model s2rhg – t65 maintenance manual

7/25/2019 Model S2RHG T65 Maintenance Manual

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THRUSH AIRCRAFT, INC MODEL S2RHG-T65 TURBO THRUSHAIRCRAFT MAINTENANCE MANUAL

Effective: 09/16/05 i

AIRCRAFT MAINTENANCE MANUAL

SINGLE AND DUAL COCKPIT

Model S2RHG T65Serial Numbers T65HG 011 & Up, T65HG 013 DC & Up

Manual Number: T65HG-2Issued May 5, 2004

Revised September 16, 2005

Manufacturers Serial Number: ____________________________________________

Registration Number: ____________________________________________________

Thrush Aircraft Inc.P. O. Box 3149300 Old Pretor ia Road

Albany, GA 31706Telephone: 229-883-1440Fax: 229-436-4856


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LOG of PAGES

ii Effective: 09/16/05

INTRODUCTION

Page Date

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SECTION 1

GENERAL

INFORMATION

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SECTION 2

SERVICING &

INSPECTION

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SECTION 2

SERVICING &

INSPECTION

(Continued)

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SECTION 3

HYDRAULICS

Page Date

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SECTION 4

POWERPLANT &

PROPELLER

Page Date

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LOG of PAGES

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SECTION 4

POWERPLANT &

PROPELLER(Continued)

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SECTION 5FUEL SYSTEM

Page .......................................... Date

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SECTION 6

LANDING GEAR,

WHEELS & BRAKES

Page Date

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2 .......................................... 09/16/05

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6 .......................................... 09/16/05

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SECTION 6

LANDING GEAR,

WHEELS & BRAKES

(Continued)

Page Date

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SECTION 7

FLIGHT CONTROLS

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LOG of PAGES

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SECTION 7

FLIGHT CONTROLS

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SECTION 8

INSTRUMENTS

Page Date1 .......................................... 09/16/05

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SECTION 9

DISPERSAL SYSTEMS

Page Date

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SECTION 10

ELECTRICAL

SYSTEM

Page Date

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SECTION 10

ELECTRICAL

SYSTEM

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SECTION 11

AIRWORTHINESS

LIMITATIONS

Page Date1 .......................................... 05/05/04

2 .......................................... 05/05/04


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Effective: 05/25/05 v

LOG OF REVISIONSRev.No.

FAAAcceptance Date

Section Pages Description of RevisionFAA

Accepted

NEW JUL 26, 2004 ALL ALL NEW BOOK C. Lorenzen

R1 05/25/05

Prelude

1

2

4

5

6

7

iii, iii, iv

vi

6

24

25

27,28

32

52

32, 36

35

9

11

1, 3, 4, 5,6, 6a

10, 11, 12,12a, 12b

19, 19a,

20, 20a,22, 22a

13, 14

39

Revise cover.Revise log of pages.Revise log of Revisions.

Typo, toe instead of to.

Change inspection procedure.

Change inspection intervals for FCUvent.

Added more detailed inspection for tailgear.

Change inspection interval for controlstick bolt inspection.

P/N typo, MS21044N instead ofMS20144N, added MS21046 andMS21245.

Propeller blade typo, changed toM10876AS instead of AN.

Typo, -65AR instead of-67AR.

P/N typo, should be CS3204 instead ofCS3024.

Change caution pressure.

Updated tail gear servicing information.

Added servicing information on metallicbrakes.

Updated and added tail gear and brake

illustrations.

Reword sentence, change vertical fininstallation procedure.

P/N typo, changed to AN960-716washer, MS21042-7 Nut.

C. Lorenzen


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vi Effective: 09/16/05

LOG OF REVISIONSRev.No.

FAAAcceptance Date


Accepted

R2

Forward

Section1

Section

2

Section4

Section5

Section6

iii-iv

vi & viiviii

12

35

6

1&2

812

1344

1&23

2526

2729

12

35

121316

1&24

56

15 & 16

2230 & 31

Revised Cover SheetRevised Log of Pages

Added R2 Log of RevisionsAdded paragraph

Updated Table of ContentsAdded phone ext., added dualcockpit aft CG limitUpdated wing area for extensionReworded Cockpit to reflect dualcockpit. Corrected wing tanklocationCorrected wheel size

Updated Table of Contents

Added P & W Service phone #Corrected fuel specifications,improved description of fuel drains

Added CautionRevised Torque Chart

Updated Table of ContentsAdded dual cockpit enginestatementClarified wordingCorrected figure reference

Clarified chart referenceCorrected max continuous HP

Updated Table of ContentsDeleted redundant wording,clarified fuel gauge operation

Added specific drain instructionsRe-formatted chart for clarity

Added Figure referenceChanged Note to Caution

Added Figure

Updated Table of ContentsChanged sentence to WarningExpanded instructions in H. & B.

Added Warning to C.Added instructions in K.Added C., sealing instructionsConsolidated Brake LiningConditioning ProceduresUpdated Figure 6-1

Added new Figures


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THRUSH AIRCRAFT INC

MODEL S2RHG-T65 TURBO THRUSH

AIRPLANE MAINTENANCE MANUAL

Effective: 09/16/05 vii

Rev.No.

FAAAcceptance Date


Accepted

R2(Contd)

Section7

Section8

Section9

Section10

1&29

121314 & 15

26 40

114 & 15

1 & 2

1 & 211-50

Updated Table of ContentsDeleted unnecessary sentence

Corrected torque valuesAdded rigging toleranceCorrected/clarified splice fittingremoval instructionsRe-ordered Figures

Updated Table of ContentsNoted these instrument markingcharts not applicable to dual cockpit

Updated Table of Contents

Updated Table of ContentsUpdated electrical diagrams


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viii Effective: 09/16/05

INTRODUCTION

This publication provides information for the Thrush Aircraft, Inc. Model S2RHG-T65Turbo Thrush Aircraft. Installations or equipment will vary from model to model due tothe wide range of optional equipment. The information contained within this manual is

based on data available at the time of publication and will be kept current by changes orservice publications.

This manual contains information on aircraft systems and operating procedures requiredfor safe and effective maintenance. It shall not, however, be used as a substitute forsound judgment.

In this manual:

*** WARNING *** Indicates a strong possibility of severe personal injury or lossof life if instructions are not followed.

** CAUTION ** Indicates a possibility of personal injury or equipmentdamage if instructions are not followed.

* NOTE* Gives helpful information.

** CAUTION **

Detailed descriptions of standard workshop procedures,safety principles and service operations are NOT included inthis manual. Please note that this manual DOES containwarnings and cautions against some specific service

methods which could cause PERSONAL INJURY or coulddamage an aircraft or MAKE IT UNSAFE. Pleaseunderstand that these warnings cannot cover all conceivableways in which service, whether or not recommended byThrush Aircraft Inc., might be done or of the possiblehazardous consequences of each conceivable way, norcould Thrush Aircraft Inc. investigate all such ways. Anyoneusing service procedures or tools, whether or notrecommended by Thrush Aircraft Inc., must satisfy himselfthoroughly that neither personal safety nor aircraft safety willbe jeopardized.

Changes to this manual accomplished under the latest revision are marked with a solidvertical line next to the change in the page margin. Formatting changes, minor wordingchanges and correction of minor typographical errors are not marked as changes. If thepage is new or completely revised, only the effective date will be updated.

All information contained in this manual is based on the latest product informationavailable at the time of printing. We reserve the right to make changes at any timewithout notice.


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Effective: 9/16/05 1-1

SECTION 1

GENERAL INFORMATION

TABLE OF CONTENTS

GENERAL DESCRIPTION ............................................................................................. 2CONTACT INFORMATION .................................................................................. 2

PRINCIPAL DIMENSIONS ............................................................................................. 2GENERAL.................................................................................................................. 2WING......................................................................................................................... 2HORIZONTAL STABILIZER AND ELEVATORS ....................................................... 3VERTICAL STABILIZER AND RUDDER ................................................................... 3

AREAS....................................................................................................................... 3SUPPLIER FURNISHED COMPONENT MANUALS................................................. 3

AIRCRAFT STRUCTURE............................................................................................... 4

FUSELAGE................................................................................................................ 4WING......................................................................................................................... 4EMPENNAGE............................................................................................................4COCKPIT................................................................................................................... 5

AIRCRAFT SYSTEMS.................................................................................................... 5HYDRAULIC SYSTEMS ............................................................................................ 5POWER PLANT & PROPELLER............................................................................... 5FUEL SYSTEM.......................................................................................................... 5LANDING GEAR, WHEELS & BRAKES.................................................................... 7FLIGHT CONTROLS ................................................................................................. 7INSTRUMENTS......................................................................................................... 7

ELECTRICAL SYSTEM ............................................................................................. 7AIRCRAFT WEIGHT & BALANCE............................................................................. 7

Figure 1-1: Aircraft 3-view ............................................................................... 8Figure 1-2: Aircraft Stations............................................................................. 9


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1-2 Effective: 9/16/05

GENERAL DESCRIPTIONThe Thrush Aircraft Inc Turbo Thrush is designed especially for agricultural flying. It is amonoplane featuring a full cantilever low wing and all metal construction. The design andconstruction of the airframe components assure all structural integrity, flight safety, andminimum maintenance requirements. The Turbo Thrush is designed for the highest crashload factors in the industry. Safety and reliability of operation and maximum pilot crashprotection are proven and effective features of the design. The high strength overturnstructure is a proven design. The fuselage and overturn structure, constructed throughoutof chrome-moly steel tubing, is immensely strong in the cockpit area.

CONTACT INFORMATION

For further information related to this manual, please contact our Product SupportManager at(229) 883-1440 extension 524.

PRINCIPAL DIMENSIONSGENERAL

Wing Span Extended Tip 47.5 feet

Overall Length 33.33 feet

Height To Top Of Canopy 10.0 feet

Main Gear Tread 9.35 feet

Main Gear To Tail Wheel 19.71 feet

WING

Type Full CantileverAirfoil Section NACA 4412

Dihedral 3.50 Degrees

C. G. Range (See Airplane Flight Manual for pertinent data)

Forward Limit

Forward Limit at 7600 pounds and below is22.5 inches aft of datum.

Forward Limit at 10500 pounds is 26 inches

aft of datum with straight line variations to

7600 pounds at 22.5 inches.

Aft Limit 29.0 Inches Aft Of Datum28.0 inches for dual cockpit

Datum Datum Is The Leading Edge Of The Wing.

Aileron Travel

-Up 21 Degrees 1 Degree

-Down 17 Degrees 1 Degree

Flap Travel Down 15 Degrees 1 Degree


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HORIZONTAL STABILIZER AND ELEVATORS

Span 204 Inches (17')

Elevator Travel



Trim Tab Travel



VERTICAL STABILIZER AND RUDDER

Rudder Travel 22 Degrees 1 Degree

AREAS

Wing 362.9 Square Feet

Aileron (Each) 23.40 Square Feet

Flaps (Each) 15.30 Square Feet

Stabilizer 39.30 Square Feet

Elevators 20.40 Square Feet

Elevator Tabs (Each) 1.30 Square Feet

Fin with Dorsal 13.78 Square Feet

Rudder 11.40 Square Feet

SUPPLIER FURNISHED COMPONENT MANUALS

COMPONENT MANUAL PART #

PT6A-60AGMaintenance ManualVol. I & II

3034342

Parts Manual 3034344

PT6A-65AG, PT6A-65AR,PT6A-65B

Maintenance ManualVol. I & II

3032843


PT6A-45A, PT6A-45B,PT6A-45R

Maintenance ManualVol. I & II

3027042


Propeller Owners Manual 139


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1-4 Effective: 05/05/04

AIRCRAFT STRUCTUREFUSELAGE

The fuselage is comprised of a welded tubular steel frame, fiberglass hopper, anddetachable skins. An overturn structure forms an integral part of the fuselage frame. The

frame structure, fittings, bushings, brackets, and so forth are fabricated from 4130chrome-moly seamless steel tubing.

As a corrosion preventative, hot linseed oil is pumped throughout the entire weldedstructure. On an average, 12 gallons are pumped into the frame and 11 to 11 gallonsdrain out, leaving a residual coating on all members. The exterior of the frame issandblasted, etched, and primed, which is followed by two coats of polyurethane paintthat is resistant to chemical reaction.

The fuselage is covered with heat treated Alclad panels attached with camloc fasteners.Side skins can be removed using only a screwdriver, thus exposing the fuselage framefor thorough cleaning and inspection. All skins are supported clear of the fuselage tubing

to prevent accumulation of corrosive chemicals. The seams and lap joints of the skinpanel support structure are sealed with a special compound to eliminate chemical actionbetween the mating surfaces. Each skin panel is etched, primed, and painted beforeassembly to insure complete coverage. All bottom fuselage skins around the hopperopening and aft to the tail post are made of stainless steel. The skin fasteners in the highcorrosion areas are also stainless steel.

WING

The wing has a constant chord of 90 inches, and is all metal, full cantilever design. Themassive main spar is a tension field beam structure constructed from Alclad webs andhigh strength heat-treated steel caps. All wing skins, ribs, and leading edges are

constructed from Alclad heat-treated material. The leading edge structure is madeespecially strong to minimize denting and is riveted with universal rivets for strength. Thefuel tanks, which are located in the inboard section of the wing, are an integral part of thestructure. Close pitch riveting of the seams, substantial reinforcement, and flexiblesealants minimize chances of rupture in crash conditions. Drain holes are provided inadjacent bays to prevent accumulation of fuel in the event of a leak. The ailerons andflaps are all metal construction and are hinged on ball bearings. The flaps are electricallyoperated by push rods and are completely sealed against chemical entry. Flap hingesare stainless steel.

EMPENNAGE

The horizontal stabilizer, elevator, rudder and vertical fin are an all-metal structure. Allskins, ribs and leading edges are constructed from alclad material. The movable surfacesare hinged on sealed bearings that can be easily replaced. The rudder and the elevatorhave aerodynamic balances that are protected by overhangs on the fixed surfaces.


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COCKPIT

There are two choices of the enclosed cockpit canopies for the Turbo Thrush (1) theSINGLE cockpit canopy or (2) the DUAL cockpit canopy. The overturn structure of bothis exceptionally strong and welded to "hard points" in the fuselage frame. The forwardbracing supports the windshield support channels and is welded to a lateral tube that iscurved to provide more head clearance. The fiberglass canopy shell has extra thicknesson the top portion and is well attached to the extra large steel tube structure so that it willserve as a skid in case of overturn. The large canopy doors permit easy entrance to oneor both cockpits. The doors should not be removed for flight, as the aircraft performancewill be lowered. The cockpit seat belts are anchored to the seat structure, and theshoulder harnesses are secured to a steel channel at the bottom of the seat structure.The seats adjust vertically. The rudder pedals adjust fore and aft. The windshield is athree-piece construction. The center section is tempered safety plate glass for betterresistance to scratching and is enclosed in a stainless steel frame. The windshield sidepanels are Plexiglas and are curved to provide streamlining.

AIRCRAFT SYSTEMSHYDRAULIC SYSTEMS

The hydraulic system consists of two master brake cylinders with hydraulic linesconnecting the master cylinders to the wheel brake cylinders. Applying toe pressure onthe rudder pedals actuates the master cylinders, which are located just aft of the pilotsrudder pedals. A small reservoir is incorporated within each master cylinder to supply thesystem with brake fluid.

POWER PLANT & PROPELLER

The Turbo Thrush is powered by the PT6, a lightweight free turbine engine incorporatinga reverse flow combustion path, designed for aircraft propulsion use. It utilizes two

counter rotating turbine sections. One drives the compressor, and the other drives thepropeller through a reduction gearbox. The latter turbine is "free" or independent of thecompressor turbine. More recent and higher-powered models incorporate a two-stagefree turbine. The PT6 has been produced in several models and has been adapted to amultitude of uses.

The propeller has five blades mounted on a hollow hub, in the front end of which is aservo-piston that moves forward under servo-oil pressure or rearward under featherreturn spring pressure, assisted by counterweights. There are five links from the servo-piston, one going to each blade root. These links transmit forward motion of the servo-piston to the blade roots and pivot the blades in the decrease pitch direction. Whenservo-piston pressure is relieved, the servo-piston moves rearward under feather returnspring pressure and pivots the blades in the increase pitch direction. This action isassisted by centrifugal force of the counterweight on each blade root.

FUEL SYSTEM

A 230-gallon fuel supply is available for the Turbo Thrush. In each wing, fuel is containedinside integral wing tanks (wet wing fuel tanks) just outboard of the wing walks. The leftwing and right wing fuel tanks are interconnected through a 5 U.S. gallon header tank thatis located in the fuselage. The fuel supply lines, to the engine, are routed from the headertank outlet finger screen through a fuel shutoff (on/off) valve to an electric driven fuel


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1-6 Effective: 05/05/04

boost pump.

The electrically driven fuel boost pump serves two purposes, first as a backup system toprovide continuous fuel pressure to the engine high pressure fuel pump in case theengine driven fuel boost pump fails and secondly to provide boosted fuel pressure to theengine high pressure fuel pump during engine starting. The electric driven fuel boostpump discharge is then routed through a 25-micron main fuel filter to an engine driven

fuel boost pump.

The aircrafts fuel system is equipped with two fuel filters, a inch mesh finger strainer isinstalled in the outlet fitting from the header tank and a 25-micron, airframe supplied, mainfuel filter located on the forward L/H side of the firewall. Fuel from the aircraft fuel systementers the engines high pressure fuel pump which has two fuel filters of its own, an 74-micron inlet filter and a 10-micron discharge filter (refer to the engine appropriatemaintenance manual for pertinent maintenance details for the engine supplied filters andfuel system).

The fuel tank vent system is designed to keep the fuel spillage to a minimum. The fueltanks are vented through tubing connected at both the inboard and outboard ends of the

individual fuel tanks to the centrally located vent system in the fuselage. Ram air enters avent scoop, on the fuselage, under the left wing and pressurizes the vent system tomaintain positive pressure on the fuel tanks. The vent system is provided with two quickdrains, located on the fuselage under each wing, to drain any fuel that might happened tohave got in the tanks outboard vent lines.

At engine shutdown, fuel from the start control unit or the flow divider/dump valve, locatedat the 6 oclock position on the engine fuel nozzle manifold, is directed to a residue fuelreservoir EPA tank mounted inboard on the L/H aft shin skin. This reservoir holdsapproximately 3 engine shutdowns worth of fuel before the fuel will exit the reservoir ventsystem. (NOTE: This reservoir should be emptied after each engine shutdown.) (NOTE:It is common and normal after an engine compressor Water Wash or PerformanceRecovery Wash to have water or soap appear in the reservoirs drained waste fuel.)

The fuel quantity gauge is located on the lower left instrument panel. The fuel quantityindicating system consists of two transmitters, one indicator gauge, and an L/H or R/Htank fuel quantity selector switch. A transmitter installed in each wing tank transmits anelectrical signal to the single fuel quantity indicator. The instrument reads both the leftand right fuel tanks singularly as chosen by the electrical control switch, adjacent to thefuel quantity indicator gauge on the instrument panel.

The two fuel tanks are serviced through filler ports located on the top of both wings. Thefiller ports incorporate security chains to prevent the loss of the fuel caps. Service theaircraft from refueling facilities that utilize proper ground handling equipment and filter

systems to remove impurities and water accumulation from the bulk fuel. If filteringfacilities are not available, filter the fuel through a quality high-grade chamois. Fuel tanksshould be serviced after the last flight of each day to reduce condensation and allow anyentrapped water accumulations to settle to the fuel system drains, to be removed, prior tothe next flight.

Prior to the first flight of the day the header tank and fuel filter should be drained to checkfor the presence of water or sediment in the fuel system. If there is a possibility, at anytime, that any tank may contains water, the header tank and fuel filter should be drainedas necessary to ensure no water exists in the fuel system. For fuel system servicing


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information, refer to Section 2.

LANDING GEAR, WHEELS & BRAKES

The main landing gear is made using a formed chrome-moly spring steel unit. The leftmain gear and the right main gear are symmetrical. The main wheels are 29 x 11. Thespring steel construction and design of the main gear allow for absorption of landing

weight and common stresses associated with such, thus eliminating the need for shockstruts. The brake system has individual toe brakes and individual park brakes. The use ofa special N-513 compound cup in each master cylinder permits the use of MIL-H-5606, aheavy-duty aviation hydraulic fluid. The brakes are dual caliper disc types. The tail gearis a spring steel type and uses a 6.00 x 6 tailwheel.

FLIGHT CONTROLS

The flight controls are of conventional design employing extensive use of ball bearings forlow friction and smoothness of operation. The aileron and elevator controls are push rodsystems and the rudder control is through cables. The elevator trim control is actuated bya lever that moves the tab to the desired position through push rods. The wing flaps are

operated electrically and controlled by a switch located on the left side of the cockpit. Therudder controls are interconnected by springs to the aileron system so that a wing may belifted with the rudder alone.

INSTRUMENTS

The standard instruments are located on three separate panels: An upper panel, a leftpanel, and a right panel. The left panel contains a clock, oil temperature, hour meter, fuelpressure, oil pressure, air filter Delta P, and fuel quantity gauges. The right panelcontains a voltmeter, ammeter, and circuit breakers. The upper panel contains all engine-warning lights, torque pressure, ITT indicator, Gas Generator percent RPM, PropellerRPM and standard flight instrument package.

ELECTRICAL SYSTEM

The standard 24 volts and 105 amp electrical system consists of the starting system, thenavigation lights, the wiper/washer system, and the strobe lights. The landing lights, theworking lights, and the air conditioner system are optional. The landing and workinglights may be installed in the field, since the wiring for them is included in the standardwire bundle. The electrical system obtains power from two 24-volt batteries and onestarter/generator. An external power receptacle is standard equipment and may be usedfor connecting a 24-volt ground power unit to the aircraft for engine starting ormaintenance. The ground start system utilizes the master relay so that starting is

accomplished by engaging the starter switch.AIRCRAFT WEIGHT & BALANCE

Refer to S2RHG-T65 Flight Manual for aircraft weight and balance information.


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1-8 Effective: 05/05/04

Figure 1-1: Aircraft 3-view


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Figure 1-2: Aircraft Stations


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SECTION 2

SERVICING & INSPECTION

TABLE OF CONTENTS

SERVICING & INSPECTION.......................................................................................... 3

GROUND HANDLING .................................................................................................... 3TOWING.................................................................................................................... 3

TAXIING .................................................................................................................... 3PARKING................................................................................................................... 3MOORING ................................................................................................................. 3

JACKING ................................................................................................................... 4LEVELING ................................................................................................................. 4

COLD WEATHER OPERATION..................................................................................... 4COLD WEATHER MAINTENANCE HINTS ............................................................... 4

GROUND EMERGENCY PROCEDURES...................................................................... 5

ENGINE FIRES.......................................................................................................... 5ELECTRICAL FIRES ................................................................................................. 5

GROUND OPERATION OF ENGINE ............................................................................. 6BEFORE STARTING ENGINE .................................................................................. 6STARTING ENGINE.................................................................................................. 6ENGINE OPERATIONAL CHECK ............................................................................. 7

SYSTEM AND COMPONENT SERVICING.................................................................... 8HYDRAULIC SYSTEM .............................................................................................. 8ENGINE OIL SYSTEM............................................................................................... 8

FUEL SYSTEM........................................................................................................ 11DEFUELING ............................................................................................................ 13INDUCTION SYSTEM ............................................................................................. 14

LANDING GEAR, WHEELS & BRAKES...................................................................... 14TIRES ...................................................................................................................... 14BRAKE BLEEDING.................................................................................................. 14

INSPECTION ................................................................................................................ 14INSPECTION CHECK LIST..................................................................................... 15

INSPECTION CHART................................................................................................... 16PROPELLER ........................................................................................................... 16

ENGINE EXTERNALS............................................................................................. 17

ENGINE OIL SYSTEM............................................................................................. 18OIL COOLER AUGMENTATION (GROUND).......................................................... 19

ENGINE FUEL SYSTEM ......................................................................................... 19IGNITION SYSTEM ................................................................................................. 20PNEUMATIC SYSTEM ............................................................................................ 21

AIRFRAME FUEL SYSTEM .................................................................................... 21MAIN LANDING GEAR............................................................................................ 21TAIL GEAR .............................................................................................................. 22


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FUSELAGE SKINS.................................................................................................. 24HOPPER.................................................................................................................. 24WINGS..................................................................................................................... 24

FUSELAGE FRAME ................................................................................................ 25CONTROL SYSTEMS ............................................................................................. 26METAL EMPENNAGE ............................................................................................. 27

AILERONS AND FLAPS.......................................................................................... 27COCKPIT................................................................................................................. 28

ELECTRICAL SYSTEM ........................................................................................... 29

CORROSION CONTROL ............................................................................................. 29WINDSHIELD .......................................................................................................... 30HOPPER REPAIR ................................................................................................... 30

FUEL TANK REPAIR............................................................................................... 30BATTERY MAINTENANCE ..................................................................................... 30

Figure 2-1: Tie Down and Jack Points............................................................... 32Figure 2-2: Wing Fuel Fillers and Drains ........................................................... 33

Figure 2-3: Fuselage Fuel Drains ...................................................................... 34

Figure 2-4: Fuel Filter Location.......................................................................... 35

Figure 2-6: Lubrication Chart .............................................................................. 36

Figure 2-7: Torque Chart .................................................................................... 44Figure 2-8: Engine Oil Servicing ......................................................................... 45


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SERVICING & INSPECTION

Standard procedure for ground handling, servicing, inspection, airframe maintenance,lubrication, and storage are included in this Section. Adherence to these procedures on ascheduled basis can save many hours of maintenance and aircraft down time. When asystem component requires service or maintenance other than that outlined in this

Section, refer to the applicable Section of this manual for complete information.

GROUND HANDLING

TOWING

Movement of the aircraft on the ground may be accomplished as follows:

A. Pull and guide the aircraft by means of a tow bar with the tail wheel unlocked.

B. Attach a rope harness to the main gear when there is a need to tow the aircraftforward through snow or over soft and/or muddy ground.

TAXIINGBefore attempting to taxi the aircraft, maintenance personnel should be checked out byqualified personnel. When it is determined that the propeller area is clear, apply thepower to start the taxi roll and perform the following:

A. Push the stick full forward to unlock the tail wheel.

B. Taxi a few feet and check the brake operation.

C. While taxiing, make slight turns to determine that the tail wheel steering isoperative.

D. Avoid taxiing over ground of loose stones, gravel, or other loose material that

may cause foreign object damage to the propeller or to other aircraft in the area.

E. You may taxi with the power lever in the Beta region to govern ground speed.Observe all engine operating limits.

PARKING

Head the aircraft into the wind and set the parking brake. Do not set the parking brakeduring cold wet weather because the accumulated moisture may freeze in the brakes. Donot set the parking brake if the brakes are overheated. Install the internal control lock.Place the chocks under each main wheel.

MOORINGPark aircraft as previously outlined. In winds up to 20 knots, secure the aircraft at thewing tie down rings. For winds above 20 knots, tie the tail and main gear as well as thewings. Install external control surface locks. Be sure to tie the propeller down to preventit from wind milling with zero oil pressure. The aircraft should be placed in a hangar whenwind velocity is predicted to exceed 50 knots. When mooring aircraft, use 3/4-inch manilaor nylon rope. A clove hitch or other anti-slip knot should be employed. If a manila ropeis used for tie down, allow enough slack to compensate for contraction of the rope fiberwithout damaging the aircraft.


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JACKING

Jack points are provided on each main spar and located at wing stations 120 & 193.38.When using the jack points to lift the aircraft, all hopper loads should be removed. (Fig. 2-1) A jack point is also provided on the tail wheel trunnion attach fitting on the lower leftlongeron.

LEVELING

The aircraft may be leveled by raising the tail to an approximate level flight position andby supporting the tail on a stable jack or platform. Adjust the height of the tail wheel untilthe left-hand lower longeron located under the cockpit is level.

COLD WEATHER OPERATION

Aircraft operation in cold weather creates a need for additional maintenance practices andoperating procedures that are not required in moderate temperatures. Wheneverpossible, shelter the aircraft in a heated hangar to prevent frost, ice, or snowaccumulation that requires added maintenance time to remove. These weather

elements, if allowed to accumulate only a fraction of an inch in thickness on the criticalairfoils and control surfaces, seriously degrade aircraft lift and flight control effectiveness.The possibility of aircraft system failures is increased when the aircraft is parked wherewind driven snow or freezing rain can be forced into various openings of the aircraft. Ifthe aircraft is to be moored outside in extreme cold, the battery should be kept fullycharged to prevent freezing. Make certain that all vents, air inlets, and so forth arecovered.

Locating the aircraft inside a heated hanger is the most effective method of preheating theaircraft. The use of an external power unit is recommended to conserve the battery.

COLD WEATHER MAINTENANCE HINTSThe information that follows is intended only for the purpose of supplementing the existinginformation in this manual when operating the aircraft in cold weather. Keeping theaircraft in top maintenance condition during cold weather cannot be over stressed.

The battery should be maintained at full charge during cold weather to prevent freezing.After adding water to the battery in freezing temperatures, charge the battery to mix thewater and electrolyte. A frozen battery may explode when subjected to a high chargerate. Corrosive damage to the area adjacent to an exploded battery will result if theelectrolyte solution is not removed immediately. Instructions for removing spilledelectrolyte are provided in this Section. The battery should be removed and stored in awarm place if the aircraft is to remain idle for an extended period of time.

In the fuel system, condensation is more likely to occur in cold weather due to a morerapid and positive division of moisture content from other fuel properties. If at all possible,use fueling facilities that filter moisture from the fuel. If fueling facilities with filters are notavailable, filter the fuel through a good quality chamois. Fill the tanks with correct gradeof fuel as soon as possible after landing to reduce the possibility of condensation and iceformation in the tanks. Fuel extracted from fuel header tank drain before startingdeserves a closer examination when the aircraft is being operated in cold weather.

Cold weather operation demands procedures that are in addition to normal Post Flight


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Maintenance Procedures. Fill the fuel tanks immediately after flight. If shelter is notavailable, tie the aircraft down and install covers on all vents, openings, etc. as required.

GROUND EMERGENCY PROCEDURES

Emergency procedures must be accomplished as rapidly as possible, should anemergency arise. It is suggested that steps pertaining to each emergency be committed

to memory in order to accelerate the procedure and minimize any possible damage.

ENGINE FIRES

The following Dry Motoring Run procedure is used to clear an engine at any time whendeemed necessary to remove internally trapped fuel and vapor or when there is evidenceof a fire within the engine. Air that passes through the engine serves to purge fuel, vapor,or fire from the combustion sections, the gas generator turbine, the power turbine, and theexhaust system.

A. Fuel Condition Lever - Cut Off

B. Ignition Switch - Off

C. Master Switch - On

D. Fuel Shutoff Valve - On

E. Fuel Auxiliary Pump Switch - On

F. This will provide lubrication for the engine-driven fuel pump.

G. Engine Starter Switch On

*** WARNING ***

If the fire persists, as indicated by sustained

high inter-turbine temperature, close the fuelsystem shutoff valve and continue motoring.

F. Maintain the starter operation for the desired duration. The maximum starterduration is 3 minutes.

G. Engine Starter Switch - Off

H. Fuel Auxiliary Pump Switch - Off

I. Fuel Shutoff Valve - Off

J. Master Switch - Off

K. Allow a 5-minute cooling period for the starter before going any further with thestarting operation.

ELECTRICAL FIRES

Circuit breakers will automatically trip and stop the current flow to a shorted circuit.However, as a safety precaution in the event of an electrical fire, turn the battery switchesto off. Use a fire extinguisher approved for electrical fires to extinguish the flame.


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GROUND OPERATION OF ENGINE

BEFORE STARTING ENGINE

Visually check the aircraft for general condition. Verify that all Camlocs on the skinpanels are fastened. Remove all accumulations of frost, ice, or snow in cold weatherfrom the wing, the tail, and the control surfaces. Check that the control surfaces contain

no internal accumulations of ice. Remove the inlet and exhaust covers, if fitted. If nightflight is planned, check the operation of all lights and have a flashlight available.

After a complete visual inspection has been accomplished, the following checklist may beused for the external prestart check. The aircraft should be headed into the wind andshould have the wheel chocks in place.

A. A fire extinguisher must be readily available in the event of an engine fire.

B. Check the engine oil level. Assure that the oil system has been serviced with thecorrect grade of oil.

C. Verify that the internal control lock has been removed and that the controls

operate freely.

D. Set the parking brake.

E. Check the fuel quantity in both tanks.

F. Set the trim tabs for takeoff.

G. Clear the area of all personnel.

STARTING ENGINE

Use the following procedure to start the PT6A engine.

A. Battery and Generator Switches - On

B. Power Lever - Idle

C. Propeller Lever Feather

D. Fuel Condition Lever - Cut Off

E. Fuel Shutoff Valve On

F. Fuel Auxiliary Pump Switch - On

G. Fuel Inlet Pressure Indicator - Check 5 PSIG Minimum

H. Engine Starter Switch On. The minimum speed to obtain a satisfactory light is13% Ng.

I. After approximately 5 seconds of motoring at the stabilized gas generator speed,turn the Ignition Switch On and move the Condition Lever to the Ground (low)idle position.

J. Observe that the engine accelerates normally to idle RPM and the maximumallowable inter-turbine temperature-starting limit is not exceeded.

** CAUTION **


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Whenever the gas generator fails to light off within 10seconds after moving the fuel condition lever to the ground(low) idle position: pull fuel condition lever to idle cutoff andturn ignition and starter switches off. Allow a 30-second fueldraining period that is followed by a 15-second dry motoringrun before attempting another start. If for any reason a

starting attempt is discontinued, allow the engine to come to acomplete stop and then accomplish a Dry Motoring Run asdescribed above under Engine Fires.

When the engine attains idle rpm:

K. Engine Starter Switch and Ignition Switch - Off

L. Oil Pressure - Check 60 PSIG Minimum

M. Fuel Auxiliary Pump - Off

N. Fuel Pressure from Engine Driven Pump - Check 5 PSI Minimum

O. Generator Charging Check

ENGINE OPERATIONAL CHECK

** CAUTION **

Fill hopper and hold the elevator control firmlyfull up during all high power ground operationsto keep aircraft from nosing over.

Refer to Section Four and/or Pratt & Whitney Maintenance Manual for specific operationalchecks.

Before proceeding with a ground run up, be sure that the propeller system is purged byfeathering the propeller once or twice with the power control lever in idle position.

The following procedure should be used to check the propeller over speed governor.

A. Place the propeller lever in full increase RPM position (forward).

B. Turn prop test switch on.

C. Increase RPM with the power lever until governing occurs. This should occur at1598 20 RPM. (In no case should any engine limitations be exceeded.)

D. Reduce power back to idle.

E. Turn prop test switch off.

*NOTE*

If RPM is not governed at 1598 20 RPM withthe prop test switch on, consult Section IV ofthis manual for adjustment of the overspeedgovernor.


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SYSTEM AND COMPONENT SERVICING

Servicing procedures contained in this Section are confined to those maintenance actionsthat occur with routine frequency and require a reasonably short period of time toaccomplish. Servicing practices and maintenance to aircraft systems and componentsthat require less frequent attention are contained in the appropriate Section of this

manual.

HYDRAULIC SYSTEM

The hydraulic system consists of two master brake cylinders and the necessary hydrauliclines connecting the master cylinders to the wheel brake cylinders. Applying toe pressureon the rudder pedals actuates the master cylinders, which are located just aft of the pilotsrudder pedals. Refer to Section Six for brake servicing procedures.

ENGINE OIL SYSTEMRef. Figure 2-8

The oils that are specified for the lubrication system are detailed in the Pratt and WhitneyCanada Service Bulletin 13001. All oils listed in the bulletin are approved for flightoperation. It is recommended for all turbo aircraft that the oil should be changed every400 hours. The oil system contains 13 U.S. quarts.

In cases where oils that are approved are not available, an operator must obtain priorapproval or recommendations for use of substitution oil from the Service Department,Pratt and Whitney Canada Corp, 1000 Marie-Victorin, Longueuil, Quebec, Canada J4K1A1. Phone: 1-800-268-8000 (U.S. & Canada) or 450-647-8000 (International).

A. OIL LEVEL CHECK

1. To avoid overfilling of oil tank, and high oil consumption, an oil level check

is recommended within 30 minutes after shutdown. Ideal interval is 15 to 20minutes. If more than 30 minutes has passed, and the dipstick indicatesthat oil is needed, start the engine and run at ground idle (low idle) for fiveminutes, and recheck oil level.

** CAUTION **

Do not mix different brands, viscositys, or typesof oil since their chemical structures may makethem incompatible. If different types of oilbecome mixed, drain and flush the system.Refill with new oil.

2. Unlock the filler cap and dipstick from the filler neck at the eleven o'clockposition on the accessory gearbox and remove the filler cap.

3. Check the oil tank contents against the markings on the dipstick. Serviceas required.

* NOTE *

The graduations on the dipstick indicate the oil level in U.S.quarts below maximum capacity of the oil tank. The normal


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cold oil level is the Maximum Cold mark on the dipstick. Thenormal hot level is Maximum Hot mark on the dipstick. Adipstick reading of 3 will indicate that the system requires 2U.S. quarts to replenish to normal level if the oil is cold. If theoil is hot, it will take 3 U.S. quarts to replenish.

4. If the engine is nose high or nose low, compensation must be made toavoid over or under servicing.

B. If the oil level is too low to register on the dipstick due to possible excessiveconsumption or if low or fluctuating pressures have been recorded, refer toTroubleshooting - Lubrication Problems in the Pratt and Whitney MaintenanceManual for the action to be taken. After that has been accomplished, proceed asfollows to check the oil level.

1. Fill the oil tank to the appropriate normal level. Record the quantity of oiladded to the system.

2. Install the filler cap and dipstick. Ensure that the cap is locked securely.

3. Run the engine idle for approximately 5 minutes.

4. Check the oil level.

5. Check the oil filter per applicable Pratt & Whitney Maintenance Manual.

C. On engines which have remained stationary for a period of 12 hours or more,proceed as follows to check the oil level.

1. Start the engine and run at idle speed for a minimum of 2 minutes.

2. Feather the propeller.

3. Shut down the engine.

4. Check the oil level.

D. Recommendations for oil change intervals are based on the performance ofspecific brands of oil, specific types of oil, specific engine models, and specificoperating criteria. General oil change intervals may be extended periodically andwill be reflected by revisions to the Pratt and Whitney Engine Service Bulletin13001. Permission for extension of oil drain intervals may be granted tooperators through monitoring programs, which are conducted by most major oilcompanies that have been approved by Pratt and Whitney Canada. ServiceBulletin 13001 will be revised periodically to include newly approved oils. Referto Figure 2-8 for the locations called out in the following procedure.

1. Place suitable containers or drip pan under the engine.

2. Remove lock wire from the main oil tanks drain plug (Figure 2-8, #6) fromboss on compressor inlet case. Remove drain plug. Discard the preformedpacking. Also drain oil at drain port on left shin skin (on aircraft equippedwith quick drain).

3. Remove the rear case drain plug (Figure 2-8, #2) from the six o'clockposition on the rear face of the accessory gearbox housing. Discard thepreformed packing.


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2-10 Effective 05/05/04

4. Remove the chip detector (Figure 2-8, #3) from the six o'clock position onthe reduction gearbox front case. Discard the preformed packing.

5. Visually examine the drained oil for the presence of foreign matter.

E. Refill the oil tank by accomplishing the following procedures.

1. Install the chip detector with new preformed packing on the reduction

gearbox. Torque chip detector body 45 to 55 lb. in. and lock wire.

2. Install rear case drain plug with new preformed packing in the accessorygearbox housing. Tighten and torque to 215 to 240 lb. in. and lock wire.

3. Install the drain plug with the new preformed packing in the bottom of the airinlet case and lock wire. Install a cap on the drain port on the left shin skin(on aircraft equipped with quick drain) and lock wire.

4. Fill the oil tank with the specified oil to the level of maximum graduation onthe dipstick.

F. Install the filler cap and dipstick assembly in the oil tank. Ensure that the cap is

locked securely.1. Start the engine and run at idle for approximately 2 minutes to circulate the

oil through the system.



4. Check the oil level in the tank. Replenish, as required, to the normal levelon the dipstick.

5. Install the filler cap and dipstick assembly in the oil tank. Ensure that thecap is locked securely.

G. If an engine is to be operated with an oil brand or type that differs from that onwhich it previously operated or if the oil system has been contaminated by otherthan metallic matter, the oil system should be flushed by following the stepsbelow:

1. Place suitable containers or drip pan under the engine.

2. Remove the oil drain plug or chip detector from the reduction gearbox andthe plugs from the inlet case and the accessory gearbox housing.

** CAUTION **

Limit the engine rotation to the minimum whichis required to accomplish the complete draining.

Also observe the starter operating limitations.

3. With the drains open, place the starting control lever to cutoff and theignition switch to off. Motor the engine with the starter only to allow thescavenge pumps to clear all lubricating oil.

4. Reinstall all drain plugs and the chip detector.

5. Refill the engine oil tank with new type oil.


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6. Start engine and run at idle speed for a minimum of two minutes.



9. Repeat Steps 1. through 3.

10. Remove the main oil filter. Clean or replace the filter and reinstall.11. Remove the reduction gearbox oil strainer and clean. Reinstall the strainer.

12. Reinstall all engine drain plugs and the chip detector. Tighten, torque, andlock wire.

13. Repeat Steps 5. through 8.

14. Check the oil levels and replenish, as necessary.

15. Install the filler cap and dipstick assembly in the filler tube. Ensure that thecap is correctly installed and locked.

** CAUTION **

Different formulations of the various oil brands may havevarying detergent actions. After an oil brand change, theabove may cause the release of carbon particles into the oilsystem which would result in the clogging of the scavengescreen. After a change of oil brand, the main oil filter shouldbe inspected for carbon particles at 10-hour intervals. Thereshould be 5 inspections for a total of 50 hours, and the filtershould be checked at the routine oil filter checks thereafter upto 500 hours. If an excess of the amount of carbon is noted,the following steps should be accomplished.

a. Remove the drain plug from the six o'clock position on the accessorygearbox.

b. Using a mirror and light, inspect the scavenge screen through thedrain hole.

c. If there is evidence of carbon, try to dislodge it with a stiff paintbrush.

d. Flush out any removed carbon.

e. If the carbon cannot be removed by the above method, theaccessory gearbox should be removed and the screen cleaned.Refer to the Accessory Gearbox Section in the Pratt and WhitneyMaintenance Manual for the removal procedure.

FUEL SYSTEM

A. Refuel the aircraft with fueling facilities that contain filters for removing themoisture content from the fuel. If the fueling facilities with filters are not available,filter the fuel through a good grade of chamois. The fuel tanks should beserviced after the last flight of the day to allow maximum time for the moisture toreach the header tank. Service the aircraft with Jet A, Jet B, JP-4, or JP-5. If jetfuel is not available, aviation gasoline MIL-G-5572 (all grades) may be used for a


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maximum of 150 hours between overhauls. For the Restricted Category, servicethe aircraft with Jet A, Jet B, JP-4, JP-5, or automotive diesel number 1D or 2D inaccordance with P&WC Specifications CPW204, CPW 46 and CPW 381.

Automotive diesel fuel is approved only for flights when the free air temperatureis above +20 degrees Fahrenheit use grade #1D or +40 degrees Fahrenheit usegrade #2D.

*** WARNING ***

Ground the aircraft and the fuel servicingequipment to the aircraft. Smoking in or aroundthe aircraft during refueling operations isprohibited. Fire protection equipment must beimmediately available.

1. Turn all the switches off.

2. Remove the fuel filler cap. Fill the tank until the fuel level rises to the fillerneck. Install the fuel filler cap and service the opposite fuel tank.

* NOTE *

As the wing tanks are interconnected throughthe header tank, the fuel can flow from one tankto another. Topping off both wing tanks may berequired more than one time to assure that bothwing tanks are full.

3. After fueling is complete, check for security of both fill port caps. Wash anyspilled fuel from the wing surface with clean water.

B. Three fuel drain points are provided to allow fuel draining in order to extract themoisture and sediment entrapped in the system. The drains are located at thebottom of each wing tank, the header tank, and firewall fuel filter (Fig. 2-3). Alsoprovided are two fuel vent drains, located on each side of fuselage under thewings (see Fig. 2-4). Finally, a drain port is provided to drain the residual fuelreservoir. At engine shutdown, fuel from the flow divider/dump valve, located atthe 6 oclock position on the engines fuel nozzle manifold, is directed to aresiduel fuel reservoir EPA tank located on the L/H cowl shin skin. Thisreservoir holds approximately 3 engine shutdowns worth of fuel before the fuelwill exit the reservoirs vent system. All fuel drains should be drained prior to the

first flight of the day. Drain a small quantity of fuel into a transparent container topermit inspection for the presence of moisture or sediment. The fuel should thenbe drained until all evidence of moisture or sediment disappears.

* NOTE *

The residual fuel reservoir (EPA tank) should beemptied after each engine shutdown.


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* NOTE *

It is common and normal after an enginecompressor Water Wash or PerformanceRecovery Wash to have water or soap appearin the reservoirs drained waste fuel.

** CAUTION **

Visually check that all drain valves are closedafter draining.

C. The airframe is equipped with two fuel filters, a inch mesh finger strainer isinstalled in the outlet fitting from the header tank and an airframe supplied,gascolator type, 25-micron main fuel filter located on the forward L/H side of thefirewall. Inspect the inch mesh finger strainer annually or if the fuel system issuspected or has been contaminated with foreign debris: i.e. Main fuel filter redbypass indicator was popped, main fuel filter has contamination, foreign debris

noted in drained fuel sample container, known fuel contamination etc. The 25-micron main fuel filter element should be inspected, cleaned or replaced, andreinstalled every 100 hours, when the red fuel bypass indicator button haspopped, or any time fuel system contamination is suspected. Refer to chapter 5for main fuel filter servicing procedures.

*** WARNING ***

If the red fuel bypass indicator button haspopped out, determine and remove the cause ofthe fuel obstruction before further flight.Remove, inspect, clean or replace, and reinstall

the filter 25-micron element. You may thenreset the red bypass button by pressing it in withfinger pressure.

DEFUELING

During the defueling operation, jet fuel fumes are present; therefore, extreme cautionmust be exercised to prevent fire hazards.

*** WARNING ***

Smoking on or around the aircraft is not

permitted during the defueling procedure. Fireextinguishing equipment must be immediatelyavailable.

A. Ground aircraft and all defueling equipment or containers to the aircraft.

B. Place a vented container of adequate capacity under each of the three drainpoints. Verify that the containers are properly grounded to the aircraft.

C. Open the drain valves and allow all fuel to drain.


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D. Close the drain valves and move the fuel containers to a safe distance from theaircraft.

E. Verify that all the drain valves are closed.

INDUCTION SYSTEM

The prime difference between the agricultural and a normal installation is the air cleaningsystem incorporated in the engine air intake system. The air filter is located below theengine air inlet plenum between the center and rear fire seals and is a washable reusablebarrier type filter.POWER PLANT INTERNAL CLEANING

Refer to Pratt & Whitney Canada Maintenance Manual for proper internal cleaning.

** CAUTION **

Chemicals should not be allowed to remain in an engine anylonger than overnight, and a water wash should not beperformed any sooner than 45 minutes after shutdown. It

may be more convenient and practical to wash the enginebefore working the next morning. This is acceptable ifextremely corrosive chemicals are not being used.

LANDING GEAR, WHEELS & BRAKES

Check all gear assemblies for general cleanliness, security of mounting, and hydraulicleaks at prescribed inspection intervals. Lubricate all lubrication points on main and tailgear assemblies at prescribed intervals.

TIRES

Tires should be inspected for proper inflation, breaks, cuts, and foreign objects in tread,flat spots and exposed cord. Replace tire if there is any question of its reliability. Properinflation is necessary for maximum tire life. Maintain 29x11-10pr main wheel pressure ata minimum of 40 psi to a maximum of 62 psi, depending on the load and runwayconditions. 6.00-6 8pr tail wheel tire pressure should be 55 psi maximum. The wheelsand tires are balanced assemblies. If tires are suspected of being out of balance, theymay be balanced on automotive type balancing equipment. If aircraft is out of service,rotate tires every seven days to prevent flat spots from developing.

BRAKE BLEEDING

Brake bleeding should be performed when air is suspected of being entrapped in brake

lines. See Section Six for brake bleeding procedures.

INSPECTION

Only the items to be inspected are listed and details as to how to check or what to checkfor are generally excluded. Those checks can be found in specified Section of thismanual.


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Effective: 05/25/05 2-15

INSPECTION CHECK LIST

A. Movable parts are to be checked for lubrication, servicing, security of attachment,binding, excessive wear, Safety, proper operation, proper adjustment, correcttravel, cracked fittings, security of hinges, defective bearings, cleanliness,corrosion, deformation, sealing, and tension.

B. Fluid lines and hoses are to be checked for leaks, cracks, dents, kinks, chafing,proper radius, security, corrosion, deterioration, obstructions, and foreign matter.

C. Metal parts are to be checked for security of attachment, cracks, and metaldistortion, broken spot welds, corrosion, condition of paint, and any otherapparent damage.

D. Wiring is to be checked for security, chafing, burning, defective insulation, andloose or broken terminals, heat deterioration, and corroded terminals.

E. Bolts in critical areas are to be checked for correct torque, or when visualinspection indicates the need for a torque check. See (Fig 2-7) Torque Chart.

F. Filters, screens, and fluids are to be checked for cleanliness, contaminationand/or replacement at specified intervals.

This Manual contains information on aircraft systems and operating procedures requiredfor safe and effective maintenance. It shall not be used as a substitute for sound

judgment.

Clean the aircraft prior to performing any inspections on the airframe or engine. Beforeremoval of detachable skins, fairings, and cowlings wash all exterior surfaces of theaircraft with plain water and any commercial soap or detergent. Soap and detergent areorganic chemicals and it is important that all traces be removed by flushing with plainwater.

*NOTE*

Certain chemicals cannot be removedeffectively by detergent solutions. Specialcleaning agents are available for that purpose. Itis suggested that the chemical suppliers becontacted for cleaning agents that are suitablefor those special needs.

Inspection intervals are greatly influenced by particular operational priorities, operatingconditions, environment, and routine inspection results.

Perform the tasks shown in the following Inspection Chart at the prescribed intervals, ormore often if necessary.


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2-16 Effective 05/25/05

INSPECTION CHART

PROPELLER

(Refer to Hartzell Manual #139 Propeller Owners Manual andLogbook.)

Daily

50

HRS

100

HRS

400

HRS

1. Remove the spinner and check for cracks.X

2. Check the back plate for cracks and corrosion.X

3. Check for grease and oil leaks.X

4. Check the pitch rods and lock nutsX

5. Check the condition of the reverse return springs.X

6.

Check the hub bolts and balance screws of the

blades for safety.

X

7. Inspect the hub parts for cracks and corrosion. X

8.

Lubricate the propeller with Aeroshell 6 greaseonly. Remove the rear Zerk fitting from eachblade clamp. Using a hand operated grease gun,grease each forward fitting slowly. Lubrication iscomplete when grease emerges in a steady flowwith no air pockets or moisture, and has the colorand texture of the new grease. Reinstalled the

rear Zerk fittings.

X

9.

Inspect the blades for nicks and cracks. Refer tothe Hartzell Manual #139.

*** WARNING ***

The propeller blades must be shot peenedbetween stations 7.0 and 30.0 on bothface and camber sides. Blades havingdamage to the shot peened areasexceeding 0.015 inch deep (includingmaterial removal necessary to blend outsuch damage) must be removed fromservice and the reworked area shotpeened before further flight. NOTE: Forleading and trailing edge damage, a 0.250inch deep rework limit applies before shotpeening is required.

X

10. Check counterweight bolts for safety. X


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Effective: 05/25/05 2-17

PROPELLER

(Continued) Daily

50

HRS

100

HRS

400

HRS

11. Check ring rod-end jam nuts. X

12.Re-install spinner. Rotate prop and checkalignment of low pitch stop collar. (.010 max.runout)

X

13.

Check carbon block side clearance.

New Block: .001 -.002 clearance

Used Block: .010-max allowed

X

14. Check beta control valve clevis slot end foralignment with face of cap nut.

X

15. Check fuel governor reset arm for hitting stop. X

16. Check prop governor control levers for hitting stopin low and high pitch.

X

17. Check reversing cable housing jam nuts and pinsfor safety and condition of housing.

X

18. Inspect overspeed governor. X

ENGINE EXTERNALSREFER TO THE ENGINES APPROPRIATE PRATT & WHITNEY

MAINTENANCE MANUAL FOR PERTINENT DETAILS ONENGINE INSPECTION

Daily

50

HRS

100

HRS

400

HRS

1.Check the tubing, wiring, control linkages, andhose assemblies for security of all the accessibleconnections, clamps, and brackets.

X

2. Check tubing and hose assemblies for evidence ofwear, chafing, cracks, and corrosion.

X

3.

Check the tubing, wiring, control linkages, and

hose assemblies for evidence of fuel and oilleakage.

X

4. Lubricate interconnecting rod ball ends, whereapplicable.

X

5. Check the air inlet screen area for cleanliness. X


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2-18 Effective 05/25/05

ENGINE EXTERNALS (Continued)Daily

50

HRS

100

HRS

400

HRS

6. Check the gas generator case for cracks,distortion, and corrosion.

X

7. Check the fire seals for cracks and security ofbrackets and seals.

X

8. Check the exhaust duct for cracks and distortion. X

9. Check the propeller shaft seal for oil leaks. X

10. Check security and condition of engine mounts. X

11. Check the security of the accessories. X

12. Check the security of accessory linkages. X

13. Check the security of pneumatic lines. X

14. Check for evidence of oil and fuel leaks inaccessory areas.

X

16. Check security and mounting of starter/ generator.

Check brushes for wear.X

ENGINE OIL SYSTEM

** CAUTION **

Do not mix different brands or types of oil whenchanging oil or when replenishin

model s2rhg – t65 maintenance manual

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