE
CAUTION
Be careful not to add too much oil, because the excess will be
thrown off during operation and will cause pitting and
burning of the magneto points.
2-67. APPLICATION OF GREASE. Care must be taken when lubricating bearings and
bearing surfaces with a grease gun, to insure that gun is filled with new, clean grease of the
grade specified for the particular application before applying lubricant to the grease fittings.
a. Where a reservoir is not provided around a bearing, apply the lubricant sparingly and
wipe off any excess.
b. Remove wheel bearings from the wheel hub and clean thoroughly with a suitable
solvent. When repacking with grease, be sure the lubricant enters the space between the
rollers in the retainer ring. Do not pack the grease into the wheel hub.
c. Use extra care when greasing the constant speed propeller hub to avoid blowing the
clamp gaskets. Remwe one grease fitting and apply grease to the other fitting until fresh
grease appears at the hole of the remcwed fitting.
a
Issued: 1/3/78 HANDLING AND SERVICING
lC14
LANCE I1 SERVICE MANUAL
TYPE OF LUBRICANTS
PREFERRED PRODUCT
LUBRICANT SPEC1FICATION AND VENDOR
SILICONE, COMPOUND
. 1
SPECIAL INSTRUCTIONS
1 BEARINGS AND BUSHINGS - CLEAN EXTERIOR WlTH A DRY TYPE SOLVENT BEFORE LUBRICATING
2 LUBRICATION POINTS - WIPE ALL LUBRICATION POINTS CLEAN OF OLD GREASE. OIL. DIRT. ETC .
BEFORE LUBRICATING
NOTES
1 SEE LATEST REVlSlON OF LYCOMING SERVICE INSTRUCTIONS NO 1014 FOR USE OF DETERGENT
OIL
CAUTIONS
I 1.
2.
COMPONENT
MILG-23827
MIL-L-7870
FREQUENCY
100 HRS
100 HRS
-
N
3. MAlN GEAR TORQUE LINKS MIL-L-7870 100 HRS
4. EXPOSED OLEO STRUT MAIN FLUOROCARBON RELEASE
I I AGENT DRY LUBRICANT I I
MS-122 100 HRS
5. MAIN GEAR WHEEL BEARINGS TEXACO MARFAX A L L
PURPOSE QREASE OR
MOBlL GREASE 77
(OR MOB1L EP2
GREASE) 100 HRS
6. MAIN GEAR DOOR CONTROL ROD ENDS MIL-L-7870 100 HRS
7. MAIN GEAR SIDE BRACE LINK ASSEMBLY MILO-23827 100 HRS
8. UPPER SIDE BRACESWIVEL F I l T I N G MIL-G-23827 100 HRS
9. MAlN GEAR DOWNLOCK ASSEMBLY
I RETRACTION FITTING AND CYLINDER I I I
AlTACHMENT POINTS MIL-L-7 87 0 100 HRS
10. OLEO STRUT FILLER POINT (MAIN GEAR) MIL-H-5606 AS REQUIRED
11. HYDRAULIC PUMP RESERVOIR MIL-H-5606 100 HRS
12. BRAKE RESERVOIR MILH-5606 L O O HRS
11
SPECIAL INSTRUCTIONS
I. -
NOWwheel bearlngs O I s a ~ m D I eand clean wlth a dry
type solvent. Asartaln that grease Is packed between
the roller and cone. D o not pack grease In wheel
hourlng. W k d burlngs roaulre clunlng and repacking
alter expomre t o an abnorrrul auantlty of watar.
2. Oleo struts -F l l l par lnstmctlonr on unlt or refer t o
servke manual.
- CA UTION -
Do not lubricate control wheel shqft or bushing. Clean only using
alcohol or other suitabb solvent.
I SPEClAL INSTRUCTIONS
875
863
2
SKETCH A
3
SKETCH B
874
------
SPECIAL INSTRUCTIONS
878
SPECIAL INSTRUCTIONS
STOP S H O U L D B E L U B R I C A T E D A N D F R E E
T O S W I V E L W I T H O U T EXCESSIVE P L A Y
SKETCH A
Figure 2-16. Lubrication Chart (Cabin Door, Baggage Door & Seat)
878
7
a,
.,.< i
-*-->cx
'; :
i,
SKETCH B
2 SPECIAL INSTRUCTIONS
1740
NOTE
Figure 2-1 7. Lubrication Chart (Power Plant, Propeller & Control Pivot Points)
MILC-21567 BELOW
100 HRS
SPECIAL INSTRUCTIONS
INSPECTION
Aerofiche
Paragraph Grid No.
3-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-2. Recommended Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-3. Inspection Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-4. Inspection Requirements . . -1 . . . . . .. ..... . . . . . . . . . . . . .
3-5. . Preflight Check . . . . . . . . . . . . . . . -. .. . . . . . . . . . . . .
3-6. Overlimits Inspection . . . . . . . . . . . . . . . . . . . . . . . . .
3-7. Special Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-8. Programmed Maintenance . . . . . . . . . . . . . . . . . . . . . .
3-9. Inspection of Exhaust System . . . . . . . . . . . . . . . . . . . .
3-1 0. Inspection of Flap Control Cable Attachment Bolt . . . . . . . .
3-1 1. Inspection of Induction Air Inlet Duct and Alternate
Heat Duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Issued: 1/3/78
LANCE 11 SERVICE MANUAL
SECTION 111
ISSPECTION
CAUTION
NOTE
3-5. PREFLIGHT CHECK. The airplane must be given a thorough preflight and walk-
around check. The pilot and1 or mechanic must include the preflight check as a normal pro-
cedure necessarv for the safe operation of the aircraft. Refer to the Pilot's Operating Manual
for a listing of items that must be checked.
3-6. OVERLIMITS INSPECTION. If the airplane has been operated so that any of its
components have exceeded their maximum operational limits, check with the appropriate
manufacturer.
3-7. SPECIAL INSPECTIONS. The special inspections given in the following paragraphs,
supplement the scheduled inspections as outlined in the Inspection Report. Table 111-1. and
include inspection of items which are required to be examined at intervals not compatible
with airframe operating time or airframe inspection intervals. Typical of this type are:
a. Inspections required because of special conditions or incidents that arise. and because
of these conditions or incidents. an immediate inspection would be required to insure further
safe flight.
b. Inspection of airframe or components on a calendar basis. This type of inspection
could often be accomplished during the nearest scheduled inspection.
c. Specific definitive inspection on engines based strictly upon engine operatins time.
d. Those inspections not completely covered in other sections of this manual. but
outlined in the lnspection Report which must be explained in more detail to give a clearer and
complete inspection.
I inspection schedule. Programmed maintenance manual P /N 76 1 737 for these aircraft are
available through the Piper Factory Service Department and Piper Dealers or Distrtbutors.
NOTE
On PA-32RT-300 removal of the tail pipe and stacks are required for inspection of the
muffler baffles. (On PA-32RT-300T removal of the tail pipe is required for inspection of the
cabin heat shroud and heat sink material under the shroud on the tail pipe.) Remove 01loosen
all exhaust shields, cabin heat shroud, heat blankets, etc., as required to permit inspection of
the complete system. Perform the necessary cleaning operations and inspect all external
surfaces for dents, cracks and missing pans. Pay particular attention to welds, clamps,
supports and suppon attachment lugs, slip joints, stack flanges and gaskets. Inspect internal
baffles or diffusers on PA-32RT-300. Any cracks, warpage or severe oxidation are cause for
I replacement of muffler (or tail pipe assembly).
If any component is inaccessible for a thorough visual inspection, accomplish one of the
following:
a. Accomplish a submerged pressure check of the PA-32RT-300 muffler and exhaust
stack at 2 psi air pressure (or perform a submerged pressure check of the tail pipe assembly at
20 psi air pressure on PA-32RT-3001 airplanes).
b. Conduct a ground test using a carbon monoxide indicator by heading the airplane
into the wind, warming the engine on the ground, advancing the throttle to full static RPM
with cabin heat valves open, and taking readings of the heated airstream inside the cabin at
each outlet. Appropriate sampling procedures applicable to the particular indicator must be
followed. If carbon monoxide concentration exceeds .005 percent or if a dangerous reading is
I
obtained on an indicator not calibrated in percentages, the muffler on PA-32RT-300 (or tail
pipe assembly on PA-32RT-300T must be replaced).
c. Insure the proper installation of the shroud on the muffler upon reassembly.
1. Check the left end of muffler and shroud assembly to determine if the shroud
retaining tabs are totally visible on the outside of the shroud (Refer to Figure 3-1.)
2. If tabs are not visible and the shroud is mislocated, remove and reinstall the
shroud in the proper position.
3. Mislocation of the shroud could result in shifting of the shroud with a resulting
reduction of cabin heat and possible inability of the nose landing gear (32R) to fully extend to
its down lock position.
Revised: 10/3/80
LANCE II SERVICE MANUAL
OUTER HOUSING
INNER BAFFLE
PA-32RT-300
VIEW A
*
A.PROPELLER GROUP
1. Inspect spinner and back plate ......................................
2. Inspect blades for nicks and cracks ..................................
3. Inspect for grease and oil leaks.. ....................................
4. Lubricate propeller per lubrication chart (section 11) ...................
5. Check spinner mounting brackets.. ..................................
6. Check propeller mounting bolts and safety (check torque if
safety is broken). ..................................................
7. Inspect hub pans for cracks and corrosion.. ..........................
8. Rotate blades and check for tightness in hub
pilot tube.. .......................................................
9. Remove propeller; remove sludge from propeller and
crankshaft ........................................................
10. Inspect complete propeller and spinner assembly for
security, chafing, cracks, deterioration, wear, and correct
installation .......................................................
I I. Overhaul propeller (see note 22) .....................................
B. ENGINE GROUP
WARNING Ground magneto primary circuit before working on engine.
NOTE: Read notes 5. 24 and 25 prior to completing this inspection group.
1. Remove engine cowl and inspect for damage ..........................
2. Clean and check cowling for cracks, distortion, and loose or
missing fasteners ..................................................
3. Drain oil sump (see note 6) .........................................
4. Clean suction oil strainer at oil change (check strainer for
foreign particles) ..................................................
Nature of Inspection
I Inspection Time (hrs)
INSPECTION
Revised: 10/3/80
LANCE I1 SERVICE MANUAL
INSPECTION
LANCE I1 SERVICE MANUAL
r
Inspection Time (hrs)
Nature of Inspection
50 100 500 1000
Page
Revised: 8/15/85 INSPECTION
LANCE I1 SERVICE MANUAL
I
Nature of Inspection
I Inspection Time (hrs) I
D. CABIN GROUP
1. Inspect cabin entrance doors, and windows for damage, operation and
secutity ...........................................................
2. Check upholstery for tears ..........................................
3. Check seats, seat belts, security brackets and bolts .....................
4. Check trim operation.. .............................................
5. Check rudder pedals ...............................................
6. Check parking brake and brake handle for operation and cylinder
leaks .............................................................
7. Check control wheels, column, pulleys and cables (See Note 20) .........
8. Check flap control cable attachment bolt .............................
9. Check landing, navigation, strobe, cabin and instrument lights. ..........
10. Check instruments, lines and attachments ........; ....................
11. Check gyro operated instruments and electric turn and bank (Overhaul
or replace as required). .............................................
12. Replace central air filter ............................................
13. Clean or replace vacuum regulator filter ..............................
14. Check altimeter (Calibrate altimeter system in accordance with
FAR 91.170, if appropriate) .........................................
IS. Check operation of fuel selector valve ................................
16. Check fuel valve drain lever cover for security and door for proper
operation .........................................................
17. Check condition of heater controls and ducts.. ........................
18. Check condition and ooeration of air vents.. . . . . . . . . . . . . . . . . . . . . . . . . . .
19. Check condition of air conditioning ducts .............................
20. Remove and clean air conditioning evaporator filter. ...................
0
0
0
O
0
i
14. Check fuel lines, valves, and gauges for damage and operation ........... 0 0 0
.
15. Remove drain . and clean fuel strainer bowl and screen (Drain and
clean at least every 90 days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 0 0 0
16. Check security of all lines ........................................... 0 0 0
17. Check vertical fin and rudder surfaces for damage . . . . . . . . . . . . . . . . . . . . . . 0 0 0
I8. Check rudder hinges, sector and attachments for damage, security
and operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 0 0
19. Inspect rudder control stops to ensure stops have not loosened and
locknuts are tight .................................................. 0 0 0
20 . Check vertical fin attachments for security ............................ 0 0 0
21 . Check rudder hinge bolts for excess wear (Replace as required) . . . . . . . . . . 0 0 0
22 . Check stabilator surfaces for damage ................................. 0 0 0
23. Check stabilator tab hinges . horn and attachments for damage .
security and operation .............................................. 0 0 0
24 . Inspect stabilator control stops to ensure stops have not loosened
and locknutsare tight .............................................. 0 0 0
25 . Check stabilator attachments for security; torque per Figure 4-3 ......... 0 0 0
26. Check stabilator and tab hinge bolts and bearings for excess wear
(Replace as required) ............................................... 0 0 0
27 . Check stabilator trim mechanism .................................... 0 0 0
28. Check all cable tensions (use tensiometer) (See Xote 18) ................ 0 0 0
w
Inspection Time (hrs)
Kature of Inspection
F. WING GROUP
I . Check oleo struts for proper extension (N-2.60 in./ M-4.0 in.)
(Check fluid level as required) ....................................... 0 0 0 0
2. Check nose gear steering control and travel ........................... 0 0 0
3. Check wheels for alignment ......................................... 0 0 0
4 . Put airplane on jacks ............................................... 0 0 0
5. Check tires for cuts. uneven or excessive wear and
slippage .......................................................... 0 0 0
6. Remove wheels. clean. check and repack bearings ...................... 0 0 0
.
7 . Check wheels for cracks corrosion and broken bolts ................... 0 0 0
.
8 . Check tire pressure (Refer to Section I1 Table 11-1) . . . . . . . . . . . . . . . . . . . . 0 0 0 0
9 . Check brake lining and disc for wear ................................. 0 0 0
10. Check brake backing plates for cracks ................................ 0 0 0
1 1 . Check condition of brake and hydraulic lines .......................... 0 0 0
12. Check shimmy dampener operation .................................. 0 0 0
13. Check gear forks for damage ........................................ 0 0 0
14. Check oleo struts for fluid leaks and scoring .......................... 0 0 0
15. Check gear struts. attachments. torque links. retraction
links and bolts for condition and security ............................. 0 0 0
16. Check downlock for operation and adjustment ........................ 0 0 0
17. Check torque link bolts and bushings (Rebush as required) . . . . . . . . . . . . . . 0 0
18. Check drag and side brace link bolts (Replace as required) .............. 0
19. Check gear doors and attachments ................................... 0 0 0
20 . Check warning horn and light for operation ........................... 0 0 0
21 . Retract gear .check operation ....................................... 0 0 0
22 . Retract gear .check doors for clearance and operation ................. 0 0 0
23. Check anti-retraction system ........................................ 0 0 0
24 . Check actuating cylinders for leaks and security
Refer to latest revision of Piper S I B No . 616 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 0 0
25 . Inspect all hydraulic lines . electrical leads . and attaching
.
pans for security . routing. chafing deterioration. wear.
and correct installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 0 0
A
16. Check position indicator switch and electrical leads for security . . . . . . . . . . 0 0 0
27 . Lubricate per lubrication chart (Refer to Section 11) . . . . . . . . . . . . . . . . . . . . 0 0 0 0
28 . Remove airplane from jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 0 0
I H . OPERATIONAL INSPECTION I l l I /
I . Check fuel pump and fuel tank selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2. Check fuel quantity . pressure and flow readings . . . . . . . . . . . . . . . . . . . . . . . . 0
3 . Check oil pressure and temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
4. Check alternator output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
5. Check manifold pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
6 . Check alternate air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
7. Check parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
8. Check vacuum gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
9. Check gyros for noise and roughness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
10. Check cabin heater operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
I I . Check magneto switch operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
12. Check magneto RPM variation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
13. Check throttle and mixture operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
14. Check propeller smoothness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
15. Check propeller governor action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
16. Check cowl flaps operation (PA-32RT-300T) . . . . . . . . . . . . . . . . . . . . . . . . . . 0
17. Check engine idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
18. Check annunciator light panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
19. Check electronic equipment operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
20. Check operation of Autopilot . including automatic pitch trim .
and manual electric trim (See Note 1 3 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
21 . Check air conditioner compressor clutch operation . . . . . . . . . . . . . . . . . . . . . 0
22. Check air conditioner condenser scoop operation . . . . . . . . . . . . . . . . . . . . . . 0
23. Check (Fly Aircraft) Landing Gear System (See Note 14) . . . . . . . . . . . . . . .
I . GENERAL
NOTES:
1. Refer to the last card of the Piper Parts Price List - Aerofiche, for a check list of current re-
vision dates Piper inspection reports and manuals.
All inspections or operations are required at each of the inspection intervals as indicated by a
(0). Both the annual and 100 hour inspections are complete inspections of the airplane, identical
in scope, while both the 500 and 1000 hour inspections are extensions of the annual of 100 hour
inspections, which require a more detailed examination of the airplane, and overhaul or replace-
ment of some major components. Inspections must be accomplished by persons authorized by the FAA.
Piper service bulletins are of special importance and Piper considers compliance mandatory.
Piper service letters are product improvements and service hints pertaining to servicing the air-
plane and should be given careful attention.
Inspections given for the power plant a n based on the engine manufacturer's operator's manual
(Lycoming Part No. 60297-10) for this airplane, dated November 1973. Any changes issued to the en-
gine manufacturer's operator's manual after this date shall supersede or supplement the inspec-
tions outlined in this report.
Intervals between oil changes can be increased as much as 100% on engines equipped with full flow
(cartridge type) oil filters, provided the element is replaced each 50 hours of operation.
Replace or overhaul as required or at engine overhaul. (For engine overhaul, refer to Lycoming
Service Letter L20 1.) -
Replace flexible oil lines as required but no later than 1000 hours.
The compressor oil level should not be checked unless a Freon leak has occurred which requires an
addition of Freon to the system.
Clean any traces of oil from the clutch surface.
At every 400 hours of engine operation, remove the rocker box covers and check for freedom of
valve rockers when valves are closed. Look for evidence of abnormal wear or broken parts in the
area of the valve tips, valve keeper, springs and spring seat. If any indications are found, the
cylinder and all of its components should be removed (including the piston and connecting rod as-
sembly) and inspected for further damage. Replace any parts that do not conform with limits shown
in the latest revision for Lycoming's Service Table of.Limits SSP1776.
Check cylinders for evidence of excessive heat indicated by burned paint on the cylinders. This
condition is indicative of internal damage to the cylinder and its cause must be determined and
corrected before the aircraft is returned to service.
Heavy discoloration and appearance of seepage at the cylinder head and barrel attachment area
is usually due to emission of thread lubricant used during assembly of the barrel at the factory,
or by slight gas leakage which stops after the cylinder has been in service for awhile. This con-
dition is neither harmful nor detrimental to engine performance and operation. If it can be proven
that leakage exceeds these conditions, the cylinder should be replaced.
Check throttle body attaching screws for tightness; the correct torque for these screws is 40 to
50 inch-pounds.
Fly aircraft to check landing gear system in accordance with instructions given in section VI.
Replace flexible fuel supply hose and interconnect hose couplings at time of engine overhaul.
Replace fuel tank vent line flexible connections as required, but no later than 1000 hours of
Service.
Refer to latest revision of Piper Service Bulletin 586, inspection and replacement of engine oil
coolers.
Maintain cable tensions specified in section V.
Inspect brushes every 100 hours if aircraft is used for training or 500 hours if aircraft is used
normal service. (Refer to senrice manual, section VI.)
Refer to latest revision of Piper Service Bulletin 619.
Refer to latest revision of Lycoming Service Bulletin 240.
Refer to latest revision of Hartzell Service Bulletin 118 and latest revision of Hanzell Service
Letter 6 1.
Refer to flight manual supplement for preflight and flight check, for intended function inall modes.
Refer to Lycoming Service Bulletin 469.
25. Refer t o VSP 69. -
Interim Revision: September 20, 1986 INSPECTION
ID21
SECTION IV
STRUCTURES
Aerofiche
Paragraph Grid No .
4- 1. Description ...............................................................
4.2 . Removal and Replacement ..................................................
4.3 . Removal and Replacement of Wing Assembly . . . . . . . . . . . . . . . . . . . . . . . .
4.4 . Removal and Replacement of Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.5 . Removal and Replacement of Wing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.6 . Removal and Replacement of Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.7 . Removal and Replacement of Wings ................................
4.8 . Removal and Replacement of Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-9 . Removal and Installation of Stabilator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4- 10. Removal and Installation of Vertical Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-1 1 . Removal and Replacement of Landing Light . . . . . . . . . . . . . . . . . . . . . . . . .
4- 12. Removal and Installation of Door Lock Assembly . . . . . . . . . . . . . . . . . . . .
4- 12a. Removal and Replacement of Door Snubber Seal . . . . . . . . . . . . . . . . . . . . .
4- 13. Removal of Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.14 . Installation of Windshield ..........................................
4- 15. Removal of Windows (Side) ........................................
4- 16. Installation of Windows (Side) .....................................
4-17 . Structural Repairs .........................................................
4- 18. Fiberglass Repairs .........................................................
4- 19. Fiberglass Touch-up and Surface Repairs .....................................
4.20 . . Fiberglass Fracture and Patch Repairs ......................... :. . . . . . . . . . . . .
4-2 1. Thermoplastic Repairs .....................................................
4.22 . Liquid Safety Walk Repair .................................................
4-23 . Surface Preparation for Liquid Safety Walk ..........................
4-24 . Product Listing for Liquid Safety Walk Compound ...................
4.25 . Application of Liquid Safety Walk Compound . ., . . . . . . . . . . . . . . . . . . . .
4.25a . Surface Preparation for Pressure Sensitive Safety Walk . . . . . . . . . . . . . . . . . . . . . . . . .
4.25b . Application of Pressure Sensitive Safety Walk . . . . . . . . . . . . . . . . . . . . . . . .
4.26 . Control Surface Balancing ..................................................
4-27 . Checking Control Surface Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-28 . Checking Control Surfaces Free Play ................................
4.29 . Balancing Control Surfaces ........................................
4.30 . Balancing Ailerons ................................................
4-3 1 . Balancing Rudder .................................................
4.32 . Balancing Stabilator ...............................................
Revised: 10/3/80
LANCE II SERVICE MANUAL
SECTION IV
STRUCTURE
4-1. DESCRIPTION. This section explains the removal and installation procedures for the
structural surfaces of the airplane. For the removal, installation and rigging and adjustment
procedures of the controlling components of the various structural surfaces, refer t o Section
v.
NOTE
NOTE
STRUCTURE
4-5. REMOVAL AND REPLACEMENT OF WING FLAPS.(Refer to Figure 4-1.)
a. Remove the access plate at the wing butt rib.
•
b. Disconnect the flap push rod.
c. Remove the threehinge bolts.
d. Pull the flap straight back off the wing.
e. Install the flap in reverse of removal instructions.
SKETCH A SKETCH B
SKETCH D
B O L T AN3-13A
WASHER AN96O-10
NUT MS20365-1032C
BUSHING 63900-20 (2 R E Q )
BUSHING 63900-39
SKETCH E
B O L T AN2 3-1 8
N U T AN3 10-3
WASHER AN960-10
COTTER P I N
MS24665-132
*
Aileron and Flap ~nstailation(cont.)
STRUCTURE
1E.2
LANCE JI SERVICE MATrmAL
&307 908
BOLT NAS11(#I 7
WASHER AN960416L (UNDER HEAD)
WASHER AN960416 (UNDER NUT)
N U T Ms21045-4
-
SECTION A A
NOTE
MAXIMUM NUMBER OF WASHERS BETWEEN FORWARD FACE OF WING AND AFT FACE OF
FUSELAGE FITTING IS (1) AN960616L AND (1) AN960616. IT IS ALSO ACCEPTABLE TO
HAVE THE FACES O F THE FITTINGS AGAINST EACH OTHER. IN WHICH CASE THE
AN9606 16 L WASHER SHOULD BE USED UNDER THE BOLT HEAD. THE AN9606 16 MAY BE
ADDED UNDER THE NUT W H E N NOT USED AS A SHIM.
TORQUE NUT
984
NAS464P6LA6
MS21042S SKETCH B
AN960616
7 4
Revised: 9/2/78
1E3
LANCE I1 SERVICE M A N U A L
BOLT A N 3 -I0 A
W-HER AN96O-LO (2 REQ.)
NUT MS20365-1032C
B O L T AN4 -1 2
WASHER A N 9 6 0 4 1 6 (2 R E Q )
N U T AN3 1 0 4
COTTER PIN MS24665-132
WASHER A N 9 6 0 4 1 C L
BOLT A N 4 6 A
WASHER A N 9 6 0 4 1 6
Revised 6/ 1 5/79
STRUCTURE
LANCE I1 SERVICE MANUAL
NOTE
c. Disconnect the rudder from the upper rudder pivot position and remove rudder.
d. Install the rudder in reverse of remwal, check all bolts for proper installation and
security. Check cable tension if disturbed.
I
I
e. Reinstall the stabilator in reverse of removal instructions.
f. Check attaching hardware for proper installation and torque. (Refer to Figure 4 3 . )
NOTE
To replace the door snubber seal. proceed with the following steps:
a. Loosen the windlace retaining trim screws.
b. Roll the windlace back and tape it in place.
c. Remove sill scuff plates.
I d. Disconnect door-holder located at lower door jamb and all striker plates.
C251
PA 32RT-300
PA 32RT-300T
NOTE
Normal "tack time" for 3M EC1300L is 3045 minutes at
75OF. .Adhesive that has "setw may be reactivated by a clean
rag moistened with Toluol or MEK.
NOTE
Do not pre-stretch the snubber, especially in door cut-out
corner radii area; this can induce cracks in the snubber. It
takes approximately one day for the bond to cure. During
this time the door must remain open to effect a maximum cure.
m. Remove the masking tape and clean off any excessive adhesive smears using mineral
spirits or Toluol and a clean cloth.
n. Reinstall trim and windlacing.
o. Install scuff plates and door-holders.
p. Readjust door latch to compensate for the added snubber installation. (Refer to
Piper Service Spares Letter #365).
q. Coat snubber with silicone.
Recommended Adhesives:
NOTES
OUTED
- ~ ~ S N U B E E R
NOTE 1
?
f VIEW A-A
(ROTATED)
STRIKER PLATE
SNUBBER
VIEW 6-6
NOTE 1
VIEW C-C
f@T
MASKING TAPE
3 -IF
VIEW E-E
IN
020
APPLY ADHESIVE HERE
VlEW D
Application of Tape to
Door Jamb
l
i
7 VIEW F-F
STRIKER PLATE
UNDER SNUBBER
I- -- -\
I
STRIKER
k"
-
cm4) =+
PLATE
OVER SNUBBER
i-
VIEW H-H VIEW 1-1 VIEW J
&
SCARF AND
BUTT LEGS
TRIM SNUBBER
TO CLEAR BAGGAGE
-.
VlEW K VIEW L-L
L
STRUCTURE
LANCE I1 SERVICE MANUAL
6 6 6 7 5
0
3 0 5
r
,
Figure 4-5. Skin Material and Thickness (cont)
• Issued: 1/3/78
STRUCTURES
LANCE 11 SERVICE MANUAL
4-18. FIBERGLASS REPAIRS. The repair procedure in this manual will describe the
methods for the repair of fiberglass reinforced structures. Paragraph4-19 described Touch-up
and Surface Repairs such as blisters. open seams. delaminations. cavities. small holes and
minor damages that have not harmed the fiberglass cloth material. Paragraph 4-20 describes
Fracture and Patch Repairs such as puncture. breaks. and holes that have penetrated through
the structure and damaged the fiberglass cloth. A repair kit. p a n number 756 729. that will
furnish the necessary material for such repairs is available through Piper Aircraft Distributors:
NOTE
g. Rough up the bottom and edges of the hole with the electric burr attachment or rough
sandpaper. Feather hole into surrounding gel coat. d o not undercut.
h. Pour out a small amount of resin, add catalyst and mix thoroughly, using a cutting
motion rather than stirring. Use no fibers.
i. Using the tip of a putty knife or finger tips. fill the hole to about I I 16 inch above the
surrounding surface with the gel coat mixture.
j. Lay a piece of cellophane over the patch to start the curing process. Repeat Step f.
trimming patch when partially cured.
k. After trimming the patch. immediately place another small amount of gel coat on one
edge of the patch and cover with cellophane. Then. using a squeegee or the back of a razor
blade. squeegee level with area surrounding the patch. leave the cellophane on patch for one
or two hours or overnight. for complete cure.
I. After repair has cured for 24 hours. sand patched area. using a sanding block with
fine wet sandpaper. Finish by priming. again sanding and applying color coat.
Issued: 1 / 3 / 78 STRUCTURES
LANCE I1 SERVICE MANUAL
j. Remove cardboard or aluminum sheet from outside of hole and rough-sand the patch
and edge of hole. Feather edge of hole about two inches into undamaged area.
k. Mask area around hole with tape and paper to protect surface. Cut a piece of
fiberglass mat about one inch larger than the hole and one or more pieces of fiberglass cloth
two inches larger than the hole. Brush catalyzed resin over hole. lay mat over hole and wet
out with catalyzed resin. Use a daubing action with brush. Then apply additional layer or
layers or fiberglass cloth to build up patch to the surface of structure. Wet out each layer
thoroughly with resin.
1. With a squeegee or broad knife. work out all air bubbles in the patch. Work from
center to edge. pressing patch firmly against the structure. Allow patch to cure for 15 to 20
minutes.
m. As soon as the patch begins to set up. but while still rubbery. take a sharp knife and
cut away extra cloth and mat. Cut on outside edge of feathering. Strip cut edges of structure.
D o this before cure is complete. to safe extra sanding. Allow patch to cure overnight.
n. Using dry 80 grit sandpaper on a power sander or sanding block. smooth patch and
blend with surrounding surface. Should air pockets appear while sanding. puncture and fill
with catalyzed resin. A hypodermic needle may be used to fill cavities. Let cure and resand.
o. Mix catalyzed resin and work into patch with fingers. Smooth carefully and work
into any crevices.
p. Cover with cellophane and squeegee smooth. Allow to cure completely before
removing cellophane. Let cure and resand.
q. Brush or spray a coat of catalyzed resin to seal patch. Sand patch. finish by priming,
again sanding and applying color coat.
NOTE
4-2 1. THERMOPLASTIC REPAIRS. The following procedure will assist in making field
repairs to items made of thermoplastic which are used throughout the airplane. A list of
material needed to perform these repairs is given along with suggested suppliers of the
material. Common safety precautions should be observed when handling some of the
materials and tools used while making these repairs.
a. Surface Preparation:
1. Surface dirt and paint if applied must be removed from the item being repaired.
Household cleaners have proven most effective in removing surface dirt.
2. Preliminary cleaning of the damaged area with perchlorethylene or VM&P
Naphtha will generally insure a good bond between epoxy compounds and thermoplastic.
b. Surface Scratches. Abrasion or Ground-in-Dirt: (Refer to Figure 4-6.)
I . Shallow scratches and abraded surfaces are usually repaired by following
directions on containers of conventional automotive buffing and rubbing compounds.
2. If large dirt particles are embedded in thermoplastic pans. they can be removed
with a hot air gun capable of supplying heat in the temperature range of 300" to 400°F. Use
care not to overheat the material. Hold the nozzle of the gun about 114 of an inch away from
the surface and apply heat with a circular motion until the area is sufficiently soft to remove the
dirt panicles.
STRUCTURE
LANCE II SERVICE MANUAL
871
826
THOROUGHLY M I X
USING FIGURE EIGHT
M O TION
Issued: 1/3/78
LANCE II SERVICE MANUAL
e. Repairing Major Damage: (Larger than 1 inch in diameter.) (Refer to Figure 4-1 1.)
1. If possible a patch should be made of the same material and cut slightly larger
than the section being repaired.
2. When appearances are important, large holes, cracks, tears, etc. should be
repaired by cutting out the damaged area and replacing it with a piece of similar material.
3. When cutting away the damaged area, under cut the perimeter and maintain a
smooth edge. The patch and/or plug should also have a smooth edge to insure a good fit.
4. Coat the patch with solvent adhesive and firmly attach it over the damaged area
5. Let the patch dry for approximately one hour before any additional work is
performed.
6. The hole, etc. is then fdled with the repair material. A slight overfilling of the
repair material is suggested to allow for sanding and finishing after the repair has cured. If
patching compound is used the repair should be made in layers, not exceeding a 112 inch in
thickness at a time, thus allowing the compound to cure and insuring a good solid buildup
of successive layers as required.
f. Stress Lines: (Refer to Figure 4-1 2.)
1. Stress lines produce a whitened appearance in a localized area and generally
emanate from the severe bending or impacting ofthe material. (Refer to Figure 4-13.)
2. To restore the material to its original condition and color, uses a hot air gun or
similk heating device and carefully apply heat to the affected area. Do not overheat the
material.
g. Painting the Repair:
1. An important factor in obtaining a quality paint finish is the proper preparation
of the repair and surrounding area before applying any paint
2. It is recommended that parts be cleaned prior to painting with a commercial
cleaner or a solution made from one-fourth cup of detergent mixed with one gallon of
water.
3. The paint used for coating thermoplastic. can be either lacquers or enamels
depending on which is preferred by therepair fac&ty or customer. (See NOTE.)
NOTE
9
827
DOUBLER PLATE
BONDED TO UNDERSIDE
ING
UND
828
DAMAGED AREA
830
-
827
STRESS
LINES
829 832
--- - --- -
DAMAGED AREA
IF2
LANCE 11 SERVICE MANUAL
NOTE
Newly painted surfaces shall be allowed to dry for 2.5 hours mimimum prior
to the application of the safety walk.
NOTE
Revised: 9/2/78
4-25a. SURFACE PREPARATION FOR PRESSURE SENESITIVE SAFETY WALK. The
areas to which the pressure sensitive safety wallc is to be installed must be free from all
contaminates and no moisture present. If liquid safety walk is installed the area must be
prepared as follows:
a. Area must be masked off t o protect painted surfaces.
b. Apply suitable stripper MEK Federal Spec. TT-M-261, U.S. Rubber No. 3339 to
wingwalk compound. As compound softens remave by using putty knife or other suitable
tool.
c. Area must be clean and dry prior to painting.
d. Prime and paint area.
NOTE
Added: 9/2/78
LANCE I1 SERVICE MANUAL
4-27. CHECKING CONTROL SURFACE BALANCE. The movable control surfaces have
been statically balanced at the time of installation at the factory and normally should not
require rebalancing. Where possible the control surfaces where set with the balance weight
on the heavy side of the limits, t o permit limited repair or paint touch-up without adjusting
the balance weight. It should be noted however, that spar control surfaces are delivered
unpainted and the static balance will not necessarily fall within the limits provided, this is
more pronounced on the stabilators and rudders. The completed control surface, including
paint, should be within the limits given in Table IV-11. If the surface is not to be painted, the
balance weight will probably require adjustment. All replacement control surfaces, or
surfaces that have been repainted or repaired, should be rebalanced according to the
procedures given in Paragraphs427 thru 4-32. The static balance of the surfaces must be as
specified in Table IV-11.
Before balancing any control surface, it must be complete including tip, trim/servo tabs
and tab actuating arms or push rods with bearins as applicable, and all optional equipment
which is mounted on or in the control surface when it is flown, including paint, static wicks,
etc.
If optional equipment is added or removed after balancing, the control surface must be
rebalanced. During balancing, trim/servo tabs must be maintained in their neutral positions.
4-28. CHECKMG CONTROL SURFACES FREE PLAY. The following checks are
recommended before balancing t o ascertain the amount of "freeplay" in the stabilator trim
tab and aileron:
a. Stabilator: Check the stabilator for any "free play" at its attachment points by
grasping each half near the tip and gently trying to move it up and down, fore and aft, and
in and out. No play is allowed.
b. Stabilator Trim Tab: Set the stabilator trim tab in neutral position. This neutral
position is determined with the airplane properly rigged per instructions given in Section V
of this Service Manual and the trim indicator at its neutral position. Obtain a straightedge
long enough to extend from the ground up to a few inches above the trim tab trailing edge.
Place the straightedg next to the trim tab inboard (center) trailing edge, secure the
stabilator in neutral and grasping the tab, gently move it up and down, mark the limit of tab
free play on the straightedge. The overall travel (free play) must not exceed 0.15 of an inch.
The use of a dial indicator and futed stand is recommended.
c Aileron: Set the aileron in its neutral position and secure. Obtain a straightedge long
enough to extend from the ground up to a few inches above the aileron trailing edge. Place
the straightedge next to the aileron trailing edge and pntly move the aileron up and down,
mark the limit of travel (free play) on the straightedge. The overall travel (free play) must
not exceed 0.24 of an inch. Should free play exceed the limit stated make necessary repairs
as required to eliminate excessive free play. Grasp the aileron and move it spanwise
(inboard/outboard) to insure maximum end play of .03S is not exceeded.
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
- A399
8199 3 LB MOVABLE WEIGHT WITH
MARKED CENTERLINE
NUTS AND OR
WASHERS ADDED
AS REQUIRED
LEVEL SUPPORT
SURFACE CHORD LlNE
BEAM BALANCING
5 FT EXTRUDED CHANNEL BOLT (USED FOR
BALANCING THE
TOOL ITSELF ONCE
THE TRAILING
EDGE SUPPORT
HAS BEEN SET)
HINGE CENTERLINE
MARK GRADUATIONS IN INCHES
PLACED DIRECTLY OVER
HINGE LlNE OF CONTROL SURFACE
HORIZONTALLY
ADJUSTABLE FOR
SElTlNG TOOL TO
WIDTH OF CONTROL
SURFACE
BUBBLELEVEL
VERTICALLY ADJUSTABLE
FOR S E T l N G BEAM
PARALLEL TO CHORD
LlNE OF CONTROL SURFACE
FLIGHT CONDITIONS
SURFACE STATIC BALANCE LIMITS (IN.-LBS.)
Leading Edge Heavy Trailing Edge Heavy
Ailerons +2 to -20
Rudders 0 to -8.0
NOTE
b. Place hinge bolts through control surfaces and place control surface on a holding
fixture.
c. Avoiding rivets, place the balancing tool on the control surface with the tool's hinge
centerline directly over the hinge line of the control surface.
d. Adjust the movable trailing edge support to fit the width of the control surface.
Tighten the set screw on the trailing edge support.
e. Adjust the trailing edge support vertically until the beam is parallel with the control
surface chord line.
f. Remove the tool from the control surface and balance the tool itself by adding o r
removing nuts o r washers from the beam balancing bolt. When balancing the tool, the
movable weight must be a t the bar's hinge centerline.
g. After balancing the tool, reattach it to the control surface. Keep the beam positioned
90" from the control surface hinge line.
h. Determine balance of control surface by sliding movable weight along the balance
beam.
i. Read the scale when the bubble in the level has been centered. Since the movable
weight weighs three pounds, every inch it is moved from the center of the beam equals three
inch-pounds of force.
4
864
HOLDING FIXTURE
LEVEL SUPPORT
4-30. BALANCING AILERONS. (Refer to Figure 4-15.) Position the aileron on the
balancing futture in a draft free area and in a manner which allows unrestricted movement
of the aileron on the hinges. Place the tool on the aileron, avoid rivets and keep the beam
perpendicular to the hinge centerline. Calibrate the tool as described in Parapaph 4-29.
Read the scale when the bubble level had been centered by adjustment of the movable
weight and determine the static balance. If the static balance is not within the limits
specified in Table IV-11, proceed as follows:
a. Leading Edge Heavy: This condition is highly improbable; recheck measurements
and calculations.
b. Trailing Edge Heavy: There are no provisions for adding weight to balance weight to
counteract a trailing edge heavy edge condition; therefore, it will be necessary to determine
the exact cause of the unbalance. If the aileron is too heavy because of painting over old
paint, it will be necessary to strip all paint from the aileron and repaint. If the aileron is too
heavy resulting from repair to the skin or ribs, it will be necessary to replace damaged parts
and recheck the balance.
LANCE I1 SERVICE MANUAL
849
HOLDING FIXTURE
LEVEL SUPPORT
-
Figure 4-16. Rudder Balancing
STRUCTURE
LANCE I1 SERVICE MANUAL
4-32. BALANCING STABILATOR. (Refer t o Figure 4-1 7.) To balance the stabilator, the
assembly must be complete including the trim tab, the tab push rod and end bearing,
stabilator tips and all attaching screws. Before balancing, tape the trim tab in neutral
position with a small piece of tape. Place the complete assembly on the knife edge supports
in a draft free beam perpendicular to the hinge centerline. Do not place the tool on the trim
tab. Calibrate the tool as described in Paragraph 4-29. Read the scale when the bubble level
has been centered by adjustment of the mwable weight and determine the static balance
limit. If the static balance is not within the limits given in Table IV-II, proceed as follows:
a. If the stabilatur is out of limits on the leading edge heavy side, remove balance plates
from the mass balance w e i a t until the static balance is within limits.
b. If the stabilator is out of limits on the trailing edge heavy side, add balance plates (4
maximum) to the mass balance weight until the static balance is within limits.
Issued: 1/3/78
SECTION V
SURFACE CONTROLS
Ae ro fiche
Grid No.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . if12
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . 1F12
Control Column Assembly . . . . . . . . . . . . . . . . . . , . . . . . . . . . if18
54. Removal of Control Column Assembly . . . . . . . . . . . . . . . IF18
5-5. Installation of Control ColumnAssembly . . . . . . . . . . . . . IF18
Aileron Controls . . . . . . . . . . . . . . . . . . . . . . . . - . . . . . . . . . 1f19
5-7. Removal of Aileron Control Cables . . . . . . . . . . . . . . . . . IF19
5-8. Installation of Aileron Control Cables . . . . . . . . . . . . . . . . 1 F20
5-9. Removal of Aileron Bellcrank Assembly . . . . . . . . . . . . . . 1 F22
5-1 0. Installation of Aileron Bellcrank Assembly . . . . . . . . . . . . . 1 F23
5-1 1. Rigging and Adjustment of Aileron Controls . . . . . . . . . . . . 1 F23
Stabilator Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G3
5-1 3. Removal of Stabilator Control Cables . . . . . . . . . . . . . . . . 1G3
5-14. Installation of Stabilator Control Cables . . . . . . . . . . . . . . 1G 4
5-1 5. Rigging and Adjustment of Stabilator Controls . . . . . . . . . . 1G5
Stabilator Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G9
5-1 7. Removal of Stabilator Trim Assembly (Forward) . . . . . . . . . 1G9
5-1 8. Installation of Stabilator Trim Assembly (Forward . . . . . . . . l G 10
5-19. Removal of S tabilator Trim Controls (Aft) . . . . . . . . . . . . . lGl l
5-20. Installation of Stabilator Trim Controls (Aft) . . . . . . . . . . . lGl l
5-21. Rigging and Adjustment of Stabilator Trim . . . . . . . . . . . . lGll
Rudder and Steering Pedal Assembly . . . . . . . . . . . . . . . . . . . . . . 1G12
5-23. Removal of Rudder and Steering Pedal Assembly . . . . . . . . . 1G 12
5-24. Installation of Rudder and Steering Pedal Assembly . . . . . . . 1G13
Rudder Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G15
5-26. Removal of Rudder Control Cables . . . . . . . . . . . . . . . . . 1G15
5-27. Installation of Rudder Control Cables . . . . . . . . . . . . . . . . IG 16
5-28. Rigging and Adjustment of Rudder Controls . . . . . . . . . . . . 1G18
Rudder Trim Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G 18
5-30. Removal of Rudder Trim Controls . . . . . . . . . . . . . . . . . 1G 18
5-3 1. Installation of Rudder Trim Controls . . . . . . . . . . . . . . . . 1G20
5-32. Rigging and Adjustment of Rudder Trim Controls . . . . . . . . 1G20
Wing Flap Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1G22
5-34. Removal of Wing Flap Controls . . . . . . . . . . . . . . . . . . . 1G22
5-35. Installation of Wing Flap Controls . . . . . . . . . . . . . . . . . . 1G23
5-36. RiggingandAdjustmentofWingFlaps . . . . . . . . . . . . . . . 1G24
Revised: 9/2/78
LANCE XI SERVICE MANUAL 1
SECTION V
SURFACECONTROLS
5-1. INTRODUCTION. This section explains the removal, installation, and rigging and
adjustment procedures for the control assemblies of the various structural surfaces. For the
removal and installation of the structural surfaces of the airplane, refer to Section IV. The
assemblies need not be removed in order of paragraph since each paragraph describes the
individual removal and installation of the various assemblies. The following tips may be
helpful in the removal and installation of the various assemblies:
a. It is recommended, though not always necessary, to level and place the airplane on
jacks during rigging and adjustment, especially when using a bubble protractor or level.
b. Remove the turnbuckle barrels from cable ends before withdrawing the cable through
the structures.
c. Tie a cord to the cable end before drawing cable through structures to facilitate
reinstallation of cable.
d. When turnbuckles have been set to correct tension, no more than three threads should
be exposed from either end of the turnbuckle barrel. Locking clips, after installation. should be
checked for security by trying t o remove the clips using only the fingers. Both locking clips may
be inserted in the same hole of the turnbuckle barrel, or they may be installed in opposite holes.
Locking clips should not be reused.
e. When push rods or rod ends are provided with an inspection hole, the screw shall be
screwed in sufficiently far to pass the hole. This can be determined visually or by feel, inserting
a piece of wire into the inspection hole. Where no inspection hole is provided, there shall be a
minimum of 318 inch thread engagement.
f. When installing rod end jam nuts, refer to Figure 5- la for proper installation method.
g. Turnbuckle terminals should be screwed an approximately equal distance into the
barrel. During adjustment, the terminals should not be turned in a manner which would put a
permanent twist in the cable.
h. After completion of adjustment, tighten and inspect each jam nut thoroughly.
5-2. DESCRIPTION. The Lance I1 is controlled in flight by the use of'three primary control
surfaces. consisting of ailerons, stabilator and rudder. Operation of these controls is through
the movement of the control column-tee bar assembly and rudder pedals. On the forward end
of each control column is a sprocket assembly. A chain is wrapped around the sprockets to
connect the right and left controls and then back to idler sprockets on the column's tee bar,
which in turn connect to the aileron primary control cables. The cables operate the aileron
bellcrank and push-pull rods. The stabilator is controlled by a cable connected to the bottom
of the tee bar assembly and operates an aft fuselage bellcrank which controls a push rod
connected to the balance arm of the stabilator. Cables also connect the mdder pedals with the
rudder sector. Provisions for directional and longitudinal trim control is provided by an
adjustable trim mechanism for the stabilator and rudder. The stabilator trim is controlled by a
wheel and drum mounted on the floor tunnel between the front seats. Cables routed aft from
the drum to a screw assembly mounted above the stabilator attachment point. This screw
assembly in turn moves the push rod which controls the stabilator trim tab. The rudder trim is
controlled by a knob and screw assembly attached to the rudder pedal assembly.
STABILATOR CHORD U N E
Stabilator Trim Tab (NEUTRAL POSITION)
A. STABILATOR TAB TRAILING EDGE (SEE NOTE 2)
UP T R A V ' L FROM NEUTRAL
'2.5'f 1 or ''la f lo
Cable T e n s i o n s
NOTE
Aileron
AILERON I N NEUTRAL
POSITION ALIGNED WITH
FLAPS
A- 3 0 ~ 2 2 ~ ~ ~
B- 15°+20~WN
1681
Rudder
A
A-
B-
360+1°LEFT
36°+_10RlGHT
c-cJ .--/--
- -
A
t
\
w
-u"
Flap
FLAP I N NEUTRAL POSITION
WITH RIGGING TOOL INSTALLED
0" NEUTRAL POSlTlON PER PARAGRAPH 5-36.
FOR PA-32RT-300
*. FOR PA-32RT-300T
-10 -8 -6 - 4 -2 0 2 4 6 8 10
I SUBTRACT I ADD I
SURFACE CONTROLS
LANCE I1 SERVICE MANUAL
I 1
SURFACE CONTROLS
IF16
LANCE I1 SERVICE MANUAL
W1
DAMAGE
HERE
DAMAGE
HERE
A SPECIAL WRENCH M A Y BE
REQUIRED WITH A LONG THROAT
SURFACE CONTROLS
IF18
LANCE 11SERVICE MANUAL
6. Loosen the connecting bolts (3) of the idler sprockets (1 5 and 18) to allow the
chain to fit mug around the control wheel sprockets and over the idler sprockets.
7. Connect the aileron control cables (22) to the ends of the chains (14 and 16)
with bolts, bushing, nuts and cotter pins (19).
8. Adjust the chain turnbuckle (6) between the two control wheel sprockets to
allow the control wheels to be neutral and obtain proper cable tension as given in Table V-I.
It may be necessary in order to have both control wheels neutral to set the chain turnbuckle
to neutralize the wheels and then set cable tension with the turnbuckles located under the
floor panel aft of the main spar as instructed in Paragraph 5-11. Before safetying the
turnbuckle, check that when the ailerons are neutral, the control wheels will be neutral and
the chain tunbuckle centered. Also the aileron bellcranks should contact their stops before
the control wheel hits its stop. Maintain .030to .WO clearance between sprocket pin and
adjustable stop bolts on models having adjustable tee bar stops.
9. Set stabilator cable tension with the turnbuckle in the aft section of the fuselage
and instruction given in Paragraph 5-1 5. Check safety of all turnbuckles upon completion of
adjustments.
10. Tighten the connecting bolts (3) of the idler sprockets ( 15 and 18).
11. Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in
place.
b. Either control wheel assembly may be installed by the following procedure:
1. Insert the control wheel tube through the instrument panel.
2. Should wires for the various Autopilot systems need to be installed in the
control tube, route them through the hole in the forward side of the tube and out of the
small hole in the side. Position the rubber grommet in the hole in the side of the tube.
3. On the left control tube, install the stop (12).
4. Connect the control wheel tube (4) to the flexible joint (2) of the tee bar
assembly. If the control cables and/or chains have not been removed or loosened, place the
ailerons in neutral and install the control tube on the flexible joint to allow the control
wheel to be neutral. Install bolt, washer and nut (3) and tighten.
5. Separate the primary control cable (14 or 15) at the turnbuckle (12 or 16)
located in the floor opening aft of the main spar.
6. Remwe the cable pulleys (8) attached to the lower section of the control
column tee bar assembly by removing the pulley attachment bolt (21).
7. Mwe the cable guard (20) located under the pulley cluster (9) below the fuel
selector by removing the cotter pin from the exposed end of the guard and sliding it to the
left or right as required.
8. Remwe the cotter pins used as cable guards at the pulley (1 0) in the forward
area of the floor opening aft of the main spar.
9. Disconnect the cable (14 or 15) from the control chain (4) at the control
column tee bar assembly by removing the cotter pin, nut, bolt and bushing (23) that
connect the two together. Secure the chains in some manner to prevent them from
unwrapping from around the sprockets.
10. Draw the cable back through the floor tunnel.
c. The primary control cable (13 or 17) in either wing may be removed by the
following procedure:
1. Remwe the access plate to the aileron bellcrank (6) located on the underside of
the wing forward of the inboard end of the aileron.
2. If not previously disconnected, separate the cable at the turnbuckle (12 or 16)
located in the floor opening aft of the main spar.
3. Disconnect the pulley guard cotter pin from pulley (28).
4. Disconnect the cable from the forward end of the aileron bellcrank by removing
the cotter pin, nut, washer and bolt.
5. Draw the cable from the wing.
d. Either balance cable (18 or 19) may be removed by the following procedure:
1. Separate the balance cable at the turnbuckle (24) in the right side of the floor
opening aft of the main spar.
2. If the left balance cable is to be removed, remove the cotter pin used as a cable
guard at the pulley (1 1) in the center of the floor opening.
3. Remwe the access plate to the aileron bellcrank (6) located on the underside of
the wing forward of the inboard end of the aileron.
4. Disconnect the cable from the aft end of the aileron bellcrank by removing the
cotter pin, nut, washer and bolt.
5. Draw the cable from the wing.
- 2049
SURFACE CONTROLS
IF21
7. Check rigging and adjustment per Paragraph 5-1 1.
8. Position the heat duct and secure with screws.
9. Install the tunnel plate aft of tee bar assembly and secure with screws.
10. Put the floor carpet in place and secure.
11. Place the fuel selector lever on the selector torque tube and secure with pin and
cotter pin.
12. Install the lower and upper selector covers and secure with screws.
b. The primary control cable (13 or 17) in either wing may be installed by the
following procedure:
1. Draw the control cable into the wing.
2. Connect the cable to the forward end of the aileron bellcrank (6) using a bolt,
washer, nut and cotter pin. Allow the cable end to rotate freely on the bellcrank.
3. Install the pulley guard cotter pin for pulley (28).
4. If the primary control cable in the fuselage is installed, connect the ends at the
turnbuckle ( 12 or 16) located in the floor opening aft of the main spar.
5. Check rigging and adjustment per Paragraph 5-1 1.
6. Install the access plate on the underside of the wing.
c. Either balance cable (18 or 19) may be installed by the following procedure:
1. Draw the cable into the wing.
2. Connect the cable to the aft end of the aileron bellcrank (6) using a bolt, washer,
nut and cotter pin. Allow the cable end to rotate freely on the bellcrank.
3. Connect the balance cable ends at the turnbuckle (24) in the floor opening aft of
the main spar.
4. If the left cable was removed, install the cotter pin cable guard at the pulley (10)
located in the center of the floor opening.
5. Check rigging and adjustment per Paragraph 5-1 1.
6. Install the access plate on the underside of the wing.
7. Install the floor panel, seat belt attachments and seats.
5-9. REMOVAL OF AILERON BELLCRANK ASSEMBLY. (Refer to Figure 5-2.)
a. Remove the floor panel located directly aft of the main spar by removing the center
seats, seat belt attachments and the screws securing the floor panel. Lift the panel and
remove from the airplane.
b. Remove the access plate to the aileron bellcrank (6) located on the underside of the
wing, forward of the inboard end of the aileron.
c. Relieve tension from the aileron control cables by loosening the balance cable
turnbuckle (24) located in the floor opening aft ofthe main spar.
d. Di~COnneCtthe primary (13 or 17) and balance (18 or 19) control cables from the
bellcrank assembly by removing cotter pins, nuts, washers and bolts.
C ~ aileron control rod (7) at the aft or forward end, as desired.
e. D ~ s c o M ~the
f. Remove the nut, pivot bolt (25) and washers that secure the bellcrank. The nut is
visible from the underside of the wing.
g Remove the bellcrank fmm within the wing.
SURFACE CONTROLS
LANCE 11SERVICE MANUAL
NOTE
a. To check and adjust the rigging of the aileron controls, first set the right and left
aileron bellcranks at neutral position. (Ascertain that the control chains have been rigged per
Paragraph 5-5.) This may be accomplished by the following procedure:
1. Remove the access plate to each aileron bellcrank located on the underside of the
wing, forward of the inboard end of the aileron by removing the plate attachment screws.
2. Place tee bar in'full forward position. Keep it in this position by using a suitable
tool or by placing weights on the aft side of the stabilator if stabilator cables have been
previously tensioned.
3. Affix a bellcrank rigging tool, as shown in Figure 5-3 between the forward arm
of each bellcrank and the adjacent rib. The slotted end of the tool fits on the arm forward of
and adjacent to the primary control cable end. The other end of the tool is positioned so that
the side of the tool contacts the aft side of the bellcrank stop. The bellcrank must be moved to
allow a snug fit of the tool between the bellcrank arm and rib. To d o so, it may be necessary to
loosen a primary control cable or the balance cable. (This tool may be fabricated from
dimensions given in Figure 5-19.) Neutral position of the bellcrank may also be found by
locating the center of the balance cable attachment bolt or the hole in the aft arm of the
bellcrank three inches from the face of the adjacent rib.
b. With each bellcrank set at neutral, the ailerons may be checked and adjusted for
neutral as follows:
a
1. Ascertain that the bellcrank rigging tool fits snug between the bellcrank and the
rib.
2. Place an aileron rigging tool as shown in Figure 5-4 against the underside of the
wing and aileron as close as possible to the inboard end of the aileron without contacting any
rivets. The tool must be positioned parallel with the wing ribs with the aft end of the tool even
with the trailing edge of the aileron. (This tool may be fabricated from dimensions given in
Figure 5-19.)
3. With the aileron control rod connected between the bellcrank and aileron, check
that the surface of the wing contacts the tool at its forward surface and at the spacer, and the
I trailing edge of the flap contacts the aft end of the tool. The aileron may be allowed to droop
approximately %" inch at the inboard trailing edge. The aileron is neutral at this position.
4. Should the three points not contact, loosen the jam nut at the aft end of the
control rod and rotate the rod until the three points contact. Apply a slight up pressure against
the trailing edge of the aileron while making this adjustment. After adjustment retighten the
jam nut.
c. Adjust primary and balance cable tension as given in Table V-I, by the following
procedure:
1. Remove the floor panel that is located directly aft of the main spar by removing
the center seats, seat belt attachments and the screws securing the panel.
2. Loosen the connecting bolts of the idler cross-over sprockets at the control tee
bar to allow the chain to fit snug around the control wheel sprockets and over the idler
sprockets.
3. Ascertain that both bellcranks are at neutral position.
4. Adjust the turnbuckles, located in the floor opening aft of the main spar, of the
primary and balance cables to proper cable tension and maintain neutral-center position of the
control wheels. Primary cable tension will be slightly less than balance cable tension, but
should be within the tension specified. Adjust the cables so that when the specified tension is
reached, the inboard ends of the ailerons are visually aligned with the outboard ends of the
flaps. Maintain a light "upwpressure on the middle of the underside of the aileron when making
this observation, to take the slack out of the hinge and linkage. To obtain neutral position of
both control wheels, it may also be necessary to adjust the roller chain turnbuckle located
between the control wheel sprockets. During adjustment obtain a little more tension on the
primary control cables to hold the bellcranks in neutral against the rigging tools, finishing with
even tension on all cables.
5. Tighten the bolts to secure the idler cross-over sprockets.
6. Remove the aileron bellcrank rigging tool from each wing.
d. Check the ailerons for correct travel from neutral per dimensions given in Table V-I,
by the following procedure:
1. Center the bubble of a protractor over the surface of an aileron at neutral
position and note the reading.
2. Move the aileron full up and down, and check the degree of travel for each
direction. When measuring the full down position, apply a light "up" pressure to the center of
the aft edge of the aileron. When measuring the full up position, apply a light "downnpressure
to the center of the aft edge of the aileron. This pressure should be just sufficient enough to
remove the slack between the bellcrank and the aileron. The degree of travel on the protractor
is determined by taking the difference between the protractor reading at neutral and up, and
neutral and down. The bubble must be centered at each reading.
2050
1. T E E BAR. C O N T R O L C O L U M N
2. CABLE. R I G H T F O R W A R D
3. CABLE. L E F T F O R W A R D
4. CABLE. LEFT-LOWER A F F
5. CABLE. RIGHT-UPPER A F T
6. P U L L E Y , F O R W A R D CLUSTER
7. P U L L E Y . A F T
8 . BOLT. WASHER. N U T & C O T T E R P I N
9. BOLT. WASHER & N U T
10. BLOCK. C A B L E R U B
11. GUARD, C A B L E
12. BOLT, WASHERS & N U T
13. BOLT. WASHERS & N U T
14. PULLEY. F O R W A R D
15. BOLT. WASHER. N U T & C O T T E R P I N
16. T U R N B U C K L E
17. WEIQHT. B A L A N C E A R M
18. B A L A N C E ARM. S T A B l l A T O R
19. PULLN. A F T C L U S T E R
20. B E L L C R A N K
21. BOLT. WASHER & N U T
22. BOLT. WASHERS. N U T & C O l T E R PIN
23. PUSH R O D
3. Should the travel not be correct, the travel may be set by rotating the bellcrank
stops in or out. Stops are located in the wing attached to the rib that is adjacent to the aileron
bellcrank.
4. Repeat this procedure for the other aileron.
e. Check the bellcrank stops to assure that the bellcrank contact is made
I simultaneously, but still have cushion before contacting the control wheel stops. Maintain .030
to .040 clearance between sprocket pin and adjustable stop bolts on the tee bar.
f. Check t o insure that the left aileron up and the right aileron down stops are contacted
simultaneously and vice versa. Adjust stops as required.
I g. Check control operation for binding or chafing, and bolts and turnbuckles for safety.
h. Install access plates and panels.
i. Should a n out-of-trim condition persist despite all the rigging corrections that can be
made, there is a possibility that the trailing edge of the aileron has been used to move the
aircraft forward. This can result in a slight bulging of the aileron contour a t the trailing edge
which will cause a n out-of-rig condition that is very difficult to correct.
13. Install the lower and upper selector covers and secure with screws.
14. Install the floor panel aft-of the main spar and secure with screws. Install the seat
belt attachments and seats.
15. Install the cover and carpet of the aft floor tunnel.
b. Either aft stabilator control cable (4 and 5) may be installed by the following
procedure:
1. Route the cable (4) under pulley (7).
2. Connect the cable to the stabilator bellcrank and secure with bolt, washer, nut
and cotter pin (8). (Tighten nut ''finger tight" only.)
3. Connect the cable to the forward cable at the turnbuckle (16) in the aft section of
the fuselage. The upper aft cable (5) connects to the right forward cable (2) and the lower cable
(4) to the left cable (3).
4. Install the cable guard pin at the pulley (7).
5. Set cable tension and check rigging and adjustment per Paragraph 5-15.
c. Install the access panels to the aft section of the fuselage.
NOTE
3. Secure the control column in the near forward position. Allow .500 +, .250 inch
between the column and the stop bumper.
4. Check each control cable for the correct tension as given in Table V-I.
5. Should tension be incorrect. loosen the turnbuckle of the lower cable in the aft
section of the fuselage and adjust the turnbuckle of the upper cable to obtain correct tension.
I Cable tension should be obtained with control wheel at the .500 f. .250 inch dimension from
the stop and the stabilator contacting its stop.
6. After setting tension, recheck control column travel per Step 2.
7. With control wheel forward and stabilator on primary down stop, check for
.250 inch minimum clearance between tee bar and secondary forward stop.
8. Check safety of all turnbuckles and bolts.
9. With the tension of the upper cable correct and the control wheel still fonvard,
adjust the turnbuckle of the lower cable to obtain correct tension.
10. Check the full travel of the control wheel with relation to the full travel of the
stabilator to determine that the stabilator contacts its stops before the control wheel contacts
its stops. With the control wheel in the fore and aft positions. the traveldistance from the point
where the stabilator contacts its stops and the control wheel contacts its stops should be
approximately equal. Readjust turnbuckles if incorrect.
11. Reinstall access panels and fin tip.
-
Revised: 1013180 SURFACE CONTROU
LANCE I1 SERVICE MANUAL
J
Figure 5-7. Stabilator ~ r a v eAdjustments
l
2OH
1. CONTROL WHEEL. T R I M 16. BOLT. BUSHINQS. WASHER I NUT 32. ROD END
2. INDICATOR. T R I M POSITION 17. BOLT I WASHERS 33. GUARD CABLE PLATE
3. DRUM. T R I M CABLE 18. GUARD. CABLE 34. W U E Y CLUSTER
4. MOUNTING BRACKET 19. GUARD. CABLE 35. PULLEY CLUSTER
5. CLEVIS PIN, WASHER I C O l T E R PIN 20. B O L T & WASHER 36. PULLEY CLUSTER
6. PULLEY CLUSTER 21. BARREL 37. BOLT. WASHER INUT
7. BOLT, BUSHING. WASHER & N U T 22. SCREW 38. GUARD. CABLE
8. CABLE. RIGHT FORWARD 23. GUIDE. SCREW 39. RUB BLOCK
9. CABLE. L E F T FORWARD 24. BEARING 40. RETAINER
10. TURNBUCKLE, RIGHT 25. BEARING 4 1. PULLEY CLUSTER
11. TURNBUCKLE, LEFT 26. BEARINQ 42. WASHER. SPACER
12. CABLE. A m 27. WASHER 43. WAWERS
13. P U L L M CLUSTER 28. SNAP RlNQ 44. BUSHING
14. BOLT. BUSHING. WASHERS I NUT 29. BOLT. BUSHING. WASHERS I NUT 45. C O ~ E R
P(N
15. GUARD. CABLE 30. PUSH ROD 46. SAFETY WIRE
31. RETAINER NUT 47. BOLT L WASHER
a
3. Remwe the heater deflectors from each side of the aft end of the forward floor
tunnel by sliding the deflector sideways and releasing the retainer spring.
4. Unfasten the carpet from the aft portion of the forward floor tunnel and lay it
forward.
5. Remwe the tunnel cover located between the trim control wheel and the spar
cover by removing attachment screws
6. Remove the cable pulleys (6) located in the forward tunnel by removing the
cotter pin, washer and clevis pin (5).
7. Remwe the floor panel aft of the main spar by remwing the panel attachment
screws and seat belt attachments. Lift the panel and remove from airplane.
8. Remwe the cable rub blocks (39) located in the floor opening on the aft side of
the main spar by remwing the block attachment screws
9. Remwe the trim plate located on top of the forward end of the aft floor tunnel.
10. Remwe the carpet from the aft floor tunnel.
11. Remwe the cover plate from the top of the aft floor tunnel by removing
attachment screws.
12. Remwe the cable guard (38) from the underside of the trim cable pulleys (36)
located in the forward area of the aft floor tunnel by removing a tinnerman nut and
withdrawing the cable guard.
13. Remwe the cable guard plate (33) from the underside of the pulley cluster (34)
located in the aft area of the floor tunnel by removing the plate attachment screws.
14. Remwe the cable guard from the cable pulleys (13) in the aft lower section of
the fuselage forward of the cable turnbuckles (10 and 11).
15. With the cables disconnected from the trim control wheel, draw the cable(s)
through the floor tunnel.
SURFACE CONTROLS
LANCE I1 SERVICE MANUAL
I side and install washer and nut. AN9M)-616Lwashers may be added as required between right
hand side of the control wheel and right hand mounting bracket to eliminate end play.
6. Install the cover over the control wheeland secure with screws, unless the control
cables have yet to be installed.
b. The trim control cables (8 and 9) may be installed by the following procedure:
I. Draw the cable(s) through the floor tunnel.
2. Wrap the cable drum (3) and install the trim control wheel as given in Step a.
3. Position the cable pulleys (6) on their mounting bracket and install the clevis pin,
washer and cotter pin (5).
4. Connect the cable (8 or 9) to the aft cable (12) at the turnbuckle (10 or I I) in the
aft section of the fuselage. Install aft cable (12) if not installed.
5. Install the cable guard at the cable pulleys (13) in the aft lower section of the
fuselage forward of the cable turnbuckles.
6. Install the cable guard plate (33) at the underside of the pulley cluster (34)
located in the aft area of the aft floor tunnel and secure with screws.
7. Install the pin type cable guard (38) at the underside of the pulleys (36) located in
the forward area of the aft floor tunnel and secure it with a tinnerman nut.
8. Install the cable rub blocks (39) located on the aft side of the main spar housing
and secure with screws.
9. Remove the blocks that secure the aft trim cable and check that the cables are
seated on their pulleys.
10. Set cable tension and check rigging and adjustment per Paragraph 5-21. Check
safety of all turnbuckles.
11. Install the tunnel cover on the forward tunnel and secure with screws.
12. Install the carpet over the floor tunnel.
13. Install the heat deflectors on each side of the floor tunnel.
14. Install the cover over the trim control wheel and secure with screws and special
washers.
15. Install the seat belts removed from the top of the floor tunnel and secure with
bolt, washer and nut.
16. Install the floor panel and seat belt attachments aft of the main spar, and secure
panel with screws.
17. Install the aft floor tunnel and secure with screws.
18. Install the carpet over the aft floor tunnel.
19. Install the trim plate on top of the forward end of the aft floor tunnel.
c. Install the panel to the aft section of the airplane and the seats.
I g. Remove safety wire, bolts, washers and bushings (20,44 and 47) securing forward end
of barrel (21). Remove snap ring (28) to free aft end of barrel (21).
h. Draw the trim cable (12) fmm the fuselage and up the fin.
866
FWD
LEFT CABLE
C O U N T 14 C A B L E W R A P S
IN TH IS A R E A
RIGHT CABLE
7 WRAPS
d. Turn the trim control wheel until the trim tab streamlines with the neutral stabilator.
e. Check tab travels as given in Table V-I. The degree of travel on the protractor is
determined by taking the difference between the protractor reading at neutral and up, and
neutral and down. The bubble must be centered at each reading with the airplane level.
f. T o obtain correct travels, if incorrect, adjust by disconnecting the rod end (32) and
turning the end in or out as required. Travel adjustments which cannot be corrected at the rod
end adjustment require the repositioning of the screw (22) in the barrel (21). A screw position
of approximately 1.38 inches of screw exposure at the aft end of the barrel is suggested as a
preliminary neutral setting from which final adjustments can be made at the rod end.
g. Check for proper rod end thread engagement and secure the jam nut (3 1) on the rod
end.
h. Turn the trim wheel to full travel and check for turnbuckle clearance and location of
tab indicator.
i. With the stabilator and trim in all extremes of travel, and with the control wheel
pulled or pushed to secondary stops, check to insure that there is no interference between
turnbuckles and pulleys.
j. Hold the stabilator securely against either stop and determine the total free play of the
trim tab (measured at the tab's trailing edge). Refer to Table V-I for maximum free play.
SURFACE CONTROLS
LANCE II SERVICE MANUAL
d. Remove the lower selector cover and disconnect the fuel selector control lever from
the selector torque tube by removing the attachment pin located at the bottom of the lever.
e. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet
to remove the plate attachment screws.
f. Disconnect the stabilator control cable from the lower end of the tee bar assembly.
g. Remove the tee bar attachment bolts with their washers and nuts which are through
each side of the floor tunnel. Pull the lower end of the tee bar aft.
h. Disconnect the control cable (19) ends from the arms of the torque tube (3) by
removing the cotter pins, washers, nuts and bolts (20).
i. Disconnect the rudder trim from the torque tube assembly by removing the cotter
pin, washers and bolt that connects the arm to the trim.
j. Disconnect the steering rods (21) at the rudder pedals (32 and 33) by removing nuts
and bolts (24).
k Disconnect the brake cylinders (1 2) at the lower end of each cylinder rod (1 1) by
removing the cotter pins, washers, nuts and bolts (20).
1. Disconnect the vee brace(s) (29) from the torque tube by removing nuts, washers
and bolts (27) that secure the strap bracket (28) to the vee brace.
m. If an Autopilot amplifier is installed over the torque tube at the right side of the
fuselage, disconnect the electrical plug and release the two fasteners that secure it to its
mounting bracket.
n. Disconnect the torque tube support bracket (35) where it attaches to the floor
tunnel by removing its attachment bolts.
o. Remove the two bolts (25 and 26) that extend through the torque tube and are
located at the center of the tube assembly over the floor tunnel. Compress the tubes.
- p. Disconnect the torque tube support blocks (7 and 8) from their support brackets on
each side of the fuselage by removing the attachment nuts, washers and bolts (6).
q. Remove the trim side pannels, if desired.
r. Remove the assembly from the airplane. Note the spacer washer (9) on each end and
between the support blocks.
SURFACE CONTROLS
LANCE I1 SERVICE MANUAL 1
1678
k Connect the steering rods (21) to the rudder pedals (32 and 33) and secure with
bolts and nuts (24). Check steering rod adjustment per Alignment of Nose Gear, Section
VII.
i Connect the rudder trim t o the arm of the torque tube and secure with bolt, washer,
nut and cotter pin. A thin washer is installed under the nut which is tightened only finger
ti& t.
j. Connect the ends of the rudder control cables (19) to the arms provided on the
torque tube and secure with bolts, washers, nuts and cotter pins (2). Allow the ends free to
rotate.
k Swing the tee bar into place and secure with attachment bolts, washers and nuts (1 5)
with the bolts inserted in through each side of the floor tunnel.
1. Connect the stabilator control cables to the lower end of the tee bar with bolt,
washer and nut, and secure with cotter pin. Allow the cable ends free to rotate.
m. Set rudder cable tension and check rigging and adjustment per paragraph 5-28.
n. Set stabilator cable tension and check ri-g and adjustment per paragraph 5-1 5.
o. Check aileron cable tension.
p. Check safety of bolt and turnbuckles.
q. Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in
place.
r. Install the fuel selector lever on the selector torque tube, secure with clevis pin and
safety with cotter pin.
s. Install the fuel selector covers and the rudder trim control knob.
t. Install the access to the aft section of the fuselage.
8. Remwe the forward head duct from one side of the floor tunnel. (Preferably
from the side from which the control cable is to be removed.)
9. Move the cable guard (4) located under the pulley cluster (5) and below the fuel
selector by removing the cotter pin from the exposed end and sliding it to the left or right as
required.
10. Disconnect the end of the cable from the arm on the rudder pedal torque tube
by removing the cotter pin, nut, washer and bolt (2).
11. Draw the cable from the floor tunnel.
d. The aft rudder control cable (17) may be removed by the following procedure:
1. Remwe the tail cone by removing its attachment screws
2. Disconnect the cable from the sector assembly ( 18) by removing cable guards
from the sector assembly and pulleys.
3. Draw the cable through the fuselage.
SURFACE CONTROLS
LANCE II SERVICE MANUAL
2062
SURFACE CONTROLS
LANCE I1 SERVICE MANUAL
6, 1 1
836
, ,
, , . . . *
-
864
-----
1. RUOOER STOP 3
2. JAM NUT
3 . C O l l € R PIN
SURFACE CONTROLS
lGl9
LANCE 11SERVICE MANUAL
I h. Insure that a minimum of five turns of the rudder trim control (on the ground) is
required to move the trim tab from its neutral position to its full left or full right position.
I. B R A C K E T . ROO ATTACHMENT
2. B O L T . WASHCR b NUT
3 . JAM NUT 17 SPROCKET. TENSIOM SPRING
4 . ROO. C L A P CONTROL 18. B O L T . WASHER b NUT
1. B O L T . B E A R I N G BLOCK A T T A C H M E N T 19. B R A C I C T . OEARING BLOCK
6. B R A C K E T , BEARIMG BLOCK 20. CHAIN, TENSIOM SPRINO
7 BLOCK, BEARIMG 21. C L E V I S B O L T , B U S H I M 6 HUT h COTTER
8. NUT, LOCK 22. SPRING, T E N S I O H
9. SCREW. C L A P ADJUSTMENT 23. C A B L E . C L A P CONTROL
10 B O L T , WASHER h NUT 24. PULLEY 31. SPROCKET. RETURN SPRING
I I . CRANK ( A R M ) , TORQUE TUBE 29. TURNBUCKLE 32. CHAIM. RETURN SPRING
1 2 . B O L T , WASHER h BUSHING 26. C L E V I S B O L T , N U T b COTTER P l M 33. B L O C I , BEARING
1 3 . C l T T l N G , TOROUC TUBE S T O P 27. B O L T . BUSHING. WASHER h NUT 34. S P R I N E . RETURN
1 4 . TUBE. TOROUE 28. BRACKET. CLAP HANDLC 31. BUTTON. F L A P R L L C A S L
IS B O L T . WASHER b NUT 29. HAMOLE. C L A P 3a. RUB BLOCK
1 0 . B L O C K . mEARlMG 30. B O L T . WASHER h M U 1 37. S A F E T Y COTTER P I N
SURFACE CONTROLS
LANCE I1 SERVICE MANUAL
SURFACE CONTROLS
LANCE U SERVICE MANUAL
9. Remove the cable rub blocks (36) located in the floor opening on the aft side of
the spar housing by removing the attachment screws.
10. Disconnect the cable turnbuckle (25) at the flap handle by removing cotter pin,
nut and bolt (26). Check bolt (26) per information in Section III of this manual.
c. Remove the flap handle (29) and bracket (28) by disconnecting the cable turnbuckle
from the handle and removing the bolts securing the bracket to the floor tunnel.
Figure 5-17. Flap Step Adjustment Figure 5-1 8. Flap Rigging Tool
6. Pull the flap handle (29) full back and connect the tension spring (22) to the cable
end.
e. Install the tunnel cover and secure with screws. Also the tunnel carpet, heat
deflectors, and bracket cover.
f. Install the floor pane) and seat belt attachments. Secure with screws and install seats.
I this, remove the flap handle cover and enough tunnel carpet to remove the tunnel coverjust aft
of the handle. Adjust and resafety the turnbuckle.
NOTE
Do not rotate the torque tube while retensioning the cable or
tighten tight enough to allow tube to be pulled away from its
stops.
g To check upneutral position of the flaps, place a flap rigging tool as shown in Figure
5-1 8 against the underside of the wing and flap as close as possible to the outboard end of
the flap without contacting any rivets. The tool must be positioned parallel with the wing
ribs with the aft end of the tool even with the trailing edge of the flap. (This tool may be
fabricated from dimensions given in Figure 5-20.)
h. With the flap control rod connected between the torque tube crank arm and the
flap, check that the surface of the wing contacts the tool at its forward surface and
at the spacer, and the aft end of the flap contacts the aft end of the tool. The flap is neutral
at this position.
i Should the three points not contact, loosen the jam nuts on each end of the control
rod and rotate the rod until the three points contact. Apply a slight up pressure against the
trailing edge of the flap while making this adjustment. After adjustment, retighten the jam
nuts.
j. Check and adjust the other flap in a like manner.
NOTE
k. Check the flap for full down travel to the degrees required in Table V-I. Should the
travel not be as that required, readjust the torque tube stop screw in or out as required.
After readjusting the screw, it will be necessary to review steps d thru j.
L Check operation of the flap and flap handle ratchet mechanism.
m. Install access plates and panels.
MATERIAL:
.I25 X 3.531 X 1.0 ALUM. PLATE
-
!
MATERIAL: NOTE :
.750 X 31.50 X 4.00 ALUM. BAR LORILL AND TAP TO 1/4-28NF. BOLT AND FILE
TO REQUIRED LENGTH.
2.SPAR STOCK MAY BE USED IN PLACE OF ALUM.
BAR STOCK.
SEE NOTE I
SEE NOTE 2
-1 31.50 1-
MATERIAL
1.0 X 23.19 X 3.82 ALUM. BAR SURFACE PARALLEL TO BASE LINE
23
-
d
-
W
d
STABILATOR CONTOUR
- d
0 h) (D
2 0'3
-.I.h-r -7-3
7 25 SET BACK
-
a v- .. -
a -- - 5 -- --- BASE LINE- - u
94
-t+22.19 0 20 00 A A
1 53
7- LEADING EDGE
100
SURFACE CONTROLS
LANCE I1 SERVICE MANUAL
839
r 24.55 -
16.65
G 7.30 + __I( 4
t4
6.85 FWD
6.65
36' RUDDER
TRAVEL
SURFACE CONTROLS
LANCE I1 SERVICE MANUAL
Lost motion between con- Cable tension too low. Adjust cable tension.
trol wheel and aileron. (Refer to paragraph
5-1 1.)
SURFACE CONTROLS
LANCE XI SERVICE MANUAL
Lost motion between Cable tension too low. Adjust cable tension
control wheel and stabi- per paragraph 5- 15.
lator.
Linkage loose or worn.
I Check linkage and
tighten or replace.
Broken pulley.
Trouble Cause Re me d y
-
STABILATOR CONTROL SYSTEM (cont.)
SURFACE CONTROLS
LANCE I1 SERVICE MANUAL
Lost motion between Cable tension too low. Adjust cable tension
rudder pedals and per paragraph 5-28.
rudder.
Linkage loose or worn. Check linkage and
tlghten or replace.
SURFACE CONTROLS
LANCE II SERVICE MANUAL
SURFACE CONTROLS
a
SECTION VI
HYDRAULIC SYSTEM
Aerofiche
Paragraph Grid No .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HydraulicPump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.5 . Removal of Hydraulic Pump . . . . . . . . . . . . . . . . . . . . .
6-6 . Disassembly of Hydraulic Pump . . . . . . . . . . . . . . . . . . .
6.7 . Cleaning. Inspection and Repairs of Hydraulic Pump . . . . . . .
6-8 . Assembly of Hydraulic Pump . . . . . . . . . . . . . . . . . . . .
6-9 . Test and Adjustment of Hydraulic Pump . . . . . . . . . . . . . .
6-10 . Installation of Hydraulic Pump . . . . . . . . . . . . . . . . . . .
Gear Back-up Extender Actuator Assembly . . . . . . . . . . . . . . . . . .
6-1 2 . Removal of Gear Back-up Extender Actuator Assembly . . . . .
6-13 . Installation of Gear Back-up Extender Actuator Assembly . . .
6-14 . Check and Adjustment of Gear Back-up Extender Actuator . . .
&14a . Operational Check of Retractable Landing Gear System . . . . .
6-1 5 . Nose Gear Actuating Cylinder . . . . . . . . . . . . . . . . . . . .
6-1 6 . Removal of Nose Gear Actuating Cylinder . . . . . . . . . . . . .
6-1 7. Disassembly of Nose Gear Actuating Cylinder . . . . . . . . . . .
6-1 8. Cleaning, Inspection and Repair of Nose Gear Actuating Cylinder
6-1 9. Assembly of Nose Gear Actuating Cylinder . . . . . . . . . . . .
6-20. Installation of Nose Gear Actuating Cylinder . . . . . . . . . . .
Main Gear Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . .
6.22 . Removal of Main Gear Actuating Cylinder . . . . . . . . . . . . .
6-23 . Disassembly of Main Gear Actuating Cylinder . . . . . . . . . . .
6.24 . Cleaning. Inspection and Repair of Main Gear Actuating Cylinder
6.25 . Assembly of Main Gear Actuating Cylinder . . . . . . . . . . . .
6-26. Installation of Main Gear Actuating Cylinder . . . . . . . . . . .
Hydraulic Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-28. Removal and Installation of Hydraulic Lines . . . . . . . . . . . .
Testing Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Servicing Hydraulic Pump/Reservoir . . . . . . . . . . . . . . . . . . . . . .
Revised: 9/2/78
LANCE II SERVICE MANUAL
SECIlON VI
HYDRAULIC SYSTEM
6-1. INTRODUCTION. The hydraulic system components covered in this section consist
of the combination hydraulic pump and reservoir, gear back-up extender actuator assembly,
actuating cylinders and hydraulic lines. The brake system, although hydraulically operated,
is not included in this section as it has its own hydraulic system independent of the gear
retraction system. The brake system along with the landing gear and components is covered
in Section VII.
This section provides instructions for remedying difficulties which may arise in the
operation of the hydraulic system. The instructions are organized so that the mechanic can
refer to: Description of the System, for a basic understanding of the system;
Troubleshooting, for a methodical approach in locating difficulty; Corrective Maintenance,
for the removal, repair and installation of components; and Adjustments and Checks, for the
operation of the repaired system.
CAUTION
6-2. DESCRIPTION. Hydraulic fluid to the landing gear actuating cylinders is supplied by
an electrically powered reversible pump located below the raised floor in the forward
baggage compartment at station 45. A reservoir is also an integral part'of the pump. The
pump is controlled by a selector switch on the instrument panel to the left of the control
quadrant. As the switch is placed in either the up or down position, the pump directs fluid
through the particular pressure line to each individual actuating cylinder. As fluid pressure
increases at one side of a cylinder piston, fluid at the other side is directed back through the
other line t o the pump. Both lines serve tither as pressure or return passages depending on
the rotation of the pump to retract or extend the par.
A pressure switch is installed on a cross fitting connected to the pump mount
assembly. D u ~ retraction
g the pressure switch is the primary means to shut down the
pump. This switch opens the electrical circuit to the pump solenoid when the gear fully
retracts and the pressure in the system increases. The switch will continue to hold the circuit
open until pressure in the system drops when at that time the pump wiU again operate to
build up pressure as long as the gear selector handle is in the up position. The down position
of the selector does not affect the pressure switch. (For Specific Pressures refer to Table
w - I .)
The hydraulic pump is a gear type unit driven by a 14-volt reversible motor designed to
operate in a pressure range of 2000 to 2500 psi. To prevent excessive buildup of pressure in
the hydraulic system due to expansion, a thermal relief valve is incorporated in the pump.
This relief valve will open at 2250 f 250 psi and allow fluid to flow into the reservoir. Other
valves in the pump, channel fluid t o the proper outlet during retraction or extension of gear.
A shuttle valve located in the base of the pump allows fluid displaced by the cylinder
pistons to return to the reservoir without back-pressure. (For specific pressure refer to Table
VI-I.)
Also in the system is a by-pass or free-fall valve that allows the gear to drop should a
malfunction in the pump system occur. To prevent the gear from extending too fast, there is
a special restrictor nipple on the main gear retraction line. The valve is controlled manually
or by a gear back-up extension device that is operated by a pressure sensing device which
lowers the gear regardless of gear selector handle position, depending upon airspeed and
engine power (propeller slipstream). Gear extension occurs even if the selector is in the up
position, at airspeeds below approximately 103 KIAS with engine power off. The device
also prevents the gear from retracting at airspeeds below approximately 81 KIAS at sea level
with full power, though the selector switch may be in the up position. This speed increases
with reduced power and/or increased altitude. The sensing device operation is controlled by
a differential air pressure across a flexible diaphragm which is mechanically linked to the
hydraulic valve and an electrical switch which actuates the pump motor. A high pressure and
static air source for actuating the diaphragm is provided in a mast mounted on the left side
of the fuselage above the wing. Manual override of the device is provided by an emergency
gear lever located between the front seats to the right of the flap handle.
1he emergency gear lever, used for emergency extension of the gear, manually releases
hydraulic pressure to permit the gear to free-fall with spring assistance on the nose gear. The
lever must be held in the downward position for emergency extension. This same lever,
when held in the raised position, can be used t o ovenide the system, and gear position is
controlled by the selector switch regardless of airspeed/power combinations. The lever must
also be held in the raised position when hydraulic system operational checks are being
conducted. An override latch allows the emergency extension lever to be retained in the u p
override position. The latch is disengaged by pulling up on the extension lever. The lever
includes a centering device to return the handle t o neutral, when not latched in override. An
auto extension off light is mounted below the gear selector switch, and flashes to indicate
whenever the latch is in use. The auto extension off light is controlled by a switch and
flasher mounted behind the instrument panel.
For a description of the landing gear and electrical switches, refer to Section VII,
Landing Gear and Brake System.
HYDRAULIC S Y S E M
LANCE 11 SERVICE MANUAL
H I G H PRESSURE CONTROL
2000 to 2 5 0 0 PSI
RESERVOIR
THERMAL RELIEF
LOW PRESSURE
CONTROL
DIFFERENTIAL
PRESSURE SWITCH
CHECK V A L V E
OFF at 1400 100 PSI
O N at 200 to 400 psi
S H U l T L E VALVE
DELIVERED PRESSURE
400to800psi
M A I N GEAR
HYDRAULIC
CYLINDER
NOSE GEAR
HYDRAULIC
CYLINDER - STATIC
ROM PRESSURE HEAD
N FUSELAGE SIDE
-RAM AIR
MAINTAIN UP
RESTRICTOR NIPPLE
a
P
n
A161
! !
i
I !
I
I
I
NOTES I
1 . ADJUST CONNECTOR ON EDGE OF
CONTROL CABLE TO OBTAIN .65 IN
MAXIMUM EXPOSURE ON DIAPHRAGM 1 . A C T U A T I N G C Y L I N D E R , RIGHT
SHAFT AS SHOWN IN FIGURE 6-6. VlEW 2 . NIPPLE. RESTRICTOR (SEE NOTE)
6-8. 3. GEAR BACK-UP E X T E N D E R ACTUATOR
4 . BACK-UP E X T E N D E R M A S T
2. A SPECIAL RlSTRlCTOR NIPPLE (2) 5. ACTUATING CYLINDER. LEFT
IS INSTALLED ON THE MAIN GEAR 6 . L E V E R EMERGENCY EXTENDER
RETRACTION LINE. D O NOT 7 . A C T U A T I N G CYLINDER. NOSE
MISTAKE THIS FOR A STANDARD 8 . PRESSURE SWITCH
9. PUMP/RESERVOI R
AN NIPPLE.
d
CAUTION
NOTE
HYDRAULIC SYSTEM
LANCE I1 SERWCE MANUAL
6-5. REMOVAL O F HYDRAULIC PUMP. The hydraulic pump with reservoir incorpor-
ated is located in the nose section of the fuselage. Access to the pump is through the access
panel in the nose baggage compartment.
a. Disconnect the pump electrical leads from the pump solenoid relays and the ground
wire from the battery shelf.
b. Disconnect the hydraulic lines from the pump. Cap the line ends to prevent contam-
ination.
c. Remove pump by removing pump attaching bolts.
6-6. DISASSEMBLY O F HYDRAULIC PUMP. (Refer to Figure 6-3.) After the hydraulic
pump has been removed from the airplane, cap or plug all ports, and clean exterior of pump
using a dry cleaning solvent to remove accumulated dirt and dust. The three major compo-
nents of the pump assembly are the pump base, pump motor, and valve and gear case. These
three major components should be disassembled as follows:
a. Pump Base: Remove pump base (16) from valve and gear case by:
1. Cutting safety wire and removing bolts (17) with washers securing pump base to
pump and gear case.
2. The check valve within the pump base should be removed for cleaning purposes
only. To remove valve, cut safety wire and remove bolt, spring and steel ball. Replace O-ring at
reassembly.
b. Pump Motor: The pump motor may be removed from the pump and disassembled as
follows:
1. Remove thru bolts (4) from head (1) of motor. Using a knife cut the seal coating
between the motor head and case.
2. Lift the head up from the case approximately .50 of an inch, this will allow inspec-
tion of brushes (3) without the brushes unseating from the commutator. (Refer to Paragraph
6-7 for brush inspection.) The brush leads are secured to the head assembly.
3. Raise the head assembly (1) off the armature (8) and note the small thrust ball (7)
located between the end of the armature (8) and motor head. Do not misplace this bearing.
4. Draw the armature from the motor frame (9). Note the number of thrust washers
(1 1) mounted on the drive end of the armature shaft.
5. Remove the motor frame from the pump reservoir (13).
c. Valve and Gear Case: Remove valve and gear case ( 15) from reservoir (13) as follows:
1. Remove eight screws from flange of body and separate the two assemblies (18).
2. Pump gears and valves should be removed for cleaning purposes only. T o remove
cap securing gears, remove attaching bolts. The two valve springs should be positively identi-
fied with their cavities; otherwise, it will be necessary to readjust each valve for proper operat-
ing pressure.
NOTE
HYDRAULIC SYSI'EM
LANCE 11 SERVICE MANUAL I
NOTE
Insure that the braided wire is in the holder slot for proper
brush movement.
6. Install the head assembly with new brushes to the frame and commutator in
accordance with instructions given in Paragraph 6-8, Step a.
I
4. Ascertain the seal ring is properly positioned and connect the motor to a 14-volt
power supply, with an ammeter in the circuit. Install and tighten the screw (18) such that the current
drawn does not exceed 12 amperes.
c. Attach the pump base to the pump as follows:
1. With pump inverted, lubricate O-ring seals and install them in recesses provided in
the valve and gear case (15).
2. install attaching bolts with washers and torque to 70 inch-pounds.
3. Safety attaching bolts with MS20995-C32 wire.
d. Conduct motor operational check not to exceed 10 seconds running time.
NOTE
1. Connect the 0 to 1000 psi gauge to the low pressure port of the pump base.
2. Connect the 0 to.3000 psi gauge to the high pressure port of the pump base.
3. Connect black lead of pump motor to the negative terminal of the DC power
supply.
4. Remwe the filler plug located on the forward side of the pump and ascertain
that fluid is within 112 inch of the bottom of the filler plug hole. Should fluid be below this
level, add fluid, MILH-5606A, through the filler hole. Reinstall the filler plug and tighten.
NOTE
5. Bleed air from the attached lines. (Lines may be bled by alternately connecting
blue lead and green lead t o the positive terminal of the power supply until all air is
exhausted.)
6. Connect blue lead to positive terminal of power supply. Pump should operate
and the high pressure gauge should indicate a specific pressure, as given in Table VI-I.
7. Disconnect blue lead. The high pressure reading should not drop more than 300
psi in five minutes. High pressure may not be selected again for five minutes.
1. H E A D , M O T O R
2. SPRING. BRUSH
3. BRUSH
4. BOLT.THROUGH
5. O-RING (MS28775-012)
6. Wl R E L E A D
7. BALL. THRUST
8. ARMATURE
9. FRAME. M O T O R
10. SLEEVE
11. WASHER, T H R U S T
12. SCREW. V E N T A N D F I L L E R
13. RESERVOIR
14. SEAL
15. CASE. V A L V E A N D G E A R
16. BASE. PUMP
17. BOLT
18. SCREW ( 8 )
19. BOLT
20. BUSHING
21. WASHER
22. GROMMET
23. WASHER
24. BUSHING
25. SHELF
26. NUT
HIGH PRESSURE
THERMAL RELIEF
809
922
GROUND-BLACK
HlGH PRESS.-BLUE
LOW PRESS.-GREEN
I
HlGH PRESSURE W R T :1
'\
BL
+
100 AMP
FUSE
- 1 4 V.D.C.
Electrical Characteristics:
I
Vo I tage 14 V.D.C.
Rotation Reversible
Polarity Negative ground
Operating Current 75 amps, max. at 14-volts
(both rotations)
Operating Time 12 seconds max. with a current load
of 75 amperes at 7 7 O F
Overload Protection Thermal circuit breaker
Automatic Reset Time 12 seconds, max.
Location, Automatic Reset Commutator end head of motor
Mechanical Characteristics:
a
r n R A u L I C SYSTEM
LANCE II SERVICE MANUAL
8. Connect green lead t o positive terminal of power supply. Pump should operate
in reverse, dropping reading on high-pressure gauge t o zero. The low pressure gauge should
indicate 500 to 800 psi. Disconnect green lead. Both pressure gages should indicate zero psi.
9. Should it be necessary t o check the pump motor, first connect the ammeter in
the electrical circuit with the positive terminal of the meter to the black lead and negative
terminal of the meter to the negative terminal of the DC power supply.
10. Connect the blue lead from the pump motor to the positive terminal of the
power supply. With a high pressure indication on the pressure gauge, the ammeter should
read 75 amperes maximum. Disconnect the blue lead.
1 1. Connect the green lead from the pump motor to the positive terminal of the
power supply. With low pressure indication within the 500 to 800 psi range, the ammeter
should read between 15 to 35 amperes.
NOTE
12. Disconnect the-green lead from the power supply and permit the pressure to
drop before disconnecting the hydraulic lines.
HYDRAULIC SYSTEM
LANCE I1 SERVICE MANUAL
812
1. L A N D I N G GEAR OVERRIDE SUPPORT BRACKET
2 . ALIGNING TOOL
3 . DIAPHRAGM SUPPORT BRACKET
3
e. Remove the hardware that secure the actuator base to the mounting brackets. There
are two mounting bolts at ihe inboard side of the base and one mounting screw at the
outboard side of the diaphragm housing. Remove the actuator from the mounting brackets.
NOTE
C243
DETAIL A
837
VIEW 8-8
b. Connect the manual control push rod (30) to the actuator control arm (19) using
clevis pin ( 1 ). Place a washer over end of clevis pin and secure with cotter pin.
c. Move the actuator on its mounting brackets to allow the manual control push rod to
have maximum clearance from the left stabilator cable and center in the fairlead on the aft
face of the main spar box. Check system for sufficient travel and freedom of movement of
controls. Tighten actuator attaching hardware.
NOTE
d . Connect hydraulic tubes (26, 39. 40 and 41) to respective tees (5) and (38).
e. Connect the pressure (13) and static ( I I) hoses to the elbows (12) of the diaphragm
housing (10). Secure hoses with clamps.
f. Connect the actuator electrical leads terminal to their mating terminals and insulate.
Refer to the electrical schematic for hookup.
g. Check the actuator adjustments as given in Paragraph 6-14.
h. Check to ensure that maximum distance between end of link ( 18) and teflon bushing
(15) does not exceed .65 inch. Override must be engaged for this check. Make any adjustments
at the control cable assembly connector located at the spar box linkage (Refer to Figures 6-2
and 6-6).
i. Install floorboard and center seats.
NOTE
Revised: 7/15/81
LANCE 11 SERVKE MANUAL
CAUTION
The micro switch (21) and eccentric bolt (35) must not be
adjusted. n e s e components are set at the factory under
specific conditions, with the use of special set-up equipment.
NOTE
7. With the airplane at a safe altitude, slow the airplane to a glide of 109 KIAS with
the gear selector handle up and the throttle reduced to power OFF. (Gear unsafe light and
horn will indicate when power is reduced.) At 109 KLAS, slow the airplane at a rate of one
(1) knot per second until 103 KIAS is obtained, hold the airplane at this speed.
NOTE
HYDRAULIC s y m
aimpeed.
LANCE Il SERVICE MANUAL
8. With the glide established, turn the adjustment screw (2) clockwise until the
gear drops. (First indication of gear dropping will be that the gear unsafe light comes ON.)
9. Climb again to a safe altitude and check that the gear drops at the correct
10. Land the airplane and tighten the adjustment screw jam nut (28).
c. To check adjustment of electrical switch, the following procedure may be used:
1. Place the airplane on jacks. (Refer to Jacking, Section 11.)
2. Move the mixture control back t o idle cut-off and the throttle to full
forward to prevent gear warning horn from sounding during adjustment.
to Step a.
3. Ascertain that the actuator tension springs are properly adjusted according
.
1
I
I
I
4. Retract the landing gear hydroelectrically by turning the master switch ON,
raising the emergency gear extension lever and moving the gear selector switch to the up I
.
position. The emergency gear extension lever must be retained in the up position to keep
the gear up.
5. Check for proper switch operation by the following procedure:
(a) Turn -master switch ON and move gear selector switch to the up
position. Pump should not operate.
(b) Move the emergency gear extension lever to the up ovemde position.
Pump should operate and gear should retract.
(c) With selector lever up, slowly lower emergency gear extension lever to
allow gear to drop to down position. The pump should not operate at
any time during extension.
(d) Turn master switch OFF.
6. Check gear operation in the normal manner with the use of the gear selector
switch. The emergency extension lever must be held in the up ovemde position.
7. Ascertain that gear is down and locked and remove airplane from jacks. Then
flight check the retractable landing gear system. (Refer to Paragraph 614a.)
HYDRAULIC SYSTEM
LANCE 11 SERVICE MANUAL
1700
1
- - -
1. SAFETY WIRE
2. E N D GLAND
3. -og9 RING
4 . "0" RING
5 . PISTON
6. BODY, CYLINDER
7. "0" RlNG
CAUTION
HYDRAULIC SYSTEM
LANCE II SERVICE MANUAL
HYDRAULIC SYSI'DI
LANCE 11SERVICE MANUAL
p BEARING END
1 I
Figure 6-8. End Gland Locking Device main Gear)
HYDRAULIC SYSTEM
LANCE 11 SERVICE MANUAL
CAUTION
CAUTION
HYDRAULIC SYSI'EM
LANCE II SERVICE MANUAL
e. To check operation of gear back-up extender actuator, refer to Paragraph 6-14 for
Check and Adjustment Procedures.
NOTE
A small vent hole is located under the vent screw head. Retain
1/64 inch clearance between the screw head and the small
vent hole.
NOTE
HYDRAULIC SYSTEM
LANCE I1 SERYICE MANUAL
NOTE
Pump stops during gear Landing gear actuator Reset circuit breaker
retraction. circuit breaker-opens. and determine cause
for overload.
Pump stops during gear Landing gear actuator Reset circuit breaker
extension. circuit breaker opens. and determine cause
for overload.
-
Issued: 1/3/78 HYDRAULIC SYSI'FM
LANCE II SERVICE MANUAL
HYDRAULIC SYSTEM
LANCE I1 SERVICE MANUAL
- -
NOTE
The out of adjustment or failed switch may be determined by
noting which down light is not lit.
Pump running inter- Leakage of high pres- Remove pump and re-
mittently after gear sure check valve. place check valve.
has retracted.
Internal leakage of Check auxiliary retrac-
system. tion unit valve for
internal leakage.
Gear stops part way up, Internal leakage of Check back-up exten-
but pump continues system. sion unit valve for
t o run. (cont.) internal leakage.
All gears fail to Back-up ex tension unit Check unit and valve
free fall. valve fails t o open. and replace.
HYDRAULIC SYSrFM
LANCE 11 SERVICE MANUAL
With gear unsafe light on, Shorted gear down Replace solenoid.
pump operates on and solenoid.
off.
With gear unsafe light on, Shorted gear down Replace solenoid.
pump motor circuit solenoid.
breaker opens.
With override lever up, Auto extension off Adjust switch. (Refer to
auto extension off switch actuator Section VI, Paragraph
light fails to out of adjustment. 6-2 for switch loca-
operate. tion) by moving mount-
ing bracket at attach-
ment slot. Adjust
switch until actuator
is closed when emer-
gency gear handle is
in ovemde position
and open when handle
is in neutral.
A 66s
((t(((((((
50
A L L E N SET-SCREW 25
1.00
MATERIAL: Steel
BYDRAULIC SYSTEM
- .. -
LANCE I1 SERVICE MANUAL
SECTION VII
Aerotic he
Grid No .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J5
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J5
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J9
Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J9
Nose Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1J9
7.6 . Disassembly of Nose Gear Oleo . . . . . . . . . . . . . . . . . . . lJ9
7.7 . Cleaning, Inspection and Repair of Nose Gear Oleo . . . . . . . . lJlO
7.8 . Assembly of Nose Gear Oleo . . . . . . . . . . . . . . . . . . . . . lJlO
7.9 . Removal of Nose Landing Gear . . . . . . . . . . . . . . . . . . . 1512
7-1 0. Cleaning, Inspection and Repair of Nose Landing Gear . . . . . . 1514
7-1 1. Installation of Nose Landing Gear . . . . . . . . . . . . . . . . . . 1-14
7-1 2. Adjustment of Nose Landing Gear . . . . . . . . . . . . . . . . . . 1520
7-13. ALignment of Nose Landing Gear . . . . . . . . . . . . . . . . . . 1J2I
7.14 . Removal of Nose Gear Door Assembly . . . . . . . . . . . . . . . 1522
7-1 5.. Cleaning. Inspection and Repair of Nose Gear Door Assembly . . . 1523
7-1 6. Installation of Nose Gear Door Assembly . . . . . . . . . . . . . . . 1524
7-1 7. Adjustment of Nose Gear Doors . . . . . . . . . . . . . . . . . . . . IJ24
Main Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1524
7-1 9. Disassembly of Main Gear Oleo . . . . . . . . . . . . . . . . . . . . 1524
7.20 . Cleaning. Inspection and Repair of Main Gear Oleo . . . . . . . . . 1K5
7-2 1. Assembly of Main Gear Oleo . . . . . . . . . . . . . . . . . . . . . . lK5
7.22 . Removal of Main Landing Gear . . . . . . . . . . . . . . . . . . . . 1K9
7.23 . Cleaning. Inspection and Repair of Main Landing Gear . . . . . . . 1KlO
7.24 . Installation of Main Landing Gear . . . . . . . . . . . . . . . . . . l K l l
7.25 . Adjustment of Main Landing Gear . . . . . . . . . . . . . . . . . . 1K12.
7.26 . Alignment of Main Landing Gear . . . . . . . . . . . . . . . . . . 1K13
7.27 . Removal of Main Gear Door Assembly . . . . . . . . . . . . . . . IK16
7.28 . Cleaning, Inspection and Repair of Main Gear Door Assembly . . 1 K 16
7.29 . Installation of Main Gear Door Assembly . . . . . . . . . . . . . . 1K16
Landing Gear Limit Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . 1K16
7-3 1. Adjustment of Nose Gear Up Limit Switch . . . . . . . . . . . . . 1K17
7-3 2. Adjustment of Nose Gear Down Limit Switch . . . . . . . . . . . 1K17
7.33 . Adjustment of Main GearUp Limit Switch . . ,. . . . . . . . . . IK17
7.34 . Adjustment of Main Gear Down Limit Switch . . . . . . . . . . . IK18
7.35 . Adjustment of Landing Gear Safety Switch (Squat Switch) . . . 1K 19
7.36 . Adjustment of Gear Back-up Extender Actuator Switch . . . . . IK 19
7-37 . Landing Gear Warning Switches (Throttle Switches) . . . . . . . . . . . . .
7-3 8. Landing Gear Up/Power Reduced Warning Switch . . . . . . . .
7-3 9. Removal of Landing Gear Uppower Reduced Warning Switch .
7 4 0. Installation of Landing Gear Uppower Reduced Warning Switch
7 4 1. Adjustment of Landing Gear Uppower Reduced Waming Switch
7 4 2. Geat Down/Selector Handle Up Warning Switch . . . . . . . . . .
7 4 3. Removal of Gear Down/Selector Handle Up Warning Switch . .
7-44 . Installation of Gear DownlSelector Handle Up Warning Switch .
7.45 . NoseWheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7 4 6. Removal and Disassembly of Nose Wheel . . . . . . . . . . . . . .
7 4 7. Inspection of Nose Wheel Assembly . . . . . . . . . . . . . . . . .
7 4 8. Assembly and Installation of Nose Wheel . . . . . . . . . . . . . .
7.49 . Main Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.50 . Removal and Disassembly of Main Wheel . . . . . . . . . . . . . .
7-5 1. Inspection of Main Wheel Assembly . . . . . . . . . . . . . . . . .
7-5 2. Assembly and Installation of Main Wheel . . . . . . . . . . . . . .
7.53 . Repair of Nose and Main Wheel Assemblies . . . . . . . . . . . .
7.54 . Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-5 5. Wheel Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.56 . Brake Adjustment and Lining Tolerance . . . . . . . . . . . . . . .
7.57 . Removal and Disassembly of Wheel Brake Assembly . . . . . . .
7.58 . Cleaning, Inspection and Repair of Wheel Brake Assembly . . . .
7.59 . Assembly and Installation of Wheel Brake Assembly . . . . . . .
7-60 . Brake Master Cylinder (Hand Parking Brake) . . . . . . . . . . . . . . . . . .
- 61 Removal of Brake Master Cylinder . . . . . . . . . . . . . . . . .
7-62 Disassembly of Brake Master Cylinder . . . . . . . . . . . . . . .
7-63. Cleaning, Inspection and Repair of Bmke Master Cylinder . . . .
744 . Assembly of Brake Master Cylinder . . . . . . . . . . . . . . . . .
7 4 5. Installation of Brake Master Cylinder . . . . . . . . . . . . . . . .
7.66 . Brake Cylinder (Toe Brake) . . . . . . . . . . . . . . . . . . . . . . . . . . .
7 6 7. Removal of Brake Cylinder . . . . . . . . . . . . . . . . . . . . . .
7-68. Disassembly of Brake Cylinder . . . . . . . . . . . . . . . . . . . .
7 4 9. Cleaning, Inspection and Repair of Brake Cylinder . . . . . . . .
7.70 . Assembly of Brake Cylinder . . . . . . . . . . . . . . . . . . . . .
7-7 1. Installation of Brake Cylinder . . . . . . . . . . . . . . . . . . . .
7.72 . Bleeding Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.73 . Brake Bleeding Procedure (Gravity) . . . . . . . . . . . . . . . . .
7.74 . Brake Bleeding Procedule (Pressure) . . . . . . . . . . . . . . . .
7.75 . Brake System Leak Check . . . . . . . . . . . . . . . . . . . . . .
7.76 . Bleeding of the Brakes After a Unit Has Been Changed . . . . . .
Revised: 9/2/78
LANCE I1 SERVICE MANUAL
SECTION VII
7-1. INTRODUCTION. In this section are instructions for the overhaul, inspection and
adjustment of the various components of the landing gear and brake system. Also are
adjustments for the electrical limit, safety and warning switches. This section though does not
cover the hydraulic function of the landing gear, except brakes, and this information may be
found in the hydraulic section listed as Section VI.
7-2. DESCRIPTION. The Lance I1 is equipped with a retractable tricycle air-oil strut type
landing gear which is hydraulically operated by an electrically powered reversible pump. A
selector handle on the instrument panel to the left of the control quadrant is used to select gear
UP or DOWN positions.
Gear positions are indicated by three green lights located above the selector lever for gear
down and locked, and a red light located at the top of the instrument panel for gear unsafe
positions. There is no light to indicate the gear has fully retracted other than all lights are out.
As the landing gear swings to the down position and each downlock hook moves into its locked
position, a switch at each hook actuates to the switch normally closed (NC) circuit to indicate
by a green light that the individual gear is safely down and locked. The activation of all three
downlock switches will also shut the hydraulic pump off. As the instrument lights are turned
on, the green lights will dim. When the gear begins to retract and the downlock hook
disengages, the down limit switch actuates to the NC circuit and in series with the NC circuit of
the up limit switch allows the gear unsafe light to come on. The gear unsafe light will remain on
until the gear is up and all up limit switches are actuated to their normally open (NO) circuit.
The red gear unsafe light also operates simultaneously with the warning horn, and in
conjunction they have a twofold purpose. Their primary purpose is to give warning when
power is reduced below approximately 14 inches of manifold pressure and the landing gear has
not reached the down and locked position. This circuit is controlled by the three paralleling
down limit switches connected in series with a throttle switch (Switch "A") located in the
control quadrant. The secondary function of the warning light and horn is to give warning
when the gear selector handle is up and while the airplane is on the ground or airspeed is below
that required to close the hydraulic valve and the pump switch of the backup gear extender
unit. When the airplane is setting on the ground, the warning circuit is controlled through the
NO side of the safety switch (squat switch) located on the left gear and the up position of the
selector lever. Should the airplane be raised from the ground, such as in flight, far enough to
move the safety switch to its NC position, then current is directed in series through the
hydraulic pressure switch, the pump switch (providing airspeed has actuated the switch to its
Each landing gear is retracted and extended by a single hydraulic cylinder attached to the
drag link assembly of the nose gear and the side brace link assembly of the main gears. As the
gears retract, doors partially enclose each gear through mechanical linkage. The gears are held
in their up position by hydraulic pressure alone on the cylinder. There are no uplocks and loss
of hydraulic pressure will allow the gears to drop. It is preferred that the gears be extended and
retracted with the use of the gear selector handle; however in the event of hydraulic loss or
electrical failure, they can be lowered by pushing down on the emergency extension lever
between the pilot seats or they will drop themselves should airspeed drop below approximately
103 KIAS, engine power off. In either instant the hydraulic valve of the back-up extender unit
opens t o allow hydraulic pressure to neutralize between each side of the cylinder pistons. The
emergency extension lever can also be used to manually overcome system malfunctions or to
meet special pilot needs such as, a delibrate wheels up landing -needed for emergency landings
on water, or during various flight maneuvers where airspeed and power settings would
normally allow the gear to extend. It also permits gear retraction after take-off at speeds lower
than those normally permitted by the automatic system. When using the manual extension
lever, the gear position is controlled by the selector switch, regardless of airspeed/power
combinations. An override latch mechanism is installed which allows the pilot to latch the
extension lever in the up override position, thus bypassing the automatic portion of the system.
A flashing warning light is mounted below the gearselector lever to indicate whenever the latch
is in use. The latch is disengaged by pulling up on the extension lever. To assist the nose gear to
extend under these conditions are two springs, one inside the other, mounted on arms above
the gear links. The main gears require no assist springs. Once the gears are down and the
downlock hooks engage, a spring maintains each hook in the locked position until hydraulic
pressure again releases it. A further description of the hydraulic system and the gear back-up
extender unit may be found in Section VI, Hydraulic System.
The nose gear is steerable through a 45 degree arc by the use of rudder pedals. As the gear
retracts, however, the steering linkage becomes separated from the gear so that rudder pedal
action with the gear retracted is not impeded by the nose gear operation. A shimmy dampener
is also incorporated in the nose wheel steering mechanism.
The two main wheels are equipped with self adjusting single piston, single disc hydraulic
I
brake assemblies. Toe brakes are standard on both the pilot's and copilot's rudder pedals. An
optional heavy duty double piston, single disc brake, wheel and tire kit is available as an option
or as a field kit (Kit No. 761 - 052v).
A parking brake is incorporated with the handle and may be used by pulling back on the
handle and pushing forward on the button to the left of the handle. To release the hand brake.
pull aft on the handle and allow it to swing forward. Hydraulic fluid for the cylinders is
supplied by a reservoir installed on the left forward side of the firewall.
Revised: 10/3/80
I. C A P B O L T S AND W A S H E R S
2. SAFETY WIRE
3. SUPPORT F I T T I N G
4. B U S H I N G . SUPPORT F I T T I N G
5 . BUSHING
6 . B O L T . W A S H E R S , NUT AND C O T T E R PIN
7 . B O L T . W A S H E R S , N U T AND C O T T E R P I N
8. AXLE
9. CAP BOLT
lo. BUSHING, ROLLER
I I. A R M . S T E E R I N G
12. BRACKET ALIGNER
13. CAP. AIR VALVE
14. CORE. A I R V A L V E
15. BODY. AIR V A L V E
16. NUT. O R I F I C E T U B E
17. S N A P R l N G
18. ROLL P I N
19. WASHER. STOP
20. DELETED
21. MOUSING. S T R U T
22. DELETED
23. OLEO CYLINDER
24. L I N K . U P P E R TOROUE
25. B O L T , W A S H E R , B U S H I N G S , N U T AND COTTCR P I N
26. L I N K . LOWER TORQUE
27. PIN. BEARING RETAINING
20. "0" RING
29. BEARING. UPPER TUBE
30. TUBE. O R I F I C E
3 1. PLATE. OSlFlCE
32. SNAP RlNG
33. "0" RING
34. B E A R I N G . LOWER T U B E
35. "0" RING
36. WIPCR S T R I P
37. WASHER
38. SNAP R I N O
39. TUBE. P I S T O N
40. P I S T O N T U B E PLUG
4 1. "0" RlNG
42. FORK
43. WASHER
-
LANDING GEAR A N D BRAKE SYSTEM
LANCE II SERVICE MANUAL
7-6. DISASSEMBLY O F NOSE GEAR OLEO. (Refer to Figure 7-1.) The nose gear oleo
assembly may be remwed and disassembled from the gear oleo housing with the gear
removed from or installed on the airplane.
a. Place the airplane on jacks. (Refer to Jacking, Section 11.)
b. Place a drip pan under the nose gear to catch spillage.
c. Remove air and fluid from the oleo strut. Depress the air valve core pin until slmt
chamber pressure has diminished; remove the filler plug and with a small hose siphon as
much hydraulic fluid from.the strut as possible.
d. To remove the complete cylinder and fork assembly from the oleo housing (9, I), cut
safety wire (2) at the top of the unit and remove cap bolts (1 ) that attach steering arm (1 1 )
and aligner guide bracket (12) to the top of the oleo cylinder (23).
a -
e. Disconnect the shimmy dampener by removing each cotter pin, nut, washer and bolt
that connects the dampener to the oleo cylinder (23) and housing.
f. Release and remove the snap ring (17) and washer(s) (43), if installed, at the top of
the housing (21 ), and pull the complete cylinder and fork assembly from the bottom of the
housing.
g. To remove the piston tube (39) and fork (42) from the cylinder (23), first separate
the upper and lower torque links (24 and 26) by removing the link connecting bolt assembly
(25) and then separate the two links. Note spacer washer between the two links.
h. Compress the piston tube (39); reach up along the tube and release the snap ring
(38) from the annular slot at the bottom of the oleo housing.
i. Pull the piston tube (39) with component parts from the cylinder.
j. The piston tube components may be removed by reaching in the tube and pushing
out the upper bearing retainer pins (27). Slide from the tube, the upper bearing (29), lower
bearing (34) with outer and inner "0" rings (33 and 35), wiper strip (36), washer (37) and
snap ring (38).
k. To remove the orifice tube (30), remove the large locknut (16) and lock washer (19)
from the top of the cylinder. Pull the tube from the cylinder.
1. The orifice plate (31) is removed from the bottom of the orifice tube by releasing
the snap ring (32) that holds the plate in position.
m. To remove the piston tube plug (40) with "0" ring (4 1) located in the lower end of
the tube, remove the bolt assembly and insert a rod up through the hole in the body of the
fork (42). Push the plug out through the top of the tube.
1~10.
LANCE Il SERVICE MANUAL
g. Lubricate the inner wall of the cylinder (23) with hydraulic fluid. Carefully insert
the piston tube assembly into the bottom of the cylinder, allowing the orifice tube to guide
itself into the fork tube, until the snap ring (38) can be installed in the annular slot a t the
bottom of the cylinder. Install wiper strip (36), slide washer (37) into position and secure
assembly with snap ring (38).
h. At the top of the cylinder (23), tighten (torque) the orifice tube locknut (16).
i. Ascertain that bushings are installed in the upper and lower torque links (24 and 26)
and then install both links. The torque link bolt assemblies should be lubricated and
installed with the flat of the bolt head hex adjacent t o the milled stop on the wide end of
the link. Tighten the bolts only tight enough to allow n o side play in the link, yet be free
enough to rotate.
j. Install the cylinder into the oleo housing, position spacer washer(s) (43) over the top
of the cylinder and secure with snap ring (17). Install spacer washers as required to obtain .O
to .015 of an inch thrust of the cylinder within the housing.
k. At the top of the oleo housing, install on the cylinder the aligner guide bracket (1 2)
and steering arm (1 1). Install cap bolts (I), tighten 20 t o 25 inch-pounds torque and safety
with MS20995C40 wire (2).
1. Install the shimmy dampener and safety.
m. Lubricate the gear assembly. (Refer to Lubrication Chart, Section 11).
n. Compress and extend the strut several times t o ascertain that the strut will operate
freely. Weight of the gear wheel and fork should allow the strut to extend.
o. Service the oleo strut with fluid and air. (Refer to Oleo Struts, Section 11.)
p. Check nose gear for alignment (refer to Paragraph 7-13) and gear operation.
CAUTION
Whenever aircraft is placed on jacks for the purpose of
manually retracting the nose gear assembly, insure the nose
gear downlock is fully disengaged before releasing the nose
gear drag links. Damage could occure to the downlock if not
disengaged fully.
2. Retract the par and disconnect the gear downlock spring (39) from the upper
drag link (35).
3. Remwe the cotter pins, washers and nuts from the bolts that secure the upper
drag link (35) and lower drag link (3 2).
4. Remove the lower and upper gear tension spring arms (43 and 45).
5. Slide the attachment bolts from the upper and lower drag links and remove the
links.
& With the lower drag link (32) disconnected from the gear oleo housing ( 2 3 , the
housing may be removed by removing cotter pins, nuts, washers, and bolts (7 and 33) at the
attachment points on each side of the housing at the engine mount.
h. The steering bellcrank (4 may be removed by remwing the nut and bolt (3) at the
steering rod, and nut and bolt (13) with bushing at the bellcrank pivot point.
NOTE
a. Attach the steering bellcrank (4) with bushing to its mounting plate on the engine
mount (44) and connect the steering rods (1). Secure each with bolt and nut (3). The
adjustment, fore and aft, of the bellcrank may be made after the gear has been installed and
rigged and adjusted.
b. To install the gear housing assembly, position the gear so that the bolt attachment
points on the housing (25) align with the attachment points on the engine mount (44).
Install pivot bolts, washers and nuts (7 and 33). Tighten the nuts t o a snug fit, yet aliowirig
the gear to swing free, and safety.
c. The drag links (32 and 35) and gear tension spring arms (43 and 45) may be installed
by the following procedure:
I
Manufacturers Service Service
C
Fig. So. Part S o . Somrnclature Dimension Dimension Tol. Remarks
452-366 Link Assembly I.D. ,2495 .2495 .002 SEE NOTES 2 AND 3
Bearing .2505 .25 15
II 2183 1-4 Nose Gear Strut 1.D. .'47 .247 .003 SEE NOTE 2
Tube Bearing .248 ,250
I 1
C
ig. No.
17
Part So.
452-377
5omenclature
Sleeve Bearing
Manufacturers
Dimension
I.D. ,375
Service
Dimension
.395
.375
Service
Tol.
.020
Remarks
NOTES
I. INSTALL NEW BUSHIKG BY
COATING O.D. O F BUSHlNG
W I T H L O C T I T E 601 A N D
ROTATING BUSHING WHILE
INSERTING IT T O INSURE
COVERAGE.
2. INSTALL BUSHING WITH WET
ZINC CHROMATE.
3. PRESS FIT.
4. LINE REAM T O T H I S DIMEN-
SION AFTER INSTALLATION
O F PARTS.
*
Added: 7/15/81 LANDING GEAR AND BRAKE SYSTEM
LANCE II SERVICE MANUAL
SKETCH A
a 1. Ascertain that the upper and lower links (32 and 35) are assembled with the
downlock hook attached, and the through travel of the links checked according to
Paragraph 7- 10.
2. Position the link assembly to allow the bolt holes in links to align with holes in
gear housing and engine mount.
3. Add the upper gear tension spring arm (45). bushings and washers on upper link
(35) attachment bolt.
4. Install the bolt and tighten nut to allow the link to rotate freely and safety.
5. Install the lower g a r tension spring arm (43) on the drag link bolt (29) on the
right side of the gear oleo housing ( 2 5 ) , secure and safety. A washer is installed on the bolt
between the lower drag link and the arm.
d. Connect the gear downlock spring (39) between the downlock (40) and the upper
drag link (35).
e. Connect the two gear tension springs (1 5 and 17).
f. Adjust the eccentric bushing (used for downlock pin) with the gear extended a d
downlock engaged to obtain .001 to .010 cleararice between the bottom of the down Iodc
pin (bearing) and the downlock hook (Refer to Figure 7-2b).
g. Retract gear and tighten with eccentric bushing in its adjusted position.
h Ascertain that the landing gear is lubricated per Lubrication Chart, Section 11.
i Check adjustment of the gear per Paragraph 7-1 2.
j. Install engine cowling.
g. Adjust s h m y dampener by turning nose wheel against stops and adjusting the rod
end of the dampener for adequate travel to both extremes.
h. Install engne cowling.
i. Remove the alrplane from jacks.
1521
* LANCE I1 SERVICE MANUAL
1522
LANCE 11 SERVICE MANUAL
FT DOORS ON
32RT-3WT ONLY
1523
LANCE II SERVICE MANUAL
7-1 9. DISASSEMBLY OF MAIN GEAR OLEO. (Refer to Figure 7-7.) The main gear oleo
assembly-may be removed and disassembled from the gear oleo housing with the gear
removed from or installed in the airplane.
a. Place airplane on jacks.
b. Place a drip pan under the main gear to catch spillage.
c. Remove air and fluid from the oleo. Depress air valve core pin until strut pressure
has diminished; remove the filler plug and with a thin hose siphon as much hydraulic fluid
from the strut as possible.
d. Disconnect brake line at the joint located in the wheel well.
e. T o remove piston tube assembly (25) from oleo housing (I I), remove the upper and
lower torque link connecting bolt assembly (3) and separate links. Note number and
thickness of spacer washer(s) between the two links (1 5 and 16).
f. Compress the piston tube (25); reach up into the tube and release the snap ring (24)
from the annular slot at the bottom of the oleo housing.
g. Pull piston tube (25) with component parts from cylinder housing.
h. The piston tube (25) components may be removed by reaching in the tube and
pushing out the upper bearing retainer pins (17). Slide off the upper bearing (18), lower
bearing (20) with O-rings (19 and 20), wiper (22) and washer (23).
i. T o remove orifice tube (1 2) from the oleo housing, remove locknut (6) and washer
(7) from top of housing. Draw tube with O-ring (9) and retainer (8) from housing.
j. The orifice plate (13) is removed from the bottom of orifice tube (1 2) by releasing
snap ring (14) holding the plate in position.
k. T o remove piston tube plug (26) and O-ring (27) located in the bottom end of the
tube, remove bolt assembly (29) and insert a rod up through the hole in the body of the
fork (28) and push plug with O-ring from top of tube.
1. BRACKET. SWITCH A C T U A T O R
2. BOLT. WASHERS. N U T A N D COTTER PIN
3. BOLT. WASHERS, N U T A N D COTTER PIN
4. BOLT. WASCIERS. N U T A N D C O l T E R P I N
5. AXLE NUT
6. NUT
7. WASHER
8. RETAINER
9. O-RING
10. V A L V E ASSEMBLY
11. HOUSING, OLEO S T R U T
12. ORIFICETUBE
13. PLATE. O R I F I C E
14. SNAP R l N G
15. L I N K ASSEMBLY, UPPER
16. U N K ASSEMBLY. LOWER
17. R E T A I N E R PIN. B E A R I N G
18. BEARING. U W E R
19. O-RING. O Y r E R
20. BEARING. LOWER
21. O-RING, I N N E R
22. WIPER STRIP
23. WASHER
24. SNAP R l N G
2s. PISTON T U B E
26. PLUG
27. QRlNQ
28. F O R K ASSEMBLY
29. B O L T ASSEMBLY
30. -
BRACKET S W A T S W I T C H
3 1. PLATE, SPRING A T T A C H M E M
32. PISTON R I N G
1. IT MAY HAVE BEEN NECESSARY TO USE SPECIAL LANDING GEAR ATTACHMENT HARDWARE DURING
ASSEMBLY OF THE AIRCRAFT DUE TO MANUFACTURING TOLERANCES. THEREFORE, SPECIAL ATENTION
SHOULD BE GWEN WHEN REMOVING HARDWARE TO INSPECTAND INSURE THE SAME DIAMETER HARDWARE
IS USED UPON REASSEMBLY STANDARD AN4 OR AN5 BOLTS ARE REPLACED BY ALTERNATE OVERSIZED
BOLTS NAS3004 OR NAS3005 RESPECTIVELY, WHEN OVERSIZED HARDWARE IS REQUIRED
2. WHEN NEW BUSHINGS, P/N 14843-16, ARE INSTALLED LINE REAM I.D. TO .376/.375. BUSHINGS TO BE PRESS
FIT AND IF LOOSE ON INSTALLATION, INSTALL WITH LOCTITE 601.
I
I
I
51. WASHER
52. WASHER
53. BC9RING. FORWARD SUPPORT
54. BEARING. AFT SUPPORT
55. SNAP RING
56. ROD E N 0 BEARING
57. JAM NUT
58. BRACKET. SWITCH
59. CLIP. SAFETY
60. BUSHlNG.TAP€RED
SKETCH B
a
-.
f. Assemble components of piston tube (25) on the tube by placing, in order, snap ring
(24), washer (23), lower bearing (20) with outer and inner O-ring (19 and 2 1 ) and upper
bearing (1 8). Align the two .125 diameter holes and the lock pin holes with the
corresponding holes in the piston tube and install pins ( 17).
g. Lubricate the wall of the cylinder oleo housing ( I 1) and tube (25), and carefully
insert the tube assembly into the housing, guiding the orifice tube (12) into the piston tube.
Install the wiper strip (22), slide the washer (23) into position and secure the assembly with
snap ring (24).
h. Tighten locknut (6) at top of housing.
i. Ascertain that the bushings are installed in the upper and lower torque links (15 and
16) and then install links. The torque link bolt assemblies (2, 3 and 4) should be lubricated
and installed with the flat of the bolt head hex adjacent to the milled stop of the wide end
of the link. (Use the same thickness of spacer washers between the two links as those
removed to maintain correct wheel alignment.) Tighten the bolts only tight enough to allow
no side play in the links. yet be free enough to rotate.
NOTE
lK5
LANCE I1 SERVICE MANUAL
1K7
LANCE I1 SERVICE MANUAL
26 31 79640 Torque Link Bushing 252 .253 .002 SEE NOTES I AND 4
.25 1 .25 1
KOTES
2. Install bearing with wet zinc chromate on adjacent surfaces of bearings and casting.
11 3. Install using Loctite 601. Rotate p a n while inserting, if possible. t o insure complete coverage.
I
4. Press fit. I
j. Assemble squat switch actuator bracket (1) on bolt assembly (2). Insert a rivet
through the hole provided in the bracket into the upper link and install the nut. Install squat
switch bracket (30) immediately above the actuator bracket.
k. Attach spring attachment plate (3 1) to the mounting lug on the base of the housing
immediately above the upper link.
1. Connect brake line and bleed the brakes per Paragraph Paragraph 7-72.
m. Lubricate gear assembly. (Refer to Lubrication Chart, Section 11.)
n. Compress and extend the strut several times to ascertain the strut will operate freely.
The weight of the gear wheel and fork should allow the strut t o extend.
o. Service oleo strut with fluid and air. (Refer t o Oleo Struts, Section 11.)
p. Check main gear alignment (refer t o Paragraph 7-26) and gear operation. Ascertain
that gear is down and locked.
q. Remove the airplane from jacks.
1K9
8. The aft support fitting (1) may be removed by holding the nuts in position,
reaching through the access opening, and removing the fitting attachment bolts.
9. The forward support fitting (16) may be removed from the arm of the housing
by removing the bolt and washer from the base side of the fitting. Slide the fitting from the
arm. Remove washer (52) from the arm.
d. Either bearing (53 or 54) installed in the support fittings may be removed by
removing the snap rings (2) that hold the bearing in the housing. Push the bearing from the
housing.
NOTE
a. Insert a gear support bearing (53 and 54) in each support fitting (1 or 16) and secure
with snap rings (2). Check bearing (53) for excess end play, shim as necessary with shim
washers (49) (PIN 6283344).
b. The gear housing may be installed in the wheel well of the wing by the following
procedure:
1. Place spacer washer (52) and then forward support fitting (16) on forward arm
of the housing. Determine that barrel nut (55) is properly positioned in the arm and insert
attachment bolt (50) through washer (5 1) and the fitting into the arm. Tighten bolt and
ascertain that the bearing is free t o rotate.
2. Position aft support fitting ( I ) at its attachment point in the wheel well and
secure with bolts. washers and nuts. Install nuts and washers by reaching through the access
hole on the underside of the wing.
3. With the retainer tube (4) for the aft arm of the housing in hand, reach up
through the access opening and insert the tube into the support fitting (1) through the hole
in the web.
4. Position the gear housing up in the wheel well and install the forward support
fitting ( 16) with bolts and washers. (One each AN9604 16 and AN960-416L washer per
bolt.)
5. Push the retainer tube into the arm of the housing and secure with bolt (48).
6. Check that the gear rotates freely in its support fittings and recheck thrust.
7. Connect the brake line t o its mating line in the wheel well and bleed brakes as
explained in Paragraph 7-72.
c. The gear side brace link assembly may be installed by the following procedure:
1. Position link support bracket (27) with swivel stud (26) installed at its
attachment point on the web of the spar and secure with bolts and washers.
NOTE
When installing a new wing, it will be necessary to back dnll
two (2) holes 0.250 inch and countersink 100 x .499 through
the spar cap. (Screw head should be flush with spar.) Use
hole in the support bracket as a guide in the drilling.
2. Ascertain that the upper and lower links (28 and 33) are assembled with
downlock hook (30), retraction fitting (21), etc., attached, and the through travel of the
links and downlock hook clearance checked according to Paragraph 7-23.
3. Attach the upper link to the swivel stud of the support fitting and secure with
bolt, buslling. washer, nut and cotter pin (25).
4. The actuating cylinder rod end bearing (46) and lower side brace link (33) may
be attached respectively to tlie retraction fitting (21) and strut housing during the
adjustment of the landing gear.
d. Ascertain that the landing gear is lubricated per Lubrication Chart, Section 11.
e. Check adjustment of landing gear per Paragraph 7-25.
f. Check alignment of the wheel per Paragraph 7-26.
g. Install the access plate on the underside of the wing and remove the airplane from
jacks.
NOTE
1. Ascertain that the rod end bearing of the actuating cylinder is disconnected from
the retraction fitting.
2. Actuate the hydraulic system to bring the hydraulic cylinder to the up position
by turning the master switch on and moving the gear selector handle t o the up position. The
piston of the cylinder should be bottomed.
3. Raise the gear by pushing up on the retraction fitting, thus disengaging the
hooks. and pushing up on the pivot point a t the bottom of the side brace links to bring the
links out of the locked position. Raise the gear until the fork presses lightly into the rubber
pad. Retain the gear in t h s position.
4. Loosen the jam nut on the piston rod of the actuating cylinder and turn the rod
end bearing in or out to allow a slip fit of the attachment bolt.
5. Install with the attachment bolt, bushing, spring swivel, and secure with washer
and nut. Install the gear downlock spring.
6. When the gear is to within .I25 of an inch of correct adjustment, the rod end
need not be disconnected and therefore all that will be required is to loosen the jam nut,
place a wrench on the flat a t the end of the piston rod and turn to obtain correct
adjustment.
7. Check the rod end bearing for adequate thread engagement and tighten jam nut.
8. If the downlock limit switch is properly adjusted, retract and extend the gear
hydro-electrically to ascertain that the gear operates properly.
NOTE
c. If the square contacts the rear side of the disc. leaving a gap between it and the front
flange. the wheel is toed-out. If a gap appears at the rear flange, the wheel is toed-in.
d . To rectify the toe-in and toe-out condition. remove the bolt connecting the upper
and lower torque links and remove or add spacer washers to move the wheel in the desired
direction. Refer to the Toe-in, Toe-out Correction Chart (Table VII-111).
e. Should a condition exist that all spacer washers have been removed and it is still
necessary to move the wheel further in or out, then it will be necessary to turn the torque
link assembly over. This will put the link connecting point on the opposite side allowing the
use of spacers to go in the same direction.
f. Recheck wheel alignment. I f the alignment is correct. safety the castellated nut with
cotter pin.
lK13
LANCE I1 SERVICE MANUAL
TOE-IN
TOE4UT SHIM WASHERS WASHERS AN 174
ANGLE WASHERS UNDER HEAD UNDER NUT BOLT
g. If a new link on the top left main gear had to be installed or it had to be reversed
during the alignment check, it will be necessary to check the gear safety switch (squat
switch) bracket for engagement and locking in place. If the larp machine surface of the link
is inboard, the bracket is mounted with the small rivet hole next to link. (Refer to Sketch A,
Figure 7-9.) This hole should be aligned with centerline of the link and a .096 inch hole
drilled .I50 inch deep. Insert an MS20426AD3-3 rivet in the hole. This locking rivet is held
in place by the flat wsher, castellated nut and cotter pin. If link has to be reversed, then the
briicket and bolt are also reversed. (Refer to Sketch B, Figure 7-9.)
h. Check adjustment of landing gear safety switch (squat switch) per Paragraph 7-35.
LANCE 11 SERVICE MANUAL
973
SKETCH A
973
SKETCH B
on
.
Figure 7-9. Aligning Main Gear
7-31. ADJUSTMENT OF NOSE GEAR UP LIMIT SWITCH. The gear up limit switch is
mounted on a bracket above the point where the right side of the upper drag link attaches
to the engine mount. (Refer to Figure 7-10.)
a. To facilitate adjustment of the Limit switch, disconnect the gear doors or remove the
bottom cowl, as desired.
b. Retract the landing gear hydroelectrically by turning the master switch on, raising
the emergency gear extension lever and moving the gear selector handle to the up position.
Retain the emergency extension lever in the up position and turn the master switch off.
c. Block the nose gear in the up position and then slowly release the emergency
extension lever. This will relieve hydraulic pressure and the main gears will drop.
d. Push the gear up tight and block.
e. Loosen the lower attachment screw of the switch bracket and rotate the switch
toward the actuator tang until the .06 t o .08 measurement (noted in Figure 7-10) is
obtained. Switch tang should be actuated, a minimum of -12 inches in from the lower end
of the tang.
f. ManualIy move the gear up and down only as far as necessary to ascertain that the
switch actuates within .12 of full up position. Remove the block from under the gear and
allow it to slowly extend.
g. Retract the gear hydro-electrically and ascertain that the red gear unsafe light will go
out when the gear has retracted and the pump has shut off.
7-32. ADJUSTMENT OF NOSE GEAR DOWN LIMIT SWlTCH. The gear down limit
switch is mounted on the horizontal support tube of the engine mount that runs between
the right attachment points of the gear housing and upper drag link.
a Ascertain that the gear is down and locked.
b. The down limit switch should actuate only after the leading edge of the downlock
hook, when moving to the locked position, has passed the downlock roller by .06 of an
inch. (Refer t o Figure 7-10.) Position the hook at this location in relation to the roller by
moving the actuator piston manually toward the up position. The downlock spring may be
disconnected, if desired.
c. Loosen lower attachment screw of the switch mounting bracket and move bracket
toward the downlock hook until it is heard to actuate. Retighten the bracket attachment
screw.
d. Manually move the hook from the locked to the unlocked position and ascertain
that the switch actuates at the correct location of the hook.
e. Retract and extend the gear hydro-electrically by turning the master switch on,
raising the emergency gear extension lever and moving the gear selector handle to the up
position. As the gear begins to retract the green light below the selector should go out and
the red gear unsafe light at the top of the instrument panel should come on.
840
-
.12 MIN.
7-34. ADJUSTMENT OF MAIN GEAR DOWN LIMIT SWITCH. A gear down limit switch
is mounted on a bracket which is attached to the lower drag link of each main gear. The
switch should be adjusted to allow it to actuate thus turning on the green indicator light
with the cockpit when the downlock hook has entered the locked position and is within
.025 and .035 of an inch of contacting the downlock pin. (Refer to Figure 7-11.)
Adjustment of the switch may be as follows:
a. Ascertain that the main gear downlock is properly adjusted as described in Paragraph
7-25.
b. Raise the airplane on jacks. (Refer to Jacking, Section 11.)
c. Ascertain that the landing gear is down and pressure is relieved from the hydraulic
system. To relieve pressure, hold down the emergency extender lever.
d. Raise the downlock hook assembly and place a -030 of an inch feeler gauge between
the horizontal surface of the hook that is next t o the switch (the surface that contacts the
downlock pin) and the rounded surface of the pin. Lower the hook and allow it to rest on
the feeler gauge.
e. Loosen the attaching screws of the switch and, while pushing up on the center of the
link assembly, rotate the switch toward the hook until it is heard to actuate. Retighten the
attaching screws of the switch.
f. Manually move the hook assembly up from the pin until the hook nearly disengages
from the pin. Then, with pressure against the bottom of the link assembly, move back to
ascertain that the switch actuates within .025 to .035 of an inch of full lock.
g. Retract and extend the gear hydro-electrically by tunzing the master switch on,
raising the emergency gear extension lever and moving the gear selector handle to the up
position. As the gear begins to retract, the green light below the selector should go out and
the red gear unsafe light at the top of the instrument panel should come on.
LANCE II SERVICE MANUAL
--
7-35. ADJUSTMENT OF LANDING GEAR SAFETY SWITCH (SQUAT SWITCH). The
landing gear safety switch, located on the left main gear housing is adjusted so that the
switch is actuated within the last quarter of an inch of gar extension.
a. Compress the strut until 7.875 inches is obtained between the top of the gear fork
and the bottom of the gear housing. Hold the gear at this measurement.
b. Adjust the switch down until it actuates at this point. Secure the switch.
c. Extend and then compress the strut to ascertain that the switch will actuate within
the last quarter of an inch of oleo extension.
7-3 8. LANDING GEAR UPIPOWER REDUCED WARNING SWITCH. The gear up/power
reduced warning switch (Switch "A") is within the control quadrant below the throttle
control lever. (Refer to Figure 7-1 2.) This switch will actuate the warning horn and red light
simultaneously when the landing gear is not down andlocked, and the throttle is reduced to
below 14 inches of manifold pressure.
SWITCH "A"
PA-32 RT-300
8
PA-32RT-300T
SWITCH "B"
PA-32RT-300
lK20
LANCE II SERVICE MANUAL
7 - 4 2 . G E A R D O W N / S E L E C T O R H A N D L E UP W A R N I N G SWITCH.'
(PA-32RT-300) The gear down/selector handle up warning switch (Switch "B") is located
directly forward of the instrument panel, below the arm of the throttle control lever. (Refer
to Figure 7-12.) This switch will actuate the gear warning horn and hght simultaneously
when the gear selector handle is at the up position and the airplane is on the ground or
airspeed is below that required t o close the hydraulic valve and the pump switch of the
back-up gear extender. The latter applies except at full throttle.
NOTE
1686
NOTE
I
O N M c C A U L E Y NOSE WHEEL
ASSEMBLIES ONLY. BUSHING ( 1 9 ) IS
REQUIRED TO PREVENT TUBE
MOVEMENT.
1. SNIP RING
2. RINQ. GREASE RETAINER
3. FELT RINQ
4. RINQ. OREASE SEAL
5. -ARINQ CUP
6. IIL*RlNQ CONE
7. W H E E L H A L F
I. N U T
9. W-ER
10. WHEEL H A L F
11. . E A R I N 0 CUP
12. BEARINQ CONE
13. RINQ. Q R W E SEAL
14. FELT RINQ
15. RINQ. GREASE RETAINER
16. SNAP RINQ
17. W A W E R
1:. BOLT
19. RUBBER BUSHINQ
.-
7-48. ASSEMBLY AND INSTALLATION OF NOSE WHEEL. (Refer t o Figure 7-13.)
a. Ascertain that the bearing cup (5 or 11) for each wheel half (7 and 10) is properly
installed. Install the tire with tube on the wheel half with the valve stem hole and then join
the two wheel halves. Install the through bolts (1 8) with the washers (9 and 17) and nuts (8)
to the valve stem side.
NOTE
NOTE
b. Lubricate the bearing cones (6 and 12) and install the cones, grease seals (4 or 13),
felt rings (3 and 14) and seal retainer rings (2 or 15). Secure with snap rings (1 or 16).
c. Slide the wheel on the axle and secure with retainer nut. Tighten nut to allow no
side play, yet allow the wheel to rotate freely. Safety the nut with clevis pin and secure pin
with washer and cotter pin.
7-51. INSPECTION OF MAIN WHEEL ASSEMBLY. Inspect brake disc for cracks.
excessive wear or scoring, rust, corrosion and warpage. Remove rust and blend out nicks,
using fine 400 gnt sandpaper. Replace disc if cracked or when disc is worn below minimum
thickness. (Refer to paragraph 7-58.) In addition also perform the same inspection given for
nose wheel in paragraph 7-47.
lK23
LANCE II SERVICE MANUAL
a
7-52. ASSEMBLY AND INSTALLATION OF MAIN WHEEL. (Refer t o Figure 7-14.)
a. Ascertain that the bearing cup (10) for each wheel half (1 and 2) is properly
installed. Install the tire with tube and wheel half with the valve stem hole. Ascertain that
the index mark is aligned with the index mark on the tire to insure proper tire, tube and
wheel balance. Join the two wheel halves and position the brake disc (3) in the inner wheel
half. Install the through bolts with nuts on the valve stem side. Torque the wheel nuts to
150 inch-pounds and inflate the tire. (Refer to Table 11-1, Section 11.)
b. Lubricate the bearing cones (1 1) and install the cones, grease seals (14) and seal
retainer rings (1 2 or 15). Secure retainer with snap ring (13).
c. Slide the wheel on the axle and secure with retainer nut. Tighten the nut to allow no
side play, yet allow the wheel to rotate freely. Safety the nut with a flat head pin, washer
and cotter pin. Reinstall the dust cover.
d. Position the brake lining back plates.between the wheel and brake disc and the brake
cylinder on the torque plate. Insert the spacer blocks between the back plates and cylinder,
and install the four bolts to secure the assembly. If the, brake line was disconnected,
reconnect the line and bleed the brakes per paragraph 7-72.
1K24
LANCE I1 SERVICE MANUAL
1677
MIN. DISC THICKNESS
.3490404OA -STD.
VIEW A-A
1. WHEEL H A L F
2. WHEEL H A L F
3. IRAKE DISC
4. SCREW
5. LOCK W A S H E R
6. OUST S H I E L D
7. NUT
8 . WASHER
9. WHEEL THROUGH B O L T
10. BEARING CUP
II. I E A R I N G CONE
12. ORCASE S E A L R E T A I N E R
13. SNAP R l N O
14. GREASE S E A L
15. GREASE S E A L RETAINER
NOTE
Remove rust and blend out small nicks; using fine 400 grit
sandpaper.
Wheels may also be repainted if the parts have been repaired and thoroughly cleaned. Paint
exposed areas with one coat zinc chromate primer and one coat of aluminum lacquer.
NOTE
lL2
LANCE I1 SERVICE MANUAL
. -. ..
HOLDING
'FIXTURE
>
i ~ 3
LANCE II SERVICE MANUAL
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
A629
1. T O R Q U E P L A T E ASSY.
2. ANCHOR BOLT
3. BRAKE L I N I N G
4. RIVET
5 . BACK PLATE ASSY.
6. B O L T
7. "0" R I N G
8 . PISTON ASSY.
9. PRESSURE P L A T E ASSY.
10. INSULATOR
11. SNAP
10
30-83 30-65
Figure 7-17. Wheel Brake Assembly
7-58. CLEANING, INSPECTION AND REPAIR O F WHEEL BRAKE ASSEMBLY.
a. Clean the assembly with a suitable solvent and dry thoroughly.
b. Check the wall of the cylinder housing and piston for scratches, burrs, corrosion, etc.,
that may damage "0"rings.
c. Check the general condition of the brake bleeder screw and lines.
d. Check the brake disc for wear, grooves, scratches, or pits. Minimum service thickness
of Disc 164-22A used on Wheel Assembly 40-90A is .345. A heavy duty brake and wheel
assembly is also optional. The minimum disc thickness of Disc 164-46 used on heavy duty
Wheel Assembly 40-120 is .405. A single groove or isolated grooves up to .030 of an inch deep
would not necessitate replacement, but a grooving of the entire surface would reduce lining life
and should be replaced. Should it be necessary to remove the wheel disc, refer to Paragraph
750.
e. It is recommended that both bearing surfaces of disc 164-46 used on heavy duty wheel
assembly be inspected periodically for the following items which would make replacement of
the disc necessary.
1. Any crack exceeding .80 inch in length or .21 inch in depth.
2. Any crack extending into the welded seam between the flange and cup.
3. If crack depth is not measurable, replace disc if crack length exceeds .400.
lL5
LANCE I1 SERVICE MANUAL
f. The riveted type lining may be removed from the backing plates by drilling out the old
rivets using a 51 32 drill. Install a new set of linings using the proper rivets and a rivet set that
will properly stake the lining and form a correct flair of the rivet. The snap-on type lining used
on optional heavy duty assemblies may be removed by prying loose with a screwdriver or a thin
flat wedge. Install the snap-on type by positioning onto the pins and applying pressure to snap
into position.
NOTE
1L6
LANCE I1 SERVICE MANUAL
2327
1. BRAKC RCSERVOIR
2. RIBMT BRARE AND RUDOIR PEDAL
3. L E F T BRARE AND RUDDER PEDAL
4. R10MT BRAKE CYLINOER
5. L E F T BRAKE CYLINDER
a. BRAKE MANOLE
7. WAWOLC RSLCAJE BUTTON
8 . M A S T E R CYLINDER ASSEMBLY
9 . TOllOUC TUBC
10. RUDDER PEDAL C A D I
: I . B O L T ASSEMBLY
12. C L E V I S P I N
10. LIME. I N L L T
*
A341
NOTE
a. Install new "0" rings on the inside and outside of the packing gland (9) and on the
outside of the piston (6). (When installing teflon "0" ring (5) on piston, it is recommended
that it be installed with the use of a cone placed against the piston. The cone may be
constructed of plastic or metal with dimensions shown in Figure 7-19.)
b. To assemble the piston rod assembly, install on the rod (12), in order, the roll pins
(14), return spring retainer washer (15), return spring (13), packing gland (9) with "0"
rings, seal (lo), piston (6) with "0"ring, spring (4) and retainer bushing (3). Secure these
pieces with small ring (2) on the end of the rod.
c. Insert the piston rod assembly in the cylinder (1) and secure packing gland with snap
ring ( 11 ).
d. Install the cylinder per paragraph 7-65.
1L9
LANCE I1 SERVICE MANUAL
1aos
lLl0
LANCE I1 SERVICE MANUAL
i~ii-
LANCE I1 SERVICE MANUAL
NOTE
I 2. T o assemble the piston rod assembly, install on the rod in order, the roll pin,
washer, spring, washer-wiper packing gland with O-rings, O-ring, piston with O-ring, spring
and sleeve. Secure the assembly by placing the retaining ring on the end of the rod.
3. Insert the piston rod assembly in the cylinder (1) and secure with the retaining
ring (10).
4. Install the cylinder per Paragraph 7-71.
NOTE
NOTE
d. Close the open bleeder fitting on the gear being bled. Close the open bleeder fitting
to which the pressure hose is attached; then close the pressure unit and remove the hoses
from the bleeder fittings. Check the brakes for proper pedal pressure. Replace the caps over
the bleeder fittings.
NOTE
CAUTION
Red gear unsafe light out Indicator lamp burned Replace lamp.
while gear is in out.
transit.
Red gear unsafe light on One or more up limit Isolate and replace
though gear has re- switches failed. switch.
trac ted.
Red gear unsafe light on One o r more down limit Isolate and replace
though gear is down switches failed. switch.
and locked.
Red gear unsafe light on Main gear down limit Readjust down limit
though gear is down switch out of adjust- switch.
and locked. (cont.) ment.
NOTE
Red gear unsafe light out Lamp burned out. Replace lamp.
and one green gear
down light out though Gear down Limit switch Replace skitch.
gear is down and failed.
locked.
1Ll8
LANCE I1 SERVICE MANUAL
Red gear unsafe light and Indicator lights circuit Reset circuit breaker
all green lights out. breaker open. and determine cause
for open circuit
breaker.
Red gear unsafe light and Landing gear selector Reset circuit breaker
horn fail to operate circuit breaker open. and determine cause
when throttle is near for open circuit
closed and landing breaker.
gear is retracted.
Micro switch "A" at Adjust micro switch
throttle out of "A."
adjustment.
1L20
LANCE II SERVICE MANUAL
Green gear down light Gear down limit switch Replace switch.
fails to go out with failed.
gear in transit or
retracted.
Green gear down lights Micro switch out of Adjust micro switch.
blink momentarily adjustment.
before the down lock
is engaged on roller.
S h m m y dampener Replace.
galling or binding.
1L23
LANCE I1 SERVICE MANUAL
Main landing shimmies Tire out of balance. Check balance and re-
during fast taxi, place tire if nec-
take-off, or essary .
landing.
Worn or loose wheel Replace and/or adjust
bearings. wheel bearings.
lL24
LANCE II
SERVICE MANUAL
CARD 2 OF 2
a
Courtesy of Bomar Flying Service
www.bomar.biz
Service manual information incorporated in this set of Aerofiche cards is arranged in accordance with the
general specifications of Aerofiche adopted by the General Aircraft Manufacturer's Association. The
information compiled in this Aerofiche service manual is kept current by revisions distributed periodically.
These revisions supersede all previous revisions, and are complete Aaofiche card replacements. and
supersede Aerofiche cards of the same number in the set.
Revisions to Service Manual 761 641 issued January 3, 1978 are as follows:
* INTERIM CHANGE
Revisions appear on Table 111-1 of card 1.
There are no other changes included in
this maintenance manual. Please discard
your current card 1 and replace it with
this revised one. DO NOT DISCARD
CARDS 2.
The date on Aerofiche cards must not beearlier than the date noted for the respective card effectivity. Consult
the latest card in this series for current Aerofiche card effectivity.
2A2
TABLE OF CONTENTS
AEROFICHE CARD N O . I GRID N O .
INTRODUCTION ................................... 1 A 1 2
HANDLING AND SERVICING ...................... 1A15
INSPECTION ........................................ 1 D 5
STRUCTURE ....................................... I D 2 2
SURFACE CONTROLS ............................. I F 1 1
HYDRAULIC SYSTEM .............................. 1H13
LANDING GEAR A N D BRAKE SYSTEM ............ 1J3
AEROFICHE CARD N O 2 .
Vlll POWER PLANT (PA.32RT.300) ..................... 2A8
VlllA POWER PLANT ( P A - 3 2 ~ ~ - 3 0...................
0~) 2C8
IX FUEL SYSTEM ..................................... 2 0 1 2
X INSTRUMENTS .................................... 2E1
XI ELECTRICAL SYSTEM ............................. 2F11
XI I ELECTRONICS ..................................... 2121
Xlll HEATING AND VENTILATING ...................... 2 J 8
XIV ACCESSORIES AND UTILITIES .................... 2J16
LIST OF ILLUSTRATIONS
Aerofiche
Figure Grid No .
Figure Aerofiche
Grid No .
Propeller Installation .......................................................
Propeller Blade Minor Repair ...............................................
Propeller Governor ........................................................
Engine Mount Installation ..................................................
Turbocharger Installation ...................................................
Adjustment of Engine Controls ..............................................
Schematic Diagram of RSA-Fuel Injection System .......................I .....
Fuel Injector ..............................................................
Fuel-Air Bleed Nozzle ......................................................
Fuel System (PA-32RT-300) ................................................
Fuel Svstem (PA-32RT-300m ...............................................
Fuel Cell Installation ........................................................
.
Fuel Gauge ...............................................................
.
a . .. .
Aerofiche
Figure Grid No .
.
NOTE: (Electrical Schematics Figures 1 1-44 to 1 1.63 see Table XI-I.)
ELT Schematics ...........................................................
Cabin Heater. Defroster and Fresh Air System (PA-32RT-300) ..................
.
Cabin Heater Defroster and Fresh Air System (PA.32RT.300T) .................
Air Conditioning System Installation (Typical) ................................
Service Valves .............................................................
Test Gauge and Manifold Set ...............................................
Manifold Set Operation ....................................................
LeakTest Hookup .........................................................
Evacuation Hookup ........................................................
Charging Stand ...........................................................
Charging Hookup ..........................................................
Compressor and Fabricated Oil Dipstick ......................................
Compressor and Alternator Belt Installation ..................................
Magnetic Clutch ...........................................................
Condenser Air Scoop Installation ............................................
Expansion Valve ..........................................................
Components Installation ....................................................
Air Conditioning Wiring Schematic ..........................................
Oxygen Installation ........................................................
LIST O F TABLES
Aerofiche
Table Grid No .
PA-32RT-300
Aerofiche
Paragraph Grid No .
Revised: 10/3/80
LANCE I1 SERVICE MANUAL
SECTION VIII
POWER PLANT
(PA-32RT-300)
NOTE
d. Should any items be dropped into the engine, the assembly process must stop and the
item removed, even though this may require considerable time and labor. Insure that all pans
are thoroughly clean before assembling.
e. Never reuse any lockwire, lockwashers, tablocks, tabwashers or cotter pins. All
lockwire and cotter pins must fit snugly in holes drilled in studs and bolts for locking purposes.
Cotter pins should be installed so the head fits into the castellation of the nut. and unless
otherwise specified, bend one end of the pin back over the stud or bolt and the other end down
a
flat against the nut. Use only corrosion resistant steel lockwire and/or cotter pins. Bushing
plugs shall be lockwired to the assembly base o r case. Do not lockwire the plug to the bushing.
f. All gaskets. packings and rubber p a n s must be replaced with new items of the same
type at reassembly. Insure the new nonmetallic pans being installed show no sign of having
deteriorated in storage.
g. When installing engine parts which require the use of a hammer to facilitate assembly
or installation. use only a plastic or rawhide hammer.
h. Anti-seize lubrication should be applied to all loose-fit spline drives which are
external to the engine and have no other means of lubrication. For certain assembly
procedures, molybdenum disulfide in either paste or powdered form mixed with engine oil or
grease may be used.
CAUTION
i. Temporary marking methods are those markings which will ensure identification
during ordinary handling, storage and final assembly of parts.
8-2. TROUBLESHOOTING. Troubles peculiar to the power plant are listed in Table VIII-
111 along with their probable causes and suggested remedies. When troubleshooting the
engine. ground the magneto primary circuit before performing any checks of the engme. •
8-3. PROPELLER.
1740
b e d : 1/3/78 POWERPLANT
LANCE 11 SERVICE MANUAL
t q @ dview 04 nick
im h e .
Ib i d *
POWER PLANT
LANCE I1 SERVICE MANUAL
d. Observe the starter ring gear to make sure it is mounted properly on the engine
crankshaft flange. One of the bushings on the crankshaft is stamped with an "0" mark and
it must be inserted in the starter ring gear hole, likewise identified with an "0" mark.
e. Wipe crankshaft and propeller pilot to assure that no chips or foreign matter enter
the propeller mechanism.
f. Check interior of propeller hub for proper seating of "0" ring.Wipe inside of hub to
remove any traces of dirt. Check to see that "0"ring is covered with grease.
I g Install prop with blades aligned with mounting bolt hole marked ''0".
h. Install rear spinner bulkhead.
i. Slide propeller carefully over pilot, taking care that "0"ring is not damaged.
j. Install the six hexagon head propeller hub mounting bolts and torque per Table
VIII-I.
k. Check propeller blade track as gwen in Paragraph 8-7.
1. Safety the propeller mounting bolts with MS20995€41 safety wire.
m. Grease blade hub through zerk fittings. Remove one of the two fittings for each
propeller blade, alternate the next time. Apply grease through the zerk fitting until fresh
grease appears at the fitting hole of the removed fitting. Care should be. taken t o avoid
blowing out hub gaskets.
n. Imtall the forward spinner bulkhead and torque bolts per Table VIII-I. Safety bolts
with MS20995€41 safety wire.
o. Install spinner and spinner cuff. Torque all attachment screws per Table VTII-I.
8-7. BLADE TRACK. Blade track is the ability of one blade tip to follow the other. w h l e
rotating, in almost the same plane. Excessive difference in blade track - more than . 0 6 3
inch - may be an indication of bent blades or improper pro?eller installation. Check blade
track as follows:
a. With the engne shut down and blades vertical, secure to the aircraft a smooth board
just under the tip of the lower blade. Move the tip fore and aft through its full
"blade-shake" travel, making small marks with a pencil at each position. Then center the tip
between these marks and scribe a line on the board for the full width of the tip.
b. Carefully rotate propeller by hand t o bring the opposite blade down. Center the tip
and scribe a pencil line as before and check that lines are not separated more than .0625
inch.
c. Propellers having excess blade track should be removed and inspected for bent
blades, or for parts of sheared "0" ring, or foreign particles, which have lodged between hub
and crankshaft mounting faces. Bent blades will require repair and overhaul of assembly.
NOTE
To check rigging, move propeller control full forward. The propeller governor high RPM
stop must contact the adjusting screw when the cockpit control is 0.0 10 to 0.030 inch from
the cockpit mechanical stop. If adjustment is required complete the following steps.
POWER PLANT
LANCE r[ SERVICE MANUAL
868
1. CONTROL A R M
2. RPM ADJUSTMENT SCREW
3. CONTROL WHEEL LOW PITCH
4 . LOCK NUT INSTALL CAB
5. BOLT ASSEMBLY STUD I N T H I S
PARALLEL T O
CENTER L I N E
H I G H PITCH
A 966
NOTE
3. Reinstall upper engine cowl and repeat step b to ascertain proper RPM setting.
4. After setting the proper high RPM adjustment, mn the self-locking nut on the
fine adjustment screw against the base projection to lock.
5. Ascertain that the governor control arm (1) is adjusted to the proper angle on
the control wheel (3) as shown in Figure 8-3.
e. With the high RPM adjustment complete, the control system should be adjusted so
that the governor control arm wiU contact the high RPM stop when the cockpit lever is
0.010 to 0.030 of an inch from forward stop on the power quadrant. T o adjust the control
knob travel, disconnect the control cable end from the control arm,loosen the cable end
jam nut and rotate the end to obtain the desired level clearance. ~ ~ w M € the? cable
c ~ end
and tighten jam nut.
f. It is usually only necessary to adjust the hlgh RPM setting of the governor control
system, as the action automatically takes care of the positive high pitch setting.
8-1 2. ENGINE.
NOTE
m. Disconnect the engine oil temperature lead at the aft end of the engine.
n. Disconnect the tachometer drive cable at the engine.
o. Untie the ignition harness hoses and lines at the aft of the engine.
p. Disconnect the vacuum pump lines a t pump and remove fittings from pump.
q. Disconnect the oil pressure line at the engine.
r. Disconnect the static and fuel flow line at the right rear engine baffle.
s. Disconnect the manifold pressure line at the right rear side of the engine.
t. Disconnect the injector line a t the flow divider.
u. Disconnect the alternator leads and the cable attachment clamps.
v. Attach a one-half ton (minimum) hoist to the hoisting straps and relieve the tension
from the engine mounts.
NOTE
w. Check the engine for any attachments remaining to obstruct its removal.
x. Drain the engine oil, if desired, and then close drain.
y. Remove the four engine mount assemblies and swing the engine free, being careful
not to damage any attaching parts.
NOTE
c. Position the mounting lugs of the engine so that they align with the engine mount
attaching points, then move the engine rearward onto the mounts.
d. Slide onto each mounting bolt a spacer and the forward half of the mount. Install
washer and nut, and torque the nuts of the bolts to 450 t o 500 inch-pounds.
e. Connect the alternator leads and secure cable with clamps.
f. Connect the injector line t o the flow divider.
g: Connect the manifold pressure line at the right rear side of the engine.
h. Connect the static and fuel flow line at the right rear engine baffle.
i. Connect the oil pressure line.
j. Install the line fitting in the vacuum pump and install lines.
POWER PLANT
833
A maxlmum of (3)
A N O S O l l 6 w m w s u n ba
UIId to m r m l t r nuxlrnurn of
2.5 t h r u d s u ~ o ) r don the
b o l t Torpue to 2 3 0 / 2 4 0
IM-pounds
Sectlon A-A
TORQUE TO
1. SPINNER
2. PROPELLER
3. FUEL FLOW DIVIDER
4. O I L FILLER
5. O I L COOLER, RIGHT
6. OIL COOLER. L E f T
7. VENT TUBE
8. STARTER
9. GOVERNOR
10. FUEL NOZZLE
11. ENGINE MOUNT
12. VALVE. O I L DRAIN
13. AIR FILTER
14. COVER. FILTER
15. FILTER CAP
16. BOLT, NUT. WASHER
17. SANDWICH (J-3049-38)
18. SPACER 0 1 2 3 3 3 - 2 )
19. ENGINE MOUNT
20. PLUG
21. SANDWICH (J-3049-35)
22. ENGINE
23. MOUNTING KIT (J-3804-31)
I I
NOTE
NOTE
Throttle and mixture free play of up t o .30 inches measured
at the point w h e r e the control lever comes through the
quadrant is acceptable providing the throttle o r mixture arm
at the injector is held against its stops when the control lever
is at the full forward and full aft positions.
CAUTION
Never wash the filter element in any liquid or soak it in oil.
Never attempt t o blow off dirt with compressed air.
c. The fdter housing can be cleaned by wiping with a clean cloth soaked in unleaded
gasoline. When the housing is dry, reinstdl and seal the filter element.
8-1 8. ALTERNATE AIR DOOR. The alternate air door is located on the backside of the
air filter box which is part of the lower cowl and controlled by a lever mounted next to the
engine control quadrant in the cockpit. The alternate air source is taken off the exhaust
stack assembly. The following should be checked during inspection:
a. Check that the air door seals are tight and hinge is secure.
b. Actuate the door t o determine that it is not sticking or binding and the control cable
has free travel.
c. Check that when the air door is fully opened and the cockpit control is in the open
position, the cable has 6 t o 8 pounds tension when lever goes into full open and locked
position. This insures positive seal in the air box. (Cable tension is measured at the control
lever with a spring scale. Adjust as required.)
POWER PLANT
LANCE 11SERVICE MANUAL
- - - - - -..
'.'-_==-------
. \
CONSTANT MEAD
IDLE SPDlNG
and apply S L I P M A R K
wltk T oraue Paint.
(Refer to P I m r Service
Bulletln No. 5 3 7 )
4 . F U E L SCREEN
5 . M I X T U R E ARM
6 . THROTTLE CONTROL CABLE
7 . NUT MS20365-1032C
POWER PLANT
LANCE I1 SERVICE MANUAL
8 - 2 5 . INSTALLATION OF FUEL-AIR
BLEED NOZZLE.
a . Install nozzle and torque 60 inch
pounds.
CAUTION
Figure 8-8. F u e l - U
Bleed Nozzle
8-29. INSPECTION OF MAGNETO. After the first 50 hour period and every 100 hours
thereafter, the magneto ignition system should be checked. If engine operating troubles
develop which appear to be caused by the ignition system, it is advisable to check the spark
p l u e and wiring first before working on the magneto. Should trouble appear definitely
associated with the magneto, the most effective measure is to install a replacement magneto
which is known to be in satisfactory condition and send the suspected unit to the overhaul
shop for rest and repair. Should this not be possible, a visual inspection of the following
items may disclose the source of trouble.
POWER PLANT
LANCE 11SERVICEMANUAL
a. Check the lead terminals for definite contact with spring contacts in outlets.
b. Remove the harness outlet cover from the magneto and inspect for the presence of
moisture and carbon tracking due to moisture.
c. Check contact springs in distributor block for evidence of spark erosion.
d. Check height of contact springs (0.422 maximum from top of block tower to
spring). (Refer to Figure 8-9.)
e. With the cover and harness separated from the magneto housing, check contact
assemblies to see that cam follower is securely riveted to its spring.
f. Examine the contact points for excessive wear or burning. Figure 8-10 shows how
the average contact point will look when surfaces are separated for inspection.
CAUTION
Desired contact surfaces have a dull gray, sand-blasted (almost rough) or frosted
appearance, over the area where electrical contact is made. This means that points are worn
in and mated to each other, thereby providing the best possible electrical contact and
highest efficiency of performance. Minor irregularities or roughness of point surfaces are not
harmful. (Refer to Figure 8-10, center.) Neither are small pits or mounds, if not too
pronounced. If there is a possibility of pit becoming deep enough to penetrate pad (refer to
Figure 8-10, right), reject contact assembly.
NOTE
.
223
3
POWER PLANT
LANCE I1 SERVICE MANUAL
g. Check condition of cam follower felts for proper lubrication. If oil has migrated
from one follower felt to another, it may be necessary to remove the lubrication from one
felt strip while oiling another. If felt is o n r lubricated, remove oil by using a clean, lintless
cloth. If dry, apply one or two drops of Bendix Breaker Felt Lubricant 1086527.
h. Check the capacitors for looseness in the magneto cover of the harness assembly and
for any physical damage. Using a Bendix 11-1767- 1, -2 or -3 condenser tester or equivalent,
check capacitors for capacitance, series resistance and leakage. Capacitance shall be 0.34 to
0.4 1 microfarads.
L Check magneto to engine timing per instructions given in Paragraph 8-30.
j. Check action of impulse coupling. With the ignition switch off, observe breaker cam
end of rotor while manually cranking the engine through a fuing sequence. The rotor should
alternately stop and then (with an audible snap) be rotated rapidly through a retard firing
position. If impulse action is not correct, remove the magneto for overhaul.
NOTE
The use of a timing light unit Part No. 11-91 10 or 1 1-9110-1
will simplify the timing procedure. This unit is available from
the Bendix Corporation at Sidney, New York 13838.
a. Remove the spark plug from the No. 1 cylinder and turn the crankshaft in t h e
direction of normal rotation until the compression stroke is reached.
b. Continue turning the crankshaft until the 20' advance timing mark is in alignment
with the small hole located on the top face of the starter housing at, the two o'clock
position. (Refer to Figure 8-1 1.)
c. The D-2000 series magneto may be mounted to the engine without removing t h e
cover from the magneto. The cover also has switch terminal outlets for the right and left
sides of the magneto, located in the center of the harness lead outlet section of the cover.
(Refer to Figure 8-12.)
NOTE
It is recommended that short adapter leads be fabricated to
facilitate connecting the timing light unit to the switch outlet
terminals of the cover. (Refer to Figure 8-12.)
d. The magneto incorporates a built-in pointer and a degree wheel with sufficient
reference to assist the mechanic in magneto timing procedures. Printed upon the rotating
magnet are marks to indicate magneto neutral and magneto "E" gap (8'). (Refer to Figure
8-1 3.) Also included are retard angle references of 10, 15, 20 and 25 degrees. These marks
are set up for either clockwise (R) or counterclockwise (L) rotation of the magneto as
viewed from the magneto drive end. The timing tooth of each large distributor gear is
marked with red paint. (Refer t o Figure 8-14.)
NOTE
e. Remove the magneto drive gear backlash by turning the propeller opposite to
normal rotation approximately 40' past No. 1 frring position; then turn propeller in
direction of normal rotation up to No. 1 fuing position of 20' BTC.
279 A
RETARD ANGLES
f. Remove the plug from the distributor inspection windows at either end of the
magneto housing. (Refer to Figure 8-14.) Also remove the plug from the "E" gap inspection
window on the data plate side of the magneto housing. (Refer to Figure 815.)
g. Turn the rotating magnet drive shaft in the normal direction of magneto rotation
until the red distributor tooth appears in the distributor inspection window, and also check
to see if the letter "K" appears in the "E" gap inspection window on the data plate side. If
the letter "B" is in the window, turn the magneto shaft 1-112 times in the direction of
rotation and check again to be sure the " K is in the window on the data plate side and the
red distributor tooth appears in each distributor inspection window.
h. Install the magneto to engine gasket on the magneto flange.
i. Feel the magnet into its No. 1 neutral position as described in Step g. With the
engine in its recommended No. 1 cylinder firing position of 20' BTDC, place the magneto
in position on the engine mounting pad and secure with the flange clamps finger tight.
j. Install short adapter leads made from Bendix terminal kit (part number 10-382698)
into magneto switch terminals and connect to Bendix timing tight (part number 1 1-91 10) or
equivalent.
k. Bump the magneto in the direction opposite the normal shaft rotation until the first
breaker opens. Due to normal tolerances, one breaker may open slightly before the other
and timing should be done to the f m t or early breaker. Evenly tighten the magneto
mounting clamps.
POWER PLANT
LANCE II SERVICE MANUAL
Figure &1'4.' Painted Tooth Centered Figure 8- 15. Timing Mark on Rotor
in Timing Window Aligned with Pointer
1. When the final timing check is done, back the engme up approximately 10 degrees;
then carefully bump the engine forward and observe the position that the breakers open.
The first breaker should open at the No. 1 engine firing position and the late breaker must
open within 3 engine degrees from the f m t breaker opening. It makes no difference whch
breaker opens first.
m. Repeat Step k if necessary until conditions of Step 1 are met. If the late breaker
opens more than 3 degrees from ?he early one, the internal timing of the magneto must be
rechecked. (Refer to Internal Timing, Paragraph 8-3 1.)
n. Torque the magne tosecuring clamps to 150 inch-pounds. Recheck timing once more
and if satisfactory disconnect the timing light and =move the adapter leads.
o. Reinstall the plugs in the timing inspection holes and torque to 12-15 inch-pounds.
Loosely install the harness with clamps and/or brackets. .
POWER PLANT
LANCE I1 SERYICE MANUAL
Am8
1
Figure 8-1 5a. Timing Llght C o ~ e c t e dto Magneto and Breakers
NOTE
Bend bracket carefully. Do not correct by bending back if
bent too much; this weakens the bracket.
g. Position rotor so keyway is at 12 o'clock position and red painted distributor teeth
are visible in timing windows.
h. Loosen drive shaft nut and position the Rotor.Holding Tool (Bendix part number
11-8465) under washer or bushing on drive end of rotor shaft with clamp at 4 o'clock
position so any shaft deflection caused by clamping action will be in a plane parallel to
breaker contacts. Tighten nut to secure holding tool to s M t . Check to insure proper
location of keyway and tighten adjusting screw of holding tool to lock rotor in position.
I i. Loosen rotor holding tool and turn magnet in direction of rotation until adjacent "L"
("E*'gap) mark is aligned with pointer and lock in position. Both rod painted teeth should be
approximately centered in timing windows.
NOTE
The use of the timing light unit, part number 1 1-91 10-1
available from Bendix will simplify the internal timing
procedure and breaker synchronization.
j. Connect the timing light black lead t o any unpainted surface of the magneto.
k. Connect the red timing light lead to the left breaker terminal and the green lead to
the right main breaker terminal. (Refer t o Figure 8-15a)
I. Loosen rotor holding tool and move the rotor back a few degrees; then move it
forward. Both lights should go out t o indicate opening of the main breakers when the timing
pointer is indicating within the width of the "Ln mark and the red painted teeth are centered in
timing windows.
m. If breaker timing is not correct, loosen cam securing screw (refer t o Figure 8-16) and
unseat main breaker cam from taper. Using 1 1-303 1 Retaining Ring Pliers inserted in holes in
cam, rotate main breaker cam in direction of rotation until left main breaker points just open
I and press cam onto taper. Install and torque cam retaining screw from 21 t o 25 inch pounds.
I NOTE
n. Loosen rotor holding tool t o turn rotating magnet back a few degrees; then turn
rotating magnet in normal direction of rotation. Timing light should go out when timing
pointer is aligned with "L" ("EWgap) mark. Lock rotating magnet in position where points just
open.
o. Loosen right main breaker securing screws and position breaker so cam follower is
pressed against cam with points closed. Tighten contact assembly securing screws t o prevent
contact assembly from bouncing back when moved. Using a small mallet and drift, tap right
breaker in until points just open.
p. Turn rotating magnet back a few degrees; then turn rotating magnet in normal
direction of rotation. Both timing lights should go out within one degree o r half the width of
"L" mark on rotor. If breakers are not properly synchronized, reset right breaker.
q. Check right main breaker contact for 0.016+.004 inch point opening and torque right
breaker contact securing screws to 20-25 inch-pounds. If point opening is out of limits, repeat
timing procedure setting left main breaker opening a t .016 + .002 inch. If right contacts open
beyond .020 inch. set left contacts closer to .018 inch. If right contacts open less than .0 12 inch,
set left contacts closer to .014 inch.
r. Using timing light, recheck timing t o insure main breakers open with one-half the
width of "L" mark and that retard breaker opens at correct degree setting. Using a wire feeler
gauge. check left main breaker for ,016+.002 inch point opening and right main breaker and
retard breaker for .016 + ,004 inch point opening.
NOTE
s. Check capacitors for looseness in the magneto cover of the harness assembly and for
any physical damage. The capacitors should be checked for capacitance, series resistance and
leakage. Capacitance should be 0.34 t o 0.41 microfarads. The use of a Bendix condenser tester,
part number 1 1- 1767- 1, -2 or -3 o r equivalent will simplify this test. Replace defective
capacitors and torque securing nut to 60-70 inch-pounds.
NOTE
280
-
DATA PLATE RIGHT MAIN BREAKER
L
3
5 . FLAT WPSHER '(TORQUE SCREW TO 21 -25
6 . MAIN CAM INCH-POUNDS.)
I
I
4
-5
2 I
POWER PLANT •
LANCE II SERVICE MANUAL
CAUTION
NOTE
A true and accurate check of the clearance between the
flyweights and stop pins can only be obtained by pulling the
flyweight outward as described. Do not attempt the check by
pushing in on the flyweight at point "A" of Figure 8-18.
b. Inspect impulse coupling stop pins for damage. If pins are bent, damaged or
excessively worn, nmove pins using a suitable drift and arbor press. Press new pins into
flange until dimension shown in Figure 8- 19 is obtained.
c. Visually inspect flyweight securing washers and flyweights, particularly in area
around the axle hole for cracks. Grip washers with pliers and exert moderate turning force
to check looseness. If washer moves or any cracks are found, reject cam assembly.
Dm Doe
Figure 8-20. Checking Flyweight Axial Figure 8-2 1. Checking Flyweight Radial
Wear with Drill Shank Wear with Gauge
d. Inspect for axial wear between flyweight and axle using shank of a new No. 35 driU
as a guage. Hold flyweight so the outer radius is in alignment with the rim of the cam flange
and try to insert the drill shank between the flange and flyweight as shown in Figure 8-21.
Do not force the drill. If the drill can be inserted, replace the cam assembly.
e. Inspect for excess radial wear between the flyweight and axle using the 1 1-1004 1
flyweight gauge. Insert the gauge between flyweights and against cam hub as shown in
Figure 8-21. If the gauge cannot be inserted easily, remove burr from edges of hub keyway
with a small file. Hold the gauge f m l y against the hub, at the same time squeezing the
flyweights against the gauge. If the inner end of either flyweight heel touches the gauge,
replace the cam assembly. If parts are near limits, check clearance between flyweight and
gauge with a .003 inch feeler. If flyweight heel is tight on feeler, replace the cam assembly.
CAUTION
f. Inspect ears of the coupling body for grooves worn by the tail of the flyweights and
wear at the triggering ramp and cam stop contact areas. (Refer to Figure 8-22.) If either ear
shows a perceptible groove or a ridge can be felt when fingernail is drawn across the surface,
replace the coupling body.
g. Inspect drive lugs of body. If wear is noted, measure difference between worn and
unworn areas on drive lug surface. If difference is in excess of .015 of an inch, replace the
body.
h. With spring released and free, it should form a smooth spiral curve with no sharp
bends or flat spots. (Refer to Figure 8-23.) If spring is deformed, replace it.
POWER PLANT
LANCE 11 SERVICE MANUAL
\
-
ACCEPTABLE REJECT
i. Inspect spring for cracks particularly at the ends and around spring eyes. Inspect
coils of spring for excessive wear. If grooves or ridges are worn in coils or cracks are found,
replace spring.
j: Inspect the housing for cracks, stripped threads or other damage. Replace if
necessary.
POWER PLANT
LANCE I1 SERVICE MANUAL
h. Insert a spare rotating magnet, with woodruff key in taper, into cam assembly. Turn
magnet slightly in direction of coupling rotation (to wind spring). Lift magnet with cam
only enough to clear projections on the body. Wind spring one-half turn and reengage the
cam assembly into the body.
i. Tension of the spring assembly in the assembled coupling when wound to point of
impulse tripping must not be less than 9 or more than 15 inch-pounds.
NOTE
Replace any damaged components per instructions given in
Paragraph 8-37.
POWER PLANT •
LANCE I1 SERVICE MANUAL
Figure 8-27. Checking Harness Lead Figure 8-28. Checking Harness Lead
Continuity Insulation Resistance
e. Test continuity of each harness lead using a High Tension Lead Tester, Part No.
11-8888 or 11-8888-1 from Bendix as follows:
1. Connect black test lead to contact spring and red lead to eyelet of the same lead.
(Refer to Figure 8-27.)
2. Observe that the continuity lamp illuminates.
f. Test insulation resistance of each harness lead by using the 11-8888 or 11-8888-1
tester as follows:
1. Attach the red high voltage test lead to contact spring of harness lead. (Refer to
Figure 8-28.)
2. Attach the black test lead to the ferrule of the same harness lead. (Refer to
Figure 8-28.)
3. Depress PRESS-TGTEST pushbutton switch.
4. Observe that indicator lamp flashes and 'GAP fires simultaneously as long as the
PRESSTO-TEST switch is held depressed. Whenever indicator lamp flashes and GAP fails to
fire, lead under test is defective and must be replaced.
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
2u
CUT NOTCH T O F I T SNUG
ON NO. 58 DRILL WITH
JAWS CLOSED.
*
Figure 8-29. Modified Pliers Figure 8-30. Removing Spring
From Lead Assembly
so the grommet fits properly against the fermles in the plate. Slack in shielding or wire can
be removed by grasping the lead in one hand and sliding the other hand f h y along the
lead towards the magneto cover.
To replace contact springs, insulating sleeves, compression spring or elbows, proceed as
follows:
a. Using a Bendix 11-7073 needle or a mechanical pencil with the lead retracted, hook
the end of the contact spring as shown in Figure 8-30.
b. Using the needle or pencil, unscrew the spring.
c. Slide insulating sleeve and spring retainer assembly off end of lead assembly.
d. Replace defective component and reassemble as follows:
1. Fabricate a tool as shown in Figure 8-3 1 for installing the insulating Sleeves over
cable terminals.
2. Slide elbow assembly over lead and attach nut finger tght to fermle.
3. Push the fabricated tool through insulating sleeve and spring retainer assembly as
shown in Figure 8-32. Screw the cable terminal into the tool.
4. Work insulating sleeve and spring retainer assembly into position over the cable
and unscrew the tool. Install contact spring on cable terminal.
NOTE
It may be necessary to lubricate the cable- and insulating
sleeve with a thin film of DC-200 (200,000 centistokes) or
commercial grade alcohol to facilitate assembly.
-
CW6
r/
I
2 - i IN.
r - ,
BRAZE D R I L L NO. 47
TAP 3-48
POLISH O.D.
12.000 IN.
COATING SCRAPED
BRAID TO EDGE
OF KNURLING
BLUE COATING
L
POWER PLANT
LANCE I1 SERVICE MANUAL
1 11-3699
HANDLE
I
Nl W
DISTRIBUTOR
DISTRIBUTOR
BLOCK
Figure 8-35. Position of 11-8627 Kit and Figure 8-36. Position of 11-8627 Kit and
Contact Spring after Installation
Contact Spring at Start of Installation
.
COAT
NOTE
Replacement leads are available from Bendix in lengths of 17
thru 74 inches in 3 inch increments. Use nearest next longer
length to replace defective lead.
5. Scrape blue coating being careful not to cut braid for .SO of an inch from end of
lead.
6. Push back braid and thread a new femle over wire and under braid until braid
just covers knurling. (Refer to Figure 8-33.)
CAUTION
7. Pull the lead back into the cover to wedge the braid between the tapers of the
cover and ferrule.
8. Provide a back up support for the cover and seat the fermle using the 11-7074
Femle Seating Tool (refer t o Figure 8-34) and a mallet. Ferrule must be driven straight
into the cover and fully seated.
9. Thread the prestripped end of conductor through grommet. Place a new eyelet
on conductor and crimp per instructions given in second paragraph of Maintenance of
Harness, 8-37.
f. When lead being replaced is of the elbow type, salvage the used elbow and
compression springs for installation on replacement lead. Install these and new sleeve and
contact spring (refer to Figures 8-35 and 8-36) furnished with replacement lead per
instmctions given in Steps a thru d.
g. Reposition clamps and brackets and replace cable ties removed earlier. Clean the
grommets, sleeves and the inside of the cover with methylethylketone or denatured alcohol.
h. Spray grommets and sleeves with Fluorocarbon Spray, such as MS-S-122, supplied
by Miller-Stephenson Chemical Co. Inc., 16 Sugar Hollow Road, Danbury,
Connecticut 068 10, or equivalent.
i. Prior to seating spark plug lead terminal in plug barn1 use fluorocarbon spray on
spark plug terminal insulating sleeve (refer to Figure 8-37) to prevent heat from sticking
sleeve to spark plug barrel. Lightly lubricate the shoulder of ferrule to minimize twisting of
ferrule. (Refer to Figure 8-38.) Use GO-JONO LOK manufactured by Goger Inc., Akron,
Ohio 44309.
j. Check cam securing screw. Screw must be torqued to 16-20 inch-pounds.
k. With all high tension terminal grommets seated against the ferrules in the cover,
attach the bottom capacitor lead to the right main breaker and then the top capacitor lead
to the left main breaker. Position the cover on the magneto and secure. Torque cover screws
to 30.35 inch-pounds.
1. Carefully route the high tension spark plug leads away from any hot spots such as
manifolds and sharp edges which might cause heat damage or chafing. Check leads for
proper location in clamps so when clamps are tightened the leads will not be crushed. Leads
should be taut to prevent chafing due to vibration, but not so taut as to produce undue
strain or leads.
m. After all leads have been properly routed and secured to the engine, recheck all
clamp securing screws for tightness. Fasten coupling nuts to proper spark plugs and torque
as specified in Table VIII-11. Do not allow femles t o turn while torquing nuts.
5/8-24 90-95
3/4-20 1 10-120
L
NOTE
b. Remove the spark plug from the engine. In the course of engine operation, carbon
and other combustion products will be deposited on the end of the spark plug and will
penetrate the lower threads to some degree. As a result, greater torque is frequently required
for removing a plug than for its installation. Accordingly, the torque limitations given do
not apply to plug removal and sufficient torque must be used t o unscrew the plug. The
higher torque in removal is not a s detrimental as in installation, since it cannot stretch the
threaded section. It does, however, impose a shearing load on t h ~ ssection and may, if
sufficiently severe, produce a failure in this location.
NOTE
Torque indicating handle should not be used for spark plug
removal because of the greater torque requirement.
c. Place spark plugs in a tray that will identify their position in the engine as soon as
they are removed.
NOTE
Spark plugs should not be used if they have been dropped.
d. Removal of seized spark plugs in the cylinder may be accomplished by application
of liquid carbon dioxide by a conical metal funnel adapter with a hole in the apex just large
enough to accommodate the funnel of a C 0 2 bottle. (Refer to Figure 8-39.) When a seized
spark plug cannot be removed by normal means, the funnel adapter is placed over and
around the spark plug. Place the funnel of the C 0 2 bottle inside the funnel adapter and
release the carbon dioxide t o chill and contract the spark plug. Break the spark plug loose
with a wrench. A wann cylinder head at the time the carbon dioxide is applied will aid in
the ~ m o v a of
l an excessively seized plug.
e. Do not allow foreign objects to enter the spark plug hole.
841. INSTALLATION OF SPARK PLUGS. Before installing spark plugs, ascertain that
the threads within the cylinder are clean and not damaged.
a. Apply anti-seize compound sparingly on the threads and install gasket and spark
plugs. Torque 360 to 420 inch-pounds.
CAUTION
Make certain the deep socket is properly seated on the spark
plug hexagon as damage to the plug could result if the
wrench is cocked t o one side when pressure is applied.
b. Carefully insert the terminal insulator in the spark plug and tighten the coupling nut.
I
TABLE VIII-III. ENGINE TROUBLESHOOTING CHART
POWER PLANT
I
Low power and uneven Mixture too rich; indi- Readjustment of fuel in-
running . cated by sluggish en- jector by authorized
gine operation, red ex- personnel is indicated.
haust flame a t night.
Extreme cases indi -
cated by black smoke
from exhaust.
POWER PLANT
LANCE II SERVICE MANUAL
Low power and uneven Mixture too lean; indi- Check fuel lines for
running. (cont.) cated by overheating dirt o r other restric -
o r backfiring. .
tions Check fuel in-
jection nozzles.
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
Low oil pressure. Stoppage in oil pump Check line for obstruc -
(cont .) intake passage. tion. Clean suction
strainer .
High oil temperature. See "High Oil Temper -
ature" in "Trouble"
column.
Excessive oil consump- Low grade of oil. Fill tank with oil con -
forming to specifics -
'
tion.
POWER PLANT
LANCE I1 SERVICE MANUAL
Excessive oil consump- Failing o r failed bear- Check sump for metal
tion. (cont .) ings . particles.
POWER PLANT
SECTION VnIA
POWER PLANT
PA-32RT-300T
Aerofiche
Paragraph Grid No .
Description ...............................................................
Standard Practices .Engine .................................................
Troubleshooting ...........................................................
Propeller .................................................................
8A.4 . Removal of Propeller ..............................................
8A.5 . Cleaning. Inspection and Repair of Propeller .........................
8A.6 . Installing Propeller ................................................
8A.7 . Blade Track ......................................................
Propeller Governor ........................................................
Removal of Propeller Governor .............................................
Installation of Propeller Governor ...........................................
Rigging and Adjustment of Propeller Governor ................................
Engine Cowl Flaps .........................................................
8A.13 . Operation and Adjustment of Cowl Flaps ............................
Engine ...................................................................
8A.15 . Removal of Engine and Engine Cowling .............................
8A- 16. Installation of Engine .............................................
Engine Turbocharger .......................................................
8A- 18. Turbocharger Nomenclature ........................................
8A- 19. Turbocharger Lubrication System Priming ...........................
8A.20 . Removal of Turbocharger ..........................................
8A-2 1 . Installation of Turbocharger ............;...........................
Exhaust Wastegate Assembly ................................................
8A.23 . Removal of Exhaust Wastegate Assembly ............................
8A.24 . Installation of Exhaust Wastegate Assembly ..........................
Turbocharger Decoking ....................................................
Throttle Control Stop Limits ................................................
Installation of Oil Cooler ...................................................
Induction Air System ......................................................
8A.29 . Removal of Air Filter ..............................................
8A.30 . Servicing Air Filter ...............................................
8A-3 1. Installation of Filter ...............................................
Adjustment of Throttle and Mixture Controls .................................
Fuel Injector ..............................................................
8A.34 . Fuel Injector Maintenance .........................................
Adjustment of Idle Speed and Mixture .......................................
Fuel Air Bleed N o u l e ......................................................
8A.37 . Removal of Fuel-Air Bleed Nozzle ..................................
8A.38 . Cleaning and Inspection of Fuel-Air Bleed Nozzle .....................
8A.39 . Installation of Fuel-Air Bleed Nozzle ................................
Ignition System Maintenance .................................................
Revised: 10/3/80
LANCE I1 SERVICE MANUAL
SECTION VIIIA
POWER PLANT
NOTE
. a7s
SKETCH A
1. SPINNER ASSEMBLY
2. CUFF, SPlNNER
3. LOW PlTCH S O P SCREW
4. PROPEUTR HUB
5. PRWELLER BLADE
6. S I N N E R BULKHEAD
NOTES
7. STARTER RINQ
I. Q R W FITTING
1. C U M P S TO BE INSTALLED WITH 9. STUD
WORM GElAR HOUSING 110' OPPOSITE
10. WASHER
T 0 EACH OTHER.
11. NUT
12. S A M WIRE
2. APPLY QENEROIS BRLISH COATING
13. SCREW. SPINNER-ATTACHMENT
OF EC776 TO M T I R E CIRCUMFERENCE
OF PROPELLER HUB FOR DlSrANCE
14. BOLT, B U W L A D ATTACHMENT
15. NUT, BULKHEAD AlTACHMENT
SHOW. WITHIN 10 MINUTES OF 16. S A W WIRE
AWUCATION O F COATING INSTALL
-
N
m
CHAANQ RINQ.
17. CLAMP (SEE NOTE 1)
11. PROPELLER HUB CHAFING RING
m
a <
-
POWER PLANT TURBO
d. Should any items be dropped into the engine, the assembly proass must stop and the
item removed, even though this may require considerable time and labor. Insure that all pans
are thoroughly clean before assembling.
e. Never reuse any lockwire, lockwashers, tablocks, tabwashen or cotter pins. All
lockwire and cotter pins must fit snugly in holes drilled in studs and bolts for locking purposes.
Cotter pins should be installed so the head fits into the castellation of the nut, and unless
otherwise specified, bend one end of the pin back over the stud or bolt and the other end down
flat against the nut. Use only corrosion resistant steel lockwire and/or cotter pins. Bushing
plugs shall be lockwired to the assembly base or case. Do not lockwire the plug to the bushing.
f. All gaskets, packings and rubber pans must be replaced with new items of the same
type at reassembly. Insure the new nonmetallic parts being installed show no sign of having
deteriorated in storage.
g. When installing engine pans which require the use of a hammer t o facilitate assembly
or installation, use only a plastic or rawhide hammer.
h. Whenever adhesive tape has been applied to any pan, the tape and all residue must be
removed and thoroughly cleaned with petroleum solvents prior to being subjected to high
temperature during engine run. This would also apply to parts that have corrosion preventive
compounds applied.
i. Anti-seize lubrication should be applied to-all loose-fit spline drives which are
external to the engine and have no other means of lubrication. For certain assembly
procedures, molybdenum disuLfide in either paste or powdered form mixed with engine oil or
grease may be used.
CAUTION
j. Temporary marking methods are those markings which will ensure identification
during ordinary handling, storage and final assembly of pans.
8A-2. TROUBLESHOOTING. Troubles peculiar to the power plant are listed in Table VIII-
111, of Section VIII 'along with their probable causes and suggested remedies. When
troubleshooting the engine, ground the magneto primary circuit before performing any checks
of the engine. Refer to Table VIIIA-I1 for troubleshooting information relating to the
turbocharger.
8A-3. PROPELLER.
E m dew d miek
in kc* d blade
R * c r w d d MW h. -is* SECTIO( M-
ricks by r i H k file mad c r a w s e l d . Wieb in he. .
Ib i d *
Bled &orst p a i i r d aick im d by file and
-
d. Observe the starter ring gear t o make sure it is mounted properly on the engine
crankshaft flange. One of the bushings on the crankshaft is stamped with an "0" mark and
it must be inserted in the starter ring gear hole, likewise identified with an "0" mark.
e. Wipe crankshaft and propeller pilot to assure that no chips or foreign matter enter
the propeller mechanism.
f. Check interior of propeller hub for proper seating of "0" ring. Wipe inside of hub to
remove any traces of dirt. Check to see that "0" ring is covered with grease.
g. Install rear spinner bulkhead.
h. Apply a generous brush coating of EC776 adhesive to the entire circumference of
propeller hub for distance as shown in Figure 8A-1, Sketch A.
NOTE
NOTE
Propeller hub must be clean, dry and free from oil or grease.
i Install propeller hub chafing ring within ten minutes of application of coating. :
j. Install and secure clamps around chafing ring. (Refer to Figure 8A-1, Sketch A for
proper installation.)
k Slide propeller carefully over pilot, taking care that ''0 ring is not damaged.
O"
1. Install the six hexagon head propeller hub mounting bolts and torque per Table
VIIIA-I.
m. Check propeller blade track as given in Paragraph 8A-7.
n. Safety the propeller mounting bolts with MS20995-C41 safety wire.
o. Grease blade hub through zerk fittings. Remwe one of the two fittings for each
propeller blade, alternate the next time. Apply grease through the zerk fitting until fresh
grease appears at the fitting hole of the rcmwed fitting. Care should be taken to avoid
blowing out hub gaskets.
p. Install spinner and spinner cuff. Torque all attachment screws per Table VIIIA-I.
8A-7. BLADE TRACK. Blade track is the ability of one blade tip to follow the other,
while rotating, in almost the same plane. Excessive difference in blade track - more than
.0625 inch - may be an indication of bent blades or improper propeller installation. Check
blade track as follows:
a: With the engine shut down and blades vertical, secure to the aircraft a smooth board
just under the tip of the lower blade. Move the tip fore and aft through its full
I Revised: 9/2/78 -
POWER PLANT TURBO
I LANCE II SERVICE MANUAL
"blade-shake" travel, making small marks with a pencil at each position. Then center the tip
between these marks and scribe a line on the board for the full width of the tip.
b. Carefully rotate propeller by hand to bring the opposite blade down. Center the tip
and scribe a pencil line as before and check that lines are not separated more than .0625
inch.
c. Propellers having excess blade track should be remwed and inspected for bent
blades, or for parts of sheared "0"ring, or foreign particles, which have lodged between hub
and crankshaft mounting faces. Bent blades will require repair and overhaul of assembly.
NOTE
To check rigging, move propeller control full forward. The propeller govemor high RPM
stop must contact the adjusting screw when the cockpit control is 0.010 to 0.030 inch from
the cockpit mechanical stop. If adjustment is required complete the following steps.
>
858
1. CONTROL ARM
2. RPM ADJUSTMENT X: REW
3. CONTROL WHEEL LOW PlTCH LOW PITCH
4. LOCKNUT
5. BOLT ASSEMBLY I M T A U CAB
STUD I N THIS
PARALLEL T0
CENTER LINE
HIGH PITCH
As46
NOTE
One revolution of the frne adjustment screw will increase or
decrease the engine speed approximately 20 RPM.
3. Reinstall upper engine cowl and repeat step b to ascertain pmper RPM setting.
4. After setting the proper high RPM adjustment, run the self-loclung nut on the
fine adjustment screw against the base projection to lock.
5. Ascertain that the governor control am (1) is adjusted to the proper angle on
the control wheel (3) as shown in Figure 8A-3.
841
HEAT SHIELD ASSEMBLY (UPPER MOUNTS ONLY)
ROTATE SHIELD TO PROVIDE MAXIMUM
PROTECTION AGAINST EXHAUST HEAT
J-123334'SPACE
866
880
TO 230R40 IN./-.
VIEW B
e- With the high RPM adjustment complete, the control system should be adjusted so
that the governor control arm will contact the high RPM stop when the propeller lever is
0.010 to 0.030 of an inch from forward stop on the power quadrant. T o adjust the control
travel, disconnect the control cable end from the control arm,loosen the cable end jam nut
and rotate the rod end to obtain the desired lever clearance. Reconnect the cable end and
tighten jam nut.
f. It is usually only necessary to adjust the high RPM setting of the governor control
system, as the action automatically takes care of the positive high pitch setting.
8A-12. ENGINE COWL FLAPS. The cowl flaps are all metal flaps located at the rear o f the
bottom cowls. The flaps are manually operated through a control lever from the cockpit.
8A-13. OPERATION AND ADJUSTMENT OF COWL FLAPS. The cowl flaps operate
through three positions; closed, intermediate and open by a control lever located on the
console. When the control lever is in the up position, the flaps are closed. To operate the
cowl flaps, depress the lock and m w e the lever down releasing the lock after the initial
down mwement will allow the lock to stop the flap travel at the intermediate position. For
full open position, depress the lock and move the control down; release the lock after initial
movement and continue t o m w e the control down until the lock stops the travel of control.
To raise the cowl flaps reverse the procedure. The cowl flaps should be adjusted as follows:
a. Place the control in the up position.
b. Ascertain that the control lock is engaged.
c. Check the cowl flap to visually determine that the flap is flush with the bottom of
the engine cowl.
d. If the flap is not flush at the forward edge, flap attachment brackets are slotted for
adjustment.
e. If the flap is not flush a t the trailing edge, the cable may be adjusted.
f. Place the control lever in the down position.
g Ascertain that the control lock is engaged.
h. Cowl flap arms should contact stop bushings at the point the flaps open to the 26'
2 2 O position. The left and right cowl flaps must be within 1.5 of each other. The stop
bushing is attached at a slotted hole for adjustment.
i. After any adjustment operate the cowl flap through its full range a few times; then
recheck adjustment per steps a through h.
8A-14. ENGINE.
7. Loosen the nuts attaching the air filter box to cowl brackets.
8. Push nose gear doors inward against spring pressure and remwe bottom cowl.
d. Remove the propeller. (Refer t o Paragraph 8A4.)
NOTE
NOTE
j. Check the engine for any attachments remaining to obstruct its remwal.
k Drain the engine oil, if desired, and then close drain.
L Remove the four engine mount assemblies and swing the engine free, being careful
not to damage any attaching parts.
Issued: 1/3/78 -
POWER PLANT TURBO
LANCE II SERVICEMANUAL
NOTE
c. Position the mounting lugs of the engine so that they align with the engine mount
attaching points, then move the engine rearward onto the mounts.
d. Slide onto each mclunting bolt a spacer and the forward half of the mount. Install
washer and nut, and torque the nuts of the bolts to 4 5 0 to 5 0 0 inch-pounds.
e. Install propeller (Refer to Paragraph 8A-6).
f. Make the following electrical connections:
1. The starter positive and ground leads and secure cables with clamps.
2. The altenator leads and secure cable with clamps.
3. The magneto "P" leads. Check that m w e t o switch is "OFF".
4. Oil temperature, cylinder head temperature and exhaust gas temperature leads.
g. Mechanical connections necessary for engine installation are as follows:
1. Governor control cable and secure with clamps.
2. The throttle and mixture cables to the injector. Check adjustment of the control
by referring t o Paragraph 8A-32.
3. Connect the tachometer drive cable.
h The following connections of environmental equipment are also necessary:
1. Heater and defroster hoses at the muffler.
2. Air conditioning compressor lines. (Refer t o Section XIW.
i The following engine lines should also be connected.
1. Manifold pressure line at the right rear side of the engine.
2. Oil pressure line at the engine.
3. Vacuum pump lines at the pump.
4. &ck pressure and fuel flow lines at the engin baffle.
5. Fuel supply line at the engine pump and pump drain tube.
6. Induction air inlet hose.
7. Oil breath tube to the engine mount.
8. Check the engine for any connections remaining.
9. Install the proper grade and amount of engine oil.
10. Connect cooling ducts to vacuum pump and fuel pump shroud.
j. Turn on fuel valve; open throttle full and turn on the electric fuel pump, and check
the fuel lines and f i
m for leaks.
k Install engine c o w h g in the reverse order of removal (Refer to Paragraph 8A-15).
Connect the electrical lead to the landmg light.
L Perform an engine operational check.
-
POWER PLANT TURBO
LANCE I1 SERVICE MANUAL
8A-17. ENGINE TURBOCHARGER. The turbocharger system requires little at ten tion
between turbo overhauls. However, it is recommended that the items outlined in the
Inspection Report of Section ILI be checked during required inspection ivtervals. Should
trouble occur, refer to the Troubleshooting Table in this section and seek out the possible
cause. Do not break the clamp seal joining the turbine and compressor units.
TERM MEANING
NOTES :
1. Refer to Lycoming Service Bulletin No. 369 for recommended engine inspections
after any Overspeed or Overboost conditions.
MVT69113-200
TORQUE TO
4 0 4 0 INCH POU
TORQUE T O
TORQUE T O
420-425
INCH POUNDS
MVT69161-377
TORQUE TO
4 0 4 0 INCH
POUNDS
1. T A I L P I E
2. B U N K D - T U R B I N E
-
3. WASTE QATE INTERCONNECT CABLE
4. O I L U N E
I.COMPROSOR
6. AIR INTAKE
7 . TURBINE SUPPORT TUBE
.
Figure 8A-5. Turbocharger Installation
-
POWER PLANT TURBO
LANCE I1 SERVICE MANUAL
NOTE
If the turbocharger is to be installed on a new or newly overhauled
engine, operate the engine with a separate oil filter in the oil supply
line to the turbocharger during the first hour of operation. This must
be done to ensure that no metal panicles are carried from the engine
into the turbocharger lubrication system.
8A-20. REMOVAL OF TURBOCHARGER (Refer to Figure 8A-5.)
a. Remove the engine cowling. (Refer to Paragraph 8A-15.)
b. Remove the turbocharger compressor and turbine assembly by the following procedure.
1. Disconnect the oil supply and return lines from the center section of the turbo.
2. Disconnect the air ducts from the compressor inlet and outlet, and the exhaust system from the
turbine inlet and outlet.
3. Disconnect the tailpipe support bracket at the turbocharger and remove the tailpipe and
wastegate assembly.
4. Remove the bolts that attach the turbocharger to the mounting bracket and remove th
turbocharger assembly.
8A-26. THROTT'LE CONTROL STOP L m S . The adjustment of the throttle control stop
limits is limited to just checking that the throttle control arm contacts the full open stop
before the turbo waste gate contacts the fully closed stop.
NOTE
Do not adjust the waste gate stop screw. This is preset by the
engine manufacturer to maintain .005 inch to -015 inch
clearance between the waste gate valve and exhaust tube
when the throttle is full open.
Revised 6115/79 -
POWER P M T TURBO
LANCE I1 SERVICE MANUAL
8A-28. INDUnION AIR SYSTEM. Induction air enters the intake in the lower cowl,
passes through the filter to the air box. Air is then ducted through the turbocharger and into
the injector. A valve is installed at the air box to allow for the manual selection of alternate
air. Alternate air is taken from the nose gear box area. The following should be checked
during inspection :
a. Check that the air valve seals are tight and hinge is secure.
b. Actuate the valve to determine that it is not sticking or binding and the control
cable has free travel.
c Check that when the air valve is fully opened and the cockpit control is in the open
position, the cable has 6 to 8 pounds tension when lever goes into full open and locked
position. This insures positive seal in the air box. Cable tension is measured at the control
lever with a spring scale. Adjust as required.
d. Check the automatic magnetic held air door in the induction tube down stream of
the blower for proper operation and retension.
8A-30. SERVICING AIR FILTER. Visually inspect the filter to determine its condition.
Accumulation of exhaust soot (fine carbon particles) collects on the filter and causes a rapid
increase in restriction or short filter life, washing is effective on carbon, soot and oil laden
filters. Filters should be rejected for use if the paper filter material is tom or ruptured or the
housing is damaged. The filter gasket should have no tears and be securely bonded in place.
The usable life of the filter should be restricted to one year or 5 0 0 hours, whichever comes
fmt.
The method of cleaning the fltter is as follows:
a. Tap the filter on a hard surfaa to remave any loose particles of dust, etc.
b. Wash the filter in a good norrsudsing detergent or the filter manufacturer's cleaner
D-1400. Mix two ounces of D-1400 t o cme @on of water.
c. Soak the fitter in solution for 15 minutes, then move the 6lter back and forth about
two minutes t o free the dirt deposits from the filter.
d. Rinse the complete filter in a stream of water until rinse water is clear. (Maximum
water pressure 40 psi.) A good thorough rinse is very important.
e. Dry filter thoroughly before reusing Do not use light bulbs or extreme heat f a
drying.
f. After cleaning, hold filter up to a light bulb and inspect for damage or ruptures.
Filters should not be oiled.
d. Pull the throttle and mixture levers in the cockpit full aft to ascertain that the idle
screw contacts its stop and the mixture control arm contacts its lean position. A mixture
control lock is incorporated in the quadrant cover which prevents the mixture control from
being mwed to the idle cutoff position inadvertently. The lock must be depressed before
the control can be mwed completly aft. Ascertain that the lock operates freely with any
tendency to bind or hang up.
e. Insure that the anti-icing boots on the throttle, mixture and waste gate interconnect
controls are properly positioned and attached at the injector.
NOTE
NOZZLE
(ONE PER C'RINDER 1
It II
,
I
;;;I:;
- - -- - - .
;----------,
- - - --
: I
I, I
. : II:
, )
1
- - - - - - - - - - - - -- i : : ; ; :
,--------------
1
' I
CONSTANT HEAD
IDLE SPRING
IDLE MIXTURE
ADJUSTMENT
AIR DIAPHRAGM
IMPACT TUBE
1. THROTTLE ARM
2. I D L E SPEED ADJUSTMENT
3. I D L E M I X T U R E ADJUSTMENT
4. F U E L SCREEN
5. MIXTURE ARM
6. T H R O T T L E C O N T R O L CABLE
7. WASTE-GATE I N T E R C O N N E C T
e. If the above indicates that the idle adjustment is too rich or too lean, turn the idle
mixture adjustment in the direction required for correction, and check this new position by
repeating the above procedure. Make additional adjustments as necesary until a check
results in a momentary pick-up of approximately 50 RPM. Each time the adjustment is
changed, the engine should be run up to 2000 RPM to clear the engine before proceeding
with the RPM check. Make final adjustment of the idle speed adjustment to obtain the
desired idling RPM with closed throttle. The above method aims at a setting that will obtain
maximum RPM with minimum manifold pressure. In case the setting does not remain stable,
check the idle linkage; any looseness in this linkage would cause erratic idling. In all cases,
allowance should be made for the effect of weather conditions and field altitude upon idling
adjustment.
CAUTION
1. RETAINER
2. SPRING
4 . "0" RING
5. "0" RING
6. NOZZLE
Waste gate won't close Broken linkage. Repair linkage and ad-
completely just waste gate to open
or close position.
Engine will not deliver Clogged manifold sys- Clear all ducting.
rated power. tem.
Engine will not deliver Waste gate butteffly not Butterfly shaft binding.
rated power. (cont.) closing. Check bearings.
Critical altitude lower Waste gate valve Clean and free action.
than specified. sticking.
Check interconnect
system from throttle to
waste gate.
NOTE
Smoke would be normal if engine has idled for a prolonged
period.
Oil in induction hous- Engine idles too slow - Increase engine idle
ing. turbo doesn't turn al- speed to a maximum of
lowing oil to leak from 700 RPM, if turbo still
compressor seal. smokes, it must be
replaced. Check inter-
connect control for
proper adjustment.
Note: New turbo may
smoke for a short
period of time.
FUEL SYSTEM
Aerofiche
Grid No .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D13
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D13
Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZD16
9 4. Inspection and Repair of Fuel Tanks . . . . . . . . . . . . . . . . ZD 16
9.5 . Removal of Inboard Fuel Tank . . . . . . . . . . . . . . . . . . . 2D16
9 4. Installation of Inboard Fuel Tank . . . . . . . . . . . . . . . . . . ZD 17
9.7 . Removal of Outboard Fuel Tank . . . . . . . . . . . . . . . . . . ZD 17
9.8 . Installation of Outboard Fuel Tank . . . . . . . . . . . . . . . . . ZD 17
Inspection of Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZD17
Fuel Quantity Sender Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1D18
Fuel Quantity SenderIGauge Check (Installed) . . . . . . . . . . . . . . . . 2D18
Fuel Selector Valve and Filter . . . . . . . . . . . . . . . . . . . . . . . . . . 2D20
9-1 3 . Fuel Selector V&e Operation . . . . . . . . . . . . . . . . . . . . 2D20
9-1 4. Removal of Fuel Selector Valve and Filter . . . . . . . . . . . . . 2D20
9-1 5 Cleaning Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . 2D21
9-1 6. Installation of Fuel Selector and Filter Valve . . . . . . . . . . . 2D22
Cleaning Fuel syst& . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D22
Electric Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D22
9-1 9 . Removal and Installation of Electric Fuel Pump . . . . . . . . . . 2D22
Revised: 9/2/78
LANCE II SERVICE MANUAL
FUEL SYSTEM
9-1. DESCRIPTION. The fuel system consists of two interconnected aluminum tanks in
each wing, having a combined capacity of 49 U.S. gallons, for a total capacity of 98 U.S.
gallons. These tanks form a integral part of the wing d a c e when installed. Fuel flow is
indicated on the gauge located in the instrument panel. A fuel quantity gauge for each wing
system is also located in the instrument panel, and indicates the amount of fuel remaining as
transmitted by the electric fuel quantity sending units located in the wing tanks. An exteriur
sight gauge is installed in the inboard tank of each wing so fuel quantities can be checked on
the ground during the preflight of the airplane.
Fuel is drawn through a finger screen located in the inboard fuel tank and routed to a
three position fuel selector valve and filter unit which is located aft of the main spar. The
valve has "OFF," "LEFT" and "RIGHT" positions which are remotely selected by means of
a torque tube operated by a handle located in the pedestal. The handle has a spring loaded
detent to prevent accidental selection to the "OFF" position. From the selector valve the
fuel goes to the electric fuel pump which is also mounted aft of the main spar and then goes
forward to the engme driven fuel pump which forces the fuel through the injector unit into
the engine.
Refer to Figure 9-1 or 9-2 for layout and relationship of the fuel system and
components.
9-2. TROUBLESHOOTING. Troubles peculiar to the instruments and related areas of the
fuel system are listed in Section X along with their probable causes and suggested remedies.
Electrical and mechanical troubles of the system are found in Table IX-I1at the back of this
section. When troubleshooting, check from the power supply to the items affected. If no
trouble is found by this method, the trouble probably exists inside individual pieces of
equipment; they may then be removed from the airplane and an identical unit or units,
tested and known to be good, installed in their place.
LANCE I1 SERVICE MANUAL
FLOW DlVlOER
IN€ FUEL P W P
issued: 1/3/78
LANCE I1 SERVICE MANUAL
DECK RlESSURE U M E
FUEL PUMP
MANIFOLD PRESSURE
AND FUEL FLOW FUEL PUMP
GAUGE
I
I
I
I
FUEL SELECTOR
VALVE
FUEL
CELL
FUEL
CELL
I
1
VENT
I
NOTE
NOTE
Issued: 1/3/78
LANCE II SERVICE MANUAL
NOTE
In the event the interconnecting fuel line and fuel vent line
are being removed, it will be necessary to first disconnect the
ground wire attached to the rib at wing station 88.75.
9-9.INSPECTION O F FUEL SYSTEM. Fill tanks with fuel. Inspect tanks and fuel line
connections for leaks. If fuel tanks leak, follow instructions given in Paragraph 94. If fuel
line connections leak, tighten clamps or replace hose connections after first draining tanks.
NOTE
NOTE
The electricai system should supply 12 to 14-volts to the gauge.
c. With the master switch in the "OFF" position, the gauge needle.should be centered
on the white dot to the left of the "0"radial mark, with a maximum deviation of 114
needle width. If not within this tolerance, the gauge should be replaced.
. d. With the master switch in the "ON" position.and no fuel in the tanks, the gauge
needle should be centered on the white dot to the left of the "0" radial mark with a
maximum deviation of 114 heedle width. If not within this tolerance, the gauge should be
replaced.
e. Place 2 gallons of fuel in the wing fuel.tank that relates to the gauge and sender unit
being checked.
f. With 12 to 14-volts DC supplied to the electrical system and the master switch in the
" O N position, the needle should be centered on the "0" radial mark; plus 0 , minus 1
needle width.
g. If the needle does not read within the above tolerance, remove the sender wire from
the rear of the gauge and check the resistance to ground through the sender circuit. If the
resistance is not within 5 f 1 ohms, replace the inboard sender. Then, recheck as specified
above .
h. Add fuel to the tanks in accordance with the information given in Table IX-I until
tanks are full. Observe the gauge reading at each 10 gallon incremm t
i With the tanks full and master switch "ON," the needle should be centered on the
+
"F" radial mark within 1 needle width. If not within this tolerance, adjust the electrical
adjustment (refer to Figure 9-3) just sufficiently t o bring it within tolerance ;do not c e n t a
the needle.
#32 HL - 3 0 to 35 in.-lbs.
#I 2 HL - 15 to 20 in.-lbs.
1. FUEL CELL
2. FUEL SENDER UNIT
3. BOLT
4. LOCK WASHER
5 WASHER
6 WASHER
7 NEOPRENE GASKET
8. CORK GASKET
9. FUEL CELL
NUT RING
SPAR
FUEL VENT VALVE ASS'Y.
CLAMP (UlOHL)
NIPPLE
FUEL VENT LlNE
NUT RING
FUEL CELL
GASKET
FUEL CAP ADAPTER ASSY
GASKET
FUEL VENT INTERCONNECT
LlNE
FUEL TANK
INTERCONNECT LlNE
CLAMP (U32HLI
CLAMP (a12HLI
SCREWS ( 4 ) .NUT PLATE
. ELECTRICAL
EMPTY DOT 8 4 \ \ \ 1 / ADJUSTMENT
ACCESS HOLE
49 FULL F
42 40
32 30 Pointer
22 20 + Width
12 10
2 Not More Than Zero
0EMPn White Dot
I
. --- -
9-13. FUEL SELECTOR VALVE OPERATION. When the fuel selector handle is not in a
positive selector detent position, more than one fuel port will be open at the same time. It
should be ascertained that the fuel selector is positioned in a detent, which can be easily felt
when moving the handle through its various positions.
CAUTION
3. Remove stubborn deposits from filter disc with a soft bristle brush.
4. Rinse all traces of soap solution. Drain o r blow dry and remove stoppers.
f. Replace the filter disc if damage is evident.
g. Reinstall filter disc assembly and strainer bowl.
NOTE
FUEL SYSTEM
a
LANCE II SERVICE MANUAL
INSTRUMENTS
Aerofiche
Grid No .
Paragraph
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E4
Non-Electric Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E4
Vacuum System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E4
10.4 . Vacuum System and Gyro Pressure Service Tips . . . . . . . . . . 2E4
10-5. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E6
Suction Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E10
10-7. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E10
10-8. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E10
Vacuum Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E10
10-10. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E10
10-11 . Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E10
10.1 2. Adjustment of Vacuum Regulator Valve . . . . . . . . . . . . . . 2E10
10-13. Removal and Replacement . . . . . . . . . . . . . . . . . . . . . . 2Ell
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E11
10-15. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Ell
10-1 6. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E11
10-17. Removal and Replacement . . . . . . . . . . . . . . . . . . . . . . 2Ell
10- 1 8. Replacing Pump Fittings . . . . . . . . . . . . . . . . . . . . . . . 2Ell
Instrument Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E13
Directional Gyro . . . . . . . . . . . . . . . . . . ; . . . . . . . . . . . . . . . 2E13
10-21 . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E13
10-22. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14
10-23. Removal and Replacement . . . . . . . . . . . . . . . . . . . . . . 2E14
Gyro Horizon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14
1G25. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E14
10-26. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E15
10-27. Removal and Replacement . . . . . . . . . . . . . . . . . . . . . . 2E16
Rate of Climb Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E16
10-29. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E16
10-30. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E16
10.31 . Removal and Replacement . . . . . . . . . . . . . . . . . . . . . . 2E17
Sensitive Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E17
10-33. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E17
10-34. Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2E18
10-35. Removal and Replacement . . . . . . . . . . . . . . . . . . . . . . 2E19
~ e r o f i a
Paragraph Grid
Revised: 10/3/80
Paragraph Aerofiche
Grid No .
10-80. Exhaust Gas Temperature Gauge (ALCOR) ................................... 2F7
10-81. General .......................................................... 2F7
10-82. Removal of EGT Probe and Gauge ................................. 2F7
10-82a. Cleaning and Inspection ........................................... 2F7
1 H 2 b. Installation of EGT Probe and Gauge ............................... 2F8
10-83. Troubleshooting .................................................. 2F8
10-84. Cylinder Head Temperature Gauge .......................................... 2F9
10-85. General .......................................................... 2F9
10-86. Troubleshooting .................................................. 2F9
10-87. Removal and Replacement ......................................... 2F9
10-88. Fuel Flow Gauge .......................................................... 2F9
10-89. General .......................................................... 2F9
1&90. Troubleshooting .................................................. 2F10
10-91 . Removal and Replacement ......................................... 2F10
10-92. Piper Autocontrol System .................................................. 2F10
10-93. Annunciator Panel ......................................................... 2F10
1&94. General .......................................................... 2F10
10-95. Troubleshooting .................................................. 2F10
10-96. Removal and Replacement ......................................... 2F10
Revised: 9/2/78
LANCE II SERVICE MANUAL
INSTRUMENTS
l@l, GENERAL. The instrumentation in the Lance I1 is designed to give a quick and
actual indication of the attitude, performance and condition of the airplane. Maintenance,
other than described in these sections shall be done by the instrument manufacturer or an
authorized repair station.
The two types of instruments have been classified in this section as nonelectrical and
electrical. The fust part of this section will pertain to maintenance and troubleshooting of
all the instruments and their systems which depend on nonelectrical sources for their
operation. The remaining portion of this section is directed to maintenance and
troubleshooting of all the electrically operated instruments.
CAUTION
b. Suction Gauge:
1. The Suction gauge seldom require service and usually is replaced when
malfunctions occur.
NOTE
Suction gauge failure in a properly operating vacuum system
does not impair safety of flight.
NOTE
2. The vacuum regulator filter should be cleaned or replaced every 100 hours.
Clean the t7lter with a mild soap solution and rinse completely.
INSTRUMENTS
LANCE 11SERVICE MANUAL
d. Vacuum Regulator:
1. The vacuum regulating valve seldom needs replacement. Symptoms that suggest
replacement are :
(a) Rapid fluctuation of the vacuum gaugre needle.
(b) Non-repeatability of the vacuum gauge reading when the panel gauge is not
suspect or has been checked against a known test gauge (cruise RPM only).
2. All modes of regulator malfunction tend to increase the vacuum power applied
to the gyros. Thus,although excess vacuum is applied, a loss of vacuum does not occur.
3. The gyros themselves act as a limiting device to keep the vacuum power applied
from exceeding safe levels.
NOTE
If the panel gauge has been checked and found OK and the
suction gauge reading docs not repeat within the range of 4.8
to 5.1. inches of mercury, then the regulating valve should be
changed. Observe the usual precautions for maintaining
System c k a d h e s s to avoid premature pump senrice.
1(TS. TROUBLESHOOTING.
Revised: 7/ 15/81
LANCE II SERVICE MANUAL
10-7. GENERAL. The suction gauge is mounted in the right side of the instrument panel.
This gauge is calibrated in inches of mercury and indicated the amount of vacuum created by
the engine driven vacuum pump. The suction gauge has a direct pressure line and a vent line.
Therefore, these aircraft indicate the differential pressure or actual pressure being applied to
the gyro instruments. As the system filter becomes clogged or lines obstructed, the gauge will
show a decrease in pressure. Do not reset the regulator until the filter and lines have been
checked.
10-10. GENERAL. One vacuum regulator valve is incorporated in the system to control
vacuum pressure to the gyro instruments. The regulator valve is located under the instrument
panel. Access to the valve for maintenance and adjustment is gained from below the
instrument panel.
NOTE
INSTRUMENTS
LANCE I1 SERVICE MANUAL
1(114. V A W PUMP.
10-15. GENERAL. The vacuum pump is of the rotary vane, positive displacement type. This
unit consists essentially of an aluminum housing containing a tempered sleeve in which an
offset rotor, with moving blades is incorporated. This assembly is driven by means of a
coupling mated to the engine driven gear assembly. The pump is mounted on the accessory
section of the engine.
10-17. REMOVAL AND REPLACEMENT. The vacuum pump can be removed by the
following procedure:
a. Remove the top portion of the engine cowling.
b. Loosen the hose clamp and remove the hose from the vacuum pump fitting.
c. Remove the vacuum pump by removal of the retaining nuts, and washers.
d. Reinstall pump in reverse order of removal, noting alignment of spline on the pump
drive with the spline on the engine drive assembly. Torque standard nuts 50 to 70 in. lbs.
CAUTION
The only dry air pump mounting gasket authorized and
approved for use on the Airborne dry air pump is the
Airborne gasket B3-1-2, Piper part number 751 859. Use of
any other gasket may result in oil seepage or leakage at the
mounting surface.
1(118. REPLACING PUMP FITTINGS.
a. The handling procedure for securing the pump while installing or removing fittings
are as follows:
1. Use two soft wood blocks in a vise to protect pump from vise jaws.
2. The pump square mounting flange must be held between the wood blocks at
right angles to the vise jaws.
3. Use only enough vise pressure to hold pump firmly.
CAUTION
/
/
PLACARD DETAIL
INSTRUMENTS
LANCE JI SERVICE MANUAL
CAUTION
10-21. GENERAL. The directional gyro is a flight instrument incorporating an air driven
gyro stabilized in the vertical plane. The gyro is rotated at hlgh speed by lowering the
pressure in the air tight case and simultaneously allowing atmospheric air pressure t o enter
the instrument against the gyro buckets. Due to gyroscopic inertia, the spin axis continues
to point in the same direction even though the aircraft yaws t o the nght or left. This relative
motion between the gyro and the instrument case is shown on the instrument dial which is
simular to a compass card. The dial, when set t o agree with the airplane magnetic compass
provides a positive indication free from swing and turning error. However, the directional
gyro has no sense of direction and must be set to the magnetic compass, since the magnetic
compass is subject to errors due t o magnetic fields, electric instruments etc., the directional
gyro is only accurate for the heading it has been set for. If the gyro is set on 270". for
instance, and the aircraft is turned to some other heading, there can be a large error between
the gyro and the magnetic compass due t o the error in compass compensation, this will
appear as gyro precession. The gyro should only be checked on the heading on which it was
f i t set. also due to internal friction, spin axis error, air turbulence and airflow, the gyro
should be set at least every 15 minutes for accurate operation, whether it has drifted or not.
INSTRUMENTS
LANCE I1 SERVICE MANUAL
l(122. TROUBLESHOOTING.
Dial spins during turn. Limits (55 " bank) of Recage gyro in level
gimbal exceeded. flight.
10-25. GENERAL. The gyro horizon is essentially an air driven gyroscope rotating in a
horizontal plane and is operated by the same principal as thedirectional gyro. Due to the
gyroscopic inertia, the spin axis continues to point in the vertical direction, providing a
constant visual reference to the attitude of the airplane relative to pitch and roll axis. A bar
across the face of the indicator represents the horizon and aligning the miniature airplane to
the horizon bar simulates the alignment of the airplane to the actual horizon. Any deviation
simulates the deviation of the airplane from the true horizon. The gyro horizon is marked
for different degrees of bank.
INSTRUMENTS
LANCE I1 SERVICE MANUAL
l(126. TROUBLESHOOTING.
Bar does not settle. Insufficient vacuum. Check line and pump.
Adjust valve.
Instrument does not Instrument not level in Loosen screws and level
indicate level flight. panel. instrument.
10-29. GENERAL.The rate of climb indicator measures the rate of change in static pressure
when the airplane is climbing or descending. By means of a pointer and dial, this instrument
will indicate the rate of ascent or descent of the airplane in feet per minute. But due to the
lag of the instrument, the aircraft will be climbing or descending before the instrument
starts to read and the instrument will continue to read after the aircraft has assumed level
flight. In rough air this should not be considered a malfunction.
10-30. TROUBLESHOOTING.
TABLE X-N. RATE OF CLIMB INDICATOR
>
INSTRUMENTS a'
LANCE I1 SERVICE MANUAL
NOTE
10-33. GENERAL.The altimeter indicates pressure altitude in feet above sea level. The
indicator has three pointers and a dial scale, the long pointer is read in hundreds of feet, the
middle pointer in thousandths of feet and the short pointer in ten thousandth of feet. A
barometric pressure window is located on the right side of the indicator dial and is set by
the knob located on the lower left comer of the instrument. The altimeter consists of a
sealed diaphragm that is connected t o the pointers through a mechanical linkage. The
instrument case is vented to the static air system and as static air pressure decreases, the
diaphragm expands, causing the pointers to move through the mechanical linkage.
INSTRUMENTS
LANCE I1 SERVICE MANUAL
1(r34. TROUBLESHOOTING.
Revised: 7/15/81
LANCE II SERVICE MANUAL
NOTE
10-37. GENERAL. The airspeed indicator provides a means of indicating the speed of the
airplane passing through the air. The airspeed indication is the differential pressure reading
between pitot air to pressure and static air pressure. This instrument has the diaphragm
vented t o the pitot air source and the case is vented to the static air system. As the airplane
increases speed, the pitot air pressure increases, causing the diaphragm to expand. A
mechanical linkage picks up this motion and moves the instrument pointer to the indicated
speed. The instrument dial is calibrated in knots and also has the necessary operating range
markings for safe operation of the airplane.
LANCE 11SERVICE MANUAL
10-38. TROUBLESHOOTING.
Pointers of static Leak in instrument case Check for leak and seal.
instruments do not or in pitot lines.
indicate properly.
NOTE
1 M . MAGNETIC COMPASS.
1042. TROUBLESHOOTING.
TABLE x-vn. MAGNETIC COMPASS
Card does not move The gears that turn Replace instrument.
when compensating compensating magnets
screws are turned. arc stripped.
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
10-44. GENERAL.The manifold pressure gauge is a vapor proof, absolute pressure type
instrument. Pressure from the intake manifold of the engine is transmitted to the
instrument through a line. A pointer indicates the manifold pressure available at the
engine in inches of mercury.
1M5.TROUBLESHOOTING.
1048. GENERAL. The tachometer is connected to the engine accessory by a flexible cable
and angle drives and provides an indication of crankshaft speed in revolutions per minute.
The instrument has a recording mechanism for recording the time that the engine is in actual
opexation.
b e d : 1/3/78 INSTRUMENTS
LANCE II SERVICE MANUAL
10-49. TROUBLESHOOTING.
TABLE X-IX.TACHOMETER
~ O - ~ ~ . G E N E R AThe
L . oil pressure gauge is mounted in the cluster on the instmment
panel. This gauge will indicate the amount of oil pressure available at the pressurized
engine oil passage.
l(153. TROUBLESHOOTING.
1G56. GENERAL. The fuel pressure gauge instrument is mounted in the cluster on the
instrument panel. This gauge is connected to the fuel system at the injector fuel inlet fitting.
Issued: 1/3/78
LANCE 11SERVICE MANUAL
1G57. TROUBLESHOOTING.
10-60. GENERAL. The turn and bank indicator can be either vacuum driven or electric. The
turn portion of the indicator is a gyroscope, while the bank portion of the indicator is a ball
sealed in a curved glass tube filled with damping fluid. There are two styles of this unit, the
fmt is the old style with a vertical needle in the center of the dial. This instrument reads
only rate of turn, and unless the aircraft is turning, the needle will not move regardless of
bank angle. The other style is the turn coordinator which will also indicate rate of turn but
due to its construction will read rate of roll also, which means if the aircraft is rolled right
and left rapidly, the indicator will move, indicating a turn, but if the aircraft is held in a
bank, by applying rudder, the indicator wilI come back to zero indicating no turn.
10-61. TROUBLESHOOTING.
INSTRUMENTS
LANCE I1 SERVICE MANUAL
1 M 5 . GENERAL. The two fuel quantity gauges are mounted in the cluster on the
instrument panel. These instruments are calibrated in fractional devisions of one fourth, one
half, three fourths and full. A transmitter unit is installed in each fuel cell. This unit
contains a resistance strip and a movable control arm.The position of this arm is controlled
by a float in the fuel cell and this position is transmitted electrically to the indicator gauge
to show the amount of fuel in the cell. The two transmitters are connected in series, the
outboard sender must be isolated from airframe ground.
1 (166. TROUBLESHOOTING.
1@70. TROUBLESHOOTING.
Pointer fails to move Broken or damaged bulb Check engine unit and
as engine is warmed up. or open wiring. wiring.
10-72. AMMETER.
10-73. GENERAL. The ammeter is mounted in the instrument cluster located on the
instrument panel. This instrument measures the output of the alternator into the entire
electrical system including the battery charging demand.
10-77. GENERAL. Since all instruments are mounted in a similar manner, adescription of a
typical removal and installation is provided as a guide for the removal and installation of the
instruments. Special care should be taken when any operation pertaining to the instruments is
performed.
a. Remove the face panel by removing the screws from around the perimeter of the
panel.
b. With the face panel removed, the mounting screws for the individual instruments will
be exposed. Remove the connections to the instrument prior to removing the mounting screws
of the instrument to be removed.
NOTE
c. Installation of the instruments will be in the reverse given for removal. After the
installation is completed and before replacing the instrument face panel, check all components
for security and clearance of the control column.
CAUTION
a. Carefully lay teflon tape on the fitting threads allowing one thread to be visible from
the end of the fitting. Hold in place and wrap in the direction of the threads so tape will remain
tight when the fitting is installed.
b. Apply sufficient tension while winding to assure that tape forms into thread grooves
(one full wrap plus 112 inch overlap is sufficient).
c. After wrap is complete, maintain tension and tear tape by pulling in direction of wrap.
The resulting ragged end is the key to the tap staying in place.
d. Press tape well into threads.
e. Screw fitting into port, being careful not to exceed torque requirements as noted on
decal located on cover of gyro.
LANCE II SERVICE MANUAL
a
10-78. R E M O V A L A N D REPLACEMENT O F CLUSTER MOUNTED
INSTRUMENTS.
10-79. GENERAL. Instrument clusters are located on each side of the pilot's control column.
Removal of these instruments can be accomplished by the following procedure.
a. Remove the face panel by pressing it from retainer channel.
b. With the face panel removed, the plastic cover on the cluster assembly will be
exposed. Remove the cover and cluster by removing the two mounting screws.
c. Remove the connection to the individual instrument to be removed and remove the
instrument from the cluster assembly.
d. Replace instrument in the reverse order of removal. Check all mounting and
connections for security.
10.80. EXHAUST GAS TEMPERATURE GAUGE. (ALCOR)
1@81. GENERAL. This instrument, which is commonly referred to as EGT, is used to aid
the pilot in selecting the economical fuel-air mixture for cruising flight at a power setting of
75% or less. It is a sensing device to monitor the fuel-air mixture leaving the engine
cylinders. This gauge is adjustable. If it is found defective after checking with
troubleshooting chart, it should be replaced. If the leads to the gauge are defective in any
way, they should be replaced. When replacing leads, it is very important to use the same
type and length of wire as the resistance of the leads is critical for the proper operation of
this gauge.
On PA-32RT-300T models the EGT probe is mounted in the exhaust transition area and
on the 260 and 300 models the probe is mounted in the exhaust stack below the number 6
cylinder.
Revised: 9/2/78
LANCE 11SERVICE MANUAL
CAUTION
Do not connect ohmmeter. It will burn out the movement of
the meter.
10-82b. INSTALLATION O F EGT PROBE AND GAUGE.
a Install the probe and secure with locknut or clamp.
b. Route the thermocouple wires along with the existing wire harness to the instrument
panel.
c. Install the EGT gauge into the instrument panel and secure with four bolts.
d. Connect the thermocouple wires to the rear of the EGT gauge.
10.83. TROUBLESHOOTING.
INSTRUMENTS
a
: LANCE II SERVICE MANUAL
1085. GENERAL. The cylinder head temperature gauge is in the instrument cluster,
located on the instrument panel. This instrument measures the cylinder head temperature
using a sender located in a cylinder head. The head location is determined by the engine
manufacturer. It is an electrical instrument and is wired thru the instruments circuit breaker.
1&86. TROUBLESHOOTING.
1G89. GENERAL. The fuel flow gauge is a nonelectric pressure gauge mounted in the
bottom half of the manifold pressure gauge located in the lower portion of the instrument
panel.
On PA-32RT-300 this instrument measures flow by reading the pressure drop across a
fixed orifice located in the fuel divider. With a constant fuel pressure being supplied by the
engine driven pump, and putting a fixed orifice in the fuel divider head, and then measuring
the pressure drop downstream of the orifice against a constant static pressure, the resultant
pressure can be calibrated in gallons per hour flow. The constant static pressure is supplied
by a vent line running to the engine compartment. The vent line to the engine compartment
automatically compensates the instnunent for altitude.
On PA-32RT-300T this instrument measures flow by reading the pressure differential
between the deck pressure and metered pressure to the fuel nozzles. The pressure
differential is calibrated from the engine manufactures data to result in a readout of gallons
per hour flow.
INSTRUMENTS
LANCE II SERVICE MANUAL
1G90. TROUBLESHOOTING.
Gauge reads low at Vent line restricted on Check line and fittings.
altitude. 32RT-300. Deck pressure
line restricted on
PA-32RT-300T.
1&94. GENERAL. The annunciator panel consists of three amber lights and a push-button
test switch located on the upper left center portion of the instrument panel. (Refer to
Figure 101.) An additional amber l i b t comes with the PA-32RT-300T model. The panel
monitors alternator output, oil pressure, the vacuum system and engine manifold pressure.
The ALT warning light will illuminate when alternator output is zero; the VAC light when
the pressure difference is below 3.5 in. Hg,the OIL li&t when the oil pmsures is below 35
psi and the over B S light (PA-32RT-300T) when the engine manifold pressure exceeds 36
in. Hg.
INSTRUMENTS
SECTION XI
ELECTRICAL SYSTEM
Aerofiche
Paragraph Grid N o .
Issued: 1/3/78
Aerofiche
Paragraph Grid No . @
11.38 . Testing of Alternator . . . . . . . . . . . . . . . . . . . . . . . . . 2G18
11.39 . Alternator Service Test Specifications . . . . . . . . . . . . . . . . 2G19
11 4 0. Checking Alternator Belt Tension . . . . . . . . . . . . . . . . . . 2G20
11 41. Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G20
11 4 2. Checking Voltage Regulator . . . . . . . . . . . . . . . . . . . . . 2G20
11 4 3. Over Voltage Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G21
11 4 4. Checking Over Voltage Relay . . . . . . . . . . . . . . . . . . . . 2G21
1 1 4 5. Checking Alternator Belt Tensions (Non-Airconditioning Installations) . . 2G22
11 4 6. Cranking Motors (Delco Remy) . . . . . . . . . . . . . . . . . . . . . . . . . 2G23
1 1 4 7. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G23
1 1 4 8. Checking Cranking Motor . . . . . . . . . . . . . . . . . . . . . . . 2G23
1 1 4 9. Test and Maintenance of Cranking Motor (DelcczRemy) . . . . . 2624
11.50 . Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G24
11.51 . Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2624
11.52 . No-Load Test Check . . . . . . . . . . . . . . . . . . . . . . . . . . 2624
11.53 . Resistance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H1
11.54 . Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 H2
11.55 . Component Inspection and Repair . . . . . . . . . . . . . . . . . 2H2
11.56 . Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H3
1 1.57 . Cranking Motor Service Test Specifications . . . . . . . . . . . . 2H4
1 1.58 . Cranking Motors (Prestolite) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 H4
1 1.59 . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H4
11-60. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H4
1 1-61. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H6.
11-62. Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H6
1 1-63 . Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H7
11-64. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H7
11-65. Brushes' . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H7
11-66 . Armature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H7
11-67. Field Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H8
1 1-68 . Brush Holders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H8
1 1-69. Gear and Pinion Housing . . . . . . . . . . . . . . . . . . . . . . . . 2 H8
11.70 . BendixDrive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H9
11.71 . Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2H9
1 1.72 . Bench Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H9
1 1.73 . Starting Motor Control Circuit . . . . . . . . . . . . . . . . . . . . 2H10
11.74 . Cranking Motor Service Test Specifications . . . . . . . . . . . . 2H10
11.75 . Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 H l l
11.76 . Servicing Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 H l l
11.77 . Hydrometer Reading and Battery Charge per cent . . . . . . . . . 2H12
11.78 . Removal and Lnstattation of Battery . . . . . . . . . . . . . . . . . 2H12
11.79 . Corrosion Prevention . . . . . . . . . . . . . . . . . . . . . . . . . 2H12
11.80 . Operation of External Power Receptacle . . . . . . . . . . . . . . 2H14
11-81. Instruments and Panel L i t s . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H14
11-82. Removal of Dimmer Control Assembly . . . . . . . . . . . . . . . 2H14
11.83 . Installation of Dimmer Control Assembly . . . . . . . . . . . . . 2H14
Revised: 9/2/78
Paragraph Aero fic he
Grid h'o .
11.84 . Annunciator Panel ......................................................... 2 H 14
1 1.85 . Description ...................................................... 2H 14
1 1.86 . Removal of Oil Pressure Sensor .................................... 2 H 15
11.87 . Installation of Oil Pressure Sensor .................................. 2H15
1 1.88 . Removal of Vacuum Sensor ........................................ 2H15
1 1.89 . Installation of Vacuum Sensor ...................................... 2H 15
11.90 . Aluminum Wiring ......................................................... 2H I5
1 1-91 . Ignition Switch ............................................................ 2 H 16
11.92 . Removal of Ignition Switch ........................................ 2 H 16
1 1.93 . Installation of Ignition Switch ...................................... 2H 16
Issued: 1/3/78
T A B L E X1.1 . lNDEX .E L E C T R I C A L SYSTEM SCHEMATICS
Aerofiche
Subject Figure Grid N o .
Revised: 10/3/80
LANCE I1 SERVICE MANUAL
SECTION XI
ELECTRICAL SYSTEM
11-1. DESCRIPTION. The electrical system of the Lance I1 is a 14-volt, direct current,
single wire, negative ground system. All electrical equipment is grounded t o the metal
structure of the airplane, therefore, the structure takes the place of the second wire. A
12-volt battery is incorporated in the system to furnish power for starting and as a reserve
power source in case of alternator failure. The battery and alternator are both connected to
the bus bar; from which all the electrical equipment is powepd, with the exception of the
starter which receives its power from the load side of the battery. The master. switch
controls the battery relay and the alternator field circuit. The master switch must be on
before any electrical equipment will operate. The Lance I1 can be equipped with the
standard position lights, anti-collosiion lights, and one landing light located in the nose cowl
assembly .
1 1-2. TROUBLESHOOTING. Troubles peculiar to the electrical system are Listed in Table
XI-111 at the back of this section along with their probable causes and suggested remedies.
The wiring diagrams included in back of this section will give a physical breakdown of the
different electrical circuits used in this airplane.
After the trouble has been corrected, check the entire electrical system for security and
operation of its components.
11-3. ELECTRICAL POWER SUPPLY. The electrical power is supplied by one 12-volt
battery and a 14volt direct 'current alternator. The alternator is located on the front lower
right side of the engine and utilizes a belt drive from the engine crankshaft. Many advantages
both in operation and maintenance are derived from this system. The main advantage is that
full electrical power output is available at lower engine RPM.
The alternator has no armature or commutator and only a small pair of carbon brushes,
which make contact with a pair of copper slip r i n ~The . rotating member of the alternator,
known as the rotor, is actually the field windings. The rotor draws only 1120th of the
current output. Therefore, there is very little friction and negligible wear and heat in this
area. The alternating current is converted t o direct current by diodes pressed into the end
bell housing of the alternator. The diodes are highly reliable solidstate devices, but are
easily damaged if current flow is reversed through them.
The alternator system does not require a reverse current relay, because of the high back
resistance of the diodes and the inability of the alternator to draw current or motorize. A
current regulator is unnecessary because the windings have been designed to limit the
maximum current available. Therefore, the voltage control is the only-control needed.
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
The large diode and heat sink in the alternator output circuit operates the ALT
annunciator light and provides protection to the alternator output wire. The field circuit
breaker for the voltage regulator and field wiring protection is 5 amperes. If this breaker
trips, it will result in a complete failure of power from the generating system. After a one or
two minute cooldown, they can be reset manually. If tripping recurs, holding the breakers
down will not prevent their continued tripping, and indicates a breakdown of wiring or
equipment in the generator circuit.
The ammeter does not indicate battery discharge, but displays the load in amperes
placed on the ~ n e r a t i n gsystem. With all electrical equipment off (except master), the
ammeter will indicate the amount of charging current demanded by the battery. This
amount will vary, depending on the percentage of charge in the battery at the time. As the
battery becomes charged, the amount of current displayed on the ammeter will reduce to
approximately two amperes. The amount of current shown on the ammeter will tell
immediately wheather or not the alternator system is operating normally, if the following
p;inciples are kept in mind.
LANCE II SERVICE MANUAL
NOTE
T h e a m o u n t of c u r r e n t s h o w n o n t h e a m m e t e r i s t h e
l o a d in a m p e r e s that i s d e m a n d e d by t h e e l e c t r i c a l
s y s t e m f r o m t h e a l t e r n a t o r . A s a check. t a k e f o r e x -
a m p l e a c o n d i t i o n w h e r e t h e b a t t e r y i s d e m a n d i n g 10
a m p e r e s charging current, then switch o n the landing
light. Note t h e v a l u e in a m p e r e s p l a c a r d e d o n t h e
panel f o r the c i r c u i t breaker (10 a m p s ) and multiply
t h l s by 80 p e r c e n t , you w i l l a r r i v e at a c u r r e n t of 8
a m p e r e s . Thls is the a p p r o x i m a t e c u r r e n t d r a w n by
t h e l a n d i n g light. T h e r e f o r e , w h e n t h e l a n h n g light i s
s w i t c h e d on, t h e r e w i l l be a n i n c r e a s e of c u r r e n t f r o m
1 0 to 18 a m p e r e s displayed on the a m m e t e r . As e a c h
u m t of e l e c t r i c a l e q u i p m e n t 1s s w i t c h e d on, t h e c u r -
r e n t s w i l l a d d up a n d the t o t a l , including t h e b a t t e r y ,
will a p p e a r o n the a m m e t e r .
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
a
v '
I
-
w
a
v
Alligator Clips 3 9 3 3 3 3 3
-
A A 4
11-6. FIELD CURRENT DRAW. Connect a test ammeter in series between a 12-volt
battery positive post and the alternator f d terminal. (Refer to Figure 11-2.)
Connect a jumper w i r e to a machined surface on one of the alternator end
shields (ground) and to the negative battery post. The reason for connecting to
the machined surface is to ensure a good electrical connection. The end shields
a r e n e a t e d to oppose corrosion. The material used to treat the end shields i s
not a good electrical conductor.
Observe the ammeter to determine the current flowing through the rotor
coil and connected circuit and record the amount. Slowly rotate the rotor with
the pulley while watching the m e t e r . The current will be a little less while ro-
tating the rotor than when stationary.
However, if the slip rings a r e clean and
the brushes a r e making good contact,
the reading should be fairly even. A
slight fluctuation will be normal due to
variation in turning speed when oper-
a ted by hand.
The current draw should not be
l e s s than 2.3-amperes nor m o r e than
2.7-amperes. A reading of l e s s than
2.3-amperes indicates high resistance
due to poorlysoldered coil leads a t the
slip rings, dirty, oily slip rings o r
poor brush contact. A reading higher
than 2.7-amperes indicates shorted
Figure 1 1-2. Checking Field Current coil windings.
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
the "Y" connection a s is necessary where the test lamp method i s used.
Due to the short leads a t the "Y" connection it i s quite difficult to s e p a r a t e
a d reconnect them properly. This tool C-3829 will save much time and is a c -
curs t e .
Insulate alternator from metal bench and plug tester tool C-3829 into a
110 volt supply. Connect the alligator clip of tool C-3829 to the alternator "BAT"
terminal and touch the b a r e metal of each of the positive c a s e rectifier lead w i r e s
in the heat sink a t the r e c t i f i e r s .
The m e t e r reading f o r each of the rectifiers should be the s a m e . Always
contact the connection nearest the r e c t i f i e r s .
Do not break the sealing o n the rectifier lead w i r e o r on the top of the
r e c t i f i e r s . The sealing material is used for corrosion protection.
The readmg on the m e t e r will indicate 1.7 o r over for good rectifiers.
Where two of the rectifiers a r e good and one i s shorted, the reading taken a t the
good rectifiers will show low. The reading a t the shorted rectifier will be z e r o .
Cut the lead a t the bad rectifier and the reading a t the two good rectifiers will
come up to normal. Where one of the rectifiers i s open, it will read low (I a m p
o r l e s s ) the two good rectifiers will show normal.
ELECIXICAL SYSTEM
LANCE I1 SERVICE MANUAL
NOTE
NOTE
NOTE
Only new rectifiers should b e installed. It i s not r e c -
ommended to reinstall rectifiers once they have been
removed.
T h e new tool kit can be used on a l l C h r y s l e r built a l t e r n a t o r s . A p r e s s i s not
required when using the new C-3928 tool kit for removing o r installing rectifiers.
T h r e e diode rectifiers a r e p r e s s e d into the heat sink and t h r e e in the end shields .
The new tool consists of a clamp type fixture with special a d a p t e r s . This
tool makes ~t unnecessary to u s e a p r e s s .
The tool assembly consists of the following components:
c'-3928 - Fixutre and Adapters
SP-3821 - Removing Adapter
SP-3818 - Installing Adapter
SP-3820 - Lnstalling Support
CAUTION
ELECIRICAL SYSTEM
LANCE II SERVICE MANUAL
RECTIFIER LEAD
I
Figure 1 1-9. Soldering Rectifier Lead
NOTE
C l e a n a l l w i r e s before s o l d e r i n g . F o r m t h e r e c t i f i e r
l e a d a r o u n d the connector, being v e r y c a r e f u l not to
c r a c k the s e a l . T o p r o t e c t t h e r e c t i f i e r f r o m o v e r -
heating, g r i p t h e r e c d f i e r l e a d berween t h e r e c t i f i e r
a n d t h e point being s o l d e r e d with a p a i r of long n o s e
p l i e r s . T h e p l i e r s a b s o r b h e a t to p r o t e c t t h e r e c t i -
f i e r . Under no c i r c u m s t a n c e s u s e a c i d flux o r a c i d
c o r e s o l d e r . U s e r o s i n c o r e s o l d e r only. The s o l d e r
m u s t b e hot enough to flow a n d form a positive con-
NOTE
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
11-14. TESTING STATOR COILS FOR GROUND. The stator coils a r e insulated
from the c o r e . A break i n the insulation allowing the b a r e wire to touch the c o r e
will ground the coil and result i n no output.
To test the stator for a ground (end shields separated), lift the stator away
from the end shieldand place wooden blocks approximately .SO inch thick between
the stator and the shield to keep them separated.
Using a llOvolt test lamp, place one test probe on the c o r e and the other
test probe to one of the rectifier leads, maldng certain to have good electrical
connections a t both test probes. The lamp should not light. If the lamp lights,
it is a n indication that the coil windings a r e grounded to the c o r e and a replace-
ment of the stator is required.
CA UTIO N
The specified capacity for these alternators (capacitor part of terminal screw) is -5 5
1 MFD (min.).
Replace capacitors with low capacity, shorted o r with high series r e s i s t -
ance.
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
Figure 1 1-1 1. Removing End Bearing Figure 1 1-12. Installing End Bearing
1 1- 16. REMOVING NEEDLE BEARING FROM END SHIELD. (Refer to Figure 1 1- 1 1.) If
inspection indicated that the needle bearing is faulty, it may be replaced.
The bearing is a press fit in the end shield. To protect the end shield, it is necessary to
support it with tool C-3925 while pressing the bearing out with tool C-3770.
NOTE
Tool (2-3925 is a double end tool. One end will only fit into
the counterbore on alternators provided with the grease
retainer. The opposite end is used as a support for end shields
without the grease retainer counterbore.
11-18. REMOVING DRIVE PULLEY. The drive pulley is an interference fit on the rotor
shaft. The pulley is removed with puller C-3934. The use of this puller set to remove the
pulley will prevent damage to the pulley.
1 1-19. REMOVING DRIVE END BEARING. The drive end bearing is an interference fit
on the rotor shaft. It is also retained in the end shield by a retainer. The retainer is of spring
steel construction and three integral fingers snap over a shoulder on the end shield.
Remove the drive end shield from the bearing by removing either the three retaining
nuts from the retainer studs or by unsnapping the spring retainer fmers with a screwdriver.
The end shield may then be removed by tapping on the end of the rotor shaft with a soft
hammer while holding the end shield.
Remove the drive end bearing from the rotor shaft with puller C-3615 and special
adapters as follows:
A. Position the center screw of tool C-3615 on the rotor shaft.
B. Place the thin lower end of the adapters SP-3375 under the bearing equally spaced
Issued: 1/3/78
LANCE II SERVICE MANUAL
Figure 1 1-15. Removing Slip Ring Figure 1 1- 16. Installing Slip Ring
and the upper end of the adapters around the center screw.
C. Hold adapters and center screw in position with the tool sleeve.
CAUTION
D. Turning the center screw while holding the outer body of the tool will withdraw
the bearing from the shaft.
1 1-20. REPLACING SLIP RLNGS. Slip rine that are damaged may be replaced. The rotor
shaft is knurled and the slip rings are pressed on the knurled surface of the shaft. The slip
rings must be pressed on the knurled shaft ONLY. The shaft also has a grease retainer and an
insulator. The retainer is pressed on over the insulator ahead of the slip rings.
Issued: 1/3/78
LANCE II SERVICE MANUAL
.
GROUND BRUSH
RING SOLOER INSULATED
LUG BRUSH RING
SOLDER LUG
SOUIER WITH
JESIN CORE
SOLDER
i
Figure 1 1- 17. Solder Points
CAUTION
Under no circumstance use acid core solder. A short circuit
may result and corrosion will definitely occur.
PRESSING TOOL
BEAR l NG
DRIVE END
SHIELD PULLEY
OT OR
SHAFT
ELECI'RICAL SYSTEM
LANCE I1 SERVICE MANUAL
11-24. INSTALLING DRIVE END BEARING. (Refer to Figure 1 1- 19.) Insert the sealed
drive end bearing in the drive end shield and install the bearing retainer. Install the washers
and nuts to hold the bearing in place on all early production models. Snap the spring steel
retainer fiigers in place on all later production models.
If the rotor and its components require no service, position the bearing and the drive
end shield assembly on the rotor shaft and while supporting the parts on the end of the
rotor shaft, press the bearing and end shield assembly in position on the rotor shaft using an
arbor press and tool (2-3858.
CAUTION
1 1-25. INSTALLING PULLEY. (Refer to Figure 1 1-20.) Install pulley on the rotor shaft
using an arbor press before the rectifier end shield is assembled to the drive end shield.
WARNING
The shaft must be the support while the pulley is pressed on with the pressure being
applied to the pulley hub.
NOTE
Do not exceed 6800 pounds pressure. Press the pulley on the
rotor shaft until the pulley contacts the inner face of the
drive end bearing.
LANCE I1 SERVICE MANUAL
1 1-26. ASSEMBLING END SHIELD SUB-ASSEMBLIES. Position the rotor and drive end
shield assembly on the rectifier end shield. Align the through bolt holes through the drive
end shield, stator and the rectifier end shield.
Compress stator and both end shields by hand and install the through bolts.
Install the insulated brush and holder, terminal, insulating washer, lockwasher and
terminal attaching screw. Install the ground brush and attaching screw.
Rotate the pulley slowly by hand to be sure that the rotor fans d o not hit the rectifiers
and stator connectors.
After installing the alternator on the engine, always test the complete charging system t o
be certain it is functioning properly.
NOTE
11-27. BENCH RUN-UP TEST. This test is t o be performed at room ambient conditions
and consists of four checks which are to be made quickly t o avoid heating of the windings.
These are as follows:
NOTE
a. With the alternator at rest, apply 15 volts between the alternator battery terminal
and ground with polarity such that the rectifiers will block current flow (positive of supply
to positive of the alternator). Monitor rectifier reverse current which shall be not more than
1 milliampere.
b. With the alternator at rest, apply 15 volts t o the field circuit and monitor field
current. This shall be between the limits of 3.3 amperes minimum and 3.6 amperes
maximum.
c. Drive the alternator at 1500 rpm with an electrical load connected to the alternator.
Adjust the load to obtain 15 volts. Net output (not including field current) shall be not less
than 26.5 amperes.
d. Drive the alternator at 2500 rpm with an electrical load connected to the alternator.
Adjust the load to obtain 15 volts. Net output (not including field current) shall be not less
than 49.0 amperes.
r
OUTPUT
AMPERES
ALTERNATOR
GROUND
-
-
Figure 1 1-2 1. Meter Connections for Alternator
Performance Test
11-28. BENCH HOT STABILATION OUTPUT TEST. T o determine the hot stabilized
output, the alternator must be driven with a suitable driving mechanism. During this test,
the following shall be monitored: (Refer to Figure 11-21 for meter connections.)
a. Alternator output voltage.
b. Alternator output current.
c. Field current.
d. Alternator rpm.
Drive the alternator at sufficient rpm t o obtain 14 volts at the alternator battery
terminal. Alternator shall be self excited, otherwise no external load shall be applied. An
external D.C. power source may be used to polarize the field but must be removed as soon
as the alternator is self sustaining. Maintain 14 volts at no load by adjusting rpm for a period
o f 15 minutes, at which time record the above specified data.
Apply an electrical load to the alternator and increase speed so as to obtain 5 amperes
output (not including field excitation) at 14 volts. Maintain this condition for 15 minutes
by adjusting the rpm. At the end of this period record the above specified data.
Maintain output voltage at 14 volts and vary the load in 5 ampere intervals. At each 5
amp interval allow a 15 minute stabilization period maintaining output by varying rpm.
Record the required data at each interval. Continue this procedure through the maximum
output (approximately 10,000 rpm).
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
11-30. CHECKING ALTERNATOR SYSTEM. With all electrical equipment off (except
master switch) the ammeter will indicate the amount of charging current demanded by the
battery. This amount will vary, depending on the percentage of charge in the battery at the
time. As the battery becomes charged, the amount of current displayed on the ammeter will
reduce to approximately two amperes. The amount of current shown on the ammeter will
tell immediately whether or not the alternator system is operating normally, if the following
principles are kept in mind.
NOTE
The amount of current shown on the ammeter is the load in
amperes that is demanded by the electrical system from the
alternator. As a check, take for example a condition where
the battery is demanding 10 amperes charging current, then
switch on the landing light. Note the value in amperes
placarded on the circuit breaker panel for the landing light
circuit breaker (10 amps) and multiply this by 80 percent,
you wdl arrive at a current of 8 amperes. This is the
approximate current drawn by the light. Therefore, when the
light is switched on, there will be an increase of current from
10 to 18 amperes displayed on the ammeter. As each unit of
electrical equipment is switched on, the current will add up
and the total, including the battery, will appear on the
ammeter.
Using the example that the airplane's maximum continuous load with all equipment on is
approximately 48 amperes for the 60 ampere alternator. This approximate 48 ampere value,
plus approximately two amperes for a fully charged battery, will appear continuously under
these flight conditions. If the ammeter reading were to go much below this value, under the
aforementioned conditions, trouble with the alternator system would be indicated and
corrective action should be taken by switching off the least essential equipment.
The following test procedure could be helpful in locating faulty components:
a. Ascertain that the airplane is positioned so that the prop blast will not interfere with
other operations going on near by. Start engine and set throttle for 1000 to 1200 RPM.
b. Switch on the following loads and observe the ammeter output increase as indicated.
-
1. Navigation and instrument light. (bright position) approx. 9 amps.
2. Landing light - 7 t o 9 amps.
If alternator does not meet above indications, refer to troubleshooting chart. Follow
troubleshooting procedure outlined on the chart in a step by step fashion checking each
cause and isolation procedure under a given trouble before proceeding to the next.
On airplanes without night-flying equipment, load required by test can be simulated by
connecting a lampbank load consisting of 8 landing lights wired in parallel from main bus
(+) to airframe ground (-) (Refer to Figure 1 1- I) or 3 ohm, 100 watt resistors.
LANCE II SERVICE MANUAL
11-32. ALTERNATOR SERVICE PRECAUTIONS. Since the alternator and regulator are
designed for use on only one polarity system, the following precautions must be observed
when testing or servicing the electrical system. Failure to observe these precautions will
result in serious damage to the electrical equipment.
a. Disconnect the battery before connecting or disconnecting test instruments (except
voltmeter) or before removing or replacing any unit or wiring. Accidental grounding or
shorting at the regulator, alternator, ammeter or accessories, will cause severe damage to the
units and/or wiring.
b. The alternator must not be operated on open circuit with the rotor winding
energized.
c. Do not attempt to polarize the alternator. No polarization is required. Any attempt
to do so may result in damage to the alternator, regulator or circuits.
d. Grounding of the alternator output terminal may damage the alternator and/or
circuit and components.
e. Reversed battery connections may damage the rectifiers, wiring or other
components of the charging system. Battery polarity should be checked with a voltmeter
before connecting the battery. This aircraft is a negative ground system.
f. If a booster battery or fast charger is used, its polarity must be connected correctly
to prevent damage to the electrical system components.
b. The slip ring end head provides the mounting for the rectifiers and rectifier
mounting plate, output and auxiliary terminal studs, and the brush and holder assembly.
The slip ring end head contains a roller bearing and outer race assembly and a grease seal.
c. The rectifiers used in these units are rated at 150 peak inverse voltage (P.I.V.)
minimum for transient voltage protection. Three positive rectifiers are mounted in the
rectifier mounting plate while the three negative rectifiers are mounted in the slip ring end
head. Each pair of rectifiers is connected to a stator lead with high temperature solder. The
stator leads are anchored to the rectifier mounting plate with epoxy cement for vibration
protection.
d. The stator contains a special lead which is connected to the center of the three phase
windings. The stator has been treated with a special epoxy varnish for high temperature
resistance.
e. The rotor contains the slip ring end bearing inner race and spacer on the slip ring end
of the shaft. The rotor winding and winding leads have been specially treated with a high
temperature epoxy cement t o provide vibration and temperature resistance characteristics.
High temperature solder is used t o secure the winding leads to the slip rings.
f. The drive end head supports a sealed, prelubricated ball bearing in whlch the drive
end of the rotor shaft rotates.
Issued: 1/3/78
LANCE II SERVICE MANUAL
NOTE
The inner race o f the slip ring end bearing is pressed onto the
rotor shaft. When bearing replacement is necessary, always
replace the complete bearing assembly, including the inner
race.
Figure 1 1-25. Removal of Drive End Head Figure 11-26. Removal of End Head Bearing
f. To remove the drive end head from the rotor shaft, use a puller that grips on the
bearing retainer plate as shown in Figure 11-25. Do not attempt to remove by supporting
the end head and pressing on the shaft, as this may result in distortion of the end head or
stripping of the retainer plate screws Remove the three retainer plate screws and press the
bearing out of the end head. (Refer to Figure 1 1-26.)
RHEOSTAT
Figure 1 1-27. Testing Rotor for Ground Figure 1 1-28. Testing Rotor for Shorts
other direction. If the test bulb lights in both directions, one or more of the rectifiers in that
heat sink is shorted. To pinpoint the defective rectifier, the stator leads must be
disconnected and the above test repeated on each rectifier. Open rectifiers can only be
detected, when using the test bulb, by disconnecting the stator leads. The test bulb will fail
to light in either direction if the rectifier is open.
c. Stator: The stator can be tested for open or grounded windings with a 12 volt test
bulb, described in the rectifier section, or an ohmmeter, in the following manner. Separate
the stator from the slip ring end head just far enough to insert a fold of rags or blocks of
wood. In other words, insulate the stator from the end head. To test for grounded windings,
touch one test bulb or ohmmeter probe to the auxiliary terminal or any stator lead, and the
other test bulb or ohmmeter probe to the stator frame. If the test bulb lights, or the
ohmmeter indicates continuity, the stator is grounded. To test for open windings, connect
one test probe to the auxiliary terminal or the stator winding center c o ~ e c t i o nand touch
each of the three stator leads. The test bulb must Light, or the ohmmeter must show
continuity. Due to the low resistance in the stator windings, shorted windings are almost
impossible to locate. However, shorted stator windings will usually cause the alternator to
"growl" or be noisy during operation and will usually show some signs of overheating. If all
other electrical checks are normal and alternator fails to supply its rated output, the stator
should be replaced to determine whether or not it is the faulty component.
d. Bearings and Seals: Whenever the alternator is overhauled, new bearings and oil or
grease seals are recommended, even though the bearings and seals appear to be in good
condition. A faulty seal can cause an alternator to fail within a very short period of time.
ELECI'RICAL SYSTEM
LANCE I1 SERVICE MANUAL
CAUTION
c. Reassemble the rectifier mounting plate studs and insulators, making sure they are in
the correct order. (Refer to Figure 1 1-3 1.)
d. After the slip ring end head is completely assembled, the stator and rectifier leads
must be secured to the rectifier mounting plate with epoxy. Make sure the stator leads are
positioned so that they d o not interfere with the rotor.
e. Install the slip ring end bearing and oil seal. Make sure the lip of the oil seal is
toward the bearing. Stake the seal in place. Correct assembly of bearing, seal, inner race and
spacer as shown in Figure 11-32.)
TERMINAL STUD
OUTPUT (+)
TERMINAL
AUXILIARY
TERMINAL
f. Assemble the alternator and install the through bolts. Spin the rotor to make sure
there is no mechanical interference. Torque the through bolts to 30 to 35 inch pounds.
Safety wire should be installed after the unit has been bench tested for output. Install
spacer, woodruff key, fan, pulley, lock washer and nut. Torque the nut to 35 foot pounds,
using a strap wrench to hold the pulley.
g. Install the brush and holder assembly and retaining screws. Spin the rotor and check
for interference between the brush holder and rotor. Check between the field terminal and
ground with an ohmmeter. The ohmmeter must indicate the amount of rotor resistance
listed with paragraph 1 1-39, Alternator Service Test Specifications.
NOTE
INNER RACE
/
SPACER
ALTERNATOR SPECIFICATIONS
Voltage 12 volts
Rated Output 60 amperes
Ground Polarity Negative
Rotation Bi-Directional
Rotor:
Current Draw (70° t o 8 0 ' ~ ) 2.4 to 4.0 amps @ 12.0 volts
Resistance (70' to 80°F) 3.0 to 5.0 ohms
ELW;TRICAL SYSTEM
LANCE II SERVlCE MANUAL
ELECTRICAL SYSTEM
LANCE II SERVICE MANUAL
f. The voltage regulator heat sink, or case, is the ground connection for the electronic
circuit. Therefore, if this unit is tested on the bench, it is most important that a wire, No. 8
or larger, be connected between the regulator case and the alternator. If the regulator does
not regulate between 13.6 and 14.6 volts, one of the following conditions may exist:
1. Regulates, but out of specification. The regulator is out of calibration and must
be replaced.
2. The voltmeter continues t o read battery voltage.
(a) Poor or open connections within the wiring harness.
(b) The regulator is "open."
3. Voltage continues to rise.
(a) Regulator housing not grounded.
(b) Regulator shorted, must be replaced.
g. These are some of the thin@ to look for in case of failure:
1. Poor or loose connections.
2. Poor ground on the regulator housing.
3. Shorted alternator windings.
4. A grounded yellow wire (Thiswill cause instantaneous failure.)
5. Disconnecting the regulator while the circuit energized.
6. Open circuit operation of the alternator (The battery disconnected.)
1 1 4 . CHECKING OVER VOLTAGE RELAY. The relay may be tested with the use of a
good quality, accurate voltmeter, with a scale of at least 2Cbvolts and a suitable power
supply, with an output of at least 20-volts, or sufficient batteries with a voltage divider to
regulate voltage. The test equipment may be connected by the following procedure:
a. B+ is connected to "Bat" of the over-voltage control.
b. B- is connected to the frame of the over-voltage control.
c. Be sure both connections are secure, and connected to a clean, bright surface.
d. Connect the positive lead of the voltmeter to the "Bat" terminal of the over-voltage
control.
e. Connect the negative lead of the voltmeter to the frame of the over-voltage control.
f. The over-voltage control is set to operate between 16.2 volts and 17.5 volts. By
adjusting the voltage, an audible "click" may be heard when the relay operates.
g. If the over-voltage control does not operate between 16.2 and 17.5 volts, it must be
replaced.
NOTE
1147. GENERAL.
When the c r a d a n g motor switch is closed, the armature begins to rotate.
The drive pinion, being a loose fit on the drive sleeve located on the a r m a t u r e
shaft, does not pick up speed a s fast a s the a r m a t u r e . Therefore, the drive pin-
ion, having internally matched splines with respect to the splines drive sleeve,
moves endwise on the shaft and into mesh with the flywheel. A s the pinion hlts
the pinion stop, it begins to rotate with the a r m a t u r e and cranks the engine.
When the engine s t a r t s , the flywheel begins to spin the pinion faster than
the armature. Again, because of the splinedaction of thLpinion and drive sleeve
assembly, the pinion backs out of mesh with the flywheel ring gear protecting the
armature from excessive speeds.
Some k n d i x drives incorporate a small anti-drift spring between the drive
pinion and the pinion stop which prevents the pinion from drifting into mesh when
the engme is running. Others u s e a small-anti-drift pin and spring inside the
pinion w h c h provides enough friction to keep the pinion from drifting into mesh.
Never operate the motor for m o r e than 30 seconds without pausing for
two minutes to allow i t to cool.
1148. CHECKING CRANKING MOTOR. Several checks, both visual and elec-
n i c a l , should be made in a defective cranking circuit to isolate t r o u b l e before
removing any unit. Many times a component is removed from the a i r c r a f t only
to find it is not defective after reliable tests. Therefore, before removing a unit
in a defective cranlang system, the following checks should be made:
a . Determine the condition of the battery.
b . Inspect the wiring f o r frayed insulation o r other damage. Replace any wir-
ing that is damaged. Inspect all connections to the cranking motor, solenoid o r
magnetic switch, ignition switch o r any other control switch, and battery, includ-
ing all ground connections. Clean and tighten all connections and wiring a s re-
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
11-50. INSPECTION. With the cranking motor removed from the engine, the
pinion should be checked for freedom of operation by turning it on the screw shaft.
The a r m a t u r e should be checked f o r freedom of operation by turning the pinion.
Tight, dirty, o r worn bearings, bent a r m a t u r e shaft, o r loose pole shoe screw
will cause the a r m a t u r e to drag and it will not turn freely. If the armature does
not turn freely, the motor should be disassembled immediately. However, if the
a r m a t u r e does operate freely, the motor should be given electrical tests before
disassembly. (Refer to paragraph 11-52& 11-53.)
11-51. CHECKS.
11-52. NO-LOAD TEST CHECK. (Refer to Figure 11-36.) Connect the cranking
motor i n series with a fully charged battery of the specified voltage, a n ammeter
capable of reading several hundred amperes, and a variable resistance. Also
connect a voltmeter a s illustrated, from the motor terminal to the motor frame.
An r .p .m . indicator is necessary to measure armature speed. Obtain the speci-
Issued: 1/3/78
LANCE II SERVICE MANUAL
1 1-53. RESISTANCE TEST. (Refer to Figure 11-37.) This test requires that
the pinion be locked securely s o it cannot rotate. When the specified voltage is
applied, the curr,ent should fall in a range a s indicated in published specifications .
A high current indicates grounded o r shorted conductors, and a low current indi-
cates excessive resistance.
1 1-54. DISASSEMBLY. If the motor does not perform in accordance with pub-
lished specifications, it may need to be disassembled for further testing of the
components. Normally the cranking motor should be disassembled only so f a r
as is necessary to make repair o r replacement of the defective parts. A s a pre-
caution, it is suggested that safetyglasses bewornwhendisassembling the crank-
ing motor. Following a r e general instructions for disassembling a typical Bendix
drive cranking motor:
a . Remove the cover band, if present, and detach the field coil leads from the
brush holders.
b. If g e a r reduction, remove the drive housing, and reduction housing.
c . Remove the bolts attaching the drive housing and commutator end frame to
the field frame assembly. Discard the tang lock washers.
d. Separate the commutator end frame, a r m a t u r e assembly, field frame, and
drive housing.
e . Remove anddisassemble the drive from the a r m a t u r e shaft by first identi-
fylng the type Bendix drive and then following one of the guides below:
1. Standard Bendix Drive, remove the head spring screw and slip it off of
the a r m a t u r e shaft.
2 . Folo-Thru-Bendix Drive, push in the outer anchor plate so the pilot
screw o r pin can be removed.
NOTE
CA UTION
b e d : 1/3/78
not binding in the holders. The full brush surface should r i d e on the commutator
with proper spring tension (refer to test specification) to give good, firm contact.
Brush leads and screws should be tight and clean.
b. Armature - The a r m a t u r e should be checked for short circuits, opens, and
grounds:
1. Short circuits a r e located by rotating the armature in a growler with a
steel s u i p such a s a hack saw blade held on the a r m a t u r e . The steel s u i p will
vibrate on the a r e a of the short circuit. Shorts between b a r s a r e sometimes pro-
duced by brush dust o r copper between the b a r s . Undercutting the insulation will
eliminate these s h o r t s .
2 . Opens - Inspect the points where the conductors a r e joined to the com-
mutator for loose connections. Poor connections cause arcing and burning of the
commutator. If the b a r s a r e not badly burned, resolder the leads in the riser
bars and turn the commutator down in a lathe. Then undercut the insulation be-
tween the commutator b a r s .03 1 of an inch.
3 . Grounds in the a r m a t u r e can be detected by the use of a test lamp and
probes. Lf the lamp lights when one t e s t probe is placed on the commutator and
other test probeon the a r m a t u r e c o r e o r shaft, the a r m a t u r e i s grounded. If the
commutator is worn, dirty, out of round, o r has high insulation, the commutator
should be turned down and u n d e r ~ u at s previously described.
c . Field coils - The field coils should be checked f o r grounds and opens using
a test lamp.
1. Grounds - Disconnect field coil ground connections. Connect one test
probe to the field f r a m e and the other to the field connector. If the lamp lights,
the field coils a r e grounded and must be repaired o r replaced.
2 . Opens - Connect test lamp probes to ends of field coils. If lamp does not
light, the field coils a r e open.
If the field coils need to b e removed for repair o r replacement, a pole shoe
spreader and pole shoe screwdriver should be used. Care should be exercised in
replacing the field coils to p r w e n t grounding o r shorting them a s they a r e tight-
ened into place. Where the pole shoe has a long lip on one side, i t should be a s -
sembled in the direction of a r m a t u r e rotation.
CAUTION
No-Load Test
Volt 10.6
Min. Amps 48 .O
Max. Amps 80
Min. R.P.M. 5800
Max. R.P.M. 8200
Resistance Test
Volts 4.0
Min. Amps 3 65
Max. Amps 420
374
C.C. M C A O ASS.?
.RUSH S E T
BRUSCI SCWlNQ S S T
C O V C R .*NO
S C A L L O B A L L .EARlNG
ARMATURE
BUSMINO S E T
MEEOLE ICARlMG
F R A Y S b F I E L D ASS'?
G E A R MOUSING ASS'?
RETAlNEI PLATE
NOlX ORlVE
N D l X D R I V E SMACT
r l n l o m Mouslmc r s s ' r
BRONZE BEARING
* T H R U S T WASHER PKG.
ELECTRICAL SYSTEM
LANCE II SERVICE MANUAL
NOTE
11-63. REMOVAL. To remove the starting motor from the engine, first dis-
connect the ground cable from the battery post to prevent short circuiting. Dis-
connect the lead from the starting motor terminal, then take out the mounting
bolts. The motor can then b e lifted off and taken to the bench for overhaul.
1 1-64. DISASSEMBLY .
a . Remove the f r a m e screws from the commutator end head and pull end head
and a r m a t u r e from frame. Lift the brushes and lock in elevated position with
brush springs. Use a puller to remove the end head from the armature. Use a
special bearing puller to remove the sealed ball bearing from the armature shaft.
b. Remove the frame screws that s e c u r e the g e a r housing to the frame. R e -
move bolts and nuts holding the gear housing to the pinion housing and separate
the two umts . Pull Bendix shaft from pinion housing. Do not lose the steel spacer
that is located on the pinion end of the shaft. Remove reduction gear, woodruff
key and steel spacer from shaft.
c . Turn the Bendix pinion until it locks in the extended position. Locate "spi-
rol" pin and use a punch to remove. Slide drive assembly off the shaft. Do not
attempt to disassemble the drive and do not dip it in cleaning solvent.
d . To remove the roller bearings from the g e a r housing, use an arbor p r e s s
and the correct bearing a r b o r . DO NOT HAMMER OUT. Each part should be
cleaned and inspected for excessive wear o r damage. Bearings should be checked
for proper clearance and evidence of roughness o r galling. Oil and dirt should be
removed from insulation and the condition of the insulation checked.
11-65. BRUSHES. Check the brushes to s e e that they slide freely in their hold-
e r s andmake full contact on the commutator. Lf worn to half their original length
o r l e s s , they should be replaced.
11-66. ARMATURE.
a . Check the commutator for uneven wear, excessive glazing o r evidence of
excessive arcing. If only slightly dirty, glazed o r discolored, the commutator
can be cleaned with 00 o r 000 sandpaper. If the commutator is rough o r worn, it
should be turned.in a lathe. Refer to Figure 11-39. The armature shaft should
be inspected f o r rough bearing surfaces and rough o r damaged splines.
b . To test the a r m a t u r e for grounds, a set of test probes connected in series
with a 110-volt light should be used. Touch one probe to a commutator s e p e n t
and the other to the a r m a t u r e core. If the test lamp lights, -the armature is
grounded and should be replaced.
c . To test for shorted armature coils, a growler is used. (Refer to Figure
LANCE II SERVICE MANUAL
11-40.) The armature is placed on the growler and slowly rotated by hand while
a steel strip is heldover the core so that it passes over each armature core slot.
If a coil is shorted, the steel strip will vibrate.
d. A quick check for opens can be made by inspecung the trailing edge (in di-
rection of rotation) of the commutator segments for excessive discoloration. This
condition indicates an open circuit.
ings for excessive w e a r . Remove rust, paint o r grease from mounting surfaces.
1 1-70. BENDIX DRIVE. The Bendix Drive should be wiped clean with a d r y cloth.
The pinion should turn smoothly in one direction and should lock in the other di-
rection. Replace drive if i t fails to check a s above o r if the pinion teeth a r e ex-
cessively worn o r damaged.
1 1-71. ASSEMBLY.
a . When assembling the starting motor, always use an a r b o r p r e s s and the
proper bearing a r b o r for installing graphitized bronze and roller bearings. The
Bendix shaft should have a thin film of Lubriplate #777 o r equivalent on the Bendix
portion of the s h a f t . 'End play should be .005 to .050 of a n inch.
b . New brushes should be properly seated when installing by wrapping a s t r i p
of 00 sandpaper around the commutator (with the sanding side out) 1- 1/4 to 1- 1/2
times maximum. Drop brushes on sandpaper covered commutator and N n the
a r m a t u r e slowly in the direction of rotation. Dust should be blownout of the motor
after sanding.
NOTE
Issued: 1/3/78
LANCE I1 SERVICE MANUAL
Stall Torque
Amps 560
Min. Toruqe, F t . lbs . 38.0
Approx . volts 4 .O
Pinion Position*
Drive a t r e s t 1.748" - 1.855"
Drive extended 2.388" - 2.495"
11-75. BATTERY.
11-76. SERVICING BATTERY. The battery is located under the floor of the forward
baggage compartment. It is enclosed in a box with a vent system and a drain. The vents
allow fresh air to enter the box and draw off fumes that may accumulate due to the
charging process of the battery. The drain is capped off from the bottom of the fuselage and
should be opened occasionally to drain any accumulation of liquid or during cleaning of the
box. The battery should be checked for fluid level, but must not be U e d above the baffle
plates. A hydrometer check should be performed to determine the precent of.charge in the
battery. All connections must be clean and tight. If the battery is not up to normal charge,
recharge starting with a charging rate of four amperes and finishing with two. A fast charge
is not recommended. Access to the battery is through the external access panel on the right
side of the fuselage.
ELECTRICAL SYSTEM
LANCE I1 SERVICE MANUAL
1280 100
1250 75
1220 50
1190 25
1160 Very little useful capacity
1130 o r below discharged
NOTE
CAUTION
11-79. CORROSION PREVENTION. The battery should be checked for spilled electrolyte
or corrosion at least each 50 hour inspection or at least every 30 days, whichever comes
first. Should this be found in the box, on the terminals or around the battery, the battery
should be removed and both the box and battery cleaned by the following procedure:
a. Remove the box drain cap from the underside of the fuselage and drain off any
electrolyte that may have overflowed into the box.
b. Clean the battery and the box. Corrosion effects may be neutralized by applying a
solution of baking soda and water mixed to a consistency of thin cream. The application of
this mixture should be applied until all bubbling action has ceased.
CAUTION
ELECTRICAL SYSTEM
a
LANCE II SERVICE MANUAL
c. Rinse the battery and box with clean water and dry.
d. Place the cap over thebattery box drain.
e. Reinstall the battery.
X Antt-Collis~onL ~ g h t
11-81. INSTRUMENT AND PANEL LIGHTS. The instrument and panel lights are broken
up into five groups; Upper Panel Lights, Lower Panel Lights, Console Lights, Coupler Lights
and Compass Light. The instrument lights are controlled by a 5 amp circuit breaker through
a transistorized dimmer. The dimmer control is located in the middle of the instrument
panel just above the pedestal. There is one control b - o b connected to a varible resistor that
controls the intensity of the instrument lights. There is a second control knob connected to
a varible resistor which controls the light intensity for all the avionic equipment. It may be
necessary to gain access to the Dimmer Control Assembly; if so follow the instructions given
below.
11-85. DESCRIPTION. The annunciator panel is a small cluster of lights which warn of
malfunctions in the various circuits or systems. A malfunction is identified by the
illumination of an individual warning light. There are three warning lights on the
PA-32RT-300 models and four warning lights on the PA-32RT-300T models. Power is
supplied from the bus bar through a 5 amp fuse located behind the circuit breaker panel.
The VAC warning light is controlled by a vacuum sensor switch located at the bulkhead
and is attached to the vacuum regulator. The sensor switch will activate when the
differential pressure is below 3.5 in. Hg.
The OIL warning light is controlled by an oil pressure sensor switch incorporated in the
oil line to the oil pressure gauge and is located at the bulkhead. The sensor switch will
activate when the oil pressure is below 35 psi.
The ALT warning light is illuminated by current flowing from the bus bar to the
alternator circuit. This condition exists when the alternator is not operating properly and
the output is zero. During normal operation. the alternator warning circuit is also supplied
with power from the top diode terminal. This current flows through a 5 amp fuse. located
above the diode heat sink, to the resistor and diode creating a no-flow condition which does
not allow the warning light to light.
LANCE I1 SERVICE MANUAL
The OVER BST warning light used on PA-32RT-300T is activated whenever the engine
manifold .pressure reaches 35.5 to 35.8 inches of mercury. The manifold pressure sensor is
incorporated in the manifold pressure gauge.
The test button is used to check the operation of the lights when the engine is running.
The lights will work when the engine is not running with the master switch turned on.
11-86. REMOVAL O F OIL PRESSURE SENSOR. Access to the sensor unit is gained by
reaching up under the instrument panel. Removal is accomplished by the followin_e:
a . Disconnect the two electrical leads.
b. Unscrew the sensor unit from the bulkhead fitting.
c. Catch spillage and cover hole to prevent foreign matter from entering oil line.
1 1-88. REMOVAL OF VACUUM SEKSOR. Access to the sensor unit is gained by reachins
up under the instrument panel to the vacuum regulator. Removal is accomplished by the
following:
a. Disconnect the two electrical leads.
b. Unscrew the sensor unit from the vacuum regulator.
c. Cover hole to prevent foreign matter from entering regulator.
CZl6
rl
K1 B JlA(RIGHT MAG)
ALTERNATOR
Interruption of voltage
through any of these
points isolates the faulty
components or wire
which m w t be replaced.
(See wiring schematic.)
E L E m C A L SYSTEM
LANCE I1 SERVICE MANUAL
ALTERNATOR (cont .)
If resistance is high,
check brushes for
spring tension and ex-
cessive wear and re-
place if necessary. If
brushes arc okay and
field reads open, re-
place alternator.
I
Issued: 1/3/78 ELECTRICAL SYSTEM-
LANCE I1 SERVICE MANUAL
-
ALTERNATOR (cont.)
i
LANCE iI SERVICE MANUAL
I ALTERNATOR (cont.) I
Output indicated on Open rectifier. If any of the six recti-
ammeter does not fiers pressed into the
meet minimum values rear bell housing of the
specified in alternator alternator open up
system test procedure. internally, it will result
(cont.) in a defrnite limitation
on the current that can
be drawn from the
alternator. After
having checked the
previous causes of low
output it can be assurn-
ed that a faulty rectifier
exists.
a
A
*
ALTERNATOR (cont.)
CAUTION
LANCEII SERVICEMANUAL
ALTERNATOR (cont.)
NOTE
Issued: 1/3/78
2H22
LANCE II SERVICE MANUAL
ALTERNATOR (cont.)
I I I
I Trouble
I Cause
I Remedy I
STARTER I
Low battery c h a r s . Check and recharge if
necessary.
STARTER (cont.)
Low motor and crank- Worn, rough, o r im- Disassemble, clean, in-
ing speed. properly lubricated spect, and relubricate,
motor or starter replacing ball bearingr
~earing- if worn.
STARTER (cont.)
BATTERY
-
ELECTRICAL S Y m
LANCE II SERVICE MANUAL
BATTERY (cont.)
Electrolyte runs out Too much water added Drain and keep at proper
of vent plugs. to battery and charg- level and check voltage
ing rate too high. regulator Voltage.
BATTERY (cont.)
All the warning lights I Test switch grounded Check terminals and
fail to extinguish out. replace switch if
after engine is running. necessary.
I
Issued: 1/3/78 ELECTRICAL SY-
a
LANCE I1 SERVICE MANUAL
ELECTRICAL S Y S E M
LANCE I1 SERVICE MANUAL
ELECTRICAL SY!XEM
LANCE II SERVICE MANUAL
-
TABLE XI-IV.ELECTRICAL SYMBOLS
4* 1_
-
-
-
CIRCUIT BREAKER i'1'111+
GROUND BAITERY SWITCH
BUS BAR
RESl STOR
El FUSE
N
ifEmr
DIODE -@-
KNIFE
LIGHT NOISE
DISCONNECT
FILTER
WING ROOT
PRESSURE SOLENOID
SWITCH CONNECTOR PIN
INSULATED CONNE(TT0R
%-
'fd
'CONDUCTORS
to
PUSH-BUTTON
SWITCH
SHIELDED CONDUCTORS
# tt
4
*
-
-
CIRCUITS
AUTOPILOT
CONTROL SURFACE
ENGINE INSTRUMENT
FLIGHT INSTRUMENT
LANDING GEAR
HEATER - VENTILATING & DEICING
L
LANCE I1 SERVICE MANUAL
Fael
0
h
YI
PA-32Rr300
a
m a
t PA-32RT-3001
0
0
a
0
r
1638
-
AMMETER
CAPACITOR
I
I
I
I
I
I
I
I
I ,- -- - - - - - -
' , WTIOMAL
I TO RADIO LIGHTS
DIMMER
Z
10 U C I R U M R
l MTLRLOCK
1640
LAIQING GEAR
4CTUATOR
2 1 amp
4. SWITCM LEGEND:
NC-IKHUALLV CLOSED
w - w R M A L L v OPEN
1829
Z S AMP
L G W S 1 4 N I N OOWN LOCKED
msInon w l T n STRUTS COMPRE
LPlO T n R O T T U CLOSED.
2 LIGHT LEGCNO:
mD PUMPMOTOR I-REOUGHT Y-YELLWI LIGHT
G-GRECM LIGHT W-WWTC LIGHT
S. AUTOMATIC GEAR O W N ACTUATOR
SWITCH snmn IN LOW AIRSPEED
SWITCH LEQENO:
c-COMMON
NC-NORMALLY CLOSE0
M o - W R Y A L L Y OPEN
Revised: 10/3/80
LAN= I1 SERVICE MANUAL
1*2a
m CLT Irsn
m nrnr r
--
F
0
.,
3 P A 4 2 RTJOOT AND PA42 RT-300
0
n,
b
la27 ,
EUGIWE I m
5U P
FUEL
03C
TEMP
f IINBD)
SENDER SENDER
- - -
.
Figure 1 1-49. Engine Instruments (PA-32 RT-300T)
1627
ENGINE I N S m
5 AMP
I SEWS
5A uncm
I
I
I
I
I
I
a
:-----2--- ACT C A W
-----..----------
OPTDNAL
I
I
I
1
@n
i*
; I
P A S S L M G E R R E A D I N G L I G M T S
I
I
I
I
0
PA42RT300TANOPA42RT~OO
0
F i i 11-52. Avionics
LANCE II SERVICE MANUAL
FUEL W M P
10 AMP
FUEL PUMP
Figure 1 1-53. Fuel Pump (PA-32RT-300T) Figure 1 1-54. Fuel Pump (PA-32RT-300)
2a01
ii
PITCH TRIM
5 AMP
13;;
1 I '
k &4
PITCH SERVO
\
P A 3 2 RT-3OOT AND PA-32 RT-300
-
Figure 1 1-55. Pitch Trim Figure 1 1-56. Turn and Bank
TERMINAL 7
-- - P A 3 2 RT-3OOT
PA-32 RT-300
PA-32 R T - 3 0 0 T AND PA-32 RT-300
860
LANOING LIGHT
"i
AInCnACr
AIR aumn
LO A M P
emu sntcn
r/Lj
-
TO STARTER SwlTcn
.
1
STARTER AGC.
-
'b 1s AMP
aA
FI CTOWAV
LIGHTS
BATTERY
BAGGAGE
-
LIGHTER
LIGHT
-
PA-32 RT-300T A N D P A 4 2 RT-300
ELECTRONICS
Aerofiche
Paragraph Grid No .
Introduction to AutoFlight .................................................
Non-Piper A.F.C.S. Equipment Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Piper A.F.C.S. Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction to Emergency Locator Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Locator Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Battery Removal and Installation (CCC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .; . . .
Battery Removal and Installation ( S A R C O ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pilot's Remote Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing Emergency Locator Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing Pilot's Remote Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inadvertent Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Radar System Installation (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Revised: 11/1/83
LANCE II SERVICE MANUAL
SECTION XI1
ELECTRONICS
12-1. INTRODUCTIOK TO AUTOFLIGHT. Due to the wide varity of A.F.C.S. (Automated Flight
Control System) options, it is mandatory to follow the service literature published by the individual manu-
facturer of the A.F.C.S. equipment installed in any particular airplane. This includes mechanical senicesuch
as: adjusting bridle cable tension. servo removal & installation. servo clutch adjustments. etc.
12-2. NOS-PIPER A.F.C.S. EQUIPMENT CONTACTS. Refer to the following list of AutoPilot Flight
Director manufacturers to obtain service direction. parts support. and service literature.
12-3. PIPER A.F.C.S. E Q U I P M E S T . In the case of early models. Piper Autopilot equipment bears the
Piper name. and the appropriate Piper Autopilot, Flight Director Service Manual shall be used.
SOTE
The following is a complete listing of Piper A.F.C.S. equipment service literature. I t is imperative to
correctly identify the Autopilot svstem by "faceplate" model name. in o r d e r t o consult the appropriate service
manual. Each manual identifies the revision le\.el a n d revision status a s called out on the Master Parts Price
List - Aerofiche published monthly by Piper. Consult the aircrafts p a n s catalog for replacement parts.
SAME P l P E R P A R T NO.
I
Added: 1I / 1/83 ELECTRONICS
LANCE 11 SERVICE MANUAL
I 12-6. DESCRIPTION. The electrical power for the ELT transmissions is totally supplied by
its own self-contained battery. However, aircraft power is required to shut off transmitter with
the remote switch. For portable use, the ELT can be easily removed from its mounting in the
aircraft. To comply with FAA regulations, the battery must be replaced per TSO-C91. The
battery must also be replaced if the transmitter has been used in an emergency situation or if
accumulated test time exceeds one hour. The replacement date is marked on the transmitter
label.
NOTE
h. Connect new battery pack terminals to the bottom of the circuit board.
i. Reinsen the control head section into the battery pack being careful not to pinch any
wires, and replace the four screws. If the four holes do not tine up, rotate the battery pack 180"
and reinsert.
j. Slide the portable antenna back into the stowed position.
k. Place transmitter into its mounting bracket and fasten the strap latch.
1. Connect the antenna coaxial cable to the ELTand ensure that the contact separator is
inserted between the antenna contact finger and the portable antenna. (Refer to Figure 12-2.)
m. Press RESET button and set ON/OFF/ARM switch to ARM.
n. Make an entry in the aircraft logbook, including the new battery expiration date.
o. A unit operational check may now be performed on the ELT. (Refer to Testing
Emergency Locator Transmitter.)
ELECTRONICS
LANCE I1 SERVICE MANUAL
NOTE
12-9. PILOT'S REMOTE SWITCH. A pilot's remote switch, located on the left side panel, is
provided to allow the transmitter to be controlled from inside the cabin. The pilot's remote
switch is placarded ON, AUTO/ ARM and OFF/ RESET. The switch is normally left in the
AUTOIARM position. To turn the transmitter off, move the switch momentarily to the
OFF/ RESET position. The aircraft master switch must be ON to turn the transmitter OFF.
To actuate the transmitter for tests or in the event the automatic feature was not triggered by
impact, move the switch upward .to the ON position and leave it in that position as long as
transmission is desired.
CAUTION
NOTE
If the aircraft is not fitted with a communications receiver,
request that the tower listen for your test.
c. On the transmitter, set the ON/ARM/OFF switch t o the ON position. Keep the
switch in this position for only a few seconds; then set to the OFF position. Return to the
ARM position
NOTE
The test transmission should have been picked up by the
aircraft communications receiver and/or control tower.
During cold weather, there may be a slight delay before
transmission occurs.
WARNING
Whenever the unit is checked by moving the transmitter
ON/ARM/OFF switch from the ARM to the ON position, it
must then be moved to the OFF position before reverting to
the ARM position again.
CAUTION
-
Under normal conditions, the transmitter switch must be set
to arm.
NOTE
If the aircraft is not fitted with a communications receiver,
nquest that the tower listen for your test.
b. Set the pilot's remote switch to the ON position. Hold the switch in this position for
only a few seconds.
EL-0 NICS
NOTE
c. Set the pilot's remote switch to the momentary OFF. RESET position. The switch is
spring-loaded to automatically return to the ARM position.
12-12. INADVERTENT ACTIVATION. The remote switch allows the pilot to turn off the
transmitter inadvertently activated by impact or improper switch selection. The pilot simply
selects the momentary OFF. RESET position. The transmitter shuts off and the spring-
loaded switch automatically returns to the ARM position. The aircraft master switch must
be OX to turn transmitter O F F with the remote switch. Stopping inadvertent activation at
the transmitter itself is accomplished in the following manner:
a . Improper switch selection is corrected by rotating the switch to the OFF position and
then to the ARM position.
b. If the transmitter is inadvertently activated-through impact. deactivate by pushing in
on the OFF; ARM, ON switch.
NOTE
I :
12- 14. DESCRIPTION. The PA-32RT-300 and PA-32-300T is equipped with an optional
RCA Radar transmitter/ receiver antenna and indicator. The transmitter; receiver antenna is
mounted in the right outboard leading edge of the wing under a radome and the indicator is
mounted in the instrument panel.
OPERATIVE
T O EXTEND TO F U L L LENGTH
8965
CONTACT PORTABLE ANTENNA BLADE
SEPARATOR
F I X E D ANTENNA'S
CABLE CONNECTOR A N D
TACT SEPARATOR
STOP
PIN
TO REMOTE SWITCH -
Figure 12-2. ELT Using Fixed Aircraft Antenna (Narco) I
ELECTRONICS 1
LANCE I1 SERVICE MANUAL
-7
REMOTE
"RESET"
-------
- ----- SHIELD
oN POSIT ION
ELT I I I I -A
I '
' I
\-L-- SW--79762-2
[qW
REMOTE
"ON"
(TEST)
7 +TO14OVERHEAD
VOLT DC
.
KEYWAY
FLOOD LIGHT
T R A N S M I T T E R NO. CIR-11-2 CIRCUIT PROTECTOR
D: : :
RED
VIEW A
NOTE: A I R C R A F T POWER USED T O SHUT O F F T H E E L T W I T H REMOTE SWITCH.
112a
I
13-1. GENERAL
13-2. DESCRIPTION. Heat for the cabin is provided by a hot air heater installed on the
exhaust manifold. Fresh air enters the engine compartment through the nose cowling, passes
to the heater muff through a flexible hose located on the left front of the engine. The air is
then heated and vented into the cabin area through a valve which can be controlled from the
instrument panel. When the valve is completely closed off, the heated air is vented back into
the engine compartment. The heater outlets in the cabin are located between each set of
seats. Control for the heater system is located on the right panel, below the instruments.
The windshield is kept clear of frost, ice, etc., by a defroster system which operates from
the heater muff, but has in individual control.
Fresh air for the cabin interior is picked up from air inlets in the leading edge of each
wing at the intersection of the tapered and straight section and passed to outlets located
beside the front and center set of seats. In addition, an air scoop located in the leading edge
of the fin directs air to individual overhead vents.
t
184
----------- \
8
1. nmT MROUO
2. D € C R 0 6 R R V A L V E
3. DECRO6TLR O U T L O
4. HEAT AND DEFROSTER A1 R CONTROLS
I. OVERHEAD C R U H At R W C T
6. CRCtH A I R OUTLET
7. OVERHEAD VENT B L W E R
8. FRESH AIR I N L O
9. AIR W X
10. CAEIN ~ ~ T O V T L E T
11. C A U N A I R EXHAUST *
I t . DRAIN TUOE
i
Figure 13- 1. Cabin Heater, Defrosten and Fresh Air System (PA-32RT-300)
HEATING m YENTILArnG
LANCE I1 SERVICE MANUAL
---------
1. H-T SH ROUO
2. D e F R O 6 l E R VALVE
3. DEFROSTER OUT-
4. HEAT A N 0 DEFROSTER A I R C O N T R O U
S. OVERHEAO FRESH AIR DUCT
6. FRESH A I R O U W
7. OVERHEAO VENT K O W E R
8. F R O H AIR INLET
9. AIR BOX
10. CABIN Hl%T O W L -
11. CABIN AIR EXHAUS7
12. DRAIN TUBE
Figm 13-2. Cabin Heater, Defroster and Fresh Air System (PA-32RT-300T)
13-5. DESCRIPTION. The blower is mounted in the aft section of the fuselage and is
connected to the overhead vent system. The blower draws air in from the dorsal fin and
forces it thought the ducting whenever desired.
SECTION XIV
14-2. DESCRIPTION. Components used for this installation consist of a two cylinder,
piston type compressor supported by special bracketry located on the front of the engine.
The compressor is driven by a V-belt connected to the engine ring gear which drives the
compressor through a magnetic clutch. An evaporator mounted in a fabricated housing
along with the receiverdehydrator, circulating fan, thermal expansion valve and related
plumbing is mounted in the rear of the cabin aft of the baggage area. The condenser is
installed in the bottom portion of the fuselage tail section and is hinge mounted to allow its
extension into the airstream during system operation. The condenser is electrically operated
to provide two positions automatically, as required (system on - fully extended and system
off - fully retracted). The system is protected by a Ranco type pressure switch which
automatically controls the condenser maximum head pressures by temporarily declutchmg
the compressor in the event the pressure becomes excessively high. The controls are located
in the aircraft instrument panel'adjacent to the heater and defroster levers, and consist of an
air conditioning ON-OFF control, a three position fan control (LOW - OFF HIGH) to -
govern the cold air velocity and a temperature control.
The system design is such that there is no increase in drag to the aircraft, during its
take+ff flight conditions. During maximum power demands the compressor is de-clutched
and the condenser door is automatically retracted.
NOTE
NOTE
NOTE
For each 1,000 feet of elevation above sea level, the gauge
readings will be about one inch of mercury or 112 psi higher
than the chart indicates.
It must be pointed out that the actual temperature of the air pas~ixlgover the coils of
the evaporator will be several degrees wanner allowing for a temperature rise caused by the
loss in the fins and tubing of the evaporator.
The importance of a seasonal check up of the air conditioning system should be brought
to the attention of the customer whenever possible. A thorough check of the system
performed in a methodical manner will reveal trouble the customer is often not aware of.
Locating and repairing the trouble early will usually result in savings to the customer both in
time and additional troubles that too often result from neglect.
A Performance Test of the system is the only positive way in which the complete system
can be checked for efficient operation. The air conditioning system should be given this test
before work is begun on the system whenever possible, however, if the system is completely
inoperative, repairs must be performed before the system can be properly tested. The test
can uncover further work that must be performed before the system is brought to its full
operating efficiency. The Performance Test should always be performed after repair work
has been done and before the aircraft is released to the customer. The serviceman
performing this test carefully will insure that the repairs have been properly performed and
that the system will operate satisfactorily.
The Performance Test when properly performed includes a thorough examination of the
outside of the system as well as the inside. Many related parts are overlooked because it is
felt they are of no bearing on the operating efficiency of the unit. For this reason, a
thorough visual inspection of the complete system should be performed, followed by an
operating inspection of the system.
5. Do not discharge R-12 into an open flame o r onto a very hot surface
(500O F+). Poisonous phosgene gas is generated by the action of the heat o n
the refrigerant.
6. Do not apply direct flame o r other high heat source t o a R-12container due
to the high pressures which will result. If any heating is done to R-12
containers the container pressure should be monitored and kept below 150
psi.
B. SYSTEM SERVICING PRECAUTIONS.
1. Systems should be discharged slowly to prevent the escape of liquid
refrigerant and the loss of the lubricating oil.
2. Systems shouid not be left open t o the atmosphere when discharged.
Moisture and other contamination may enter and damage open systems.
3. Never introduce anything but pure refrigerant and refrigerant oil into a
system.
4. Keep refrigerant oil containers tightly sealed and clean to prevent absorption
of moisture or other contamination.
5. Use only approved refrigeration oil in the compressor. If any doubt exists
about the cleanliness of the compressor oil, replace it with new oil.
6. Never reuse oil removed from the system. Discard it.
7. When Loctite Refrigerant Sealant has been used on a joint it must be heated
to 400° F prior t o disassembly. Loctite must be used t o seal any pipe
threads in the system lines.
8. Replace the receiverdehydrator assembly on any system which has been
operating with a leak allowing air to enter the svstem. If a
receiverdehydrator is left open to the atmosphere it should be replaced due
to the loss of effectiveness of the drying compound it contains.
NOTE
914
,
Figure 142. Service Vahes
146. SERVICE VALVES. The purpose of the service valve is to service the air
conditioning system. (Testing, Bleeding, Evacuating and Charging). This aircraft is equipped
with service valves mounted in the suction and discharge lines of the evaporator assembly.
These valves are the "2" position type Schrader valves. AU normal air conditioning service
should be performed at the evaporator assembly mounted valves.
NOTE
Senrice valves are also located on the compressor. However,
use of these valves in servicing is not recommended.
NOTE
If a Schrader service valve is not serviceable, the core
assembly must be replaced.
14-7. SERVICE VALVE REPLACEMENT. The valves on the compressor are sealed with a
gasket placed in the valve port boss. Lubricate the gasket with refrigerant oil of the type
used in the compressor, place the valves with the tube fitting facing aft and secure with .3 12
bolts, torque to 15-23 inch pounds.
NOTE
Whenever the air conditioning refrigerant lines or system is
opened for any reason, the lines and fittings should be
capped and sealed immediately to prevent dirt and other
contaminants from entering the system. (It is not advisable to
put a plug into the hoses or fittings.)
TO SUCTION TO DISCHARGE
SE.?VICE V A L V SEAVICE VALVE
TO VACUUM PUMP OR
REFRIGERANT CYLINDER
14-8. TEST GAUGE AND MANIFOLD SET. The proper testing and diagnosis of the air
conditioning system require that a manifold gauge set be attached into the system. This set
consists of two gauges mounted to a manifold. One gauge is a high pressure gauge used in
the discharge side of the system. The other is a low pressure gauge used in the suction side
of the system. The manifold is a device having fittings for both gauges and connection hoses
with provisions for controlling the flow of refrigerant through the manifold. See Figures
14-3 and 14-4.
The center port of the manifold set is used for charging o r evacuation procedures, or any
other service that may be necessary.
Both the high and low side of the manifold have hand shut-off valves. When the hand
valve is turned all the way in, in a clockwise direction, the manifold is closed. The pressures
on that side of the system will, however, be recorded o n the gauge above the hose.
Cracking the hand valve, in the counterclockwise direction, opens the system t o the
middle service port of the manifold set. This is desirable only when it is necessary to let
refrigerant out o r into the system. Refer t o Figures 14-3 and 14-4.
14-9. CHECKING THE SYSTEM FOR LEAKS. There are several methods of doing this
operation, depending on the type of equipment which is available. Two methods of
performing this check will be covered in the following paragraphs.
DIAGRAM A
DIAGRAM B
DIAGRAM C
DIAGRAM D
989
COMPOUND
PRESSURE GAGE
SCHRADER VALVE
CHRAOER VALVE
REFR l GERAN
CONTAINER
OPEN TO 50 P.S.I. EVAPORATOR ASS'Y
THEN CLOSE
NOTE
Evacuate system prior to leak check.
NOTE
CAUTION
COMPOUND 'GAGE
P U L L 26 TO 28 RESSURE GAGE
INCHES VACUUM
SCHRADER V A L V E
27.99 100
COMCOUNO G A U G E
R E A D I N G I N INCHCS
28.89 80
OF MERCURY VACUUM 29.40 60
29.7 1 40
29.82 20
29.88 0
L
NOTE
For each 1,000 feet of elevation a b w e sea level, the
compound gauge reading will be about one inch lower,
numerically.
CAUTION
b. Connect the manifold gauge set to the airplane service valves. (Refer t o Figure 14-6.)
c. The high and low manifold hand valves should be in the closed position. (Refer to
Figures 14-3 and 14-4.)
d. Connect the center manifold hose to the inlet of the vacuum pump.
NOTE
e. Start the vacuum pump and open the low side manifold hand valve. Observe the
compound, low pressure gauge needle, it should show a slight vacuum.
f. Continue t o operate the vacuum pump until 26 to 28 inches of vacuum is attained
on the low pressure gauge, then extend the operation for another 25 minutes.
g. If the system cannot maintain 26 to 28 inches of vacuum, close both manifold hand
valves and observe the compound gauge.
h. Should the compound gauge show a loss of vacuum, there is a leak in the system
which must be repaired before continuing with evacuation.
i. If no leaks are evident, reopen both manifold hand valves and continue the
evacuation for another 3 0 minutes.
j. Close both manifold hand valves, stop vacuum pump and disconnect center manifold
hose from the vacuum pump.
k. Proceed to charge the system in accordance with paragraph 14-14.
NOTE
The system should be charged as soon as it has been evacuated.
NOTE
a. With the system discharged and evacuated, proceed t o hook-up the charging stand.
(Refer to Figure 1 4 8 . )
b. Fill the charging cylinder by opening the valve at the base of the charging cylinder
and filling the sight glass with two pounds of liquid refrigerant.
c. If refrigerant stops filling the sight glass, open the valve at the top of the gauge neck
assembly intermittently t o relieve head pressure and allow refrigerant t o continue filling the
sight glass to the required amount.
d. When refrigerant reaches the required level in the slght glars, close both the valve at
the base of the cylinder and the valve at the bottom of refrigerant tank. Be sure the top
valve is fully closed.
NOTE
If bubbling occurs in sight glass, reopen the cylinder base
valve momentarily to equalize drum and cylinder pressure.
CAUTION
a With the system evacuated as outlined in paragraph 14-13, connect the refrigerant
charging hose to the manifold (refer to Figure 14-8) and purge the charging hose of air.
b. Place the refrigerant container on a scale to observe the amount of refrigerant
entering the system. Open the high pressure valve and add as much refrigerant as possible.
c. Close the high pressure valve, start the engine and operate it at 900 to I000 RPM.
d. Operate the air conditioner and set controls to maximum cooling.
e. Open the low pressure valve and complete charging the system.
f. Close the low pressure valve after two pounds of refrigerant has been added to the
system.
g. With the system still operating, observe the sight glass in the top of the
receiverdehydrator by removing the plastic plug.
h. The sight glass should be clear of any bubbles or foam. If bubbles or foam are seen
passing through the sight glass, it is an indication of a low refrigerant charge in the system
and more refrigerant is required. This check should be made with OAT of 70° F or higher
and with the air conditioner operating.
i. If more refrigerant must be added t o the system, open the low pressure valve and
increase engine speed to 2000 RPM and observe the sight glass. After the sight glass has
cleared. close the low pressure valve and observe the pressure gauges. At 1000 RPM the
gauge pressure should be 15 to 2 0 psi on the low side and 150 t o 200 on the high side.
ACCESSORIES AND U T E I T I E S
2K8
LANCE I1 SERVICE MANUAL
OISCWRQ UNE -
CONDENSER
W l O N UNE RECEIVER
OEHrDRAm
I--
-- -
nrnffi
EVAR*UTOR
I
THIS UO Q HOSE
- - MUST HAVE OEVlQ
TO MPRESS
SMRADER VALVE
>
Ccma,
ST-
- - ---
OPTIONAL MTH& PRVOSAED M E T ~
NOTE
Suspect leaks or an inaccurate scale if two pounds of
refrigerant does not fill the system.
j. Shut off the air conditioning system and airplane engine. Then, remove the charging
lines from the Schrader valves with care due to the refrigerant remaining in the hose.
NOTE
A shop cloth should be used to divert escaping refrigerant
when disconnecting the charging hose from the Schrader
valve. Recap the valve.
NOTE
k. Shut off the air conditioner and engine. Remove the charging hose from the
Schrader valve with care due to refrigerant remaining in the line.
1. Replace the access panels.
14-18. COMPRESSOR SERVICE. It is not advisable to service the compressor in the field.
It should be done by a qualified shop which has the special equipment and trained personnel
required to properly service the unit.
Maintenance to this unit and its related components is limited to the replacement of
worn drive belt and magnetic clutch. Any other senrice requires removal of the compressor
from the system.
NOTE
NOTE
f. Loosen the bolt securing the compressor idler pulley t o release the belt tension and
remove belt from compressor pulley. (Do not force belt over the pulleys.)
g. Support the compressor and remove the 6 bolts securing the compressor to the
engine mounting brackets.
CAUTION
d. Connect the discharge and suction lines to their respective service valve fittings.
e. Evacuate and charge the system per paragraphs 14-13 and 14-14.
WARNING
14-21. CHECKING COMPRESSOR OIL. The oil level should be checked any time the system is discharged.
The following steps should be followed to perform this check.
a. It will be necessary to discharge the system. (Refer to Paragraph 14-12.)
b. Fabricate an oil dipstick. (Refer to Figure 14-9.)
c. Remove the oil fill plug. (A .375 inch plug in the top side of the compressor crankcase.)
d. Before inserting the dipstick, the crankshaft Woodruff key should be located in the up position. (The
front face of the compressor clutch is marked with a stamped “K” indicating the key position.) The oil
level should be measured from the lowest point in the crankcase. Use the long end of the dipstick. (See
Figure 14-9.)
e. With the compressor in the installed position use Table XIV-III to determine the amount of oil in the
crankcase.
f. The compressor should never be operated with less than 6 ounces of oil. When oil is added the level
should not go above 10 ounces. Piper refrigerant oil PMS-L2000 or equivalent 500 viscosity
refrigerant oil must be used.
g. Evacuate and charge system. (Per Paragraphs 14-13 and 14-14.)
NOTE
CAUTION
The oil plug should not be removed with pressure in the system.
CAUTION
Do not force the belts into the pulley sheaves. Remove the
idler assemblies, if necessary, and the alternator lower
mounting bolts in order to install the belts.
e. Check the belt and pulley alignment of the compressor and/or alternator by the
following method:
1. A datum lint mmt be established for checking belt and pulley alignment. A
nominal dimension must be established betwen the forwsd edge of the compressor belt
and the forward machined surface of the ring par.Tbis dimamion should be taken at the
ring gear assembly where the belt is in its sheave. The amount of misdignmmt can then be
determined at the other pulley sheaves by using a stiff straightedge of suffieient length to
extend from the front of the ring s a r to the component sheaves.
NOTE
Insure adequate ring gear surface contact to provide a solid
base for the straightedge.
s3a
903
NOMINAL DIMENSION FOR
COMPRESSOR BELT ALIGNMENT
MISALIGNMENT
DIMENSION
- t
1. RING GEAR
2. COMPRESSOR IDLER PULLEY
3. COMPRWOR
4. COMPRESSOR
5. ALTERNATOR
S f RAIGHT EDGE 6. RING GEAR
1. COMPRWOR BELT
DATUM LINE 1. C O M P R W O R IDLER SHEAVE
(FORWARD SURFACE OF RING GEAR) 9. COMPRESSOR SHEAVE
10. RING GEAR SHEAVE
11. ALTERNATOR BELT
12. ALTERNATOR SHEAVE
13. ALTERNATOR IDLER SHEAVE
S17
SEE VlEW
T- *INT '*A"
/ POINT "9"
941
VlEW A
SAFETY WIRE
Issued: 1/3/78
LANCE11 SERMCE MANUAL
2. Obtain a basic measurement from the top of the ring gear by measuring the
width of the starter ring gear plus the dimension from the forward machined surface of the
ring gear to the forward edge of the compressor drive belt. (Refer to Figure 14-1 0.)
3. The check and adjustments of the compressor and/or alternator drive belts
require different procedures. Refer t o following appropriate instructions.
f. Compressor Belt Alignment: (Refer to Figure 14-10.)
1. Place the straightede against the right forward side of the ring gear and measure
be1t alignment at compressor sheave (Point-B).
2. Measure belt alignment at the compressor idler pulley (Point-A). The belt
misalignment at Point-A should be half the misalignment of Point-B and the dimension at
the top of the ring par and in the same direction for and aft.
3. If at Point-A nominal misalignment is not within f .030 of an inch, as obtained
from step 2, add or remwe shims as required. Belt alignment should be made as close to
nominal as shims will allow.
g Alternator Belt Alignment: (Refer to Figure 14-10.)
1. With the alternator belt installed, align the idler pulley in the belt plane by
adding or removing shims, P/N 62833-82 as required. Refer to paragraph 14-23 for belt
tension adjustment.
_ a Adjust new compressor belt to 120 pounds span tension and new alternator belt to
90-100 pounds span tension. Use a calibrated belt tension gauge.
NOTE
d. Shut down engine and recheck both belt tensions. If compressor belt tension falls as
low as 60 pounds, retension to 80 pounds. If alternator belt tension falls below 50 pounds,
retension to 70 pounds.
e. This tension check should be made at every 100 hours or annual inspection,
whichever occurs first.
f. Check all idler and bracket bolts for safety and replace engine cowling.
MAGNETIC CLUTCH.
CAUTION
Do not use a wheel puller on the outer flange of the pulley.
This can damage the pulley grooves o r clutch bearings.
c. Remove the four bolts securing the field assembly against the compressor bosses and
remove the bolts, washers and field assembly.
-
413
I. CAPSCREW
2. R O T O R P U L L E Y ASS'Y
3. CAPSCREWS AN0 LOCK W A S H E R S
4. t l E L 0 ASS'Y
5. COMPRESSOR
\
I
NOTE
The compressor shaft m ~betclean and free from buns.
d. Slide the pulley assembly (2) over the field assembly and onto the crankshaft, now
torque the field assembly 85 to 120 inch pounds. Then secure pulley assembly with washer
and new self-locking capscrew (I). Torque the capscrew to 180 to 240 inch pounds.
NOTE
If the clutch is not engaged while tightening the capscrew,
insert a spanner into the holes provided in the armature face.
e. Spin the pulley by hand to check for any interference between-the field (4) and
rotor pulley assemblies (2). A rubbing noise can be heard as the pulley rotates if there is
interference. The rotor pulley assembly must be removed and the mounting of the field
assembly adjusted until the interference is eliminated.
NOTE
Before any of the hose couplings are uncoupled, the system
must be completely discharged. (See Paragraph 14-12.)
1428. RECEIVER-DEHYDRATOR.
NOTE
This part is not serviceable, it must be replaced. The
receiverdehydrator should be replaced when the system has
been operated without a charge or is left open.
NOTE
Torque the fittings (See Table XTV-11)
b. Evacuate and recharge the system in accordance with paragraphs 1 4 1 3 and 14-14.
NOTE
Whenever it is necessary to remove and replace the cabin rear
panel, it should be replaced and sealed in the original manner.
If it is not, because of the low pressure area in the cabin,
exhaust gases may seep into the cabin.
WARNING
-
1437. EXPANSION VALVE REMOVAL. The expansion valve is located in the evaporator
, assembly between the receiver drier and the evaporator inlet. The capillary coil is attached
to the evaporator outlet line.
a. Remove the necessary access panels and discharge system.
b. Remove the capillary coil from the outlet line. (Do not kink the capillary tube.)
c. Uncouple all related tube fittings. (See Paragraph 145, B-7.)
NOTE
TO EVAPORATOR
VALVE ASS'Y
CAP1 LLARY C O I L
NOTE
Discharge the system before disassembling any components
for service.
WRAP T A P E AROUND T l ( E R Y O I T 4 T
C U I L L U Y LLAVINO SCRVlCC
PORT ACCESSIBLE.
I. S I W T GLASS
2 SCIVICI! VALVE (SCIIRAOERI I H I I
I. C A C I L L U Y C O I L
CF S W I T C H (RANCOI
b. Uncouple the liquid line from the inlet side of the reveiverdehydrator and the
suction line from the evaporator core outlet. (See Paragraph 14-5, B-7.)
c. Disconnect the related electrical wires.
d. Remove flexible air duct from housing outlet. Remove drain hose from housing.
e. Remove temperature probe from evaporator housing.'
, f. Remove the screws attaching the support bracket and evaporator housing to the
mounting panel. Remove the assembly through the access hole in the bulkhead.
WARNING
14-42. PRESSURE RELIEF SWITCH (Ranco). The pressure relief switch automatically
prevents the system from over pressurization by breaking the electrical circuit to the
magnetic clutch. stopping the compressor until pressure is reduced. The switch is located in
the line between the receiver and expansion valve.
NOTE
14-43. ELECTRICAL INSTALLATION. The electrical system, routing and component are
installed and routed in the conventional aircraft manner. The wiring harness is connected to
switches in the climate control center on the right side of the instrument panel. The
harnesses cross the instrument panel to the left side where two (2) wires are taken off for
the compressor clutch. The harness then passes aft along the left side of the fuselage where
it connects t o the blower motor, pressure relief switch and the condenser actuating motor.
COYPRESSOR
F
igu
re 14-1 5. Air Conditioning W i Schematic
14-45. FUSE REPLACEMENT. There are three fuses located behind the air conditioning
system control panel. A 20 amp circuit breaker mounted in the circuit breaker panel
protects the complete air conditioning electrical system.
Mechanical
Mechanical
L -- -- --- p
L
-
-
Refrigeration
Mechanical
Refrigeration
Issued: 1/3/78
LANCE 11 SERVICE MANUAL
14-48. DESCRIP?ION. The optional oxygen system available in the PA-32RT-300T renders the
aircraft capable of cruising at higher altitudes.
The oxygen system uses two portable units consisting of two, 22 cu. ft. capacity cylinders
contained in two carrying cases which utilize dual manifolds, perrnimng 4 masks to be used from
each unit. two masks from each single outlet using a dual connector.
CAUTION
Use only aviation breathing oxygen when having the oxygen bottle
charged. MIL-0-27210C specifies that the moisture content of
aviation breathing oxygen must not exceed 0.005 milligrams of
water vapor per liter of gas at a temperature of 70°F and a pressure
of 760 millimeters of mercury.
WARNING
Do not use grease or any grease type fittings on any hardware that
connects to the oxygen bottle or system hardware. When working
with the system make sure hands, clothing, and tools are free of
oil, grease, and din when working with the oxygen system.
An oxygen unit can be released from its cradle by pulling down on the ring under the cradle.
sliding the unit forward, and lifting it out of the cradle.
2s 0s
1 OXYGEN B O W S
2. MOUNTING BRACKET
3. FACE MASK
14-5 1. TESTING FOR LEAKS. Apply detector fluid type CD- I solution or its equivalent. The
solution should be shaken to obtain suds or foam. The suds or foam should be applied sparingly to
the joints of a closed system. Look for traces of bubbles. No visible leakage should be found. Repair
or replace any defective parts and retest system.
With the system pressurized to service pressure, further tests can be made. The rate of any leak
should not exceed one percent of the total supply per 24 hour period. All traces of the detector fluid
should be wiped off at the conclusion of the examination.
14-52. MAINTENANCE.
a. Check the cylinder to be sure it is securely mounted.
b. Check the cylinder for the ICC identification number and for the date of the last FAA
inspection and test.
c. If cylinder is completely empty it must be completely disassembled and inspected in an
FAA or manufacturer approved facility before recharging.
d. Refer to FAA Manual AC 43.13-lA for more details.
14-55. PURGING OXYGEN SYSTJN. The system should be purged whenever the cylinder
pressure falls below 50 PSI or if any lines are left open for any length of time. Also, if the bottle is left
at below 200 PSI it may develop odors from bacterial growth. This will make it necessary to purge
the system. Use the following procedures:
CAUTION
14-56. CLEANING OF FACE MASKS. The disposable masks are designed for one-time use and
require no maintenance. The pilot's and co-pilot's masks can be cleaned as follows:
a. Remove the microphone from the mask.
b. Remove the sponge rubber discs from the mask turrets. Do not use soap to clean sponge
rubber discs, as this would deteriorate the rubber and give off unpleasant odors. Clean in clean water
and squeeze dry.
c. Wash the rest of the mask with a very mild solution of soap and water.
d. Rinse the mask thoroughly to remove all traces of soap.
e. Make sure the sides of the breathing bag do not stick together while drying, as this may
decrease the life of the rubber in the bag. The mask can be sterilized with a solution of 70 percent
ethyl alcohol.