Piper Seneca II Service Manual - SM 761-590
Piper Seneca II Service Manual - SM 761-590
Piper Seneca II Service Manual - SM 761-590
II
SERVICE
MANUAL
CARD1 OF3
II
SENECA
PA-34-200T
PIPERAIRCRAFT
CORPORATION
NUMBER
(PART 761590)
1A1
PIPER SENECA II SERVICE MANUAL
Identificationof revisedmaterial:
Revisedtext and illustrationsare indicatedby a black verticalline alongthe left-handmargin of the frame,
oppositerevisedor addedmaterial.Revisionlines indicateonly currentrevisionswith changesand additionsto
existing text and illustrations.Changes in capitalization,spelling,punctuation,indexing,physical locationof
the material,or completepage additionsare not identifiedby revisionlines.
Interim Revisions*
If there is morethan one interim revision on a page, the most recent will have the letters IR next to the
revision line. Any otherrevision lines may reflect a previouspermanentrevisionor previous interimrevision.
Check the RevisionStatus page for revisionhistory.
Revisions to Service Manual 761 590 issued October 11, 1979 are as follows:
* INTERIM CHANGE
Revisions appear in Sections III,V, and VII of card 1.
There are no other changes in this service manual.
Please discard your current card 1 and replace it
with this revised one. DO NOT DISCARD CARDS 2
or 3.
1A2
TABLE OF CONTENTS
AEROFICHE CARD NO. 1 GRID NO.
INTRODUCTION ................................... 1A13
I
HANDLING AND SERVICING ...................... 1A16
II INSPECTION ....................................... 1 C23
IV STRUCTURES...................................... 1 D12
V SURFACE CONTROLS ............................. 1 F21
VI HYDRAULIC SYSTEM .............................. 113
VII LANDING GEAR AND BRAKE SYSTEM ............ 1J5
AEROFICHE CARD NO. 2
VIII POWERPLANT ............................... ..... . 2A9
IX FUEL SYSTEM ............................... .2D4
X INSTRUMENTS .............................. .2E8
XI ELECTRICAL SYSTEM ....................... 2F16
XII ELECTRONICS ............................... 2120
XIII HEATING AND VENTILATING SYSTEM ...... . 2J6
AEROFICHE CARD NO. 3
XIV ACCESSORIES AND UTILITIES ................... .3A6
1A3
1A4
INTENTIONALLYLEFT BLANK
PIPER SENECA II SERVICE MANUAL
LIST OF ILLUSTRATIONS
Figure Aerofiche
Grid No.
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PIPER SENECA II SERVICE MANUAL
Figure Aerofiche
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Revised: 12/08/83
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PIPER SENECA II SERVICE MANUAL
Figure Aerofiche
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PIPER SENECA II SERVICE MANUAL
Figure Aerofiche
Grid No.
NOTE
Revised:11/12/82
lA8
PIPER SENECA II SERVICE MANUAL
Figure Aerofiche
Grid No.
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1A9
PIPER SENECA II SERVICE MANUAL
Figure Aerofiche
Grid No.
Revised:3/16/81
1A10
PIPER SENECA II SERVICE MANUAL
LIST OF TABLES
Table Aerofiche
Grid No.
11-1. Leading Particulars and Principal Dimensions .............................. IA21
11-11. Recommended Torque Values ............................................ IB2
II-11A. Flare Fitting Torque Chart ............................................... 1B4
II-IIB. Thread Lubricants ....................................................... 1B4
II-III. Conversion Tables ...................................................... 1C8
Chart A. Inches to Millimeter ............................................ 1C9
Chart B. Fraction; Decimal Conversions ................................... 1CII
Chart C. Centigrade Fahrenheit Conversion Table .......................... 1C12
Chart D. English Vs. Metric .............................................. 1C13
Chart E. Decimal Millimeter Equivalents of Drill Sizes
from 1 2" to No. 80 ................................................... 1C14
II-IV. List of Consumable Materials ............................................. 1C15
III-1. Inspection Report ....................................................... 1D2
IV-I. Maximum Distances Between Fluid Tubing Supports ........................ 1D19
IV-II. Maximum Resistance Values Allowed for Electrical Bonding.................. 1D19
IV-III. List of Materials (Thermoplastic Repair) ......... .......................... 1F7
IV-IV. Balance Specifications ................................................ 1F17
V-II. Control Surface Travels and Cable Tensions ................................ 1F23
V-II. Cable Tension Vs. Ambient Temperature ................................... 1F24
V-Ill.
V-III. Troubleshooting Chart (Surface Controls) .................................. 1H17
Leading Particulars. Hydraulic Pump ...................................... 1112
Characteristics. Hydraulic Pump Motor 1112
VI-l.
Troubleshooting Chart (Hydraulic System) ................................. 1122
VII-I. Nose Gear Service Tolerances ............................................. IJ12
Main Gear Service Tolerances ............................................. 1K7
VI I-111.
VII-l. Toe-In - Toe-Out Correction Chart ....................................... IK15
Troubleshooting Chart (Landing Gear) ..................................... 1L15
VIII-ll. Propeller Specifications .................................................. 2A18
VII-IV. Propeller Chamber Pressure Requirements .................................. 2A18
VIII-III. Engine Data ............................................................ 2A21
VIII-IV. Fuel Flow Vs. Engine Speed .............................................. 2C17
Metered Fuel Assembly Calibration ........................................ 2C18
Limits - Fuel Flow Vs. Brake H.P........................................ 2C19
VIII-VII. Troubleshooting Chart (Engine)........................................... 2C20
IX-I. Fuel Quantity Sender Gauge Tolerances .................................... 2D20
IX-II. Fuel Gauge Reading Tolerances ........................................... 2E4
IX-ll. Gauge Readings' Resistance With Fuel in Tanks ............................. 2E5
IX-IV. Troubleshooting Chart (Fuel System) ...................................... 2E6
X-I. Gvro Pressure System .................................................... 2E12
X-II. Directional Gyro Indicator ............................................... 2E20
X-lll. Gvro Horizon Indicator ................................................. 2E21
X-IV. Rate of Climb Indicator ......... ....................................... 2E22
X-V. Altimeter .............................................................. 2E23
Revised: 3/16/81
1All
PIPER SENECA II SERVICE MANUAL
Table Aerofiche
Grid No.
I Revised:8/10/80
1A12
SECTION
I
INTRODUCTION
Aerofiche
Paragraph Grid No.
Reissued: 10/11/79
1A13
PIPERSENECAI SERVICEMANUAL
SECTIONI
INTRODUCTION
1-1. GENERAL. This manual contains service and maintenance instructions for the Piper PA-34-200T
Seneca II, designedand 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. Sections II and III comprise the service part of this manual; whereas, Sections
IV through XIV comprise the maintenance instructions. The service instructions include ground handling,
servicing and inspection. The maintenance instructions for each system include troubleshooting, removal
and installation of components, and corrective maintenance and testing; 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. Section II
gives leading particulars and principal dimensions,along with ground handling, while each major system is
described in its appropriate section of the manual For a more detailed description of the airplane, refer to
the Owner's Handbook.
1-3. DESCRIPTION. The Seneca II is a six place (seventh seat optional), twin engine, low-wingmonoplane
of all metal construction. The following paragraphs provide descriptions of the major components and
systems.
1-4. WING. The laminar flow wing is of all metal stressed-skin,full cantilever, low-wingdesign, consisting
of two wing panels bolted to a spar box assemblyin the fuselage.The wing tips are removable.The ailerons
are cable and push rod controlled and are aero dynamically balanced. The trailing edge wing flaps are
manually operated.
1-5. EMPENNAGE.The empennage consists of the fin, rudder, rudder trim tab, stabilator and stabilator
trim tabs. The rudder and stabilator are statically balanced.
1-6. FUSELAGE. The fuselage consists of three basic units: the nose section, the cabin section and the
sheet-metal tail cone.
1-7. LANDINGGEAR. The tricycle landing gear is of the retractable air-oil strut type, consistingof a nose
wheel and two main wheels.
1-8. BRAKE SYSTEM. The standard brake system is operated hydraulically by dual toe brakes located on
the rudder pedals or by a hand lever connected to a singlebrake cylinder below and behind the left center
of the instrument panel.
1-9. ENGINES AND PROPELLER. The airplane is powered by two Teledyne Continental six cylinder,
direct drive, wet sump, horizontally opposed turbocharged engines. The left engine rotation is in the
right-hand direction while the right engine rotates in the left-hand direction. The propellersare Hartzell full
feathering, constant speed units controlled by a governor mounted on each engine.
1-10. FUEL SYSTEM. The fuel system consists of two interconnected aluminum fuel tanks in each wing,
having a combined capacity of 49 U.S. gallons, for a total capacity of 98 U.S. gallons. With optional fuel
tanks, each wing will have a combined capacity of 64 U.S. gallons, for a total capacity of 128 U.S. gallons.
Incorporated in the system are selector valves, gascolators, and electric priming fuel pumps and engine
driven pumps.
1-11. FLIGHT CONTROLS. The flight controls are conventional equipment, consistingof a control wheel
which operates the ailerons and stabilator, and pedals which operate the rudder. Duplicate controls are
provided for the copilot. Trim controls are provided for the rudder and stabilator.
1-12. RADIO. Provisions are provided for the installations of microphone and headset jacks, loudspeaker,
and panel space for radios and various avionic equipment.
1-13. CABINHEATER, DEFROSTERAND FRESH AIR SYSTEM. Heated air for the cabin and defroster
is obtained from the combustion heater located in the tail cone. Fresh air is supplied to the heater from an
intake located in the dorsal fin. The combustion heater has a blower which is used to circulate heated or
unheated air through six adjustable outlets. There is a defroster blower, in the same distribution system to
provide additional defrost capability when required. There are six overhead fresh air vents supplied by a
separate inlet in the dorsal fin. This system can be supplemented by an optional blower.
1-14. INSTRUMENTAND AUTOPILOT SYSTEM. Provisions for instrument installation include panels
for engine instruments and advanced instruments, as well as for an Autopilot system.
Aerofiche
Paragraph Grid No.
Revised:8/10/80
1A16
Aerofiche
Paragraph Grids
NOTE
This chapter contains the Conversion Tables. For ease of use they
are also indexed herein.
Revised:8/10/80
1 A17
PIPERSENECAII SERVICEMANUAL
SECTIONII
HANDLINGAND SERVICING
2-1. INTRODUCTION.This section contains routine handling and servicing procedures that are most
frequently encountered. Frequent reference to this section will aid the individualby providinginformation
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 proceduresas outlined
in this section, refer to the appropriate section for that component.
2-2. DIMENSIONS.The principal airplane dimensions are shown in Figure 2-1 and are listed in.Table II-L
2-3. STATION REFERENCE LINES. In order to facilitate the location of various components of the
airplane which require maintenance and servicing, a method utilizing fuselage station, wing station or
buttock line (BL), and waterline (WL)designationsis frequently employed in this manual. (Refer to Figure
2-2.) Fuselage stations, buttock lines,and waterlines are reference points measured by inches in the vertical
or horizontal direction from a givenreference line which indicates station locations of structural members
of the airplane.
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 airplane may be found in the Weight and
Balance Form of the Airplane Flight Manual.
2-5. SERIAL NUMBERPLATE. The serial number plate is located on the left side of the fuselagenear the
leading edge of the stabilator. The serial number should always be used when referring to the airplane on
serviceor warranty matters.
2-6. ACCESSAND INSPECTIONPROVISIONS. The access and inspection provisionsfor the airplaneare
shown in Figure 2-3. 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,remove the rear baggagecompartment upholstery panel by removingthe attachment
screws.
CAUTION
Before entering the aft section of the fuselage, be sure the airplane
is supported at the tail skid.
2-7. TOOLS AND 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 givenin the back of the section that pertains to a particular component or are listed in the back
of the PA-34-200TParts Catalog.
13'6.7"
6'4"DIAMETER
7 DIHEDRAL
STATIC
CLOUD
LINE
1 94
76.98
W 14 W .S
1444 221.49
__
78.0
W.L
19- 75
MODEL PA-34-200TSENECAII
ENGINE
Manufacturer Continental
Model - Left TSIO-360E-1A(CW)or TSIO-360-EB
Model - Right LTSIO-360E-1A(CCW)or LTSIO-360-EB
FAA Type Certificate E9CE
Rated Horsepower(Max. Continuous, Sea Level) 200
Rated Speed 2575 RPM
Oil, SAE Number See Lubrication Chart
Oil Sump Capacity 8 U.S. quarts
Fuel, Aviation Grade, MinimumOctane 100/130
Fuel Injector Continental
Magnetos, Scintilla: "'
Left (Left Engine) 10-79020-18L
Right (Left Engine) 10-79020-19R
Left (Right Engine) 10-79020-18L
Right (Right Engine) 10-79020-19R
MagnetoTiming 20° BTC
MagnetoPoint Clearance .018
Spark Plugs(Shielded): Refer to latest revisionof
Teledyne Continental Aircraft
Engine ServiceBulletinM77-10
PROPELLER
FUEL SYSTEM
Fuel Tank 49 gal./ wing 64 gal./wing(3)
Total Capacity (Both Wings) 98 gal. 128gal.(3)
Total Usable Fuel 93 gal. 123gal. (3)
(2) PROPELLERS TO BE MOUNTED IN PAIRS ONLY. DO NOT MIX WITH OTHER PROPELLERS
(3) WITH OPTIONAL FUEL TANKS INSTALLED
(4) ON PROPELLER HUBS WITH SERIAL NUMBERS PRIOR TO AN3943. EITHER SETTING IS APPROPRIATE AT OWNER'S DISCRETION.
(5) ON PROPELLER HUBS WITH SERIAL NUMBERS AN3943 AND SUBSEQUENT ONLY THIS SETTING CAN BE USED.
(7) LEFT ENGINE ONLY.
(8) RIGHT ENGINE ONLY
(9) BOTH ENGINES
LANDINGGEAR
CONTROLSURFACES
Refer to Section V
CABLETENSIONS
Refer to Section V
(6) PA-34-200T MODEL WITH HEAVY DUTY BRAKES. WHEELS AND EITHER B.F. GOODRICH NYLON.T.T. TYPE III TIRES OR
McCREARY AIR HAWK TYPE III. (REFER TO PIPER KIT NO. 761 048 V.)
NOTE
When flared fittings are being installed, ascertain that the male
threads are properly lubricated. Torque the fittings in accordance
with Table Il-IIA. For more details on torquing, refer to FAA
Manual AC 43-13-1A.
CAUTION
Torque wrenches should be checked daily and calibrated by means of 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 20-5.)
T =Torque desired at the part.
A= Basic lever length from center of wrench shank to center of handle. This may be stamped on the
wrench itself or it may be listed elsewhere.
B = Length of adapter extension, center of bolt to center of shank.
C = Scale reading needed to obtain desired torque (T).
The formula: C =A
A+B
EXAMPLE
C= x 30 or C = 30 = 24 ft.-lbs.
+.25 1.25
Remember. the 3 inch adapter must be projecting 3 inches straight
along the wrench axis. In general. avoid all complex assemblages or
adapters and extensions of flex joints.
A933
NOTE
COARSE THREAD SERIES WHERE NORMAL OPERATION REQUIRES MOVEMENT BETWEEN
COMPONENTS BEING BOLTED OR CLAMPED TOGETHER, THE
HARDWARE SHOULD BE TIGHTENED AS REQUIRED OR SPECIFIED.
BOLTS
DISREGARDINGTHE TORQUE CHART(S)
Steel Tension
USE THE LOWER SIDE OF THE TORQUE RANGE WHERE THE BOLT IS
AN 3 thru AN 20
FIXED AND THE NUT MOVEABLE
AN 42 thru AN 49
AN 73 thru AN 81
USE THE HIGHER SIDE OF THE TORQUE RANGE WHERE THE NUT IS
AN 173 thru AN 186
FIXED AND THE BOLT MOVEABLE
MS 20033 thru MS 20046
MS 20073
MS 20074
AN 509 NK9
MS 24694
AN 525 NK525
MS 27039
NUTS
8 -32 12 15 7 9
10 -24 20 25 12 15
1/4-20 40 50 25 30
5/16-18 80 90 48 55
3/8-16 160 185 95 110
7/16-14 235 255 140 155
1/2-13 400 480 240 290
9/16-12 500 700 300 420
5/8-11 700 900 420 540
3/4-10 1.150 1.600 700 950
7/8- 9 2.200 3,000 1.300 1,800
1 -8 3.700 5.000 2.200 3.000
1-1/8-8 5,500 6.500 3.300 4.000
1-1/4-8 6.500 8.000 4.000 5.000
Steel Tension Steel Shear Steel Tension Steel Sheer Alum. Tension Alum. Shear
AN 310 AN 320 AN 310 AN 320 AN 3650 AN 3200
AN 315 AN 364 AN 315 AN 364 AN 3100 AN 3640
AN 363 NAS 1022 AN 363 NAS 1022 NAS 1021D NAS 10220
AN 365 MS 17826 AN 365 MS 17826
NAS 1021 MS 20364 MS 17825 MS 20364
MS 17825 MS 20365
MS 21045 MS 21045
MS 20365 NAS 1021
MS 20500 NAS 679
NAS 679 NAS 1291
Nut-bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
size in-lbs in-lbs in-lbs in-lbs in-lbs in-lbs
Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. 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
1/4-28 50 70 30 40 80 100 50 60 30 45 15 30
5/16-24 100 140 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
1/2-20 480 690 290 410 770 950 450 550 280 410 160 260
9/16-18 800 1,000 480 600 1.100 1.300 650 800 380 580 230 360
5/8-18 1,100 1,300 660 780 1.250 1,550 750 950 550 670 270 420
3/4-16 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
1-1/8-12 5,000 7,000 3,000 4,200 6,000 7,300 3,600 4,400 2,100 3,200 1,250 2,000
1-1/4-12 9,000 11,000 5,400 6,600 11,000 13,400 6,600 8,000 3,900 5,,00 2,300 3,650
MINIMUMMAXIMUMMINIMUMMAXIMUMMINIMUMMAXIMUM
1/8
3/16 90 100 70 100
1/4 40 65 135 150 70 120
5/16 60 80 180 200 85 180
3/8 75 125 270 300 100 250
1/2 150 250 450 500 210 420
5/8 200 350 650 700 300 480
3/4 300 500 900 1000 500 850
500 700 1200 1400 700 1150
1-1/4 600 900
1-1/2 600 900
1-3/4
2
Brakes MIL-H-5606
NOTE
Lubricate engine fittings only with the fluid contained in the particular lines.
2010
A243 A106
1. FAIRING FIN
2. VENTILATING AIR INTAKE
3. STABILATOR AND RUDDER STOPS,
STABILATOR TRIM TAB SCREW
4. COMBUSTION HEATER, COMBUSTION
AIR INTAKE
6
1. BATTERY
2. NOSE LANDING GEAR
3. MAIN SPAR
4. BRAKE RESERVOIR
5. EXTERNAL POWER PLUG
6. RADIO SKETCHF SKETCH D
2 3 11 11 3 2
9 9
13 13
SKETCH B
1976
CAUTION
2-10. GROUNDHANDLING.
2-11. INTRODUCTIONTO GROUND HANDLING. Ground handling covers all essential information
governing the handling of the airplane while on the ground. This includes jacking, weighing, leveling,
mooring, parking, towing and taxiing. When the airplane is handled in the manner described in the
followingparagraphs,damageto the airplane and its equipment will be prevented.
2-12. JACKING. Jack the airplane as specified to perform various service operations. Proceed as follows:
a. Place the jacks under the jack pads on the wing front spar.
b. Attach a tail support to the tail skid. Place approximately 600 pounds of ballast on the support
to hold the tail down. (Refer to Figure 2-4.)
CAUTION
1977
2-13. WEIGHING. (Refer to Figure 2-5.) The airplane may be weighedby the followingprocedure:
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 2-18.)
c. Removethe 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 givenin Paragraph 2-14.
2-14. LEVELING. All configurationsof the airplane are provided with a means for longitudinal and lateral
leveling.The airplane may be leveledwhile on jacks, during the weighingprocedure while the wheels are on
scales, or while the wheels are on the ground. To level the airplane for purposes of weighingor 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 2-6.) 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 acrossthe baggagecompartment floor along the
rear bulkhead (refer to Figure 2-6) and deflate the tire on the high side of the airplane or adjust either jack
until the bubble of the level is centered.
A368
Longitudinally Laterally
Figure 2-6. LevelingAirplane
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 stabilator controls by looping the pilot's seat belt around wheel.
d. Secure tie-down ropes to the wing tie-down rings and the tail skid at approximately 45 degree
angles to the ground. When using rope constructed of non-synthetic material, leave sufficient slack to avoid
damage to the airplane when the ropes contract due to moisture.
CAUTION
Use square or bowline knots. Do not use slip knots.
NOTE
Additional preparations for high winds include using tie-down
ropes from the landing gear forks, securing the rudder, and
securing the props to prevent windmilling.
2-16. LOCKINGAIRPLANE. The right cabin door is provided with a key lock on the outside. The cabin
door lock and nose baggagecompartment door lock use the same key.
1 B9
PIPER SENECAII SERVICEMANUAL
2-17. PARKING. When parking the airplane, insure that it is sufficientlyprotected against adverseweather
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 depressingthe 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
disengagethe catch mechanism.Then allow the handle to swing forward.
NOTE
c. The aileron and stabilator controls may be secured with the pilot's seat belt.
2-18. TOWING. The airplane may be moved by using the nose wheel steeringbar that is stowed below the
forward ledge of the rear baggagecompartment or power equipment that will not damage or cause excess
strain to the nose gear steering assembly.Tow bar engagesfront axle inside fork.
CAUTION
When towing with power equipment, do not turn the nose gear in
either direction beyond its steering radius limits as this will result
in damage to the nose gear and steering mechanism.
CAUTION
In the event towing linesare necessary, lines (rope) should be attached to both main gear struts as high
up on the tubes as possible. Lines should be long enough to clear the nose and/or tail by not less than 15
feet, and a qualified person to ride in the pilot's seat to maintain control by use of the brakes.
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 followingchecks:
a. Taxi forward a few feet and apply brakes to determine their effectiveness.
b. Taxi with propellers set in low pitch, high RPMsetting.
c. While taxiing, make slight turns to ascertain the effectivenessof steering.
d. Observe wing clearances when taxiing near buildings or other stationary objects. If possible,
station a guide outside the airplane to observe.
e. When taxiing on uneven ground, look for and avoid holes and ruts.
f. Do not operate the enginesat 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.
lB10
PIPER SENECA II SERVICE MANUAL
2-21. OPERATION OF EXTERNAL POWER RECEPTACLE. The external power receptacle is located
on the left side of the nose section. When using external power for starting or operation of any of the airplane's
equipment. the master switch must be ON.
CAUTION
NOTE
When using a 12-volt battery for external power starting and the
airplane's battery is nearly depleted, the instructions given in
Section XI must be followed.
2-22. SERVICING.
2-23. INTRODUCTION TO SERVICING. Servicing the airplane includes the replenishment of fuel. oil.
hydraulic fluid. tire pressures. lubrication requirements, and other items required to completely service the
airplane.
2-25. SERVICING FUEL SYSTEM. At intervals of 50 hours or 90 days, whichever comes first, clean the
fuel filter pack. Remove and clean the filters in accordance with the instructions outlined in Section IX.
Additional service information may also be found in Section IX. Inspection intervals of the various fuel system
components may be found in Section III.
2-26. FILLING FUEL TANKS. The fuel tanks of each wing are filled through a single filler located on the
forward slope of the wing at the outboard tank. An anti-icing additive complying with MIL-I-27686 may be
added if desired when filling the system (see paragraph 2-27).
With each of the interconnected wing tanks having a capacity of 24.5 gallons, a total capacity of 49 gallons
is available per wing. 64 gallons with optional tanks.
CAUTION
Observe all required safety precautions and use the fuel specified
on the placard adjacent to the filler neck.
2-27. HANDLING OF MOISTURE IN FUEL SYSTEM. Moisture and foreignmatter can be drained from
drains incorporated in the bottom of the system's lowest point and the inboard end of each fuel tank. To
prevent ice contamination an anti-icing additive per MIL-I-27686Bmay be used provided it is uniformly
blended with the fuel whilerefueling. The additive must not exceed .15%by volume of the refueledquantity.
To be effective the blend should not be less than .10% by volume. A good example would be 1-1/2 liquid
ounces per 10gallonsof fuel. For best results, followthe manufacturer's mixingor blendinginstructions. Refer
to list of consumable materials for purchasing information. If possiblea blender suppliedby the manufacturer
should be used.
CAUTION
2-28. DRAINING FUEL SYSTEM. The bulk of the fuel may be drained from the system by opening the
valve at the inboard end of each fuel tank. Push up on the arms of the drain valveand turn counterclockwise
to hold the drain in the open position. The remainingfuel in the system maybe drained through the fuel filters
and the two drains located on the lower right side of the fuselage inboard to the flaps.
INTENTIONALLYLEFT BLANK
2-29. BRAKESYSTEM.
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
an indication that the brake fluid reservoir is running low on fluid. Instructions for filling the reservoir are
given in Paragraph 2-31. When found necessary to accomplish repairs to any of the brake system
components, or to bleed the system, these instructions may be found in Section VII.
2-31. FILLING BRAKE CYLINDER RESERVOIR. The brake cylinder reservoir should be filled to the
level marked on reservoir with the fluid specified in Table II-I. The reservoir, located on the center of the
bulkhead in the nose baggage 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 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. To drain the wheel
brake unit, disconnect the line at the bottom of the unit and allow fluid to flow into a suitable container.
To clean the brake system, flush with denatured alcohol.
2-34. SERVICING OLEO STRUTS. The air-oil type oleo strut should be maintained at proper strut piston
tube exposures for best oleo action. The nose gear strut must have approximately 2.60 ± .25 inches of
piston tube exposed, while the main gear strut requires approximately 3.60 ± .25 inches of tube exposure.
These measurements are taken with the airplane sitting on a level surface under normal static load.
NOTE
Normal static load is the empty weight of the airplane plus full
fuel and oil.
CAUTION
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 one 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 or nitrogen as described in Paragraph
2-37. 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 Paragraph 2-35 or 2-36. For repair procedures of the
landing gear and/or oleo struts, refer to Section VII of this manual.
WARNING
Do not release air by removing the strut valve core or filler plug.
Depress the valve core pin until the strut chamber pressure has
diminished.
840
M.T.D.
CAUTION
Dirt and foreign particles form around the filler plugs of the
landing gear struts, therefore, before attempting to remove these
plugs, the area around the filler plugs should be cleaned with
compressed air and/or with a quick drying solvent.
2-35. FILLING NOSE GEAR OLEO STRUT. To fill the nose gear oleo strut with hydraulic fluid
(MIL-H-5606), whether it be only the addition of a small amount or if the unit has been completely
emptied and will require a large amount, it should be filled as follows:
a. Raise the airplane on jacks. (Refer to Paragraph2-12.)
b. Place a pan under the gear to catch spillage.
c. Relieve air pressure from the strut housing chamber by removing the cap from the air valveand
depressingthe valvecore.
d. There are two methods by which the strut chamber may be filled and these are as follows:
Method 1: Addition of small amounts of fluid.
1. Remove the valve core from the filler plug at the top of the nose gear strut housing. Allow
the filler plug to remain installed.
2. Withthe piston tube extended, fill the strut with approved type fluid.
3. Attach one end of a clean plastic hose to the valvestem of the filler plug and submergethe
other end of the hose in a container of clean hydraulic fluid; make sure the end of the hose is below the
surface of the 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 prolonged filling
operations.
4. Fully compress and extend the piston tube, thus expelling any air trapped within 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.
5. When air bubbles cease to flow through the hose, compress the piston fully and remove the
hose from the valvestem. Remove the filler plug to determine that fluid level is visibleup to the bottom of
the filler plug hole.
6. Reinstallthe core in the filler plug and the plug in the strut housing and torque from 350to 400
inch-pounds.
CAUTION
With the torque link disconnected,the strut tube is free to slideout
of the trunnion.
4. Extend the piston to a visible strut extension of 10 inches minimum - 12inches maximum.
5. Add one-half pint minimumof hydraulic fluid through the air valve hole and allow it to drain
and fill the chamber below the top bearing hole.
1970
2
12
5
4
12 4
16
AND SERVICING
HANDLING
Reissued: 10/11/79 HANDLING AND SERVICING
lB16
PIPER SENECA II SERVICE MANUAL *
Gear assemblies with the air valve hole on the side of the cylinder
may be serviced in the horizontal position with the air valve hole
vertical.
8. Install the air valve and torque it from 350 to 400 inch pounds.
2-36. FILLING MAIN GEAR OLEO STRUTS. To fill the main gear oleo struts with hydraulic fluid
(MIL-H-5606) one of the followingmethods should be used, depending on the type of serviceperformed on
the strut assembly:
a. Method I: Addition of small amount of fluid.
1. Raise the airplane on jacks. (Refer to Paragraph 2-12.)
2. Place a pan under the gear to catch any spillage.
3. Relievethe air pressure from the strut housing chamber by removingthe capfrom the air valve
and depressing the valve core.
4. Remove the valve core from the filler plug and allow the filler plug to remain installed.
5. With the piston tube extended, fill the strut with the approved type hydraulic fluid.
6. Attach one end of a clear plastichose to the valve stem of the filler plug and submergethe other
end of the hose in a container of clean hydraulic fluid; make sure the end of the hose is belowthe surfaceof the
fluid.
NOTE
An air tight connection is necessarybetween the plastic tube and
the valve stem. Without such a connection, a small amount of air
will be sucked into the oleo strut during each sequence, resulting
in an inordinate amount of air bubbles and prolonged filling
operations.
7. Fully compress and extend the piston tube, thus expelling any air trapped within the strut
chamber. By watchingthe fluid pass through the plastic hose, it can be determined when the strut is full and no
air is present in the chamber.
8. When air bubbles cease to flow through the hose, fully compress the piston and remove the
hose from the valvestem. Remove the filler plug to determine that fluid is visible up to the bottom of the filler
plug hole.
9. Reinstall the air valve core in the filler plug and the plug in the strut housing and torque to
45 foot-pounds.
10. With the airplane still on jacks, compress and extend the gear piston tube several times to
ascertain that the strut willoperate freely. The weight of the gear, wheel,and fork should allowthe piston tube
to extend.
11. Clean off any overflow of fluid and inflate the strut with air to 250 psi.
12. Remove the aircraft from jacks and check strut exposure per Paragraph 2-34.
With the torque link disconnected, the strut tube is free to slide out
of the trunnion.
4. Extend the piston to a visible strut extension of 10 inches minimum - 12 inches maximum.
5. Add one-half pint minimum of hydraulic fluid through the air valve hole and allow it to drain
and fill the chamber below the top bearing hole.
6. Reconnect the torque links.
7. Add hydraulic fluid through the air valve hole until the fluid level reaches the bottom (or lower
side) of the air valve hole with the piston fully compressed and no air trapped in the assembly below the valve
hole.
NOTE
Gear assemblies with the air valve hole on the side of the cylinder
may be serviced in the horizontal position with the air valve hole
vertical.
8. Reinstall the air valve core in the filler plug and the plug in the strut housing and torque the
plug from 350 to 400 inch-pounds.
2-37. INFLATING OLEO STRUTS. After making certain that an oleo strut has sufficient fluid, attach a
strut pump to the air valve. With the airplane at empty weight (full fuel and oil only) fill the main strut to 250
psi and the nose gear to 150 psi. 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 with line pressure from a high
pressure air system. Before capping the valve, check for valve core leakage.
2-38. SERVICING STEERING BUNGEES. At the specified frequencyaccording to the Lubrication Chart.
the steering bungees must be serviced as follows:
a. Remove the access panels located in the forward baggage compartment.
b. Clamp the rudder pedals in the neutral position as shown in Figure 5-11.
c. Remove the nut. washers, and bolt that secures the steering bungee and the steering arm.
d. Remove the clamp that secures the boot, on the frame at station 49.50. to the bungee.
e. Within the fuselage. disconnect the bungee from the rudder pedal arm by removing the nut. washer
and bolt.
f. Remove the steering bungee from the aircraft.
g. Cut the safety wire from the bungee retainer.
h. Carefully remove the retainer and release the spring.
i. Apply Aero Lubriplate to the spring and mounting hardware as specified in the Lubrication Chart.
j. Compress the spring into the bungee tube and install the retainer securing with M IL-W-6713 Type
316 safety wire.
k. Ascertain that the measurement taken between the facing sides of the washers at the rod end is
13.71 inches.
1. With the nose gear in the neutral position, install the steering bungee into position. The web must
be in the vertical position. (Refer to Figure 7-2.)
m. Install the bolt. washers, and nut that secures the bungee to the steering arm.
n. Install the bolt. washer. and nut that secures the bungee to the rudder pedal arm.
o. Install the boot clamp.
p. Repeat this procedure for the other steering bungee.
q. Align the nose gear per Alignment of Nose Landing Gear. Section VII.
r. Remove the rudder pedal clamps and check the operation of the steering bungees.
s. Install the access panels in the forward baggage compartment with the attachment hardware.
2-39. TIRES.
2-40. SERVICING TIRES. The tires should be maintained at the pressure specified in Table I1-1. When
checking tire pressure. examine the tires for wear. cuts. bruises and slippage. The tire. tube. and wheel
should be balanced when installed. Align the index mark on the tire with the index mark on the tube.
2-42. SERVICING HYDRAULIC SYSTEM. The hydraulic pump and landing gear actuating cylinders
should be checked for leaks, tightness of line fittings and general condition. The cylinder rods are to be free
of all dirt and grit. To clean the rods. use an oil soaked rag and carefully wipe them. All the hydraulic lines
should also be checked for leaks. kinks, corrosion and attachment fittings for tightness and security. Repair
and check procedures for the hydraulic pump. cylinders, and various components may be found in Section
VI of this manual.
NOTE
A small vent hole is located under the vent screw head. Retain
1/64 inch clearance between the screw head and small vent hole.
2-44. BATTERY.
2-45. 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 charginginstructions may be found in Section XI of this manual.
2-46. CLEANING.
2-48. CLEANING LANDING GEAR. Before cleaning the landing gear. place a plastic cover or similar
material over the wheel and brake assembly.
a. Place a pan under the gear to catch waste.
b. Spray or brush the gear area 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. Do not brush micro switches.
c. Allow 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.
2-49. 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 or
cause corrosion of metal surfaces. Cover areas where cleaning solution could cause damage. To 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. To remove stubborn oil and grease, use a cloth dampened with naphtha.
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 the scratch
Smooth both sides and apply wax.
f. Visibility through the windshield may be improved when flying through rain by using a water
repellent on the windows such as Repcon. Refer to the List of Consumable Materials for purchasing
information.
CAUTION
c. Leather material should be cleaned with saddle soap or mild soap and water.
2-52. CLEANING CARPETS. Use a small whisk broom or vacuum to remove dirt. For soiled spots, use a
non-inflammable dry-cleaning fluid. Floor carpets may be removed and cleaned like any household carpet.
2-53. LUBRICATION.
2-54. OIL SYSTEM(ENGINE).
2-55. SERVICINGOIL SYSTEM. The engine oil level should be checked before each flight and changed
after each 100 hours of engine operation. During oil change the oil screen(s) should be removed and
cleaned, and the oil filter cartridge replaced. Replaceoil filter at 50 hour intervals. 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 2-60.
CAUTION
2-58. 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 accumulationof 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. Insert the screen into the housing and when certain that the screen is properly seated,
tighten and safety the plug with MS-20995-C41safety wire.
2-59. OIL FILTER (FULL FLOW).
a. The oil filter should be replaced after each 50 hours of engine operation; this is accomplishedby
removing the lockwire from the bolt head at the end of the filter, loosening and removing the filter
assembly from the adapter.
b. Before discarding the filter, remove the outer cover, and using a sharp knife, cut through the
folds of the element at both ends. Then carefully unfold the pleated element and examine the material
trapped in the filter for evidence of internal engine damage such as chips or particles from bearings. In new
or newly overhauled engines,some small particle or metallic shavingsmight be found; these are generally of
no consequence and should not be confused with particles produced by impacting, abrasion or pressure.
Evidence of internal engine damage found in the oil filter justifies further examination to determine the
cause.
1B22
PIPER SENECA II SERVICE MANUAL
NOTE
c. Before installing the new filter, lubricate the gasket on the filter with engine oil, then install. Tighten
slightly more than hand tight or 3 4 to I full turn after gasket makes contact. Do not over torque.
d. Run the engine and check for oil leaks: then install lockwire between nut on filter and oil filter
adapter assembly.
2-60. RECOMMENDATIONS FOR CHANGING OIL. The engine manufacturer recommends that the oil
supply be drained and the entire sump filled with fresh oil after each 100 hours of engine operation. Always
start and warm the engine to operating temperature before performing an oil change. While draining the oil,
the screens should be removed from the crankcase cover and cleaned thoroughly. If sludge deposits are heavy.
subsequent oil changes should be made at shorter intervals. Detergent oil that meets the latest revision of
Continental Motors Corporation Specification MHS-24, is the only recommended lubricating oil. Use
SAE-30 15W-50 or 20W-50 below 40° F and SAE-50 15W-50. 20W-50 or 25W-60 above 40° F. When the
average ambient air temperature is approximately at the dividing line, use the lighter oil.
2-61. LUBRICATION INSTRUCTIONS. Proper lubrication procedures are of immeasurable value both as
a means of prolonging the service life of the airplane and as a means of reducing the frequency of extensive
and expensive repairs. The periodic application of recommended lubricants to their relevant bearing surfaces.
as detailed in the following paragraphs, together with the observance of cleanliness will insure the maximum
efficiency and utmost service of all moving parts. Lubrication instruction regarding the locations, time
intervals, and type of lubricants used may be found in the Lubrication Chart. To insure the best possible results
- from the application of lubricants, the following precautions should be observed:
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
2-62. APPLICATION OF OIL. Whenever specific instructions for lubrication of mechanisms requiring
lubrication are not available, observe the following precautions:
a. Apply oil sparingly, never more than enough to coat the bearing surfaces.
b. Since the control cables are sufficiently coated by the manufacturer, additional protection for
the prevention of corrosion is unnecessary.
c. Squeeze the magneto cam follower felts at regular inspection periods. If oil appears on fingers, do
not add oil. If the felt is dry, moisten with light oil.
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.
2-63. APPLICATIONOF GREASE. Care must be taken when lubricating bearings and bearing surfaces
with a grease gun, to insure that gun is filled with new clean greaseof the grade specified for the particular
application before applying lubricant to the greasefittings.
a. Where a reservoiris not provided around a bearing, apply the lubricant sparinglyand 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. Remove one grease fitting and apply grease to the other fitting until fresh greaseappears at the hole
of the removed fitting.
2-64. LUBRICATIONCHARTS. The lubrication charts consists of individual illustrations for the various
aircraft systems, and each component to be lubricated is indicated by a number, the type of lubricant and
the frequency of application. Special instructions are listed at the beginning of the lubrication charts and
with the applicable component illustration.
TYPE OF LUBRICANTS
SPECIFICATION LUBRICANT
SPECIAL INSTRUCTIONS
NOTES
CAUTIONS
1880
SPECIAL INSTRUCTIONS
1 464 12 11
10
934
SPECIAL INSTRUCTIONS
Revised: 3/16/81
1C3
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1 HANDLING AND SERVICING
PIPER SENECA II SERVICE MANUAL
-CA UTION -
5 CONTROL COLUMN FLEX JOINT AND SPROCKET MIL-L 7870 100 HRRS
169
166
3008l
SKETCH B
SKETCHA
2016
C1
SKETCHB SKETCHC
A272
SKETCHC
SPECIAL INSTRUCTIONS
2017
4 5
SPECIAL INSTRUCTIONS
2. The Englishsystemis in use by Englandand the UnitedStates. All other countriesuse the metricsystem.
A.Read number in middle column, if in degrees Celsius (C), read Fahrenheit equivalent in right- hand
column. If in degreesFahrenheit(°F), readCelsiusequivalentin left-handcolumn.
INCHESTO MILUMETER
INCHES- 0.0000 0.0001 0.0002 0.0003 0.0004 0.0005 0.0006 0.0007 0.0008 0.0009
I MILLIMETER
0.000 0.0025 0.0050 0.0076 0.0101 0.0127 0.0152 0.0177 0.0203 0.0228
0.001 0.0254 0.0279 0.0304 0.0330 0.0355 0.0381 0.0406 0.0431 0.0457 0.0482
0.002 0.0508 0.0533 0.0558 0.0584 0.0609 0.0635 0.0660 0.0685 0.0711 0.0736
0.003 0.0762 0.0812 0.0838 0.0863 0.0889 0.0914 0.0939 0.0965 0.0965 0.0990
0.004 0.1016 0.1041 0.1066 0.1092 0.1117 0.1143 0.1168 0.1193 0.1219 0.1244
0.005 0.1270 0.1295 0.1320 0.1346 0.1371 0.1397 0.1422 0.1447 0.1447 0.1498
0.006 0.1524 0.1549 0.1574 0.1600 0.1625 0.1651 0.1676 0.1701 0.1727 0.1752
0.007 0.1778 0.1803 0.1828 0.1854 0.1879 0.1905 0.1930 0.1955 0.1981 0.2006
0.008 0.2032 0.2057 0.2082 0.2108 0.2133 0.2159 0.2184 0.2209 0.2235 0.2260
0.009 0.2286 0.2311 0.2336 0.2362 0.2387 0.2413 0.2438 0.2463 0.2489 0.2514
INCHES -0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009
MILUMETER
0.00 0.025 0.050 0.076 0.101 0.127 0.152 0.177 0.203 0.228
0.01 0.254 0.279 0.304 0.330 0.355 0.381 0.406 0.431 0.457 0.482
0.02 0.508 0.533 0.558 0.584 0.609 0.635 0.660 0.685 0.711 0.736
0.03 0.762 0.787 0.812 0.838 0.863 0.889 0.914 0.939 0.965 0.990
0.04 1.016 1.041 1.066 1.092 1.117 1.143 1.168 1.193 1.219 1.244
0.05 1.270 1.295 1.320 1.346 1.371 1.397 1.422 1.447 1.473 1.498
0.06 1.524 1.549 1.574 1.600 1.625 1.651 1.676 1.701 1.727 1.752
0.07 1.778 1.803 1.828 1.854 1.879 1.905 1.930 1.955 1.981 2.006
0.08 2.032 2.057 2.082 2.108 2.133 2.159 2.184 2.209 2.235 2.260
0.09 2.286 2.311 2.336 2.362 2.387 2.413 2.438 2.463 2.489 2.514
INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 009
MILUMETER
0.0 0.254 0.508 0.762 0.016 1.270 1.524 1.778 2.032 2.286
0.1 2.540 2.794 3.048 3.302 3.556 3.810 4.064 4.318 4.572 4.826
0.2 5.080 5.334 5.558 5.842 6.096 6.350 6.604 6.858 7.112 7.366
0.3 7.620 7.874 8.128 8.382 8.636 8.890 9.144 9.398 9.652 9.906
0.4 10.160 10.414 10.668 10.922 11.176 11.430 11.684 11.938 12.192 12.446
0.5 12.700 12.954 13.208 13.462 13.716 13.970 14.224 14.478 14.732 14.986
0.6 15.240 15.494 15.748 16.002 16.256 16.510 16.764 17.018 17.272 17.526
0.7 17.780 18.034 18.288 18.542 18.796 19.050 19.304 19.558 19.812 20.066
0.8 20.320 20.574 20.828 21.082 21.336 21.590 21.844 22.098 22.352 22.606
0.9 22.860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 25.146
Added: 8/10/80
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l 9 HANDLING AND SERVICING
PIPER SENECA II SERVICE MANUAL
INCHES- 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILUMETER
0. 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1. 25.40 277.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 5 3.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3. 76.20 788.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 1800.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
1C10
PIPER SENECA II SERVICE MANUAL
1 33
1 64 .016 .02 .397 17 6 .516 .52 13.097
3—2 .031 .03 .794 32 .531 .53 13.494
35
1 4- .047 .05 1.191 9 6- .547 .55 13.891
16 1.587 16 .562 .56 14.288
.062 .06 37
64 .078 .08 1.984 1- .578 .58 14.684
-- .094 .09 2.381 32 .594 .59 15.081
39
1 644- .109 .11 2.778
5
6- .609 .61 15.478
8 .125 .12 3.175 8 .625 .62 15.875
9
5 64- .141 .14 3.572 41-
21 64 .641 .64 16.272
32 .156 .16 3.969 32- .656 .66 16.669
43
3 64
- .172 .17 4.366 6- .672 .67 17.065
.188 .19 4.762 —6 .688 .69 17.462
7 64 .203 .20 5.159 33 6- .703 .70 17.859
32 .219 .22 5.556 32 .719 .72 18.256
47
1 64 .234 .23 5.593 64- .734 .73 18.653
.250 .25 6.350 3
4 4 .750 .75 19.050
17 49
9 6- .266 .27 6.747 25 6- .766 .77 19.447
32 .281 .28 7.144 32 .781 .78 19.844
19 51
5 -4- .297 .307.540 64- .797 .80 20.241
16 .312 .31 7.937 16 .812 .81 20.637
21 53
1 64- .328 .33 8.334 27 5 .828 .83 21.034
32 .344 .34 8.731 22 .844 .84 21.431
23 55
64 359 .36 9.128 7 6- .859 .86 21.828
3
8 .375 .38 9.525 8 .875 .88 22.225
25 57
13 64 391 .39 9.922 29 6 .891 .89 22.622
32-- .406 .41 10.319 32 .906 .91 23.019
27 59
7 6- 422 .42 10.716 15 6- .922 .92 23.416
16 .438 .44 11.112 16 .938 .94 23.812
29 61
15 .453 .45 11.509 31 64 .953 .95 24.209
32 .469 .47 11.906 32 .969 .97 24.606
31 63
6- .484 .48 12.303 6- .984 .98 25.003
.500 .50 12.700 1.000 1.00 25.400
CONVERSIONTABLE
CHARTC. CENTIGRADE-FAHRENHEIT
C F-C F C F-C F
Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter
Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv.
1/2 0.500 12.7000 G 0.261 6.6294 5/32 0.1562 3.9687 51 0.067 1.7018
31/64 0.4843 12.3031 F 0.257 6.5278 23 0.154 3.9116 52 0.0635 1.6129
15/32 0.4687 11.9062 E-1/4 0.250 6.3500 24 0.152 3.8608 1/16 0.0625 1.5875
29/64 0.4531 11.5094 D 0.246 6.2484 25 0.1495 3.7973 53 0.0595 1.5113
7/16 0.4375 11.1125 C 0.242 6.1468 26 0.147 3.7338 54 0.055 1.397
25/64 0.3906 9.9212 7/32 0.2187 5.5562 1/8 0.125 3.1750 59 0.041 1.0414
W 0.386 9.8044 3 0.213 5.4102 31 0.120 3.048 60 0.040 1.016
V 0.377 9.5758 4 0.209 5.3086 32 0.116 2.9464 61 0.039 0.9906
3/8 0.375 9.5250 5 0.2055 5.2197 33 0.113 2.8702 62 0.038 0.9652
U 0.368 9.3472 6 0.204 5.1816 34 0.111 2.8194 63 0.037 0.9398
23/64 0.3593 9.1262 13/64 0.2031 5.1594 35 0.110 2.794 64 0.036 0.9144
T 0.358 9.1281 7 0.201 5.1054 7/64 0.1093 2.7781 65 0.035 0.899
S 0.346 8.7884 8 0.199 5.0546 36 0.1065 2.7051 66 0.033 0.8382
11/32 0.3437 8.7300 9 0.196 4.9784 37 0.104 2.6416 1/32 0.0312 0.7937
R 0.339 8.6106 10 0.1935 4.9149 38 0.1015 2.5781 67 0.032 0.8128
K 0.281 7.1374 19 0.166 4.2164 5/64 0.0781 1.9844 1/64 0.0156 0.3969
J 0.277 7.0358 20 0.161 4.0894 48 0.076 1.9304 78 0.016 0.4064
0.272 6.9088 21 0.159 4.0386 49 0.073 1.8542 79 0.0145 0.3683
H 0.266 6.7564 22 0.157 3.9878 50 0.070 1.778 80 0.0135 0.3429
17/64 0.2656 6.7462
DRILLSIZESAVAILABLE
Drill maybe obtainedin regularsizes to a 4 inchdiameter,and increase in 64thsof an inch.
The regularmetricdrills vary from2 to 76mmand increasein 0.5mmvariations.
Added: 8/10/80
1C
C14
1C14 HANDLING AND SERVICING
PIPER SENECA II SERVICE MANUAL
Grease, High MIL-G-3545 High Temp Grease. Texaco, Inc., 135 East
emperature QPL-3545-15 Marfax all Purpose 42nd, New York,
New York 10017
Lubricating Grease MIL-G-7711 Regal AFB2. Regal Texaco, Inc., 135 East
QPL-7711-15 Starfak Premium 2 42nd., New York.
New York 10017
Lubricating Oil MIL-L-7870 1692 Low Temp Oil Texaco, Inc., 135 East
General Purpose, QPL-7870-9 42nd., New York,
Low Temperature New York 10017
Oil
Caltex Low Temp Oil Caltex Oil Products
Co., New York,
New York
Grease Aircraft and MIL-G-23827 Low Temp Grease EP Texaco. Inc.. 135 East
Instrument. Gear and QPL-23827-10 42nd.. New York.
Actuator Screw (See Note 2) New York 10017
Grease, Ball and MIL-G-18709 Regal ASB-2 Formula Texaco, Inc., 135 East
Roller Bearing QPL-18709-55 TG- 10293 42nd., New York,
New York 10017
SolventPD680
Tuluol TT-T-548
Hot Melt Adhesives Stick Form 1/2 in. dia. Sears Roebuck & Co. or
Polyamids and Hot 3 in. long Most Hardware Stores
Melt Gun
Tapes, Vinyl Foam 1/8 in. x I in. 510 Series, Type II Norton Tape Division
Troy, New York
Vinyl Foam I in. x 1/8 in. 530 Series, Type I Norton Tape Division
Troy, New York
NOTES:
1. Precautions should be taken when using MIL-G-23827 and MIL-G-81322, since these greases contain
chemicals harmful to painted surfaces.
Aerofich.
Paragraph Grid No.
3-1. Introduction ...................... IC24
3-2. Recommended Lubricants .................. IC24
3-3. Inspection Periods .................. .................... ... IC24
3-4. Inspection Requirements ............................... IC24
3-5. Preflight Check .................................. IC24
3-6. Overlimits Inspection ................ IDI
3-7. Special Inspections ................................... IDI
3-8. ProgrammedInspection ........ .................. ID1
Revised:8/10/80
1C23
PIPERSENECAII SERVICEMANUAL v
SECTIONIII
INSPECTION
3-1. INTRODUCTION.This section provides instructions for conducting inspections. These inspections
are described in Paragraphs 3-4 and 3-5. Repair or replacement instructions for those components found to
be unserviceableat inspection may be found in the section coveringthe applicable aircraft system.
CAUTION
3-3. INSPECTIONPERIODS.
3-4. INSPECTIONREQUIREMENTS.The required inspection procedures are listed in Table III-I. The
inspection procedure is broken down into major groups which include Propeller, Engine, Cabin, Fuselage
and Empennage, Wing, Landing Gear, Engine Run-up Inspection and General. The first column in each
group lists the inspection or procedure to be performed. The second column is divided into four columns
indicating the required inspection intervals of 50 hours, 100 hours, 500 hours and 1000 hours. Each
inspection or operation is required at each of the inspection intervals as indicated by a circle(O). If an item
is not entirely accessibleor must be removed, refer to the applicable section of this manual for instructions
on how to gain access to remove the item. When performing inspections,use inspection forms furnished by
the Piper Factory Service Department available through Piper Dealers or Distributors, No. 230 856.
NOTE
3-6. OVERLIMITSINSPECTION. 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 III-I, to 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 immediateinspection 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 scheduledinspection.
c. Specific definitive inspection on enginesbased strictly upon engine operating time.
d. Those inspections not completely covered in other sections of this manual but outlined in the
Inspection Report and must be explained in more detail to give a clearer and complete inspection.
Reissued:10/11/79 INSPECTION
1D1
* PIPER SENECA II SERVICE MANUAL
-NOTE-
Perform all inspectionsor operationsat each inspection intervalsindicatedby a
circle (0). (See Notes 1, 2 and 3.)
InspectionTime(HRS)
Natureof Inspection
L R 50 100 500 1000
A. PROPELLER
1. Inspectspinner and back plate for cracks............................................. 0 0 0 0 O 0
2. Inspectbladesfor nicks and cracks..................................................... 00 0 0 00
3. Check for grease and oil leaks .............................................................. 0 0 0 0 O 0
4. Lubricatepropeller per lubricationchart (see note 10)......................... 00 0 0 0 0
5. Inspectspinner mountingbracketsfor cracks....................................... 0 0 0 0 0
6. Inspectpropellermountingbolts and safety (check
to see if safetyis broken) ..................................................................... 0 0 0O O
7. Inspecthub parts for cracksand corrosion............................................ 0 0 0O O
8. Rotateblades of constantspeed propellerand checkfor
tightnessin hub pilot tube..................................................................... 0 0 0 0o
9. Removeconstantspeed propeller;removesludge from
propellerand crankshaft........................................................................0 0
10. Inspectcompletepropellerand spinnerassemblyfor O 0 O
security,chafing,cracks,deterioration,wear, and
correctinstallation.................................................................................0 0
11. Checkpropellerair pressure(at least once a month)............................ 0 0 0 O O O
12. OverhaulHartzellpropellerper latestrevisionof
HartzellServiceLetter 61 ..................................................................... 00
13. OverhaulMcCauleypropellerper latest revisionof
McCauleyService Bulletin137............................................................ 00
B. ENGINE GROUP
WARNING:Read Note 24 beforecompletinginspection.
WARNING:Groundmagnetoprimarycircuitbeforeworkingon engine.
.
IR | NOTE: Read Notes6, 11,25, and 26 beforecompletinginspection.
1. Removeenginecowl ............................................................................. 0 00 0 0 0
2. Clean and inspect cowlingfor cracks,distortion,and
loose or missing fasteners..................................................................... 0 0 O 0
3. Drain oil sump.......................................................................................0 0 0 0 0
4. Cleansuctionoil strainerat oil change(check
strainerfor foreignparticles).................................................................00 O O 0
5. Changefull flow (spinon type)oil filter element
(checkelementfor foreignparticles)(check oil
level after installingnew filter)............................................................. 0 0 0 0 0 0
6. Checkoil temperaturesenderunit for leaksand security..................... 0 0 0 00
7. Inspectoil lines and fittingsfor leaks,security,
chafing,dents and cracks(see Notes6 and 26) .................................... O O 0 0
InspectionTime(HRS)
Nature of Inspection
L R 50 100 500 1000
B. ENGINE GROUP (cont.)
8. Clean and check oil radiator cooling fins.............................................. 0 0 0 0
9. Fill engine with oil per information on cowl or Lubrication Chart....... 0 0 0 0
10. Clean engine.......................................................................................... 0000 00
CAUTION: Use caution not to contaminate pressure
pump with cleaning fluid.
11. Check condition of spark plugs (Clean and adjust
gap as required, see Note 9).................................................................. 0 0 0 0
12. Check cylinder compression (See Note 7)............................................ 0 0 0 0
13. Inspect ignition harness and insulators (High tension
leakage and continuity, see Notes 9 and 2-3)........................................ 0000 00
14. Check magneto points for proper clearance (Maintain
clearance at .018 +006) (See Note 9).................................................... 0 0 0 0
15. Inspect magneto for oil seal leakage ....................................... 0 0 0 0
16. Check breaker felts for proper lubrication ............................................ 00 000
17. Inspect distributor block for cracks burned areas
or corrosion, and height of contact springs ........................................... 0 0 0 0
18. Check magnetos to engine timing......................................................... 0 0 0 0 0
19. Overhaul or replace magnetos (See Note 8) ........................................ 0 0
20. Remove air filters and tap gently to remove dirt
particles (Replace as required) .............................................................. 0 0 0 0 0 0
21. Clean injector nozzles as required (Clean with acetone only) .............. 0 0 0 0 0 0
22. Replace pump air inlet filter, left and right (See Note 13) .................... 0 0 0 0 0
23. Replace gyro air inline filter, left and right (See Note 13).................... 0 0 0 0
24. Remove induction air box valve and inspect for evidence
of excessive wear or cracks. Replace defective parts ........................... 00 0 00
25. Inspect fuel injector attachments for loose hardware............................ O0 0 0 00
26. Inspect engine primer system for operation, security, and leaks.
(See Note 27)......................................................................................... 0 0 0 0 0
27. Check intake seals for leaks and clamps for tightness .......................... 0 0 0 0 0
28. Inspect all air inlet duct hoses (Replace as required) ............................ 0 0 0 0 0
29. Inspect condition of flexible fuel lines ....................................... 0 0 0 0 0
IR 30. Replace flexible fuel lines (See Notes 11 and 26)................................. 0 0 0
31. Inspect fuel system for leaks (See Note 17).......................................... 0 0 0 0 0
32. Check condition and operation of fuel pumps (engine
driven and electric)................................................................................ 0 0 0 0 0
33. Overhaul or replace engine driven fuel pumps (See Note 8)................ 0 0
34. Overhaul or replace electric fuel pump as required .............................. 0 0
35. Inspect pressure pumps and lines.......................................................... 0 0 0 0 0
36. Overhaul or replace pressure pump (See Note 8) ................................. 0 0
Revised: 12/08/83
INSPECTION
Interim Revision: 02/05/97
1D3
* PIPER SENECA II SERVICE MANUAL
InspectionTime (HRS)
Natureof Inspection
L R 50 100 500 1000
B. ENGINE GROUP (cont.)
Revised: 12/08/83
INSPECTION
Interim Revision: 02/05/97 1D4
*PIPER SENECA II SERVICE MANUAL
Revised: 12/08/83
Interim Revision: 5/6/87 1 INSPECTION
1D7
*PIPER SENECA II SERVICE MANUAL
F. WING GROUP
I. Remove inspection plates and fairings ................................ O 0 O
2. Inspect surfaces and tips for damage, loose rivets and condition
of walkway ....................................................... O O O
3. Inspect aileron hinges and attachments ............................... O 0 0
4. Inspect aileron cables, pulleys, and bellcrank for damage and
operation ......................................................... 0 0 0
5. Inspect flaps and attachments for damage and operation ................ 0 0 0
6. Inspect condition of bolts used with hinges (Replace as required)......... O 0 0
7. Lubricate per Lubrication Chart (See Note 10)......................... 0 O 0 0
8. Inspect wing attachment bolts, nuts and brackets for security and
condition ......................................................... 0 O O
9. Inspect all control cables, electrical leads, air ducts, lines and
attaching parts for security, routing, chafing, deterioration, wear
and correct installation ............................................. 0 O O
10. Inspect fuel tanks and lines for leaks and water (See Note 11) ........... O O O
II. Remove, drain and clean fuel filter bowls (Drain and clean at
least every 90 days) ................................................ 0 O O O
12. Ascertain that fuel tanks are marked for minimum octane rating
and capacity ...................................................... O O O
13. Inspect condition of fuel tank vents (See Note 12)...................... O 0 O
14. Reinstall inspection plates and fairings................................ O O O
InspectionTime (HRS)
Natureof Inspection
50 100 500 1000
G. LANDING GEAR GROUP (cont.)
Revised: 12/08/83
Interim Revision: 02/05/97 INSPECTION
1D9
*PIPER SENECA II SERVICE MANUAL
1. Check fuel pumps. fuel tank selector and crossfeed operation ............ 0 0 0 0
2. Check fuel quantity and pressure or flow gauges ....................... 0 O 0 0
3. Check oil pressure and temperature gauges ............................ 0 O 0 0
4. Check alternator output - left and right engines ........................ 0 0 0 0
5. Check manifold pressure gauge ...................................... 0 0 O 0
6. Check alternate air................................................. 0 O 0 0
7. Check parking and toe brake ........................................ 0 O 0 0
8. Check pressure gauge............................................... 0 O 0 0
9. Check gyro for noise and roughness .................................. 0 O 0 0
10. Check cabin heater and defroster .................................... 0 0 0 0
I11.Check magneto RPM variation ..................................... 0 O 0 0
12. Check magneto switch operation ..................................... 0 O 0 0
13. Check throttle and mixture controls ................................... 0 O 0 0
14. Check propeller controls and propeller action.......................... 0 O 0 0
15. Check engine idle .................................................. 0 O 0 0
16. Check electronic equipment operation (Refer to Section XII of
Service Manual for ELT check) ...................................... 0 O 0 0
17. Check air condition compressor clutch operation ....................... 0 O 0 0
18. Check air conditioner condenser scoop operation ...................... 0 O 0 0
19. Check operation of flight controls and flaps ........................... 0 O 0 0
20. Check operation of Autopilot, including automatic pitch trim and
manual electric trim (See Note 22) ................................... 0 O 0 0
1. GENERAL
0
Revised:12/08/83 INSPECTION
1D10
* PIPER SENECA II SERVICE MANUAL
NOTES:
1. Refer to the last card of the Piper Parts Price List - Aerofiche, for a checklist of current revision dates
to Piper inspection reports and manuals.
2. All inspections or operations are required at each of the inspection intervals as indicated by an (O).
Both the annual and 100 hour inspections are complete inspections of the airplane, identical in scope,
while both the 500 and 100 hour inspections are extensions of the annual or 100 hour inspections,
which require a more detailed examination of the airplane, and overhaul or replacement of some major
components. Inspections must be accomplished by persons authorized by the FAA.
3. Piper service bulletins are of special importance and Piper considers compliance mandatory.
4. Piper service letters are product improvements and service hints pertaining to servicing the airplane
and should be given careful attention.
5. Inspections given for the power plant are based on the engines manufacturer's operator's manual for
the particular airplane. Any changes issued to the engine manufacturer's operator's manual shall
supersede or supplement the inspections outlined in this report.
IR
6. Replace flexible oil lines as required, but not to exceed 1000 hours or 8 years, the first to occur. In
addition, replace lines at engine overhaul.
7. Refer to the latest revision of Continental Motors Service Bulletin M73-19.
8. Replace or overhaul as required or at engine overhaul. Refer to the latest revision of Continental
Motors Service Bulletin M74-20.
9. For operation at higher altitudes (12,000 feet and up), more frequent ignition system maintenance is
required. (Refer to the latest revision of Continental Service Bulletin M78-8.)
10. Refer to lubrication chart.
11. Replace flexible fuel supply hose and interconnect hose couplings as required, but not to exceed 1000
IR hours or 8 years, the first to occur. In addition, replace lines at engine overhaul.
12. Replace fuel tank vent line flexible connections as required, but not later than three years time in service.
13. Early Seneca's had inline filter in cabin; later models have filter located in nacelle.
14. Refer to section V, paragraph 5-34 for allowable rudder tab and trim free play.
15. Maintain cable tensions specified in section V of service manual.
16. Inspect brushes every 100 hours if aircraft is used for training or 500 hours if aircraft is used for
normal service (refer to service manual, section VI).
17. Refer to the latest revision of Piper Service Bulletin 596.
18. Conduct 100 hour inspections in accordance with Janitrol Maintenance and Overhaul Manual 24E25-
1, dated October 1981. Overhaul any heater that does not pass the combustion pressure decay test
outlined in the Janitrol Manual. Copies obtainable from: Janitrol Aero Division, Midland-Ross Corp.,
4200 Surface Rd., Columbus, Ohio 43228.
19. The compressor oil level should not be checked unless a Freon leak has occurred which requires an
addition of Freon to the system.
20. For all aircraft in excess of 1000 hours carefully inspect the trunnion forging barrel for cracks with a
10 power glass at the lower end of the fillet every 500 hours thereafter unless replaced by p/n 67926-
12, 67926-13, 67926-14 or 67926-15.
21. Refer to section XII of service manual for appropriate subject manual part number.
22. Refer to flight manual supplement for preflight and flight check, for intended function in all modes.
23. Refer to the latest revision of Bendix Service Bulletin 612 for inspection of magnetos and ignition harness.
24. Refer to Teledyne Continental Service Bulletin M86-11, latest revision.
25. Refer to VSP 69.
26. Flexible hose replacement times are in-service times. In-service must be determined by (1) the date the
aircraft was licensed, if new or (2) the date entered in the logbook for the replacement hose placed in
IR service. Do not use the date stamped on the hose, as time may be included for shelf life, and not
in-service use.
27. See latest revision of Piper Service Bulletin 905.
Interim Revision: 02/05/97 INSPECTION
1D11
IV
SECTION
STRUCTURES
Aerofiche
Paragraph Grid No.
Revised: 8/10/80
1D12
Paragraph Aerofiche
Grid No.
Revised: 8/10/80
ID 13
PIPER SENECA II SERVICE MANUAL
SECTION IV
STRUCTURES
4-1. INTRODUCTION. 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 to Section V.
NOTE
4-2. DESCRIPTION. The PA-34-200T is an all metal semi-monocoque structure with an overall length of
28 feet 7.5 inches. The fuselage is constructed of bulkheads, stringers and stiffeners. to which all of the outer
skin is riveted. Windows include a single pane windshield and eight side windows; all windows are single pane.
A storm window is located in the forward lower section of the left window and can be opened inward when the
latch is released. The cabin entrance door is located on the right side of the fuselage, above the wing, and is
equipped with a safety latch on the top of the door which can be operated from the inside or outside. A door
provided for entrance to the aft passenger compartment is located just aft of the left wing.
Each wing panel is an all metal, full cantilever semi-monocoque type construction with a removable
fiberglass or thermoplastic tip. Installed in each wing ahead of the main spar are two metal fuel tanks with a
capacity of 24.5 U.S. gallons each or 49.0 U.S. gallons total perwing. Attached to each wing is an aileron, flap,
main landing gear and power plant. The wings are attached to each side of the fuselage by inserting the butt
ends of the main spars into a spar box carry-through. The spar box is an integral part of the fuselage structure
which provides, in effect, a continuous main spar with splices at each side of the fuselage. There are also fore
and aft attachments at the front and rear spars.
The all metal empennage group is a full cantilever design consisting of a vertical stabilizer (fin), rudder
and stabilator. all with removable fiberglass or thermoplastic tips. The rudder and stabilator have trim tabs
attached that are controllable from the cockpit. The stabilator also incorporates one channel main spar that
runs the full length of the stabilator and hinges to the aft bulkhead assembly of the fuselage. All exterior
surfaces are coated with enamel or acrylic lacquer. As an option, the airplane may be completely primed
with zinc chromate.
4-2b. REMOVAL OF CHERRYLOCK RIVETS. (Refer to Figure 4-1.) If necessity requires the removal of
a cherrylock rivet, proceed as follows:
a. In thick material remove the lock by driving out the rivet stem, using a tapered steel drift pin. (See
View1.)
NOTE
1D14
PIPER SENECA II SERVICE MANUAL
B361
DRIFT PIN
VIEW 1
SMALL
CENTERDRILL
VIEW 2 VIEW3
D. NONSELF-SEALINGAROMATIC
YELLOW SINGLE WIRE BRAID RESISTANT HOSE
SYNTHETICINNER TUBE
A. FLAME AND AROMATIC RESISTANTHOSE
WHITE NUMERALS, LETTERS AND STRIPE RED
E. SELF-SEALINGAROMATIC
RED NUMERALSAND LETTERS RESISTANT HOSE
C. FLAME, AROMATIC,ANDOIL RESISTANT HOSE
HOSE IDENTIFICATIONMARKINGS
ORANGE
BROWNORNGE ORANGE YELLOWGRAY
GRAY BLUE
Added:8/10/80 STRUCTURES
1D16
PIPER SENECA II SERVICEMANUAL
b. If the rivets have been installed in thin sheets, driving out 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. (See View 2.)
c. Pry the remainder of the locking collar out of the rivet head with the drift pin. (See View 2.)
d. Drill nearly through the head of the rivet, using a drill the same size as the rivet shank. (See View3.)
e. Break off rivet head, using a drift pin as a pry. (See View 3.)
f. Drive out the remaining rivet shank with a pin having a diameter equal to the rivet shank. (See View
3.)
4-2c. IDENTIFICATION OF FLUID LINES. (Refer to Figure 4-1a.) Fluid lines in aircraft are often
identified by markers made up of color codes, words, and geometric symbols. These markers identify each
line's function, content, and primary hazard, as well as the 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 the possibility of tapes, decals or tags being drawn into the engine induction
system.
In addition to the above mentioned markings, 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 and decals.
4-2d. FLARELESS-TUBE ASSEMBLIES. (Refer to Figure 4-lb.) Although the use of flareless-tube
fittings eliminates all tube flaring, another operation, referred to as presetting, is necessary prior to installation
of a new flareless-tube assembly which is preformed as follows:
a. Cut the tube to the correct length, with the ends perfectly square. Deburr the inside and outside of
the tube. Slip the nut, then the sleeve, over the tube (Step 1).
b. Lubricate the threads of the fitting and nut. See Figure 4-lb for proper lubricant to use. depending
on the type system the tubing assemblies are to be used on. Place the fitting in the vise (Step 2). and hold the
tubing firmly and squarely on the seat in the fitting. (Tube must bottom firmly in the fitting.) Tighten the nut
until the cutting edge of the sleeve grips the tube. This point is determined by slowly turning the tube back and
forth while tightening the nut. When the tube no longer turns, the nut is ready for final tightening.
c. Final tightening depends upon the tubing. For aluminum alloy tubing up to and including 1/2 inch
outside diameter, tighten the nut from one to one and one-sixth turns. For steel tubing and aluminum alloy
tubing over 1/2 outside diameter, tighten from one and one-sixth to one and one-half turns.
After presetting the sleeve, disconnect the tubing from the fitting and check the following points
(illustrated in Step 3):
a. The tube should extend 3/32 to 1/8 inch beyond the sleeve pilot: otherwise blowoff may occur.
b. The sleeve pilot should contact the tube or have a maximum clearance of 0.005 inch for aluminum
alloy tubing or 0.015 inch for steel tubing.
c. A slight collapse of the tube at the sleeve cut is permissible. No movement of the sleeve pilot. except
rotation is permissible.
B363
SLEEVE NUT
PILOT TUBE NUT
FLARELESS-TUBEFITTING
3/32 TO
1/8 INCH
STEP 3
SLIGHT DEFORMATION
PERMISSIBLE
.005 INCH MAXIMUM - ALUMINUM
ALLOY TUBING
015 INCH MAXIMUM - CORROSION
RESISTANT STEEL TUBING
PRESETTING FLARELESS-TUBEASSEMBLY
1D18
PIPER SENECA II SERVICE MANUAL
18 9-1, 2 11-1/2
3 16 12 14
14 13-1 /2 16
5 16 15 18
38 16-1 2 20
12 19 23
58 22 25-1, 2
34 24 27-1 2
1 26-1 2 30
4-2e. SUPPORT CLAMPS INFORMATION. Support clamps are used to secure the various lines to the
airframe or power plant assemblies. Several types of support clamps are used for this purpose. The rubber-
cushioned and plain are the most commonly used clamps. The rubber-cushioned clamp is used to secure lines
subject to vibration: the cushioning prevents chafing of the tubing. The plain clamp is used to secure lines in
areas not subject to vibration.
A teflon-cushioned clamp is used in areas where the deteriorating effect of Skydrol 500, hydraulic fluid
(MIL-H-5606)or fuel is expected, however, because it is less resilient, it does not provide as good a vibration-
damping effect as other cushion materials.
Use bonded clamps to secure metal hydraulic, fuel and oil lines in place. Unbonded clamps should be used
only for securing wiring. Remove any paint or anodizing from the portion of the tube at the bonding clamp
location. Make certain that clamps are of the correct size. Clamps or supporting clips smaller than the outside
diameter of the hose may restrict the flow of fluid through the hose.
All plumbing lines must be secured at specified intervals. The maximum distance between supports for
rigid fluid tubing is shown in Table IV-I.
4-2f. ELECTRICAL BONDING. Aircraft electrical bonding should be accomplished or verified to establish
a maximum allowable resistance value. See Table IV-II for values.
All electrical, electronic equipment and components shall be installed in such a manner as to provide a
continuous low-resistance path from the equipment enclosure to the airplane structure.
Parts shall be bonded directly to the primary structure rather than to other bonded parts.
All parts shall be bonded with as short a lead as possible.
All bonding surfaces shall be cleaned prior to the installation of the bonded joint.
All nuts used in bonding shall be of the self-locking type. (Do Not use fiber-locking type.)
All electrical bonding shall be accomplished without affecting the structural integrity of the airframe.
Bond connections shall be secure and free from corrosion.
Self-Tapping Screws will not be used for bonding purposes.
NOTE
4-6. REPAIR OF WING TIP. Fiberglass wing tips may be repaired in accordance with fiberglass repair
procedures in the structural repairs portion of this section. Badly damaged thermoplastic tips should be
replaced.
4-8. AILERON.
883
A162 A322
BOLT AN3-11 A
WASHER AN960-10
NUT MS20365-1032C
BUSHING 63900-19 (2 REQ.)
2 REQ.
SKETCHB SKETCHD
A321
BOLT AN2 3 -1 0
WASHER AN960-10
NUT MS24665-132
COTTER PIN AN310-3
BUSHING 63900-39
A322
WING
BOLT AN3-13A
WASHER AN960-10
NUT MS20365-1032C
BUSHING 63900-20 (2 REQ.)
SKETCHA SKETCHE
4-14. WING.
4-15. REMOVALOF WING. (Refer to Figure 4-2.)
a. Close the fuel valve and drain the fuel from the wing to be removed. (Refer to Draining Fuel
System, Section II.)
b. Drain the brake lines and reservoir. (Refer to Draining Brake System, Section II.)
c. Remove the engine from the wing to be removed. (Refer to Removal of Engine, Section VIII.)
d. Drain the hydraulic lines of the landing gear of the wing to be removed by separating the lines
and elbows at the actuating cylinder.
e. Remove the access plate at the wing butt rib and winginspection panels. (Refer to AccessPlates
and Panels, Section II.)
f. Remove the front and back seats from the airplane.
g. Expose the spar box and remove the side trim cockpit panel assemblythat correspondswith the
wing being removed.
h. Place the airplane on jacks. (Refer to Jacking, Section II.)
NOTE
i. Disconnect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar.
j. If the left wing is being removed, remove the cotter pin from the pulley bracket assembly to
allow the left aileron balance cable end to pass between the pulley and bracket.
k. Disconnect the flap from the torque tube by extending the flap to its fullest degree and removing
the bolt and bushing from the bearing at the aft end of the control rod.
1. Disconnect the fuel line at the fitting located inside of the wing by removing the accesspanel on
the forward inboard portion of the wheel well and reaching through to the fuel line coupling.
CAUTION
m. Remove the clamps that are necessary to release the electrical harness assembly.Disconnect the
leads from the terminal strip by removingthe cover and appropriate nuts and washers.
n. With the appropriate trim panel removed, disconnect the hydraulic brake line at the fitting
located within the cockpit at the leading edge of the wing.
o. Disconnect the landing gear hydraulic lines at the fittings aft of the spar and within the fuselage.
p. If the left wing is being removed, it will be necessary to disconnect pitot and static tubes at the
elbows located within the cockpit at the wing butt line.
Reissued:10/11/79 STRUCTURES
1D24
PIPERSENECAII SERVICEMANUAL
A296
A364 A368
WASHER AN9604-16 L S
SECTIONA-A SECTIONB-B
SKETCHA SKETCHB
BOLT LEGEND 2
NOTES
2.* TORQUE BOLT HEAD ON UPPER SPAR CAP & NUT ON LOWER SPAR
CAP AS FOLLOWS:
FOR A S/16 BOLT - 205 -225 IN.-LBS.
FOR A 3/S BOLT - 360 -390 IN.-LBS.
3.' A MAXIMUM OF ONE (1) AN960416 WASHERS OR AN960416
WASHER MAY ALSO BE LISTED UNDER THE SPECIAL WASHER.
4.* NUTS H193004 (B-1, B-2, B-3, B-4 & B5) TO BE COLOR CODED WITH
BLUE PAINT.
5.* IT IS ACCEPTABLE TO HAVE THE FACES OF THE FITTING AGAINST
EACH OTHER IN WHICH CASE AN960416L WASHER SHOULD BE
USED UNDER THE BOLT HEAD.
A357
SKETCH C SKETCHD
s. Check the fluid level of the landing gear hydraulic system and fill in accordance with Servicing
Hydraulic Pump/Reservoir, Section II. With the airplane sitting on jacks, operate the gear through several
retraction and extension cycles to be certain that there are no hydraulic leaks. Bleed the hydraulic system
in accordance with Section VI. Ascertain that the landing gear is down and locked.
t. Service and fill the fuel system in accordance with Servicing Fuel System, Section II. Open the
fuel valveand check for leaks and fuel flow.
u. Check the operation of all electrical equipment, pitot and static systems.
v. Remove the airplane from jacks.
w. Install the cockpit trim panel assembly, spar box carpet, the front and back seats and wing root
rubber. Replace all the accessplates and panels.
4-17. EMPENNAGEGROUP.
NOTE
4-18. STABILATOR.
4-19. REMOVALOF STABILATOR. (Refer to Figure 4-3.)
NOTE
a. Remove the screws from around the upper and lower tail cone fairing assemblyand remove the
fairing separately.
b. Block the trim cable at the barrel of the trim screw assembly to prevent the cable from
unwrapping.
c. Remove the access panel to the aft section of the fuselagelocated at the back wall of the baggage
compartment.
d. Install cable blocks, as illustrated in Figure 4-4, on the stabilator trim control cable at the first set
of pulleys forward of the cable turnbuckles to prevent the forward cable from unwrapping.
e. Disconnect the trim cablesat the turnbuckles within the aft section of the fuselage.
f. Relieve tension from the stabilator control cables by loosening one of the cable turnbuckles in
the aft section of the fuselage.
g. Disconnect the stabilator control cables from the stabilator balance arm by removing cotter pins,
nuts, washers,bushingsand clevisbolts.
h. Disconnect the trim assembly from the aft bulkhead of the fuselage by removing the attaching
nuts, washers,and bolts of the horizontal and diagonal support brackets.
i. Move the trim assemblyup through the tail cone fairing cutout in the stabilator and remove, with
cable, from the airplane.
j. Remove the stabilator by disconnecting the stabilator at its hinge points by removing attaching
nuts, washersand bolts.
a. Insert the stabilator in position and install attaching hinge bolts, washersand nuts.
b. Move the trim assembly through the cutout in the stabilator and attach the brackets of the
assembly to the aft bulkhead with bolts, washersand nuts. Insert the trim cable ends into the fuselage.
c. Attach the stabilator control cables to the stabilator balance arm with clevis bolts, bushings,
washers,nuts and cotter pins.
d. Connect the ends of the fore and aft trim cables'at the turnbuckles within the aft section of the
fuselage.
e. Removethe cable block from the trim control cable within the fuselage.
f. Set stabilator control cable tension and check rigging and adjustment according to Riggingand
Adjustment of Stabilator, Section V.
g. Removethe cable blocks from the trim cable at the barrel of the trim screw assembly.
h. Set stabilator trim control cable tension and check riggingand adjustment according to Rigging
and Adjustment of Stabilator Trim, Section V.
i. Removethe pad from the aft section of the fuselageand replace the accesspanel.
j. Install the tail cone fairing and remove tail stand.
NOTE
When stabilator and/or stabilator trim tab is replaced, the balance
may be disturbed. Rebalancingis required.
4-21. STABILATORTRIM TAB.
4-22. REMOVALOF STABILATORTRIM TAB. (Refer to Figure 4-3.)
a. Disconnect the stabilator trim control rod by removing the bolts that attach the control rod to
the stabilator trim tab.
b. Remove the stabilator trim hinge pins by cutting one end of the wire pins and removing.
c. The stabilator trim tab can now be removed.
IA329
SKETCH A
PIN MS20253PZ
A300
SKETCH F
BOLT AN4-5 A
WASHER AN960-416 L
TORQUE TO 100 IN. LBS.
A297 A299
BOLT AN173-1A
WASHER AN960-10 (2 REQ. - 1 UNDER HEAD, 1 UNDER NUT)
BOLT AN173-7A NUT MS20365-1032C
WASHER AN960-10L
NUT MS20365-1032C
TORQUE 35-40 IN. LBS.
SKETCH D
A329 SKETCH E
A330
A301
BOLT AN4-24
BALANCE PLATES
P/N 96564 (AS REQ.) WASHER AN960-416 (2 REQ.)
NUT MS20365-428C
BOLT AN23-12
WASHER AN960-10
NUT AN320-3
COTTER PIN MS24665-134
BUSHING 63900-31
(2 REQ.) SKETCHG
A346
BOLT AN35A
WASHER AN960-10
NUT MS20365-1032C
4 REQ.
SKETCHI
TORQUE NUT 35 TO 40 IN.-LBS.
BOLT AN4-6 A
BOLT NAS464P3A5 NUT MS20365-428
WASHER AN960-10 WASHER AN960-416
NUT MS21045-13 8 REQ.
4 REQ.
TORQUE NUT TO 65 + + IN.-LBS.
SEE CAUTION BOLT AN3-5A
WASHER AN960-10
NUT MS20365-1032C
4 REQ.
TORQUE NUT 35 TO 40 IN.-LBS.
SECTIONA-A
SKETCHH
BOLT AN173-10A
WASHER AN960-10 (2 REQ.)
NUT MS20365-1032C
BOLT AN4-7A
WASHER AN960-PD10
NUT MS20365-1032C
TORQUE BOLT TO 70-80 IN -LBS.
OR
'WASHER AN960-PD416 (2)
'NUT MS20365-428C
WASHER AN960
WASHER AN960-1OL
(AS REQ.) TO CENTER
BOLT ANS-6A
WASHER AN960-516 (2 REQ.)
NUT MS20365-524C
(4 REQ.)
TORQUE 180-200 IN. LBS.
4-24. RUDDER.
b. Connect the rudder trim tab push rod to the actuating link with bolt, washer, nut and cotter pin.
c. Connect the tail position light electrical lead at the quick disconnect and cover the connector
with an insulating sleeve.Tie both ends of the sleevewith number six electrical lacing twine.
d. Connect the jumper lead between the rudder and vertical fin.
e. Connect the control cables to the rudder horn with bolts, washers,nuts and cotter pins.
f. Checkthe rudder in accordance with Riggingand Adjustment of Rudder, Section V.
g. Install the upper tail cone fairing and rudder tip and secure with the attachment screws. Secure
the access panel to the aft section of fuselage.
NOTE
When rudder and/or rudder trim tab is replaced, the balance may
be disturbed. Rebalancingis required.
4-27. RUDDERTRIM TAB.
4-28. REMOVALOF RUDDER TRIMTAB. (Refer to Figure 4-3.)
a. Remove the bolt assembly which connects the trim tab actuating arm to the tab assembly.
b. Remove the trim tab hinge pin and remove the tab assembly from the rudder.
Reissued:10/11/79 STRUCTURES
lE10
PIPERSENECAII SERVICEMANUAL
A977
1E11
PIPERSENECAIISERVICEMANUAL
BLACK
VINYL TAPE BLACK
TAPE
A-A C-C
2019
899 A376
WHITE WHITE
SEALANT
WHITE
BLACK
SEALANT
VINYL TAPE
VINYL
FOAM TAPE
FOAM TAPE
Reissued:10/11/79 STRUCTURES
1E13
PIPERSENECAIISERVICEMANUAL
A376
WHITE
4-37. SIDEWINDOWS.
4-38. REMOVALOF WINDOWS(SIDE). (Refer:to Figure 4-6.)
a. Remove the retainer molding from around the window by removing attachment screws. At the
forward end of both the right and left window that is adjacent to the second row of seats, the window
retainer is riveted in place and need not be removed.
b. Remove the window from the frame.
c. Removeexcess tape and sealer from the window frame.
NOTE
Revised:3/16/81 STRUCTURES
1E14
PIPER SENECA II SERVICE MANUAL
NOTE
B974
M975
B976
COVER
PANEL
C-
COVER
PANEL
SIDE
PANEL
WINDOW _
RETAINER
EXTERNAL
SKIN OF
DOOR WINDOW
SEALANT
COVER SECTION C-C
PANEL
COVER
PANEL
WINDOW
SEALANT
WINDOW AND
SECTION A-A
EXTERNAL SKIN
SIDE
PANEL
SECTION B-B
g. Place new retainer into position and secure with 16 screws and washers (AN960-6).
h. Carefully invert the door. Apply a bead of PRC-5000 sealant to the outer perimeter of the
window. Allow sealant to dry before reinstalling door.
NOTE
4-42a. REMOVAL AND INSTALLATION OF DOOR SNUBBERS. Door snubber seals have been
incorporated in the three door jambs to improve on door sealing. For those aircraft equipped as such. the
following procedure should be used. If snubbers are not installed. the "Field Kit For Improved Sealing"
(763-993V). should be consulted for installation if so desired.
NOTE
Revised:8/10/80 STRUCTURES
1E17
PIPER SENECA II SERVICE MANUAL
FORWARD CABIN
A DOOR INSTALLATION
DO NOT STRETCHSNUBBER
AROUNDCORNERS(4 PLACES)
NOTES:
1. SNUBBER BUTT JOINT SHOULD
OCCUR AT DOOR DRAIN AREA AS
APPLICABLE.
2. ORIENT SNUBBER FLAT WITH
SURFACE INDICATED BY NOTE
DESIGNATION.
SEE
NOTE1
SNUBBER TYPICAL
CORNER
SECTION A-A
FRAME VIEW A
STRIKER/SCUFF
SECTION B-B FRAME
(ROTATED 180 ° )
SECTION C-C
SEE
NOTE
2
APPLICATIONOF ADHESIVE
8970
NOTES
2. ORIENT SNUBBER FLAT WITH
FRAME SURFACE INDICATED WITH
NOTE DESIGNATION
3. TRYTO KEEP WIND LACING AT
LEAST .03 TO .06 IN FROM
SNUBBER.
' VIEW A
WIND LACING
SNUBBER
OUTB
SEENOTE2 SNUBBER
SEE
SEE NOTE
NOTE
FRAME
STRIKER
PLATE SECTION D-D SECTION E-E
(ROTATED) (ROTATED90' COUNTERCLOCKWISE) HINGE
CENTERLINE
CUT SNUBBER -
SEE NOTE 2 AFTER ADHESIVE
WIND CURES
SNUBBER
VIEW B
OUTBD
AFT
BAGGAGE
SECTION F-F DOOR
FUSELAGE
SKIN
NOTE
NOTE
On forward cabin door make sure leg of snubber goes under striker
plate on side latch and over the striker plate for the upper latch.
On the aft cabin and cargo doors make sure the baggage door is
closed and start at the forward edge of the cabin door working
upward. Make sure leg of snubber is under striker plate.
f. Although not critical it is recommended that masking tape be applied to the door jamb at the
borders of the area to be glued. (Refer to Figure 4-7a.)
g. Apply adhesive to the affected area on the door jamb and the inside surface of the snubber. It is
recommended that the snubber be installed before the adhesive becomes tacky enabling manipulation of the
snubber.
h. Position the snubber with the teat facing outboard and start at the bottom center of the jamb.
applying pressure to insure a proper bond. DO NOT prestretch the snubber. Stretching the snubber will cause
cracks.
i. Wait for at least two hours for the bond to cure and DO NOT allow door to close. The bond will cure
more efficiently with the door left open and a maximum cure age will be effected.
j. To check for proper cure try peeling back a small local area of the snubber leg.
k. With adhesive properly cured, remove the masking tape. Replace scuff plates and windlacing. If the
snubber for the aft cabin door has just been installed, cut snubber as shown in Figure 4-7a.
1. Check that the door closes properly and readjust as necessary to achieve a flush fit. Latching effort
must not have increased.
m. With all hardware and plates reinstalled coat snubbers with silicone.
4-55. REMOVALOF BAGGAGEDOOR. With the door open, remove the hinge pin from the hingeand
remove the door.
4-56. INSTALLATION OF BAGGAGE DOOR: Place the door in position so that the hinge halves are
properly matched and install the hinge pin. It will not be necessary to replace the hinge pin with a new pin
if it is free of bends and wear.
4-61. RIGGING INSTRUCTIONS - SEAT BACK LOCK AND RELEASE. (Refer to Figure 4-8.)
a. Loosen screws (1 and 2) and ascertain that clamps (3 and 4) are in a relaxed condition. (Push-pull
cable (6) is able to move within the clamps.)
b. Place a straightedge along the lower surface of bushing (5) of the seat back release.
c. Adjust the push-pull cable (6) by raising or lowering it until the lower surface of the stop
assembly (7) is parallel to the straightedge.
d. Secure the push-pull cable in this position by tightening screws (1 and 2) on clamps (3 and 4).
The stop (7) should be lubricated and free to swivel without excessive play.
e. Push on seat back with stop assembly (7) in an engaged position to check engagement. Rotate the
seat back release handle and check for disengagement of seat back.
Revised:8/10/80 STRUCTURES
1E22
PIPER SENECA II SERVICEMANUAL
1. SCREW
2. SCREW
3. CLAMP
4. CLAMP
5. BUSHING
6. CABLE
7. STOP ASSY.
LUBRICATEDAND FREE
EXCESSIVE PLAY
STRAIGHTEDGE
4-62. STRUCTURAL REPAIRS. Structural repair methods used may be made in accordance with the
regulations set forth in FAA Advisory Circular 43.13-1A. To assist in making repairs, Figure 4-3 identifies
the type and thickness of skin structure used. Never make a skin replacement or patch from a material
other than the type of the original skin. Originalmaterial and thickness is recommended and must result in
a surface which is as strong as, or stronger than, the original skin. However,flexibility must be retained so
that the surrounding areas will not receiveextra stress.
Whenmaking major structural repairs, using other than factory manufactured parts, it is recommended
the manufacturer be contacted. No major alterations are recommended without contacting the
manufacturer.
4-63. FIBERGLASS REPAIRS. The repair procedure in this manual will describe the methods for the
repair of fiberglass reinforced structures. Paragraph 4-64 describes 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. Paragraph4-65 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, Part
Number 756 729, that will furnish the necessarymaterial for such repairs is available through Piper Aircraft
Distributors.
NOTE
g. Rough up the bottom and edges of the hole with an electric burr attachment or rough sandpaper.
Feather hole into surrounding gel coat, do not undercut.
h. Pour out a small amount of resin, add catalyst and mix thoroughly, using a cutting motion rather
than stirring. Useno fibers.
i. Using the tip of a putty knife or finger tips, fill the hole to about 1/16 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 squeegeeor the back of a razor blade, squeegeelevelwith
area surrounding the patch, leave the cellophane on patch for one or two hours or overnight, for complete
cure.
1. After repair has cured for 24 hours, sand patched area, using a sanding block with fine wet
sandpaper. Finish by priming, againsanding and applying color coat.
Reissued:10/11/79 STRUCTURE
1F2
PIPER SENECAII SERVICEMANUAL
A318
Reissued:10/11/79 STRUCTURES
1F3
PIPER SENECA II SERVICE MANUAL
A374
9 9
5 6
1 2024-T3 .016 12
2 2024-00 .020
3 2024-T3 .020
4 2024-T3 .025 12
5 2024-T3 .032
6 2024-T3 .040 12 13
7 2024-T3 .051
8 2024-T3 .025
9 FIBERGLASS A186
10 2024-T3 .020
11 THERMOPLASTIC OR FIBERGLASS
12 2024-0 .025
13 5062-H34 .040
14 321A ST.STL. .016
4-66. 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 Naptha will
generally insure a good bond between epoxy compounds and thermoplastic.
b. Surface Scratches, Abrasion or Ground-in-Dirt: (Refer to Figure 4-10.)
1. Shallow scratches and abraded surfaces are usually repaired by following directions on
containers of conventional automotive buffing and rubbing compounds.
2. If large dirt particles are embedded in thermoplastic parts, they can be removed with a hot
air gun capable of supplying heat in the temperature range of 300 ° to 400 ° F. Use care not to overheat the
material. Hold the nozzle of the gun about 1/4 of an inch away from the surface and apply heat with a
circular motion until the area is sufficiently soft to remove the dirt particles.
3. The thermoplastic will return to its original shape upon cooling.
c. Deep Scratches, Shallow Nicks and Small Holes: (Less than 1 inch in diameter.) (Refer to Figure
4-11.)
1. Solvent cements will fit virtually any of these applications. If the area to be repaired is very
small, it may be quicker to make a satisfactory cement by dissolving thermoplastic material of the same
type being repaired in solvent until the desired paste-like consistency is achieved.
2. This mixture is then applied to the damaged area. Upon solvent evaporation, the hard
durable solids remaining can easily be shaped to the desired contour by filing or sanding.
3. Solvent adhesives are not recommended for highly stressed areas, on thin walled parts or for
patching holes greater than 1/4 inch in diameter.
4. For larger damages an epoxy patching compound is recommended. This type material is a
two part, fast curing, easy sanding commercially available compound.
5. Adhesion can be increased by roughing the bonding surface with sandpaper and by utilizing
as much area for the bond as possible.
6. The patching compound is mixed in equal portions on a hard flat surface using a figure eight
motion. The damaged area is cleaned with perchlorethylene or VM&P Naphtha prior to applying the
compound. (Refer to Figure 4-12.)
7. A mechanical sander can be used after the compound is cured, providing the sander is kept
in constant motion to prevent heat buildup.
8. For repairs in areas involving little or no shear stress, the hot melt adhesives, polyamids
which are supplied in stick form may be used. This type of repair has a low cohesive strength factor.
9. For repairs in areas involving small holes, indentations or cracks in the material where high
stress is apparent or thin 'walled sections are used, the welding method is suggested.
IC. This welding method requires a hot air gun and ABS rods, to weld, the gun should be held to
direct the flow of hot air into the fusion (repair) zone, heating the damaged area and rod simultaneously.
The gun should be moved continuously in a fanning motion to prevent discoloration of the material.
Pressure must be maintained on the rod to insure good adhesion. (Refer to Figure 4-13.)
11. After the repair is completed, sanding is allowed to obtain a surface finish of acceptable
appearance.
Hot Melt Adhesives Stick Form 1/2 in. dia. Sears Roebuck & Co. or Most
Polyamids and Hot Melt 3 in. long Hardware Stores
Gun
Hot Air Gun Temp. Range 300° to Local Suppliers
400 F
871
871
825
870
827
831
PATCHING
828
DAMAGED AREA
827
828 832
NOTE
The coated surface shall not be walked on for six hours minimum
after application of final coating.
4-71. SURFACE PREPARATIONFOR PRESSURE SENSITIVESAFETY WALK. The areas to which the
pressure sensitive safety walk 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 to protect painted surfaces.
b. Apply suitable stripper MEK Federal Spec. TT-M-261, U.S. Rubber No. 3339 to wingwalk
compound. As compound softens, remove by using putty knife or other suitable tool.
c. Area must be clean and dry prior to painting.
d. Prime and paint area.
NOTE
Reissued:
10/11/79 STRUCTURE
1F14
PIPER SENECA II SERVICEMANUAL
4-74. CHECKINGCONTROL 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 were set with the balance weight on the heavy side of the limits to permit
limited repair or paint touch-up without adjusting the balance weight. It should be noted, however, that
spare control surfaces are delivered unpainted and the static balance will not necessarily fall within the
limits provided. This is more pronounced on the stabilators and rudders. The completed control surface
including paint should be within the limits given in Table IV-I. 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 proceduresgivenin Paragraphs4-74 thru
4-78. The static balance of the surfaces must be as specified in Table IV-I.
Before balancing any control surface, it must be complete including tip, trim/servo tabs as applicable
and tab actuating arms or push rods with bearings as applicable and all optional equipment which is
mounted on or in the control surface when it is flown, including paint, position lights and wiring, static
wicks, scuff boots, etc.
If optional equipment is added or removed after balancing, the control surface must be rebalanced.
Duringbalancing,trim/servo tabs must be maintained in the neutral position.
4-75. BALANCING EQUIPMENT (Refer to Figure 4-18).
a. Insure that the control surface is in its final flight configuration, static wicks, trim tabs, trim tab push
pull rod, and control surface tip (as applicable) should be installed. The surface should be painted and trim
servo tabs should be in the neutral position.
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 parrallel with the control surface chord
line.
f. Remove the tool from the control surface and balance the tool itself by adding or removing nuts or
washers from the beam balancing bolt. When balancing the tool, the movable weight must be at the bar's hinge
centerline.
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 is in the level has been centered. Since the movable weights weighs
three pounds, every inch it is moved from the center of the beam equals three inch-pounds of force.
A399
3 LB MOVABLE WEIGHT WITH
MARKED CENTERLINE
NUTS AND OR
WASHERS ADDED
AS REQUIRED
7 TO BALANCE
TOOL ITSELF
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 LINE OF CONTROL SURFACE
HORIZONTALLY
ADJUSTABLE FOR
SETTING TOOL TO
WIDTH OF CONTROL
SURFACE
BUBBLE LEVEL
SET SCREW
VERTICALLYADJUSTABLE
FOR SETTING BEAM
PARALLEL TO CHORD
LINE OF CONT ROL SURFACE
Ailerons up through
34-7670362 0.00 to -2.75
Ailerons 34-777001
and up +5.00 to -2.75
4-76. BALANCING AILERONS. (Refer to Figure 4-19.) Position the aileron on the balancing fixture in a
draft free area and in a manner which allows unrestricted movement of the aileron on the hinge bearings.
Place the tool on the aileron, avoid rivets and keep the beam perpendicular to the hinge centerline. Calibrate
the tool as described in Paragraph 4-75. Read the scale when the bubble level has 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-II. 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 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 all damaged parts and recheck the balance.
4-77. BALANCING RUDDER. (Refer to Figure 4-19.) To balance the rudder, the assembly must be
complete including the tip assembly and all attaching screws. the position light wiring and trim tab and
push rod. Tape the trim tab in neutral position with a small piece of tape. Place the complete assembly
horizontally on knife edge supports in a draft free area in a manner that allows unrestricted movement.
Place the tool on the rudder with the beam perpendicular to the hinge centerline. Do not place the tool on
the trim tab. Calibrate the tool as described in Paragraph 4-75. Read the scale when the bubble level has
been centered by adjustment of the movable 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. Nose Heavy: This condition is highly improbable: recheck calculations and measurements.
b. Nose Light: In this case. the mass balance weight is too light or the rudder is too heavy because
of painting: it will be necessary to strip the paint and repaint. If the rudder is too heavy as a result of repairs.
the repair must be removed and the damaged parts replaced.
2021
STATIC BALANCE (IN-LB) WEIGHT X INCHES
LOCATETOOL BALANCEPOINTS
DIRECTLY OVER HINGE CENTERLINE
2020
A2565 NOTE
BALANCE PLATES
(96564 AS REQ)
BALANCE WEIGHT
4-78. BALANCING STABILATOR. (Refer to Figure 4-20.) 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 area in a manner that allows unrestricted movement.
Place the tool on the stabilator with the beam perpendicular to the hinge centerline. Do not place the tool
on the trim tab. Calibrate the tool as described in Paragraph 4-75. Read the scale when the bubble level has
been centered by adjustment of the movable 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 stabilator is out of limits on the leading edge heavy side, remove balance plates from the
mass balance weight until the static balance is within limits. Do not attempt to adjust the stabilator tip
balance weight.
b. If the stabilator is out of limits on the trailing edge heavy side, add balance plates to the mass
balance weight until the static balance is within limits.
4-79. CHECKING FREE PLAY OF CONTROL SURFACES. The following checks are recommended
before balancing to determine how much free play exists in the control surfaces.
a. Stabilator: Neither stabilator half is allowed any free play at its attachment points fore or aft. upor
down. or left or right.
b. Stabilator and Rudder Tabs: Move the stabilator or rudder to one of its limits of travel and secure.
Insert a scale type straight edge in the groove between the surface and its tab. Grasping the trailing edge ofthe
tab. gently move it. marking the travel limits. The overall travel must not exceed 0. 125 inch.
Revised:8/10/80 STRUCTURES
1F20
INTENTIONALLY LEFT BLANK
SECTION
V
SURFACE
CONTROLS
Aerofiche
Paragraph Grid No.
Revised:8/10/80
1F21
PIPER SENECA II SERVICE MANUAL
SECTION V
SURFACE CONTROLS
5-1. INTRODUCTION. This section explains the removal, installation, and rigging and adjustment
procedures for the control surfaces of the various structural components. 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 to remove the clips using fingers only. Both locking clips may be inserted in the same hole of the
turnbuckle barrel, or they may be installed in opposite holes. After being removed, locking clips should be
discarded, not reused.
e. Assemble and adjust a turnbuckle so that each terminal is screwed on approximately equal distance
into the barrel. During adjustment, do not turn the terminals in such a manner as to put a permanent twist in
the cables.
f. When installing rod end jam nuts refer to Figure 5-1a for proper installation method. After
adjusting a jam nut, insure that it is securely tightened and thoroughly inspected.
g. If the push rod or rod end has an inspection hole, the screw should be screwed in far enough to pass
the hole. This can be determined visually or by feel, inserting a piece of wire into this inspection hole. If there is
no inspection hole, there should be a minimum of 3/8 inch thread engagement.
NOTE
5-2. DESCRIPTION. The Seneca II is controlled in flight by the use of three standard 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 at the balance arm of the stabilator. Cables also
connect the rudder pedals with the rudder sector. Provisions for directional and longitudinal trim are provided
by adjustable trim mechanisms for the stabilator and rudder. Both the stabilator and rudder trim are
controlled by individual wheel and drum assemblies mounted on the floor tunnel between the front seats.
Cables routed aft from the drums to the tail cone operate the particular screw assembly which in turn
moves the stabilator or rudder trim tab.
The wing flap system consists of an operating handle. a cable routed from the handle to a torque tube
and push-pull rods. Through the push-pull rods and torque tube. the flaps are interconnecting and can be
positioned in three locations of 10. 25 and 40 degrees.
LAPCHORD
LAP CHORD
25+ 1 TRIM
7 1SERVO
ONLY
25: 1 TRIM
-STABILATOR CHORD LINE
Maximum tab free play must not exceed0.125 inches.
CONTROLWHEEL,TEE BAR & BOBWEIGHTTRAVEL
A344
FULL NOSE UP
CABLETENSIONS
AILERON 40 LBS 5 LBS
FLAP 10LBS LBS
STABILATOR 40 LBS ± 5 LBS
STABILATOR TRIM TAB 10 LBS ± 1 LBS
RUDDER 40 LBS 1 5 LBS
RUDDER TRIM TAB 10 LBS 2 LBS
Rudder Pedel Travel 23 each way from neutral. Rudder Pedel Neutral Position 16 + 1 Aft of Vertical.
°
Full Nose Wheel Travel 27 Left and 27 Right.
1F23
PIPER SENECAII SERVICEMANUAL
PPS-22
TABLE V-II. CABLETENSION VS. AMBIENTTEMPERATURE
120
110
100
90
LL 80
70
C
60
50
40
30
20
-10 - -6 -4 -2 0 4 6 10
SUBTRACT ADD
1F24
PIPER SENECAII SERVICEMANUAL
2022
1G1
PIPERSENECAII SERVICEMANUAL
5-3. CONTROLCOLUMNASSEMBLY.
5-4. REMOVALOF CONTROLCOLUMNASSEMBLY.(Refer to Figure 5-1.)
a. To remove either control wheel (5) with tube (4), the following procedure may be used:
1. Separate the control wheel tube (4) from the flexible joint (2) that is located on either side
of the tee bar assembly (7) by removing the nut, washer and bolt (3). Pull the tube from the flexiblejoint.
2. If removingthe left control tube, slide the stop ( 12) from the tube.
3. Should wires for the various Autopilot systems be installed in the control tube, disconnect
them at the quick disconnect terminals behind the instrument panel. Draw the wires back into the tube and
back out through the forward end of the tube.
4. Remove the control wheel assembly from the instrument panel.
b. The tee bar (7) with assembled parts may be removed from the airplane by the following
procedure:
1. Remove the access panel to the aft section of the fuselage.
2. Relieve cable tension from the stabilator control cables (23) at one of the stabilator cable
turnbuckles in the aft section of the fuselage.
3. Relieve tension from the aileron control cables (22) and chains (16 and 14) at the
turnbuckle (6) that connects the chains at the top of the tee bar (7).
4. Disconnect the control chains from the control cables where the chains and cables join by
removing the cotter pins, nuts, bolts and bushings.
5. If the control wheel assemblies have not been previously disconnected from the tee bar
assembly, separate the control wheel tubes (4) at the flexible joints (2) by removingthe nuts, washersand
bolts (3).
6. Disconnect the bobweight actuating rod (24) at the tee bar.
7. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet
remove the plate attachment screws.
8. Remove the two aileron control cable pulleys (21) attached to the lower section of the tee
bar by removing the pulley attachment bolt (8).
9. Disconnect the stabilator control cables (23) from the lower end of the tee bar assembly.
10. Disconnect the necessary control cables, such as the propeller pitch control, mixture
control, etc., that will allow the tee bar assemblyto be removed.
11. Remove the tee bar assembly by removing the attachment .bolts (3) with washersand nuts
which are through each side of the floor tunnel, and lifting it up and out through the right side of the cabin.
5-5. INSTALLATIONOF CONTROLCOLUMNASSEMBLY.(Refer to Figure 5-1.)
a. The tee bar assembly may be installed in the airplane by the followingprocedure:
1. Swing the tee bar assembly into place from the right side of the cabin and secure with
attachment bolts (3), washers,and nuts inserted in through each side of the floor tunnel.
2. Connect the bobweight actuating rod (24) to the tee bar. (Refer to Table V-I for proper
riggingof bobweight.)
3. Connect the stabilator control cables (23) to the lower end of the tee bar with bolt (3),
washer, nut and cotter pin. Allow the cable ends free to rotate.
4. Place the aileron control cables(22) around the pulleys (21) that attach to the lower section
of the tee bar (7); position pulleysand securewith bolt, washersand nut.
5. Install the control wheel per Step b.
6. Place the control wheels in neutral (centered) position and install the aileron control chains
(14 and 16) on the control wheel sprockets (1 and 13) and idler cross-oversprockets (15 and 18). The
turnbuckle (6) must be centered between the two control wheel sprockets.
7. Loosen the connecting bolts (3) of the idler sprockets (15 and 18) to allow the chain to fit
snug around the control wheelsprockets and over the idler sprockets.
8. Connect the aileron control cables (22) to the ends of the chains (14 and 16) with bolts,
bushings, nuts and cotter pins (19).
9. 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 necessaryin
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 turnbuckle centered. Also, the aileron bellcranks should contact their
stops before the control wheel hits its stop. Models which have adjustable aileron tee bar stops must
maintain .030 to .040 clearance between the sprocket pin and the adjustable stop bolts after the bellcranks
contact their stops.
10. Set stabilator cable tension with the turnbuckle in the aft section of the fuselage and
instruction givenin Paragraph 5-15. Check safety of all turnbuckles upon completion of adjustments.
11. Tighten the connecting bolts (3) of the idler sprockets (15 and 18).
12. Install the floor tunnel plate and secure with screws.Fasten the tunnel carpet in place.
b. Either control wheel assemblymay be installed by the followingprocedure:
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 smallhole 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.
5-6. AILERONCONTROLS.
5-7. REMOVALOF AILERONCONTROLCABLES. (Refer to Figure 5-2.)
a. For the removal of any of the control cablesin the fuselageor wings,first remove the floor panel
that is located directly aft of the main spar by removing the center seats, seat belt attachments, and the
screwssecuring the panel. Lift the panel and remove from airplane.
b. To remove either the right or left primary control cables (8 and 9) that are located in the
fuselage, the followingprocedure may be used:
1. Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to
remove the plate attachment screws.
2. Separate the primary control cable (8 or 9) at the turnbuckles (6) located in the floor
opening aft of the main spar.
3. Remove the cable pulleys attached to the lower section of the control column tee bar
assembly by removingthe pulley attachment bolt.
4. Move the cable guard (see Sketch B) located under the pulley cluster (7) by removing the
cotter pin from the exposed end of the guard and slidingit to the left or right as required.
1G3
PIPERSENECAII SERVICEMANUAL
DAMAGE
HERE
1944
SKETCHA 2041
20
SEE DETAIL A
16
GUARD PIN
SKETCHB SKETCHC
5. Remove the cotter pins used as cable guards at the pulley (11) in the forward area of the
floor opening aft of the main spar.
6. Disconnect the cable (8 or 9) from the control chain at the control column tee bar assembly
by removingthe cotter pin, nut, bolt, and bushing that connect the two together. Secure the chainsin some
manner to prevent them from unwrapping from around the sprockets.
7. Draw the cable back through the floor tunnel.
c. The primary control cable (5 or 17) in either wingmay be removed by the followingprocedure:
1. Remove the access plate to the aileron bellcrank (1 or 18) located on the undersideof the
wing forward of the aileron center hinge.
2. If not previously disconnected, separate the cable at the turnbuckles (6) located in the floor
opening aft of the main spar.
3. Disconnect the cable from the forward end of the aileron bellcrankby removingthe cotter
pin, nut, washer and bolt.
4. Draw the cable from the wing.
d. Either balance cable (3 or 15) may be removed by the following procedure:
1. Separate the balance cable at the turnbuckle 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 (10) in the center of the floor opening.
3. Remove the access plate to the aileron bellcrank (18) located on the underside of the wing
forward of the aileron center hinge.
4. Disconnect the cable from the aft end of the aileron bellcrank by removingthe cotter pin,
nut, washer and bolt.
5. Draw the cable from the wing.
5-8. INSTALLATIONOF AILERONCONTROLCABLES. (Refer to Figure 5-2.)
a. The installation of either the right or left primary control cable (8 or 9) that is located in the
fuselagemay be accomplishedas follows:
1. Draw the cable through the fuselage floor tunnel.
2. Connect the cable to the end of the control chain and secure using bushing, bolt, nut and
cotter pin.
3. Place the cable around the pulley (see Sketch B) that is located in the tunnel. Install cable
guard (see Sketch B) and secure with cotter pin.
4. Position cables and install the cable pulleys that attach to the lower section of the tee bar
assembly.Secure with bolt, washer and nut. (Refer to Figure 5-1.)
5. Place the cable around the pulley (11) that is located in the floor opening just aft of the
main spar and install cotter pin cable guards.
6. If the primary control cable in the wing is installed, connect the control cable ends at the
turnbuckle (6) located in the floor opening aft of the main spar.
7. Check riggingand adjustment per Paragraph 5-11.
8. Position the heat duct and secure with screws.
9. Install the tunnel plate aft of tee bar assemblyand 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 coversand secure with screws.
1G7
PIPER SENECA II SERVICEMANUAL
b. The primary control cable (5 or 17) in either wing may be installed by the followingprocedure:
1. Draw the control cable into the wing.
2. Connect the cable to the forward end of the aileron bellcrank (I or 18) using a bolt, washer,
nut and cotter pin. Allow the cable end to rotate freely on the bellcrank.
3. If the primary control cable in the fuselage is installed, connect the ends at the turnbuckle
(6) located in the floor opening aft of the main spar.
4. Check riggingand adjustment per Paragraph5-11.
5. Install the access plate on the underside of the wing.
c. Either balance cable (3 or 15) may be installed by the followingprocedure:
I. Draw the cable into the wing.
2. Connect the cable to the aft end of the aileron bellcrank (1 or 18) 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 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 riggingand adjustment per Paragraph5-11.
6. Install the access plate on the underside of the wing.
7. Install the floor panel, seat belt attachments and seats.
5-9. REMOVALOF AILERONBELLCRANKASSEMBLY. (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 screwssecuring the floor panel. Lift the panel and remove from the airplane.
b. Remove the access plate to the aileron bellcrank (1 or 18) located on the underside of the wing,
forward of the aileron center hinge.
c. Relieve tension from the aileron control cables by loosening the balance cable turnbuckle (6)
located in the floor opening aft of the main spar.
d. Disconnect the primary (5 or 17) and balance (3 or 15) control cables from the bellcrank
assemblyby removing cotter pins, nuts, washersand bolts.
e. Disconnect the aileron control rod (16) (Sketch A) at the aft or forward end as desired.
f. Remove the nut, pivot bolt (19) (Sketch A) and washers that secure the bellcrank. The nut is
visible from the underside of the wing.
g. Remove the bellcrank from within the wing.
Reissued:10/11/79 SURFACECONTROLS
1G8
PIPER SENECA II SERVICE MANUAL
1962
IIGGING TOOL
1G9
PIPER SENECA I SERVICE MANUAL
A171
3. Adjust the turnbuckles on the primary and balance cables to obtain the proper tension as
given in Table V-1. During adjustment, obtain a little more tension on the primary cable to hold the
bellcranks in neutral (against the rigging tools): finish with approximately even tension on all cables. Primary
cable tensions may be slightly less than balance cable tension. but should be within the tension specified.
4. Remove bellcrank rigging tools.
c. Check and adjust the aileron for neutral position by the following procedure:
1. Ascertain that the bellcrank rigging tools fit snug between the bellcrank and the rib.
2. Check the aileron for neutral. (The neutral position is the position at which the chord line
of the aileron forms a 1 12 ± 1° "down" angle with the wing chord at the inboard end of the aileron.) An
aileron rigging tool can be fabricated from dimensions given in Figure 5-17.
3. Place the aileron rigging tool as shown in Figure 5-4 against the underside of the wing and
aileron as close as possible to the center of the aileron without contacting any rivets. The tool must be
positioned parallel with the wing ribs and the aft end of the tool even with the trailing edge of the aileron.
4. 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 trailing edge of the
aileron contacts the aft end of the tool. The aileron is neutral at this position. While measuring the neutral
position, a light "up" pressure shall be maintained at the center of the aft edge of the aileron, just sufficient
to remove the slack between the bellcrank and the aileron.
5. 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. After adjustment, retighten the jam nut.
d. Check the ailerons for correct travel from neutral per dimensions given in Table V-1 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. 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.
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.
5. If the aileron stops are bottomed before the control wheelis turned 90 + 1degreefrom centered
position, lengthen the drive cable and shorten the balance cable an equal amount. Recheck cable tension.
e. Check the bellcrank stops to assure that the bellcrank contact is made simultaneouslybut still
have cushion before contacting the control wheelstops. Models which have adjustable aileron tee bar stops
must maintain .030to .040clearancebetweenthe sprocket pin and the adjustable stop bolts after the bellcranks
contact their stops.
f. Check control operation and bolts and turnbuckles for safety.
g. Install access plates and panels.
NOTE
5-12. STABILATORCONTROLS.
5-13. REMOVALOF STABILATORCONTROLCABLES. (Refer to Figure 5-5.)
a. To remove either the forward or aft stabilator cables, first remove the accesspanel to the aft
section of the fuselage.
b. Relieve cable tension from control system by loosening one of the cable turnbuckles in the aft
section of the fuselage.
c. Disconnectthe stabilator down springsand clamps(18) from the upper stabilator control cable in
the aft section of the fuselage.
d. Either forward stabilator cable (20) may be removed by the followingprocedure:
1. Remove the floor tunnel cover in the aft area of the cabin by removing the carpet and the
heater duct over the tunnel and the cover attachment screws.
2. Remove the cable guard plate (see Sketch B) from the underside of the pulley cluster (5) in
the aft area of the tunnel opening by removing the guard attachment screws.
3. Remove the floor panel located directly aft of the main spar by removing the center seats,
seat belt attachments, and the screwssecuring the panel. Lift the panel and remove from the airplane.
4. Within the floor opening, remove the cable rub blocks (see Sketch A) that are attached to
the spar housing by removing the block attachment screws. Also, remove the cotter pin cable guard at the
pulley cluster (4) in the aft area of the opening.
5. Remove the tunnel plate just aft of the tee bar by removingenough carpet from the tunnel
to allow the plate attachment screws and plate to be removed.
6. If the right (upper) stabilator control cable (20) is to be removed, remove the cotter pin
cable guards at the pulley (1) located in the forward area of the tunnel.
7. Disconnect the cables (20) from the lower end of the tee bar by removing cotter pin, nut,
washer and bolt.
8. Draw the cable aft through the floor tunnel.
Revised:8/10/80 SURFACECONTROLS
1G11
1G12
INTENTIONALLYLEFT BLANK
PIPERSENECA II SERVICEMANUAL
149
14
17
2046
SKETCHA SKETCHB
ALIGN VERTICALLY ±
UPPER STABILATOR
SKETCHC
1. PULLEY, STA. 51.91
2. WHEEL ASSY, TRIM CONTROL
3. PULLEYS, STA. 86.70
SKETCHD 4. PULLEY CLUSTER, STA. 127.17 & STA. 130.16
A3 5. PULLEY CLUSTER, STA. 166.3
6. PULLEY, STA. 188.774
7. CABLES, CONTROL, AFT
8. PULLEY, STA. 261.458
9. PULLEY, STA. 276.991
10. TRIM SCREW ASSY
11. CONTROL ROD
12. PULLEYS, STA. 292.34
13. PULLEY, STA. 279.49
14. BALANCE ARM
IS. WEIGHT, BALANCE ARM
16. CABLE, TRIM, AFT
17. TURNBUCKLE
18. SPRINGS, STABILATOR DOWN
19. CABLES, TRIM, FORWARD
20. CABLES, CONTROL, FORWARD
21. BOBWEIGHT
22. PIN & COTTER PIN
23. BOLT ASSY
24. BARREL, TRIM
25. CABLE, TRIM, AFT
26. BRACKET ASSY
27. SHAFT ASSY
21. PIN
29. LINK ASSY
30. EYE BOLT
31. JAM NUT
32. ROD ASSY
33. COTTER PIN
34. TAB, STABILATOR TRIM
35. BOLT ASSY
36. BRACKET, SUPPORT
37. BOLT ASSY
31. MOUNTING BRACKET
39. TEE BAR
40. ACTUATOR ROD
41. BOBWEIGHT
42. NOSE LANDING GEAR MOUNT ASSY
SKETCHE
e. Either aft stabilator control cable (7) may be removed by the followingprocedure:
1. Disconnect the cable end at the balance arm (14) of the stabilator by removing the cotter
pin, nut, washerand bolt.
2. Remove the cotter pin cable guard at the pulleys (9 or 13) located either above or below the
balance arm.
3. Remove the cable from the airplane.
1G15
PIPER SENECAII SERVICEMANUAL
A641 A977
The stabilator should contact both ofits stops before the control
wheel contacts its stops.
Reissued:10/11/79 SURFACECONTROLS
1G16
PIPERSENECAIISERVICEMANUAL
5. Set the protractor for the number of degrees down travel as given in Table V-1 and again
place it on the riggingtool. Lower the trailing edge of the stabilator and determine that when the stabilator
contacts its stops, the bubble of the protractor is centered.
6. Should the stabilator travel be incorrect in either the up or down position, remove the tail
cone by removing the attachment screws. Turn the stops located at each stabilator hinge (refer to Figure
5-12) to obtain the correct degree of travel.
7. Ascertain that the locknuts of the stop screwsare secure and then reinstall the tail cone.
c. To check and set stabilator control cable tension, the followingprocedure should be used:
1. Check to insure that the stabilator travel is correct.
2. Remove the accesspanel to the aft section of the fuselage.
3. Disconnect the down springs.
4. Position the tee bar at a forward angle of seven degrees (neutral position of tee bar) and
secure in this position with a suitable tool.
5. Place the stabilator in neutral (refer to Step b) and maintain in that position.
6. Check control cables for the correct tension as givenin Table V-I.
7. Should tension be incorrect, loosen the turnbuckles in the aft section of the fuselage and
adjust the turnbuckles to obtain the correct tension as stated in Table V-1.
NOTE
5. Tie the cables forward to prevent them from slippingback into the floor tunnel.
e. The trim control cables (19) may be removed by the followingprocedure:
1. Remove the center seats and the pilot and rear seats if desired.
2. Remove the seat belts attached to the forward floor tunnel by removing attachment nuts,
washersand bolts.
3. Unfasten the carpet from the aft portion of the forward floor tunnel and lay it forward.
4. Remove the tunnel cover located between the trim control wheel and the spar cover by
removing attachment screws.
5. Remove the cable pulleys (3) located in the forward tunnel by removing the cotter pin,
washer and clevispin.
6. Remove the floor panel aft of the main spar by removing the panel attachment screwsand
seat belt attachments. Lift the panel and remove from airplane.
7. Remove the cable rub blocks (39) located in the floor opening on the aft side of the main
spar by removing the block attachment screws.
8. Remove the carpet and the heater duct over the aft floor tunnel.
9. Remove the cover plate from the top of the aft floor tunnel by removingattachment screws.
10. Remove the cable guard (see Sketch A) from the underside of the trim cable pulleys (4)
located at station 130.167 by removingthe cotter pin and withdrawingthe roll pin.
11. Remove the cable fairlead (see Sketch B) from the underside of the pulley cluster (5)
located at station 166.837 by removing the plate attachment screws.
12. With the cables disconnected from the trim control wheel, draw the cable(s) through the
floor tunnel.
5-18. INSTALLATIONOF STABILATORTRIM ASSEMBLY(FORWARD). (Refer to Figure 5-5.)
a. The trim control wheel with drum may be installedby the followingprocedure:
1. Wrap the right trim cable on the trim drum by inserting the swaged ball of the cable in the
slot provided in the side (right side) of the drum that mates with the control wheel, and looking at this side,
wrap the drum with three and a half wraps of the cable in a clockwisedirection.
2. Attach the control wheel to the cable drum by aligning the long lug of the drum with the
long slot of the wheel and securingthe two pieces together with three screws.
3. Wrap the left trim cable on the drum by inserting the swaged ball of the cable in the slot
provided in the flanged side (left side) of the drum and lookingat this side, wrap the drum with three and a
half wraps of the cable in a clockwisedirection.
4. Lubricate and install the bushing in the control wheel and drum.
5. Align the control cables and position the control wheel assembly between its mounting
brackets. Ascertain that the end of the trim indicator wire is positioned in the spiraled slot of the drum
with no bind on the end. Install the retainer bolt from the left side and install washer and nut.
6. Install the cover over the control wheel and secure with screws, unless the control cables
have yet to be installed.
b. The trim control cables (19) may be installed by the followingprocedure:
1. Draw the cable(s) through the floor tunnel.
2. Wrapthe cable drum and install the trim control wheel as givenin Step a.
3. Position the cable pulleys (3) on the mounting bracket and install the clevispin, washerand
cotter pin.
4. Connect the cable (19) to the aft cable (16) at the turnbuckle (17) in the aft section of the
fuselage.Install aft cable (16) if not installed.
Reissued:10/11/79 SURFACECONTROLS
1G18
PIPERSENECAII SERVICEMANUAL
5. Install the cable fairlead (see Sketch B) at the underside of the pulley cluster (5) located at
station 166.837 and secure with screws.
6. Install the roll pin type cable guard (see Sketch A) at the underside of the pulleys (4)
located in the forward area of the aft floor tunnel and secure it with a cotter pin.
7. Install the cable rub blocks located on the aft side of the main spar housing and secure with
screws.
8. Remove the blocks that secure the aft trim cable and check that the cables are seated on the
pulleys.
9. Set cable tension per Table V-1and check riggingand adjustment per Paragraph 5-21. Safety
all turnbuckles.
10. Install the tunnel cover on the forward tunnel and secure with screws.
11. Install the carpet over the floor tunnel.
12. Install the cover over the trim control wheel and secure with screwsand special washers.
13. Install the seat belts removed from the top of the floor tunnel and secure with bolt, washer
and nut.
14. Install the floor panel and seat belt attachments aft of the main spar and secure panel with
screws.
15. Install the aft floor tunnel and secure with screws.
16. Install the heater duct and carpet over the aft floor tunnel.
c. Install the panel to the aft section of the airplane and the seats.
5-19. REMOVALOF STABILATORTRIM CONTROLS(AFT). (Refer to Figure 5-5.)
a. Remove the accesspanel to the aft section of the fuselage.
b. Block the trim cables (19) at the first set of pulleys (5) forward of the cable turnbuckles (17) in
the aft section of the fuselageby a method shown in Figure 5-7.
c. Remove the tail cone attachment screwsand tail cone from the airplane.
d. Block the cable (16) at the trim barrel (24) to prevent them from unwrapping at the barrel.
e. Disconnect the cables (16 and 19) at the turnbuckles (17).
f. Remove the cable guard pins (22) at the trim screw and also at the pulleys (12) located below the
trim mechanismat station 292.34.
g. Remove the bolt assembly (23) which connects the forward end of the trim screw with the link
assembly (29).
h. Unscrewthe screw (27) from the trim barrel (24).
i. Remove the four machine screws securing the two parts of the bracket assembly (26) to the
mounting bracket (38).
j. Separate the two parts of the bracket assembly (26) and remove the trim barrel and cable. Note
the amount and placement of washersat each end of the barrel to simplify reassembly.
k. Removethe barrel and cablesfrom the airplane.
h. To obtain the correct travels, if incorrect, adjust by disconnecting the link (29) at the rod assembly
(32) rod end and turning the end in or out as required. Reconnect the rod end to the link.
i. Secure the jam nut (31) on the rod assembly.
j. Turn the trim wheel to full travel and check for turnbuckle clearance and location of tab indicator.
k. Reinstall the tail cone fairing and aft fuselage access panel.
938
e. Position the torque tube support bracket (23) on the floor tunnel and secure with bolts.
f. Position the vee brace(s) (4) on the torque tube; install the strap bracket (7) around the torque
tube and brace and secure with bolts, washersand nuts (8).
g. Connect the ends of the brake cylinder rods (31) and clevis rods (20) to the idler arms (32) and
secure with clevisand cotter pins (30).
h. Connect the bungee rods (9) and secure with bolts and nuts ( 1). Check steering rod adjustment
per Alignment of Nose Gear. Section VI.
i. Connect the rudder trim to the arm of the torque tube and secure with bolt, washer, nut and
cotter pin. A thin washer is installed under the nut which is tightened only fingertight.
j. Connect the ends of the rudder control cables to the arms Drovidedon the torque tube and
secure with bolts, washers, nuts and cotter pins (28). Allow the ends free to rotate.
k. Swingthe tee bar into place and secure with attachment bolts, washers and nuts 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. Connect bobweight push rod to tee bar.
m. Set rudder cable tension and check riggingand adjustment per Paragraph 5-32.
n. Set stabilator cable tension and check riggingand adjustment per Paragraph 5-15.
o. Checkaileron cable tension.
p. Checksafety of bolt and turnbuckles.
q. Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
r. Install the access to the aft section of the fuselage.
5-25. RUDDERCONTROLS.
Reissued:10/11/79 SURFACECONTROLS
1G23
PIPERSENECA II ERVICEMANUAL
d. The aft rudder control cable (10) may be removed by the followingprocedure:
1. Remove the tail cone by removing its attachment screws.
2. Disconnect the cable (10) from the rudder sector (13) by removing the two cotter pins at
the aft center portion of the sector and moving the swaggedball and cable out of the recessedhole in the
sector.
3. Remove the cable guard pins from the pulley (11) brackets at station 280.091.
4. Draw the cable from the fuselage.
5-27. INSTALLATIONOF RUDDER CONTROLCABLES. (Refer to Figure 5-9.)
a. The forward rudder control cables (2) may be installed by the followingprocedure:
1. Draw the control cable through the floor tunnel.
2. Connect the end of the cable to the arm on the rudder pedal torque tube (refer to Figure
5-8) by installingbolt, washer, nut and cotter pin, allowingthe cable end to rotate freely.
3. Connect the forward control cable (2) to the aft control cable (10) at the turnbuckles (9) in
the aft section of the fuselage. If the aft control cables are not installed, install them at this time per
instructions in Step b. Ascertain that each cable is in the proper pulley groove.
4. Move the cable guard (see Sketch A) located in the forward tunnel, under the pulley cluster
(1) into position, and secure with cotter pin.
5. Within the area of the floor opening aft of the main spar, install the cable rub blocks (see
Sketch B) onto the spar housing and secure with screwsat the pulley cluster (6).
6. Install the cable guard plate (see Sketch C) under the pulley cluster (8) located in the aft
area of the floor tunnel and secure with screws.
7. Set cable tension as givenin Table V-I and check riggingand adjustment per Paragraph 5-28.
Safety the turnbuckle.
8. Install the forward tunnel plate aft of the tee bar and secure with screws.
9. Put the floor carpet in place and secure.
10. Install the floor panel and seat belt attachment aft of the main spar, securingthe panel with
screwsand install the seats.
11. Install the cover and carpet of the aft floor tunnel.
b. The aft rudder control cable (10) may be installed by the followingprocedure:
1. Position the control cable in the fuselage with the swaged ball next to the rudder sector
(13).
2. Route the cable ends over the pulleys (11) and install the guard pins in the pulley brackets.
3. Position the swaged ball of the cable in the recessed hole in the sector (13) and secure in
place with two MS24665-283cotter pins.
4. Connect the cable ends to the forward control cables (2) at the turnbuckles (9) in the aft
section of the fuselage.
5. Set cable tension as givenin Table V-I and check riggingand adjustment per Paragraph 5-28.
Safety the turnbuckle.
6. Install the tail cone and secure with screws.
c. Install the accesspanel to the aft section of the fuselage.
1G24
PIPER SENECA II SERVICE MANUAL
1963
RUDDERCONTROLCABLES
RUDDERCONTROLCABLES
GUARDPIN
1.559 NEUTRAL
28
23
22
23 TURNS
OMIT 1 WRAP
SKETCHD
The nose wheel must be off the ground for remainder of rudder
rigging.
Revised:8/10/80 SURFACECONTROLS
1H3
PIPERSENECAII SERVICEMANUAL
A198
1. RUDDER STOPS
2. STABILATOR STOPS
4. Adjust the turnbuckles in the aft section of the fuselage to obtain proper cable tension as
given in Table V-l and to allow the rudder to align at neutral position. Adjust the cables evenly to avoid uneven
strain on aircraft components. Neutral position can be determined by standing behind the airplane and
sighting the rudder with the vertical stabilizer or the center of the trim screw.
5. Check safety of turnbuckles.
c. With the pilot's left rudder pedal depressed and the rudder against the left stop. adjust the rudder
pedal stop to provide .060 to .120 inch clearance. Repeat this procedure with the copilot's right rudder pedal.
(Refer to Figure 5-8.)
NOTE
Do not depress the pedals more than is needed for the rudder to
contact its stops as the control cables may stretch.
d. Install the tail cone and the access panel to the aft section of the fuselage.
Revised:8/10/80 SURFACECONTROLS
1H4
PIPERSENECA II SERVICEMANUAL
Reissued:10/11/79 SURFACECONTROLS
1H5
PIPERSENECA II SERVICEMANUAL
b. The trim control cables (5) may be installed by the following procedure:
1. Draw the cables (5) through the floor tunnel and route them through the pulley clusters at
station 127.17 and 166.84. Ascertain that the cables (5) cross at the fairlead (7) between the two pulley
clusters.
2. Wrap the cable drum and install the trim control wheel as givenin Step a.
3. Position the cables (5) over the proper pulleys(as shown in Sketches B and C of Figure 5-9.)
4. Connect the forward cables (5) to the aft cables (15) at the turnbuckles (16) in the aft
section of the fuselage.If the aft cable is not installed, proceed with instructions givenin Paragraph 5-33.
5. Remove the blocks securingthe aft cablesand check that the cables (5 and 16) are seated on
the pulleys. Install the rub block and guard plate at the appropriate pulley clusters. (Refer to Sketches B
and C of Figure 5-9.)
6. Set trim cable tension in accordancewith specifications givenin Table V-I and check rigging
and adjustment per Paragraph 5-34. Safety both turnbuckles.
7. Install the tunnel cover on the forward tunnel and secure with screws.
8. Install the carpet over the floor tunnel.
9. Install the cover over the trim control wheels and flap handle and secure with screws.
10. Install the seat belts removed from the top of the floor tunnel and secure with bolt, washer
and nut.
11. Install the aft floor tunnel cover, heater duct and carpet.
12. Install the carpet over the aft floor plate.
c. Install the panel to the aft section of the fuselageand the seats.
5-32. REMOVALOF RUDDER TRIM CONTROLS(AFT). (Refer to Figure 5-9.)
a. Remove the accesspanel from the lower side of the fin and the tail cone fairing.
b. If the forward trim mechanismis not being removed at this time, block the cables forward of t
turnbuckles (9) to prevent the cables from unwrapping at the forward trim drum. (Refer to Figure 5-7.)
c. Secure the trim cables (9) at the aft trim drum barrel (22).
d. Disconnect the trim cable turnbuckles (9) in the aft section of the fuselage.
e. Remove the cable guards from the pulley (14) bracket located at station 279.032.
f. Disconnect the trim screw link assembly(31) from the screw(33).
g. Remove the cotter pin (32) from the aft end of the screw.
h. Remove the four bolt assembliessecuringthe forward support (21) to the mounting bracket.
i. Remove the screw and barrel assembly(22) along with the aft cables (15) from the airplane.
5-33. INSTALLATIONOF RUDDER TRIM CONTROLS(AFT). (Refer to Figure 5-9.)
a. Insert the complete trim screw and barrel assembly (22) into the fin. Route the trim cable ends
around the pulleys at station 279.032.
b. Insert the trim screw and barrel assembly (22) into the mounting bracket (19). Place the washer
on the forward end of the barrel and install the support assemblyin the mounting bracket.
NOTE
Reissued:10/11/79 SURFACECONTROLS
1H6
PIPERSENECAII SERVICEMANUAL
c. Install the AN960-816 and AN960-816L washers over the forward end of the screw shaft and
install the cotter pin. Install the cotter pin in the aft end of the shaft.
d. Adjust the screw assemblyto obtain the neutral position. (Refer to Sketch D of Figure 5-9.)
e. Connect the link assembly(31) to the trim screw.
f. Connect the aft trim cables to the forward cables with turnbuckles (9). Check to insure the cables
are properly routed around the pulleys.
g. Install the cable guards at the pulley bracket in the fuselageat station 279.032.
h. Remove the clamp securing the forward trim cables and proceed to rig the system in accordance
with Paragraph 5-34.
i. Lubricate the assemblyper Lubrication Chart, Section II.
j. Install the accesspanel and tail cone fairing.
5-34. RIGGINGAND ADJUSTMENTOF RUDDERTRIM CONTROLS. (Refer to Figure 5-9.)
a. The following items must be accomplished as a preadjustment check before proceeding with the
rigging and adjustment of the tab. If these items were accomplished during the installation, proceed with
Step b.
1. Ascertain that the cable is wrapped 23 turns around the barrel with space at the center as
shown in Figure 5-9.
2. The control rod (27) is adjusted to an initial length of 11.14 inches.
3. The trim screw (35) is at its neutral position. (Refer to Step d of Paragraph5-33.)
4. The cable tension is set in accordance with Table V-I.
5. The nose wheel is off the ground before continuing.
b. Removethe access panel on the left side of the vertical fin.
c. Check the servo travel only by swinging the rudder until it contacts its stops. Use the rudder
pedals to swingthe rudder in each direction. Refer to Table V-I for proper servo travel.
d. To adjust the servo travel, the control rod (27) length may be varied. Ascertain that the initial
length of the rod (27) was 11.14 inches.
e. Check the trim only by swinging the rudder until it contacts its stops and turning the trim
control wheel to swing the tab to its limits both left and right. Check the travel obtained with specifications
given in Table V-I.
f. To adjust the trim travel left, perform the following:
1. Add shim washersat the forward end of the barrel to reduce the travel.
2. Remove shim washersat the forward end of the barrel to increase the travel.
g. To adjust the trim travel right, perform the following:
1. Add shim washersat the aft end of the shaft to reduce the trim travel.
2. Removeshim washersat the aft end of the shaft to increase the trim travel.
h. Check the trim and servo travels by swingingthe rudder full left with full right trim and full right
rudder with full left trim.
i. Check all travels with specificationsgivenin Table V-I.
j. Determine the free play of the rudder tab with the rudder securely held against either stop. Total
free travel measured at the tab trailing edge must not exceed 0.06 inch. If this tolerance is exceeded, check
the travel control arm assembly for wear at the center bolt and the bolt attaching the rudder trim rod to the
control arm. Replace the arm assembly and associated hardware if there is any noticeable wear or
elongation of the holes. Check the rudder trim barrel end play in the mounting bracket. Total allowable
play is .006 to .008 inches. Use 62833-18 laminated shim stock washer as required to achievethe correct
end play.
1H7
PIPERSENECA II SERVICEMANUAL
1H8
PIPER SENECA II SERVICE MANUAL
31
5. Attach the end of the cable (24) to the flap handle arm and secure with clevis bolt, bushing*,
washer,nut, and cotterpin (32). *(See latest revisionof Piper ServiceBulletin965.)
6. Adjustcable tensionwith handlein the FLAPSUP position.(Refer,to TableV-I.)
7. Pull the flaphandle (30) full back and connectthe tension spring(23) to the cable end.
d. Installthe tunnelcoverand securewith screws.Also,the tunnelcarpet and bracket cover.
e. Installthe floorpanel and seat belt attachments.Securewith screwsand install seats.
Reissued: 10/11/79
SURFACE CONTROLS
Interim Revision: 02/05/97
1H11
PIPER SENECA II SERVICEMANUAL
NOTE
Revised:8/10/80 SURFACECONTROLS
1H12
PIPER SENECAII SERVICEMANUAL
A291
MATERIAL:
.125 X 3.750 X 1.0 ALUM. PLATE
-. 062 R. TYP.
3.750
.125 .625
1.0
I
3.130 .250
MATERIAL:
.750 X 31.50X 4.00 ALUM.BAR
-5-
I I
I l
I I
I I
II
SEENOTE 1
13.250
II
II
II 4.0
31.50
NOTE:
1. DRILL AND TAP TO 1/4 - 28 NF. BOLT AND FILE
TO REQUIREDLENGTH.
SURFACEPARALLEL TO BASELINE
STABILATORCONTOUR
I/ 1 -- -
-L SET BCK
4.5
1111~ll~ I
* .. 1
.45
o2 5 SET BACK -. 88
LEADINGEDGE
MATERIAL:
1.0 X 28.45X 4.5 ALUM.BAR
Figure 5-18. Fabricated Stabilator RiggingTool
MATERIAL:
STEELORHARDALUM.
HINGE LINE
- .70
-- 15.45
24.5 20.5 16.5 12.5 -- 8.5 -4.5 14.45
BASE LINE
.43 .26
6.0 .71 .65
7.76
USEAT ROOTRIB
.25 RELIEF
Lost motion between con- Cable tension too low. Adjust cable tension.
trol wheel and aileron. (Refer to Paragraph
5-11.)
1H17
PIPER SENECA II SERVICEMANUAL,
AILERONCONTROLSYSTEM(cont.)
STABILATORCONTROLSYSTEM
betweencon-
Lost motion between con- Cable tension too low. Adjust cable tension
and stabilator.
trol wheel and stabilator per Paragraph 5-15.
Linkage loose or worn. Check linkage and
tighten or replace.
1H20
PIPER SENECAII SERVICEMANUAL
STABILATORTRIM CONTROLSYSTEM(cont.)
RUDDERCONTROLSYSTEM
Lost motion between Cable tension too low. Adjust cable tension
rudder pedals and per Paragraph5-28.
rudder.
Linkage loose or worn. Check linkage and
tighten or replace.
Broken pulley. Replace pulley.
1H21
PIPER SENECAI SERVICEMANUAL
RUDDER CONTROLSYSTEM(cont.)
RUDDERTRIM CONTROLSYSTEM
1H22
PIPER SENECA II SERVICEMANUAL
1H23
PIPER SENECAII SERVICE MANUAL
FLAP CONTROLSYSTEM
Reissued:10/11/79 SURFACECONTROLS
1H24
1ll
INTENTIONALLY LEFT BLANK
112
INTENTIONALLY LEFT BLANK
SECTION
VI
HYDRAULIC
SYSTEM
Aerofiche
Paragraph Grid No.
Revised: 12/08/83
113
PIPERSENECAII SERVICEMANUAL
SECTIONVI
HYDRAULICSYSTEM
6-1. INTRODUCTION. The PA-34-200Thydraulic system components covered in this section consist of
the combination hydraulic pump and reservoir, hydraulic pressure switch, free-fall valveassembly,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 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, 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
A bypass free-fall valve assembly is incorporated in the system to permit extension of the landing gear
should a malfunction in the system occur. This valve is manually operated by meansof an emergencygear
knob located on the instrument panel. This knob must be fully extended to permit emergencyextension.
Restrictions in the system prevent the gear from extending too fast.
For a description of the landing gear and electrical switches, refer to Section VII, Landing Gear and
Brake System.
CAUTION
6-3. TROUBLESHOOTING.Malfunctions in the hydraulic system will result in failure of the landing gear
to operate properly. When trouble develops, jack up the airplane (refer to Jacking, Section II) and then
proceed to determine the extent of the trouble. Generally, hydraulic system troubles fall into two types;
troubles involving the hydraulic supplying system and troubles in the landing gear hydraulic system. Table
VI-III at the back of this section, lists the troubles which may be encountered and their probable cause, and
suggests a remedy for the trouble involved. A hydraulic system operational check may be conducted using
Figures 6-1 or 6-2. When the trouble has been recognized, the first step in troubleshooting is isolating the
cause. Hydraulic system troubles are not always traceable to one cause. It is possible that a malfunction
may be the result of more than one difficulty within the system. Starting first with the most obvious and
most probable reasons for the trouble, check each possibility and, in turn, by process of elimination, isolate
the troubles.
NOTE
6-4. HYDRAULICPUMP.
6-5. REMOVAL OF HYDRAULICPUMP. The hydraulic pump with reservoir incorporated 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 contamination.
c. Remove pump by removingpump attaching bolts.
Reissued:10/11/79 HYDRAULICSYSTEM
116
PIPER SENECAII SERVICEMANUAL
1938
UP UP
RESTRICTOR
DOWN DOWN
NOSE GEAR
HYDRAULIC r----- -
CYLINDER
PRESSURE
OFF 1800 + 100 PSI
NOTE ON 200-400 PSI
PRSWITCH O
C
REFER TO TABLE V1-1 FOR
DDIFFERENTIAL
LEADING PARTICULARS OF RESTRICTOR
HYDRAULIC SYSTEM. UP
I
DOWN
FREE FALL
CONTROL
FREE FALL
SERIAL NOS VALVE
34-757001 TO
34-7770148 INCL
THERMAL
RELIEF
VALVE
USED ON -O
ONLY 2350 +
50 PSI
LOW
PRESSURE -
CONTROL
650 + 150 PS1
NOTE
400 to 800 PSI DOWN UP -2= HYC5005 PUMP
0 105476A PUMP
1867
A342
Reissued:10/11/79 HYDRAULICSYSTEM
9/4/74
Issued
118
PIPER SENECA II SERVICEMANUAL
NOTE
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.
1. Connect the 0 to 1000 psi gaugeto the low pressure port of the pump base.
2. Connect the 0 to 3000 psi gaugeto 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. Remove the filler plug located on the forward side of the pump. Loosen vent screw and add
fluid, MIL-H-5606,through the filler hole until full. Reinstallthe filler plug and tighten the vent screw.
5. Bleed air from the attached lines. (Lines may be bled by alternately connecting blue lead
and green lead to 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 between 2000 and 2500 psi. (Should the gauge indicate a pressure below
2000 psi or over 2500 psi, adjust valve"A," Figure 6-3 accordinglyto obtain the desired reading.)
NOTE
When increasing pressure, the pump running time must not exceed
12 seconds. There should be no external leakagewhile performing
Steps 5 thru 8.
2024
HIGH PRESSURE
LOWPRESSURE
1. HEAD, MOTOR
2. SPRING, BRUSH
3. BRUSH
4. BOLT, THROUGH
5. 0-RING (MS2775-012)
6. WIRE LEAD
7. BALL, THRUST
3. ARMATURE
9. FRAME, MOTOR
10. SLEEVE
11. WASHER, THRUST
12. SCREW, VENT AND FILLER
13. RESERVOIR
14. SEAL
IS. CASE, VALVE AND GEAR
16. BASE, PUMP
17. BOLT
18. SCREW (a)
TABLEVI-ll. CHARACTERISTICS,HYDRAULICPUMPMOTOR
Electrical Characteristics:
Voltage 12 DC
Rotation Reversible
Polarity Negativeground
Operating Current 75 amps, max. at 12 volts
(both rotations)
Operating Time 12 seconds max. with a current load
of 75 amperes at 77 ° F
Overload Protection Thermal circuit breaker
Automatic Reset Time 12 seconds, max.
Location, Automatic Reset Commutator end head of motor
MechanicalCharacteristics:
Reissued:10/11/79 HYDRAULICSYSTEM
1112
PIPERSENECAII SERVICEMANUAL
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.
8. Connect green lead to positive terminal of power supply. Pump should operate in reverse,
dropping reading on high pressure gauge to zero. The low pressure gauge should indicate 500 to 800 psi.
(Should the gauge indicate a pressure below 500 psi or over 800 psi, adjust valve "B," Figure 6-3,
accordingly to obtain desired reading.) Disconnect green lead. Both pressure gaugesshould indicate zero psi.
9. Should it be necessaryto 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 high pressure indication within 2000 to 2500 psi range on the pressure gauge, the ammeter should
read 75 amperes maximum. Disconnect the blue lead.
11. 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.
6-13. REMOVALOF FREE-FALL VALVE ASSEMBLY.(Refer to Figure 6-6.) In the event it becomes
necessaryto replace the free-fallvalveassembly,proceed as follows:
a. Loosen three screwsand clamp securingcable in position and withdraw cable.
b. Disconnect hydraulic lines connected to the valve. Place a rag in position to absorb any hydraulic
fluid spillage that may result. Cap the lines to avoid contamination.
c. Remove the hex head bolts securingthe valveand bracket to the frame and remove the assembly
from the airplane.
GROUND-BLACK
HIGH PRESS.-BLUE
LOW PRESS.-GREEN
A347
-14 V.D.C.
1114
PIPERSENECAII SERVICEMANUAL
A372 A347
1. GROMMET
2. PUMP BASE
3. BUSHING
4. SHELF
1. CABLE S. FRAME
5. WASHER
2. CLAMP 6. PISTON SHAFT
6. BOLT
7. WASHER (4 REQ.) 3. VALVE BODY 7. BRACKET
8. NUT 4. END FITTING 8. ARM ASSY.
d. Remove rivet and nut securing link to piston shaft. Note position of elbow and tee fittings to
assure their being replaced in the same position at reassembly. Remove fittings and two bolts securingthe
valveto the bracket.
1. END GLAND
2. BACK-UP RING
3. ORING 9 10
4. RETAINER RING
5. RING
PISTON
1116
PIPER SENECA II SERVICE MANUAL
C232
I
PIPER SENECA II SERVICE MANUAL
BEARING END
d. Rotate end gland counterclockwise (with use of fitting) until end of retainer ring (4. Figure 6-7)
ring to
shows in slot of cylinder body (7). Reverse rotation of gland (clockwise direction) allowing retainer
an assist in starting out of the slot. If so. insert a
move out of slot. (It mav be necessary to give the ring
strong wire pick or other suitable tool in the slot to pry up the end of the retainer ring.)
e. Remove piston (6) and end gland (1) from cylinder body.
f. Remove O-rings as required.
HYDRAULIC SYSTEM
Revised: 12/08/83
1118
PIPER SENECA II SERVICE MANUAL
A340
1. LINK ASSEMBLY
2. LINK
3. ACTUATING CYLINDER 5
4. WASHERS
5. SPRING
6. BUSHING
7. BOLT 7
8. SWITCH
9. MOUNT ASSEMBLY 2
10. ROD END BEARING
VIEW A
6-23. HYDRAULICLINES.
Reissued:10/11/79 HYDRAULICSYSTEM
1120
PIPER SENECA II SERVICE MANUAL
6-25. TESTING HYDRAULIC SYSTEM. The hydraulic system should be tested to determine that it
functions properly after performing any service or repairs. It is suggested that the airplane be connected to
an outside power source in order to conserve the battery. (Refer to External Power Receptacle, Section II.)
CAUTION
CAUTION
.6-26. SERVICING HYDRAULIC PUMP/RESERVOIR. The fluid level of the reservoir of the combination
pump and reservoir should be checked every 50 hours by viewing the fluid through the filler plug hole in
the hydraulic pump. Access to the pump is through the panel at the right forward side of the nose baggage
compartment.
To check fluid level, remove the filler plug located on the forward side of the pump and ascertain that
fluid is visible up to the bottom of the filler plug hole. Should fluid be below the hole, add fluid,
MIL-H-5606, through the filler hole until full. Reinstall the filler plug and tighten.
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
1122
PIPER SENECAII SERVICEMANUAL
1123
PIPERSENECAI SERVICEMANUAL
NOTE
Reissued:
10/11/79 HYDRAULICSYSTEM
1124
PIPER SENECA II SERVICE MANUAL
1J1
PIPERSENECAII SERVICEMANUAL
1J2
PIPER SENECA II SERVICEMANUAL
Pump running inter- Leakage of high pres- Remove pump and re-
mittently after gear sure check valve. place check valve.
has retracted.
Internal leakageof Check free
system. fall valvefor
internal leakage.
Check gear actuating
cylinders for internal
leakage.
1
TABLE VI-II. TROUBLESHOOTING CHART (HYDRAULIC SYSTEM) (cont)
All gears fail to Free-fall valve fails Check valve and replace.
free-fall. to open.
Aerofic
Paragraph Grid N
Revised:8/10/80
lJ5
Aerofiche
Paragraph Grid N
7-36. Landing Gear Warning Switch (Throttle Switch) ........................ I K20
7-37. Landing Gear Up/Power Reduced Warning Switch ................ IK20
7-38. Switch Location ............... IK20
7-39. Adjustment of Landing Gear Up/Power Reduced Warning Switch ........ IK20
7-40. Replacement of Landing Gear Up/Power Reduced Warning Switch ....... 1K21
7-40a. Functional Test of Landing Gear Retraction System ................... . IK21
7-41. Wheels 1K23
7-42. Removal and Disassembly of Nose Wheel .............. 1K23
7-43. Inspection of Nose Wheel Assembly ......................... 1K23
7-44. Assembly and Installation of Nose Wheel ... . .......... ... 1K23
7-45. Removal and Disassembly of Main Wheel ...................... 1LI
7-46. Bearing Cup Replacement ............................................. 1L2
7-47. Inspection of Main Wheel Assembly ......................... 1L2
7-48. Assembly and Installation of Main Wheel . ...................... 1L2
7-49. Brake System ........................................... IL2
7-50. Wheel Brake Assembly ................................ 1L2
7-51. Removal and Disassembly of Wheel Brake Assembly .......... 1L2
7-52. Cleaning, Inspection and Repair of Wheel Brake Assembly ............ 1L3
7-53. Assembly and Installation of Wheel Brake Assembly .......... 1L6
7-54. Brake Master Cylinder (Hand Parking Brake) .......................... 1L7
7-55. Removal of Brake Master Cylinder ......................... 1L7
7-56. Disassembly of Brake Master Cylinder ....................... 1L7
7-57. Cleaning, Inspection and Repair of Brake Master Cylinder ........... 1L7
7-58. Assembly of Brake Master Cylinder ................... I I0
7-59. Installation of Brake Master Cylinder ........................ 1. 10
7-60. Brake Cylinder (Toe Brake) ................................... ILI1
7-61. Removal of Brake Cylinder .............................. 1LII
7-62. Disassembly of Brake Cylinder ............................ ILII
7-63. Cleaning, Inspection and Repair of Brake Cylinder ................ 1L1
7-64. Assembly of Brake Cylinder . ........................ LII1
7-65. Installation of Brake Cylinder .......................... 1L13
7-66. Brake Bleeding Procedure (Gravity) ............................... 1L13
7-67. Brake Bleeding Procedure (Pressure) .............................. 1L13
7-68. Brake System Leak Check ................. 1L14
SECTIONVII
LANDINGGEAR AND BRAKESYSTEM
7-1. INTRODUCTION.This section contains instructions for overhauling, inspecting and adjusting the
various components of the PA-34-200T landing gear and brake system. Also included are adjustments for
the electrical limit, safety and warning switches. This section does not cover the hydraulic function of the
landing gear, except brakes, this information may be found in Section VI, Hydraulic System.
7-2. DESCRIPTION. The PA-34-200T airplane is equipped with a retractable tricycle air-oil strut type
landing gear, hydraulically raised or extended by an electrically powered reversiblepump. A selector switch
in the instrument panel to the left of the control quadrant is used to select gear UP or DOWNposition.
Gear positions are indicated by three green lights directly above the selector switch when the gear is
down and locked, and a red light at the top of the instrument panel when gear is unsafe. Activation of all
three downlock switches will shut the hydraulic pump off. As the instrument lights are turned on, the green
lights will dim.
As manifold pressure drops below approximately 14 inches of mercury, and if the landing gearhas not
been extended, a throttle switch located in the quadrant willactuate a warning horn indicating to the pilot
the landing gear is still up. The warning horn will continue to operate until the landing gear is down and
locked, at which time three green lights on the instrument panel will energize.
It is preferred the landing gear be extended and retracted by means of the gear selector knob; however,
in the event of hydraulic or electrical failure, the gear can be extended by pulling the free-fall valve thus
permitting the gear to fall free. The nose and main gear require no assist springs. Once the gear are down
and the downlock hooks engage, a spring maintains pressure on each hook in the locked position until
released by hydraulic pressure.
In the event the airplane is sitting on the ground, and the gear selector knob is in the "UP" position, a
safety switch (squat switch) located on the left main gear will prevent the hydraulic pump from actuating if
the main switch should be turned on. When the plane leaves the ground, as in flight, the safety switch will
actuate when the oleo extends in excess of 8 inches, and the hydraulic pump will raise the landing gear. In
the event the airplane is placed on jacks and raised to the extent the oleo will extend in excess of 8 inches,
the safety switch will actuate the hydraulic pump, thus raising the landing gear if the landing gear selector
knob is in the "UP" position and the main switch is turned on.
The nose gear is steerable by the use of the rudder pedals. As the gear retracts, the steering linkage
becomes separated from the gear so that rudder pedal action with gear retracted is not impeded by the nose
gear operation. A gear centering spring mechanismis incorporated in the nose gear steering mechanism.
The two main wheels are equipped with self-adjustingsingledisc hydraulic brake assemblieswhich are
actuated by individualtoe brake cylinders mounted on the rudder pedals and a handle connected to a brake
cylinder located below and forward of the center of the instrument panel. A parking brake is incorporated
with the handle, and is 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 swingforward. The cylinders
are supplied hydraulic fluid from a reservoir located on the forward side of the cabin main bulkhead.
7-3. TROUBLESHOOTING. Mechanical and electrical troubles peculiar to the landing gear system are
listed in Table VII-IVat the back of this section. Whentroubleshooting, first eliminatehydraulic malfunctions
as listed in Section VI. Then proceed to switch malfunctionsand last to the mechanicaloperation of the gear
itself, both of which are included in this section.
1J7
PIPERSENECAIISERVICEMANUAL
CAUTION
7-6. DISASSEMBLYOF NOSE GEAR OLEO. (Refer to Figure 7-1.) The nose gear oleo assemblymay be
removed and disassembled from the trunnion assembly with the gear removed from or installed in the
airplane.
NOTE
1J8
PIPER SENECA II SERVICE MANUAL
3190
6-
15-
14
7-8. ASSEMBLY OF NOSE GEAR OLEO. (Refer to Figure 7-1.) After cleaning and inspecting
componentsas explainedin paragraph7-7 above,reassemblethe nose gear oleo As follows:
a. Insert pistonstrut (30) into its recess in fork (39) and securein positionwith hardware(38).
b. Install snap ring (37) and washer(36) on piston strut.
c Install O-rings(31 and 34) and a new wiper ring (35)on bearing(32).
d. Lubricatepiston strut using hydraulicfluid (MIL-H-5606)and slide bearingonto piston strut.
e. Slide spacer(29) onto strut and align holes. Inserttwo retainingpins (28).
f. Lubricate inner walls of oleo cylinder with hydraulic fluid. Carefullyinsert piston strut into cylinder
far enough to permit positioningof washer (36) and snap ring (37). (Referto paragraphb above.)
g. Install torquelinks (33) using appropriatehardware.
h. Removeupper and lower shoulderbushings(17 and 22) from trunnionassembly(23).
NOTE
Avoid damagingthe upper and lowerflanges of the bushing.
i.
Slide the lower shoulder bushing down the oleo cylinder until it bottoms above mounting lug securing
the upper torque link.
j. Insert the oleo cylinder into the trunnion assembly (23). The base of the trunnion must seat firmly on
the lower shoulder bushing.
k. Carefully insert the upper shoulder bushing (17) between the oleo cylinder and the trunnion.
1. Place O-ring (25) into recess in top of oleo cylinder. Position bearing (21) on oleo cylinder. The tab of
the bearing should be facing forward. Insert the bottom of the tiller (20) into the opening in the top of
the oleo cylinder and secure in position with four bolts and washer (1) and safety.
m. Install nose gear centering spring assembly (11). (See latest revision of Piper Service Bulletin 893.)
NOTE
Ascertain that bolt is installed with the head down and washers are
arrangedas shown in Figure 7-1.
n. Lubricate gear assembly. (Refer to Lubrication Chart, Section II.)
o. Compress and extend the strut several times to determine the strut will operate freely. The weight of
the tire and fork should allow the strut to extend.
p. Install the air valve body (15), core (14) and cap (13) after servicing the oleo cylinder with oil and air.
(Refer to Oleo Struts, Section II.)
q. Check main gear for alignment (refer to paragraph 7-25) and operation.
1952
29
27
26
SKETCHD
32
SKETCH E
34
.250 OR GREATER
NO LESSTHEN.190 INCH
(SEEBELOWFOROFF
CENTERMEASUREMENT)
OVERCENTERMEASUREMENT
FWD
A
BULKHEAD
MEASURE FWD-
.300 OR GREA
64
STRAIGHTEDGE
TAKING MEASUREMENT
WITHDRAW
i WITHDRAW
BOLT1/4 IN.
(SEE NOTE1) FWD
54
TRUNNION
RINGBLOCK 32
NOTE1
SECTIONA-A REPLACEUPPERDRAGUNK SECTION B-B
'UPPER' DRAGLINK-TO- ATTACHMENTBOLTEACH 'LOWER'DRAGLINK-TO-
GEARCONNECTION 500 HOURSTIME-IN-SERVICE MOUNTCONNECTION
4. Position the landing gear in the downlocked position and ascertain that the drag links are
fully extended and over center when the stop surfaces make contact.
5. Adjust the rod end of the retracting cylinder so that a 0.25 of an inch of rod travel remains
before full extension with the gear down.
6. Connect the retraction cylinder rod end to the strut housing and secure with bolt, washers
and nut.
7. Connect the downlock link to the lower drag link and the downlock spring to the link
assembly.
8. Adjust the downlock link so it is fully compressed when the gear is down and locked. On
airplanes equipped with an up stop. ascertain that the three pivot points in the downlock link assembly (41)
and the link assembly (53) are aligned.
NOTE
The downlock link assembly will move aft slightly with the
remainder of the cylinder travel until the link contacts the stop.
At this position. the downlock light switch must actuate.
9. Install spring (44) in position on link (53) with drag link assembly fully extended (over
center with upper faces in solid contact). Adjust the linkage (40) to a fully retracted position and install.
NOTE
The link (40) is fully retracted when the guide pin is bottomed out
at the slot.
Free fall the nose gear a minimum of 3 times. Remove linkage (40) and readjust per Note. Shorten linkage
by one-half turn clockwise and reinstall.
10. With the following procedure check the drag links for proper "through center" travel. (Refer to
Figure 7-2. Sketch E.) Should the distance not meet the required through center travel as follows. notify
Vero Beach Customer Service immediately. DO NOT RETURN AIRCRAFT TO SERVICE.
(a) Unbolt the downlock link assembly from the lower drag link, and with the downlock link
rotated up out of the way. tape the link to the bulkhead.
(b) Without removing the bolts. loosen the retaining hardware of the three drag link bolts
(50. 54. 55) and withdraw them until about I ' 4 inch of grip is visible. DO NOT REMOVE
BOLTS.
(c) Lay a "true" straightedge across the exposed grip of the upper and lower drag link bolts
(50. 54). Refer to "Drag Link Measurement." Sketch E. Figure 7-2. for a guide.
(d) Apply pressure to the top of the drag links insuring the upper faces of the drag links are
in solid contact. and measure the perpendicular distance between the top surface of the
NAS 464-26L21(55) bolt grip and the bottom of the straightedge.
(e) The distance measured should be .300 inch or greater..lf the measured distance is between
.300 and .245 + .005. the Customer Service representative should be notified and return
the aircraft to service. However, if the measured distance is less than .240 inch. DO NOT
return the aircraft to service, and notify Vero Beach Customer Service.
e. Rig the nose gear centering spring so that the nose gear has full left and right travel against its
stops. Use a tow bar to reach full travel.
f. Set the up stop to the dimension shown in Figure 7-2, Sketch D. Retract the gear and if
necessary, readjust the stop to locate the nose gear in the proper retracted position.
NOTE
When stop adjustments are made, cycle the gear to insure that the
nose gear strut engages the stop under retraction pressure.
g. Retract the nose gear and check the up limit switch for actuation.
h. With the nose gear in the retracted position, adjust the up switch until switch is actuated. Move
switch upward another .02 to .04 inches. Adjust the rod end of the retraction cylinder to allow a minimum of
.06 inches of actuator travel remaining in the retracted position.
i. Cycle the gear fully while checking switch actuation, downlock action, and up stop action to include
short pickup cycles simulating in flight gear sag pickup. Check the actuator travel left to full extension in the
down and locked position. A minimum of .15 inches must remain. Check the up switch override action to
insure the proper operation.
j. Let the gear free fall to determine that the downlock spring returns the body end of the retraction
cylinder aft so the downlock link assembly is fully compressed and the drag link arms are over center.
k. With the nose gear turned full left and right against the stops, check and if necessary, adjust the
clearance between the steering horn and track. Maximum clearance is 0.06 and minimum clearance is 0.03.
1. Refer to Paragraph 7-16 for rigging of nose gear doors.
m. Ascertain that the gear is lubricated per lubrication chart, Section II.
n. Check the alignment of the nose gear per Paragraph 7-12. Ascertain that gear is down and locked.
o. Remove the airplane from jacks.
1K1
PIPERSENECA IISERVICEMANUAL
+30
VER
TO
RAIL
f. Install four washers on stop bolt (14) and insert into bushing on upper actuating tube assembly
(13).
g. Adjust both retraction rods (18) to obtain a dimension of 9.15 inches as shown. Attach upper
end of retraction rod to arm of upper actuation tube assembly. The lower end should be attached to the
door bracket. Install tension spring (15). (Refer to Figure 7-2.)
h. Install gear doors by positioning hinge halves and inserting hinge pin. A new hinge pin should be
used. Bend end of hinge pin to secure door in place.
1K2
PIPERSENECAII SERVICEMANUAL
7-18. DISASSEMBLYOF MAIN GEAR OLEO. (Refer to Figure 7-5.) The main gear oleo assemblymay
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. Depressair 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. To remove piston tube assembly(25) from oleo housing (11), remove the upper and lower torque
or: link connecting bolt assembly (3) and separate links. Note number and thickness of spacer washer(s)
between the two links (15 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. To remove orifice tube (12) 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 (12) by releasingsnap ring (14)
holding the plate in position.
k. To 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.
7-19. CLEANING,INSPECTIONAND REPAIR OF MAINGEAR OLEO.
a. Clean all parts with a suitable dry type cleaningsolvent.
b. Inspect landing gear oleo assemblycomponents for the following:
1. Bearingsand bushingsfor excess wear, corrosion, scratches and overall damage.
2. Retaining pins for wear and damage.
3. Lock rings for cracks, burrs, etc.
4. Cylinder and orifice tube for corrosion, scratches, nicks and excess wear.
5. Orifice plate for hole restriction.
6. Fork tube for corrosion, scratches, nicks, dents and misalignment.
7. Air valvegeneral condition.
c. Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement
of parts.
1K3
PIPERSENECAII SERVICEMANUAL
3186
5 452 368 Rod End Lower .50 +.0015 .50 +.003 .0035 34-7670324
(HFX 8G) Side Brace Link -.0005 -.0005 and below
or
78722-02 Rod End Lower 34-7670325
Side Brace Link and above
NOTE
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 (31) to the mounting lug on the base of the housing immediately
above the upper link.
1. Connect brake line and bleed the brakes per Paragraph7-65 or 7-66.
m. Lubricate gear assembly.(Refer to Lubrication Chart, Section II.)
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 to extend.
o. Serviceoleo strut with fluid and air. (Refer to Oleo Struts, Section II.)
p. Check main gear alignment (refer to Paragraph 7-25) and gear operation. Ascertain that gear is
down and locked.
q. Remove the airplane from jacks.
1K8
PIPERSENECAII SERVICEMANUAL
TORQUESUPPORTBRACKETATTACHMENT
BOLTS50 TO 70 INCH-POUNDS
/
NOTE: IT MAY HAVE BEEN NECESSARYTO USE SPECIALLANDING GEAR ATTACHMENT HARDWARE
DURING ASSEMBLY OF THE AIRCRAFTDUE TO MANUFACTURINGTOLERANCES,THEREFORE.SPECIAL
ATTENTION SHOULD BE GIVEN WHEN REMOVING HARDWARE TO INSPECT AND INSURE THE SAME
DIAMETER HARDWAREIS USEDUPONREASSEMBLY.STANDARD AN4 OR AN5 BOLTSARE REPLACEDBY
ALTERNATE OVERSIZED BOLTS NAS3004 OR NAS3006. AND STANDARD FLUSH HEAD BOLTS
MS24694-S106 ARE REPLACEDBY ALTERNATEOVERSIZEBOLTS NAS1604-9R RESPECTIVELY.WHEN
OVERSIZEDHARDWARD IS REQUIRED.
SKETCH B
e. Check side brace link through center travel by attaching the upper and lower links, setting them
on a surface table, and ascertaining that when the stop surfaces of the two links touch, linkageis not less
than .145 nor more than .170 of an inch through center. Should the distance exceed the required through
center travel and bolt and bushingsare tight, replace one or both links.
f. With side brace links assembled and checked, ascertain that when stop surfaces of the two links
contact, the clearance between each downlock hook and the flat of the downlock pin is not less than 0.010
of an inch. Should clearance be less than that required, the hook only may be filed not to exceed a gap of
more than 0.025 of an inch. The maximum allowable clearance between each hook and the downlock pin
that are service worn is 0.055 of an inch. Should clearance be more than 0.055 of an inch, replace the pin,
check clearance and then if still beyond tolerance, replace hooks. The gap between each hook should be
equal.
g. Repair of the landing gear is limited to reconditioning of parts such as replacing components,
bearings and bushings, smoothing out minor nicks and scratches and repainting areas where paint has
chipped or peeled.
7-23. INSTALLATIONOF MAINLANDINGGEAR. (Refer to Figure 7-6.)
NOTE
NOTE
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 7-22.
3. Attach the upper link to the swivel stud of the support fitting and secure with bolt, bushing,
washer, nut and cotter pin (25).
4. Attach lower link assembly (33) to the gear housing (13) and secure with bolt, washers and nut
(7). Torque nut to 570 + 30 inch-pounds.
5. The actuating cylinder rod end bearing (46) and lower side brace link (33) may be attached re-
spectively to the retraction fitting (21) and strut housing during the adjustment of the landing gear.
d. Ascertain that the landing gear is lubricated per Lubrication Chart.
e. Check adjustment of landing gear per Paragraph 7-24.
f. Check alignment of the wheel per Paragraph 7-25.
g. Install the access plate on the underside of the wing and remove the airplane from jacks.
NOTE
If it requires less than .125 of an inch to move the gear into the
correct adjustment, Steps 2 and 6 thru 8 need only be followed.
1. Ascertain that the rod end bearing of the actuating cylinder is disconnected from the re-
traction 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 to 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 at the bottom of the side brace links to bring the links out of the locked position. Raise
the gear until the fork presses lightly into the rubber pad. Retain the gear in this position.
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 .125 of an inch of correct adjustment, the rod end need not be
disconnected and therefore all that will be required is to loosen the jam nut, place a wrench on the flat at
the end of the piston rod and turn to obtain correct adjustment.
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
hydroelectrically to ascertain that the gearoperates properly.
c. If the square contacts the rear side of the disc, leavinga 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
chart on the followingpage.
e. Should a condition exist that all spacer washershave been removed and it is still necessaryto move
the wheelfurther in or out, then it willbe necessaryto turn the torque linkassemblyover. (Refer to Figure 7-8).
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. If the alignment is correct, safety the castellated nut with cotter pin.
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 necessaryto check the gear safety switch (squat switch) bracket for engagement
and locking in place. If the large machine surface of the link is inboard, the bracket is mounted with the
small rivet hole next to link. (Refer to Sketch A, Figure 7-7.) This hole should be aligned with centerline of
the link and a .096 inch hole drilled .150 inch deep. Insert an MS20426AD3-3rivet in the hole. This
locking rivet is held in place by the flat washer, castellated nut and cotter pin. If link has to be reversed,
then the bracket and bolt are also reversed.(Refer to Sketch B, Figure 7-7.)
h. Check adjustment of landing gear safety switch (squat switch) per Paragraph7-35.
TOE-IN
TOE-OUT SHIM WASHERS WASHERS AN 174
ANGLE WASHERS UNDER HEAD UNDER NUT BOLT
1K15
PIPER SENECA II SERVICEMANUAL
RIVET
WASHER
SKETCH A
BRACKET
A&B
SKETCH B
BRACKET
TORQUE LINK
NOTE
7-31. ADJUSTMENT OF NOSE GEAR UP LIMIT SWITCH. The gear up limit switch is mounted on a
bracket attached to the lower inner left tubular member of the nose gear mount, adjacent to the gear roller
track assembly or mounted on the stop assembly. (Refer to Figure 7-2.)
a. To facilitate adjustment of the limit switch, disconnect gear doors.
b. Turn the master switch on; move gear selector switch to the gear up position and raise the landing
gear. Turn the master switch OFF.
c. Block the nose gear in the up position and slowly pull the free-fall knob away from the
instrument panel. This will relieve hydraulic pressure and permit the main gear to drop.
d. Loosen the attachment screws of the switch and rotate the switch toward the actuator tang until
the switch is heard to actuate. Move the up limit switch upwards .02 to .04 inches after actuation.
Retighten the switch attachment screws. Remove the block from under the gear and allow it to extend
slowly.
e. Turn master switch on; raise gear and determine that gear lights function properly.
7-32. ADJUSTMENT OF NOSE GEAR DOWN LIMIT SWITCH. (Refer to Figure 7-9.) The nose gear
down limit switch is mounted on a bracket located on the forward side of the cabin bulkhead.
a. With landing gear in the retracted position, pull the free-fall valve knob permitting the gear to
extend.
b. Check to determine that the downlock spring (1) returns the body end of the actuating cylinder
(2) aft.
c. Ascertain that the downlock link assembly (3) is fully retracted and that the drag link arms (4)
are over center.
d. In this position, the nose gear green downlock light should energize when the master switch is
turned on and the gear selector lever is in the down position.
e. If the nose gear green downlock light does not energize, loosen the attachment screws of the
switch and rotate the switch toward the actuator tang until it is heard to actuate. Tighten the adjustment
screws.
7-33. ADJUSTMENT OF MAIN GEAR UP LIMIT SWITCH. A gear up limit switch is located in each
wheel well above the gear door hinge. The red "GEAR UNSAFE" light is extinguished when all three gears
have actuated their up limit switches and the gear selector is in the up position.
A334 884
1. DOWNLOCK SPRING
2. ACTUATING CYLINDER
3. DOWNLOCK LINK ASSY.
4. DRAG LINK ARMS
5. MICRO SWITCH
CABIN
BULKHEAD
STA. 49.50
Figure 7-9. Adjust Nose Gear Figure 7-10. Adjust Main Gear
Down Limit Switch Down Limit Switch
7-34. ADJUSTMENT OF MAIN GEAR DOWN LIMIT SWITCH. The geardown limit switch is mounted
on a bracket attached to the lower drag link of each main gear. The switch should be adjusted to allow it to
actuate when the downlock hook has entered the locked position and is within .025 to .035 inch of contacting
the pin thus turning the green light on in the cockpit. (Refer to Figure 7-10.) Adjustment, if necessary, should
be made as follows:
a. Determine that the main gear downlock is properly adjusted as described in Paragraph 7-24.
' b. Raise the airplane on jacks.
c. Determine that the landing gear is down and pressure is relieved from the hydraulic system. To
relieve pressure, pull the free-fall knob out.
d. Raise the downlock hook assembly and place a .030 inch feeler gauge between the horizontal
surface of the hook that is next to 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 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 determine that the switch
actuates within .025 to .035 inch of full lock.
g. Turn the master switch on and raise and lower the landing gear by means of the gear selector
switch to determine the gear downlock and gear unsafe annunciator lights function properly.
A377 A366
THROTTLE
THROTTLE CABLES
ACTUATOR,
-BRACKET
MICRO SWITCH-
SECTION A-A
Figure 7-11. Throttle WarningSwitch
7-35. ADJUSTMENT OF LANDING GEAR SAFETY SWITCH (SQUAT SWITCH) AND GROUND
STALL WARNINGPREVENTION SWITCH.The landing gear safety switch and the ground stall warning
prevention switch located on the left main gear housing are adjusted so that the switches are actuated
within the last quarter inch of gear extension.
a. Compress strut until a distance of 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 squat switch and the ground stall warning prevention switch to actuate at this point.
Secure the switch.
c. Extend and then compress the strut to ascertain the switches will actuate within the last quarter
inch of oleo extension.
7-36. LANDINGGEAR WARNINGSWITCH(THROTTLE SWITCH).
7-37. LANDING GEAR UP/POWER REDUCED WARNING SWITCH. This switch will automatically
activate a warning horn when approaching for a landing with the landing gear up and the throttles pulled
below 14 inches of manifold pressure.
7-38. SWITCHLOCATION. The landing gear up/power reduced warning switch is located in the control
quadrant behind the throttle levers. Access to the switch is from below and behind the quadrant. Refer to
Section XI for electrical schematic of the LandingGear System.
1K20
PIPER SENECA 11 SERVICE MANUAL
c. Reposition the throttle levers at the location which gave the 14 ± 2 inches of manifold pressure per
Step a.
d. With the master switch turned on, loosen the two mounting screws securing the micro switch to the
bracket. Move the switch in the direction necessary to make the warning horn operate and tighten the
mounting screws.
e. With the warning horn operating, lower the landing gear to determine whether the horn ceases to
operate when the gear are down and locked. Turn OFF master switch and remove airplane from jacks.
f. Flight test the airplane to insure proper operation of the gear warning horn with the gear up and
power reduced below 14 ± 2 inches of manifold pressure.
NOTE
a. Jack airplane.
b. Apply 12-14 volt auxiliary power.
c. Turn all switches off, place gear selector in the down position and place throttles in closed position.
d. Turn master switch on.
e. Insure that:
1. Three green safe lights are on.
2. Red gear unsafe light is off.
3. The gear warning horn does not sound.
4. Hydraulic pump does not operate.
f. Place gear selector switch up.
g. Insure that:
1. Three green safe lights are off.
2. Red gear unsafe light is on.
3. Gear warning horn sounds.
4. All gear retract fully and nose gear doors close.
5. Pump motor stops operating.
h. Move the left throttle to mid-travel position. Warning horn should continue to sound and red gear
unsafe light should remain on.
i. Close left throttle, then move right throttle mid-travel position. The warning horn should continue
to sound and the red unsafe light should remain on.
j. Move both throttles to mid-travel position. The warning horn should stop sounding and the red
unsafe light should go out.
k. Leave the gear up for five minutes.
1. Check that the pump motor does not operate at any time. (If pump motor operates during this
time, there is a leak in the up line or a component is malfunctioning.) See following step.
2. One momentary pump operation is allowable during this five minute period only if the gear
unsafe light is not lit and there is no repeated pump operation for a subsequent 15 minute period.
NOTE
Any momentary blinking of the red / green gear lights after the down
locks are engaged indicates an improperly adjusted microswitch.
ae. Turn navigation light switch on. Insure that three green safe lights remain on but become dim.
af. Turn navigation light and master switches off.
7-41. WHEELS.
NOTE
Exercise care to avoid damaging axle tube ends. This will make
removal and installation extremely difficult.
1. WHEEL HALF
2. WHEEL HALF ^
3. WASHER
4. WHEEL THROUGH BOLT
5. NUT
6. SCREW
7. SEAL RETAINERS
8. GREASE SEAL
9. BEARING CONES
10. BEARING CUPS
d. Place the opposite wheel half inside the tire. Align the wheel bolt holes. install the wheel bolts
(4), with washers (3) and nuts (5) to the valve stem side and tighten (draw up) the bolts in a crisscross
fashion. Torque the nuts to 90 inch-pounds and inflate the tire to 46 psi to seat the tire bead, then deflate
the tire to proper inflation. (Refer to Section 11,Table II-1.)
e. Lubricate bearing cones (9) and install cones, inner seal retainers (7) and grease seals (8). Secure
outer seal retainer with three screws (6).
f. Place one spacer tube in each side of wheel and position wheel in fork. Align and slide axle tube
through spacer tubes and wheel assembly. Install axle plugs and tie rod and secure with nuts. Tighten the
nuts until no side play is felt. yet allowing the wheel to rotate freely.
1L1
PIPER SENECA II SERVICE MANUAL
NOTE
2. Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding 250° F
(121°C) for 15 minutes. Chill new bearing cup in dry ice for a minimum of 15 minutes.
3. Remove wheel half from source of heat and bearing cup from the dry ice. Install the chilled
bearing cup into the bearing bore of the heated wheel half. Tap gently to seat evenly in place, using a fiber drift
pin or suitable arbor press.
7-50. WHEEL BRAKE ASSEMBLY. Adjustment of brake lining clearance is unnecessary since they are
self-adjusting. Inspection of the lining is necessary and may be inspected visually while installed on the
airplane. The linings are of the riveted type and should be replaced if the thickness of any one segment becomes
worn below .099 of an inch or if signs of uneven wear are evident.
7-51. REMOVAL AND DISASSEMBLY OF WHEEL BRAKE ASSEMBLY. (Refer to Figure 7-14.)
a. To remove brake assembly, first disconnect brake line from brake cylinder at the elbow (18).
b. Remove bolts (14) joining brake cylinder housing (1) and back plate assembly (7). Remove back
plate from between brake disc and wheel.
1L2
PIPER SENECA II SERVICE MANUAL
14
VIEW A-A
2027 3046
A266 3083
3083
-1 7
GROOVE
10. TORQUE PLATE ASSEMBLY
11. BOLT -ANCHOR
12. WASHER
1. BRAKE CYLINDER 13. NUT
2. PISTON 14. BOLT
3. O-RING IS. BLEEDER SEAT
4. PRESSURE PLATE 16. BLEEDER SCREW
S. LINING - PRESSURE PLATE 17. BLEEDER CAP
6. RIVET 18. ELBOW
7. BACK PLATE 19. O-RING
8. LINING - BACK PLATE 20. SPRING FRICTION
9. RIVET 21. INSULATOR
A122
PRESS
CYLINDER BODY -,
ANCHORBOLT
HOLDINGFIXTURE
STEP A
CYLINDER BODY
BOLT
HOLDING
HOLDING FIXTURE
FIXTURE
STEP B STEP C
PRESS
CYLINDER BODY
HOLDINGFIXTURE
STEP D
1L5
PIPER SENECA II SERVICE MANUAL
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 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 .031 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 7-44. To inspect the press-on type heavy-cuty brake lining, check the expansion groove. If
groove is not showing, replace linings.
e. At each periodic maintenance inspection, visually inspect both wearing surfaces of the brake disc for
heat checks. Replace brake disc if crack length exceeds .800, or crack depth exceeds .210. If crack depth is not
measurable, replace disc if crack length exeeds .400.
NOTE
f. The riveted type lining may be removed from the backing plates by drilling out the old rivets using a
5 32 drill. Install a new set of linings using the proper rivets and a rivet set that will properly stake the lining
and form a correct flair of the rivet. The snap-on type lining used on optional heavy duty assemblies may be
removed by prying loose with a screwdriver or a thin flat wedge. Install the snap-on type by positioning onto
the pins and applying pressure to snap into position.
NOTE
7-53. ASSEMBLY AND INSTALLATION OF WHEEL BRAKE ASSEMBLY. (Refer to Figure 7-14.)
a. If anchor bolts have been removed. they should be reinstalled as follows:
1. Support anchor bolt in a holding fixture. (Refer to Figure 7-15. Step B.)
2. Align cylinder body over anchor bolt. (Refer to Figure 7-15. Step C.)
3. Lsing a suitable arbor press. apply pressure on the spot face directly over the anchor bolt.
(Refer to Figure 7-15. Step D.)
b. .ubricate piston O-rings (3) with hydraulic fluid (MIL-H-5606) and install on pistons (2). Slide
piston into cylinder housing ( I) until flush with surface of housing.
c. Slide pressure plate (4) onto anchor bolts ( I ) of housing.
d. Slide cylinder housing on torque plate (10).
e. Position back plate (7) between wheel and brake disc. Install bolts and torque to 40 inch-pounds
to secure the assembly.
f. Connect brake line to cylinder housing and bleed brake system as described in Paragraph 7-66 or
7-67.
A349
2 3 4 6 7 1 i os 11 12 13 14
1916
1. ARM, RUDDER CABLE ATTACHMENT
2. ARM, RUDDER CABLE ATTACHMENT
3. ARM, RUDDER STEERING
4. CLEVIS PIN, WASHER & COTTER PIN
5. CLEVIS ASSEMBLY
6. CLEVIS PIN
7. ARM, IDLER
8. NUT
9. CLEVIS PIN, WASHER & COTTER PIN
10. CLEVIS PIN, WASHER & COTTER PIN
11. SPRING, RETURN
12. BRACKET
13. BRACE ASSEMBLY
14. CYLINDER ASSEMBLY - HYDRAULIC
15. TUBE ASSEMBLY - LEFT
16. CLEVIS PIN & COTTER PIN
17. HOSE ASSEMBLY
VIEW
A-A I . TUBE ASSEMBLY
19. PEDAL PADS
1966 20. TOE BRAKE PEDAL
21. SPRING CLIP
1. BRAKE RESERVOIR
2. RIGHT BRAKE AND RUDDER PEDAL
3. LEFT BRAKE AND RUDDER PEDAL
4. RIGHT BRAKE CYLINDER
5. LEFT BRAKE CYLINDER
6. BRAKE HANDLE
7. HANDLE RELEASE BUTTON
8. MASTER CYLINDER ASSEMBLY
9. TORQUE TUBE
10. RUDDER PEDAL PADS
11. BOLT ASSEMBLY
12. CLEVIS PIN
13. LINE, INLET
C579
14
10 11 1
e. Connect inlet supply line (13) to fitting at top of cylinder and secure with spring clamp.
f. Bleed brake system as explained in Paragraph 7-66 or 7-67.
7-60. BRAKE CYLINDER (TOE BRAKE).
7-61. REMOVAL OF BRAKE CYLINDER. (Refer to Figure 7-17.)
a. Disconnect upper and lower lines from the cylinder (14) being removed. Cap lines to prevent
fluid leakage or drain fluid from brake reservoir and master cylinder.
b. Remove cotter pins and clevis pins (4 and 16) securing brake cylinder in position; then remove
brake cylinder.
NOTE
By watching the fluid pass through the plastic hose at the fluid
reservoir and the bleeder fitting on the gear being bled, it can be
determined whether any air is left in the system. If air bubbles are
evident, filling of the system shall be continued until all the air is
out of the system and a steady flow of fluid is obtained. Should
the brake handle remain spongy, it may be necessary to disconnect
the bottom of the toe brake cylinders (next to the pedal) and
rotating the cylinder horizontally or even above horizontal and by
use of the hand brake alone, purge the air from the system.
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
Green gear down lights Gear down limit switch Replace switch.
fail to go out with failed.
gear in transit or
retracted.
Green gear down lights Green light ground Replace resistor.
willgo out and not dimming resistor open.
dim when position light
switch is turned on
though gear is down
and locked.
Gear warning light Landing gear control Reset circuit breaker
and horn fail to circuit breaker open. and determine cause for
operate when throttle open circuit breaker.
is near closed and
landing gear is re-
tracted.
Micro switch at Adjust micro switch.
throttle out of ad-
justment.
Micro switch failed. Replaceswitch.
1L15
PIPERSENECAIISERVICEMANUAL
Main landing gear Tire out of balance. Check balance and re-
shimmies during fast place tire if necessary.
taxi, take-off, or landing.
Worn or loose wheel Replace and/or adjust
bearings. wheel bearings.
1L17
PIPERSENECAII SERVICEMANUAL
1L18
1L19 THRU 1L24
INTENTIONALLYLEFT BLANK
SENECA
II
MANUAL
SERVICE
CARD2 OF3
PA-34-200T
SENECA
II
CORPORATIO
PIPERAIRCRAFT
(PART
NUMBER
761590)
2AI
PIPER SENECA II SERVICE MANUAL
Service manual information incorporated in this set of Aerofiche cards is arranged in accordance with the
general specifications of Aerofiche adopted by the General Aviation Manufacturer's Association. Information
compiled in this Aerofiche service manual is kept current by revisions distributed periodically. These revisions
supersede all previous revisions, are complete Aerofiche card replacements, and supersede Aerofiche cards of
the same number in the set.
Revisions to Service Manual 761 590 issued October 11, 1979 are as follows:
* INTERIM CHANGE
Revisions appear in Table III-I of card 1. There are no other
changes in this service manual. Please discard your current
card I and replace it with this revised one. DO NOT
DISCARD CARDS 2 or 3.
The date on Aerofiche cards must not be earlier than the date noted for the respective card effectivity. Consult
the latest card in this series for current Aerofichecard effectivity.
2A2
TABLE OF CONTENTS
AEROFICHE CARD NO. 1 GRID NO.
I INTRODUCTION ................................... 1A13
II HANDLING AND SERVICING ...................... 1A16
III INSPECTION ....................................... 1 C23
IV STRUCTURES ...................................... 1 D12
V SURFACE CONTROLS ............................. 1 F21
VI HYDRAULIC SYSTEM .............................. 113
VII LANDING GEAR AND BRAKE SYSTEM ............ 1J5
AEROFICHE CARD NO. 2
VIII POWERPLANT ..................................... 2A9
IX FUEL SYSTEM .................................... 2D4
X INSTRUMENTS .................................... 2E8
Xl ELECTRICAL SYSTEM ............................. 2F16
XII ELECTRONICS ..................................... 2120
XIII HEATING AND VENTILATING SYSTEM ............ 2J6
AEROFICHE CARD NO. 3
XIV ACCESSORIES AND UTILITIES .................... 3A6
2A3.
PIPER SENECA II SERVICEMANUAL
LIST OF ILLUSTRATIONS
Aerofiche
Figure Grid No.
I Revised: 8/10/80
2A4
PIPER SENECA II SERVICE MANUAL
Figure Aerofiche
Grid No.
NOTE
Revised:11/12/82
2A5
PIPER SENECA II SERVICE MANUAL
Figure Aerofiche
Grid No.
Revised:8/10/80 2
2A6
PIPER SENECA II SERVICE MANUAL
LIST OF TABLES
Table Aerofiche
Grid No.
Vlll-l.
VIII-I. Propeller Specifications .................................................. 2A18
Propeller Chamber Pressure Requirements.................................. 2A18
VIII-III. Engine Data ............................................................ 2A21
VIII-IV. Fuel Flow vs. Engine Speed .............................................. 2C17
VIII-V. Metered Fuel Assembly Calibration ........................................ 2C18
VIII-VI. Limits - Fuel Flow vs. Brake H.P .......................................... 2C19
VIII-VII. Troubleshooting Chart (Engine) ........................................... 2C20
IX-I. Fuel Quantity Sender Gauge Tolerances .................................... 2D20
IX-II. Fuel Gauge Reading Tolerances ........................................... 2E4
IX-II. Gauge Readings/ Resistance with Fuel in Tanks ............................. 2E5
IX-IV. Troubleshooting Chart (Fuel System) ......... ............................. 2E6
X-l. Gyro Pressure System ................................................... 2E12
X-II. Directional Gyro Indicator ............................................... 2E20
X-III. Gyro Horizon Indicator ......... ......................................... 2E21
X-IV. Rate of Climb Indicator ................................................. 2E22
X-V. Altimeter ............................................................... 2E23
X-VI. Airspeed Tubes and Indicator ............................................. 2FI
X-VII. Magnetic Compass ...................................................... 2F2
X-VIII. Manifold Pressure Indicator .............................................. 2F5
X-IX. Tachometer ............................................................. 2F6
X-X. Engine Oil Pressure Gauge ............................................... 2F7
X-XI. Turn and Bank Indicator ......... ......... .............................. 2F8
X-XII. Fuel Quantity Indicators ................................................. 2F9
X-XIII. Oil Temperature Indicators ............................................... 2F10
X-XIV. Exhaust Gas Temperature Gauge .......................................... 2F13
X-XV. Cylinder Head Temperature Gauge ........................................ 2F14
X-XVI. Fuel Flow Gauge........................................................ 2F14
X-XVII. Instrument Markings .................................................... 2F15
XI-I. Index to Electrical Schematics ............................................ 2F18
XI-II. Alternator Specifications ................................................. 2G8
XI-III. Starting Motor Specifications ............................................. 2G21
XI-IV. Hydrometer Reading and Battery Charge Percent ............................ 2G23
XI-V. Troubleshooting Chart (Electrical System) .................................. 2H8
XI-VI. Lamp Replacement Guide ................................................ 2H20
XI-VII. Electrical Wire Coding ................................................... 2H21
XI-VIII. Electrical Symbols ....................................................... 2H22
XI-IX. Electrical System Component Loads ....................................... 2H23
XIII-l. Inspection .............................................................. 2K5
XIII-II. Troubleshooting Chart (Janitrol Heater) .................................... 2L10
XIV-I. Required Materials for Repair of Propeller Deicer ........................... 3B3
XIV-II. Mixing of Materials ..................................................... 3B5
XIV-III. Electrical Resistance ..................................................... 3B7
Revised: 3/16/81
2A7
PIPER SENECA II SERVICE MANUAL
Table Aerofiche
Grid No.
I Revised: 8/10/80
2A8
SECTION
VIII
POWER
PLANT
Aerofiche
Paragraph Grid No.
Revised: 8/10/80
2A9
Aerofiche
Paragraph Grid No.
8-39. Harness Assembly ........................................................ 2B17
8-40. Inspection of Harness ............................................ 2B17
8-41. Removal of Harness .............................................. 2B18
8-42. Maintenance of Harness .......................................... 2B18
8-43. Installation of Harness ............................................ 2C2
8-44. Spark Plugs.............................................................. 2C2
8-45. Removal of Spark Plugs ........................................... 2C2
8-46. Inspection and Cleaning of Spark Plug .............................. 2C3
8-47. Installation of Spark Plugs......................................... 2C5
8-48. Lubrication System ........................................................ 2C5
8-49. Description ...................................................... 2C5
8-50. Oil Filter Replacement ............................................ 2C6
8-51. Engine Fuel System ........................................................ 2C7
8-52. Description............................................................... 2C7
8-53. Fuel Injection System Maintenance ................................. 2C7
8-54. Fuel Injector Nozzle Assembly ...................................... ....... 2C9
8-55. Removal of Fuel Injector Nozzles ................................... 2C9
8-59. Cleaning and Inspection of Fuel Injector Nozzles ..................... 2C9
8-57. Installation of Fuel Injector Nozzles................................. 2C9
8-58. Engine and Propeller Controls .............................................. 2CII
8-59. Rigging Throttle. Mixture and Governor Controls .................... 2CII
8-60. Engine Setup Procedures ............................ ............ 2C12
Revised: 8/10/80
2A10
PIPER SENECA II SERVICE MANUAL
SECTION VIII
POWER PLANT
TURBOCHARGED
8-1. INTRODUCTION. The purpose of this section is to provide instructions for the removal. minor repair.
service and installation of the engine and components. For instructions on major repairs and overhauls.
consult the appropriate publication of the component manufacturer.
8-2. DESCRIPTION. The PA-34-200T is powered by Teledyne Continental turbocharged. overhead valve.
air cooled. horizontally opposed. direct drive, wet sump engines rated 200 hp at sea level.
Each engine is enclosed by cowling consisting of two side panels. an upper and lower section and a nose
section. The cowl flap is an integral part of the lower cowl and is operated manually through a push-pull cable
arrangement from the cockpit.
Propellers are Hartzell full feathering. constant speed each controlled by a governor mounted on the
engine supplying oil through the propeller shaft at various pressures. Oil pressure from the governor moves the
blades into low pitch (high RPM). The centrifugal twisting moment of the blade also tends to move the blades
into low pitch. Opposing these two forces is a force produced by a compressed air charge between the cylinder
head and the piston which tends to move the blades into high pitch in the absence of governor oil pressure.
Thus. feathering is accomplished by compressed air.
Refer to Section IX for description of fuel system and primer operation.
8-2a. STANDARD PRACTICES - ENGINE. The following suggestions should be applied wherever they
are needed when working on the power plant.
a. To insure proper reinstallation and, or assembly, tag and mark all parts. clips, and brackets as to
their location prior to their removal and or disassembly.
b. During removal of various tubes or engine parts. inspect them for indications of scoring. burning or
other undesirable conditions. To facilitate reinstallation. observe the location of each part during removal.
Tag any unserviceable part and or units for investigation and possible repair.
c. Extreme care must be taken to prevent foreign matter from entering the engine. such as lockwire.
washers. nuts. dirt. dust. etc. This precaution applies whenever work is done on the engine. either on or off the
aircraft. Suitable protective caps. plugs. and covers must be used to protect all openings as they are exposed.
NOTE
Dust caps used to protect open lines must always be installed OVER
the tube ends and NOT IN the tube ends. Flow through the lines may
be blocked off if lines are inadvertently installed with dust caps in the
tube ends.
d. Should any items be dropped into the engine. the assembly process must stop and the item removed.
even though this may require considerable time and labor. Insure that all parts are thoroughly clean before
assembling.
c. Never reuse any lockwire. lockwashers. tablocks. tabwashers or cotter pins. All lockwire and cotter
pins must fit snugly in holes drilled in studs and bolts for locking purposes. Cotter pins should be installed so
the head fits into the castellation of the nut. and unless otherwise specified. bend one end of the pin back over
the stud or bolt and the other end down flat against the nut. Use only corrosion resistant steel lockwire and or
cotter pins. Bushing plugs shall be lockwired to the assembly base or case. Do not lockwire the plug to the
bushing.
f. All gaskets. packings and rubber parts must be replaced with new items of the same type at
reassembly. Insure the new nonmetallic parts being installed show no sign of having deteriorated in storage.
g. When installing engine parts which require the use of a hammer to facilitate assembly or installa-
tion. use only a plastic or rawhide hammer.
h. Whenever adhesive tape has been applied to any part. 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.
8-3. TROUBLESHOOTING. Troubles peculiar to the power plant are listed in Table VIII-ll. along with
the probable causes and suggested remedies. When troubleshooting engines, propellers or fuel system. always
ground the magneto primary circuit before performing any checks.
Troubles peculiar to the turbocharger system are listed in Table VIII-IV at the end of this section. along
with the probable causes and suggested remedies.
8-5. REMOVAL OF ENGINE COWLING. (Refer to Figure 8-1.) The procedure for removing the engine
cowling is the same for both engines.
a. Release the fasteners securing the two side access panels.
b. Remove the fasteners securing the top cowl and then remove the top cowl.
c. Disconnect the cowl flap control.
d. Support the bottom cowl and remove the screws that attach the cowl to nose cowl. engine mount
and nacelle.
e. The nose cowl may be removed by removing the attaching screws and separating the two cowl
halves.
8-8. ENGINE COWL FLAPS. The cowl flaps are all metal flaps located on the rear of the bottom cowls.
The flaps are manually operated through a push-pull control from the cockpit. The cowl flaps are
connected to the engine cowls with full length piano type hinges.
8-9. OPERATION AND ADJUSTMENT OF COWl. FLAPS. The cowl flaps operate through three
positions: closed. intermediate and open by control levers located on the console. When the control levers are
in the up position. the flaps are closed. To operate the cowl flaps. depress the lock and move the lever down.
releasing the lock after the initial down movement 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 the initial
movement and continue to move the control down until the lock stops the travel of the 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. disconnect the push-pull control from the arm on the inboard side of the flap.
e. Loosen the jam nut on the clevis end and adjust the clevis to get a flush fit between the cowl flap and
engine cowl.
f. Reconnect the control to the flap and operate the cowl flap through its full range a few times: then
place the control in the closed position and visually check the flap to determine if it is flush with the engine
cowl.
g. If the cowl flap is not flush. repeat Steps d through f.
h When the adjustment is completed. tighten the clevis jam nut and secure the push-pull control to
the cowl flap.
174
1. NOSE COWL ASSEMBLY
2. SCREW FASTENER
3. OIL FILLER DOOR
4. TOP PANEL
5. SIDE PANEL
6. ACCESS HOLE. ENGINE OIL DRAIN
7. BOTTOM COWL
1975
1. COWL FLAP ASSEMBLY
2. CONTROL CABLE
3. ROD ASSEMBLY
4. TRUNNION ASSEMBLY
POWER PLANT
Reissued: 10/11/79
2A14
PIPER SENECA SERVICEMANUAL
8-10. PROPELLER.
8-11. REMOVALOF PROPELLER. (Refer to Figure 8-3.)
WARNING
Before performing any work on the propellers, be sure the
magneto and master switches are OFF and the mixture control is
in the IDLE CUT-OFF position.
a. Remove the hardware that attaches the nose cowl and remove the cowl. The top and side panels
may be removed for greater accessibility.
b. Remove the safety wire from the propeller mounting nuts and remove the nuts.
c. Place a drip pan under the propeller to catch oil spillage and pull the propeller from the engine
shaft.
d. If the spinner and spinner bulkhead are to be removed, remove the spinner nose cap attaching
screws and cap. Remove the spinner by removing the safety wire and check nut from the propeller at the
forward end of the forward spinner bulkhead and the screws that secure the spinner to the aft bulkhead.
The aft spinner bulkhead may be removed from the hub by removing the locknuts.
NOTE
1979
1. CAP. SPINNER
2. SPINNER
3. SAFETY WIRE
4. CHECK NUT, SPINNER
5. BULKHEAD, AFT
6. O-RING
7. MOUNTING NUT. PROPELLER
8. SCREW, SPINNER ATTACHMENT
9. AIR VALVE
10. CAP, AIR VALVE
11. LOW PITCH ADJUSTMENT
12. PROPELLER - R DOME
13. BOLT, BULKHEAD
14. ENGINE FLANGE
15. BLADE PROPELLER
16. COUNTERWEIGHT
17. SCREW, CAP ATTACHMENT
CROSS-SECTION
CROSS-SECTION
AFTER REPAIR
NOTE RECOMMENDED METHOD FOR REMOVING NICKS.
CRACKS. AND SCRATCHES IS BY USING RIFFLE
FILE AND/OR CROCUS CLOTH.
Temp. °F PRESSURE(psi)
FOR PROPELLERHUBS: FOR PROPELLERHUBS:
BHC-C2YF-2CKFand and
BHC-C2YF-2CKUF
BHC-C2YF-2CLKF BHC-C2YF-2CLKUF
70 to 100 62 2 22 2
40 to 70 57 +2 172
0 to 40 54+2 142
-30 to 0 49+2 9+2
8-14. CHECKING PROPELLER 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 "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 .125 inch.
c. Propellers having excess blade track should be removed and inspected for bent blades. or for parts
of sheared O-ring. or foreign particles, which have lodged between hub and crankshaft mounting faces. Bent
blades will require repair and overhaul of assembly.
8-16. REMOVAL OF PROPELLER GOVERNOR. The propeller governor is mounted on the lower left
forward portion of the engine crankcase. Remove the governor as follows:
a. Remove the left side of the nose cowl to gain access to the governor.
b. Disconnect the governor control cable end from the governor control arm.
c. Remove the governor mounting nuts and withdraw the governor from the mounting pad. Cover
the mounting pad to prevent foreign material from entering the engine.
NOTE
A287
HARTZELL 614
I
WOODWARD
REFERTO FIGURE 8-33
FOR RIGGING
3. Secure the cowl door(s) and repeat Step b to ascertain proper RPM setting.
4. After setting the proper high RPM adjustment, run the self-locking nut on the fine
adjustment screw against the base projection to lock.
d. 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 cockpit control knob is .032 to .047 of an
inch from its full forward stop. To 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.
Reconnect the cable end and tighten jam nut.
e. It is usually only necessary to adjust the high RPM (low pitch) setting of the governor control
system, as the action automatically takes care of the positive low RPM (high pitch) setting.
Torque
Alternator 12-volt, 65 ampere
Starter 12-volt, Prestolite
Engine Dry Weight With Accessories 385 pounds
Turbocharger Rajay Model 325E10-1
(1) Replacement Engine on Aircraft models with serial numbers PA 34-7570001 and up.
8-19. ENGINE.
8-20. REMOVAL OF ENGINE. (Refer to Figure 8-6.)
a. Turn off all electrical switches in the cockpit and disconnectthe battery ground wire at the battery.
b. Move the fuel selector valve in the cockpit to the OFF position.
c. Remove the engine cowling. (Refer to Paragraph 8-5.)
d. Remove the propeller. (Refer to Paragraph 8-11.)
e. Disconnect the starter positive lead and ground lead at the starter.
f. Disconnect the tachometer cable to the engine.
g. Disconnect the governor control cable at the governor and cable attachment clamps.
h. Disconnect the throttle and mixture cables from the fuel-air control unit.
i. Disconnect the air conditioning compressor lines, if compressor is installed.
j. Disconnect the cylinder temperature sender wire at No. 2 cylinder.
k. Disconnect the fuel pump supply line and vent line from the engine.
1. Disconnect the oil cooler lines.
NOTE
In some manner identify all hoses, wires and lines to facilitate in-
stallation. Open fuel, oil, vacuum lines and fittings should be
covered to prevent contamination.
m. Disconnect the magneto "P" leads at the magnetos.
n. Disconnect the engine vent tube at the engine.
o. Disconnect the engine oil temperature lead at the aft end of the engine.
p. Untie the ignition harness, hoses and lines at the aft end of the engine.
q. Disconnect the pneumatic pump lines at pump and remove fittings from pump.
r. Disconnect the oil pressure line at the engine.
s. Disconnect the fuel flow line at the left rear engine baffle.
t. Disconnect the manifold pressure line at the left rear side of the engine.
u. Disconnect the alternator leads and the cable attachment clamps.
v. Attach a one-half ton (minimum) hoist to the hoistingstraps and relievethe tension from the engine
mounts.
NOTE
Place a tail stand under the tail of the airplane before removingan
engine.
w. Check the engine for any attachments remaining to obstruct its removal.
x. Drain the engine oil.
y. Remove the engine mounting bolts and lower mount assembly.
z. Carefully raise the engine and pull forward to clear the mount. Check to be certain there are no
connections remaining to obstruct removal of the engine,and remove the enginefrom the aircraft and place on
a suitable stand.
1973
1. SPARK PLUG
2. DECK PRESSURELINE
3. INDUCTION MANIFOLD
4. FUEL LINE
5. OIL VENT LINE 18. ENGINE MOUNT
6. THROTTLEBODY 19. CHECKVALVE
7. OIL DIPSTICK 20. TURBOCHARGER
8. FUEL MANIFOLD 21. TAIL PIPE
9. OIL FILLER 22. OIL VENT
10. LEFT MAGNETO 23. EXHAUST BYPASS
11. OIL PUMP 24. ALTERNATOR
12. PRESSUREPUMP 25. OIL FILTER
13. RIGHT MAGNETO 26. ALTERNATORCOOLING 31. ROCKERCOVERS
14. STARTER 27. OIL COOLER 32. UPPER MOUNT
15. THROTTLECABLE 28. SHOCK MOUNT 33. LOWER MOUNT
16. PRESSURERELIEFVALVE 29. EXHAUST STACKS 34. SPACER
17. INDUCTION AIR FILTER 30. PUSH ROD 35. WASHER
933
BOLT - (AN7-46A)
WASHER - (AN960-716)
NUT- (MS20365-720C)
TORQUE TO 450-500 IN.-LBS.
SHOCK MOUNT
BOLT- (AN6-10A)
WASHER- (AN960-616)
NUT-(PS10062-8-624C)
TORQUETO 240-270 IN-LBS
VIEW A
BOLT- (AN6-10A)
WASHER- (AN960-616)
NUT- (PS10062-8-624C)
TORQUETO 240-270 IN-LBS
VIEWB
8-21. INSTALLATION OF ENGINE. (Refer to Figure 8-6.) Prior to installing the engine, be sure to install
all items that were removed after the engine was removed from the aircraft.
NOTE
a. Install the shock mount in the engine mount and hoist the engine into position on the mount.
b. Install the lower shock mount assemblies and mounting bolts. Torque the bolts 450 to 500 inch-
pounds.
c. Route and connect the throttle and mixture control cables and adjust.
d. Route and connect the propeller governor control cable and adjust.
e. Connect the alternate air cable and adjust.
f. Reconnect all lines and hoses previously disconnected from the engine.
NOTE
Apply Lubon #404 to all male fuel system fittings. Do not allow to
enter system.
g. Route and connect the electrical leads to the appropriate connections on the engine.
h. Connect the tachometer drive cable.
NOTE
Secure all cables, hoses and wires with clamps and Ty-strap in the
same location as before removal.
NOTE
e. Check all components for wear, damageor cracks and install new mounting kit.
f. Lower the engine slowly and use mounting bolts to keep the components aligned.
g. When the engine is supported by the mount, check the mounts for proper seating.
h. Install the mounting bolt, nut, washer and torque 450 to 500 inch-pounds and safety.
i. Reconnect any lines, wires or cables that were disconnected and install engine cowling.
8-24. TURBOCHARGER. The turbocharger system consists of a turbine and compressorassembly,ground
adjustable waste gate assembly and the necessary hose and engine air intake ducts. The ground adjustable
waste gate assembly allows exhaust gas to bypass the turbine and flow directly overboard. In the closed
position, the waste gate valve diverts the exhaust gases into the turbine. The turbocharger requires little
attention between overhauls.However,it is recommended that the items outlined in the Inspection Report.
Section III be checked periodically.
8-24a. TURBOCHARGER NOMENCLATURE. Many unfamiliar terms may appear on the following
pages of this manual. An understanding of these will be helpful. if not necessary, in performing maintenance
and troubleshooting. The following is a list of commonly used terms and names as applied to turbocharging
and a brief description.
TERM MEANING
Supercharge To increase the air pressure (density) above or higher than ambient
conditions.
Compressor The portion of a turbocharger that takes in ambient air and compresses it
before discharging it to the engine.
Ground Boosted or These phrases indicate that the engine depends on a certain amount of
Ground Turbocharged turbocharging at sea level to produce the advertised horsepower. An
engine that is so designed will usually include a lower compression ratio
to avoid detonation.
Deck Pressure The pressure measured in the area downstream of the turbo compressor
discharge and upstream of the engine throttle valve. This should not be
confused with manifold pressure.
Manifold Pressure The pressure measured downstream of the engine throttle valve and is
almost directly proportioned to the engine power output.
Normalizing If a turbocharger system is used only to regain power losses caused by de-
creased air pressure of high altitude. it is considered that the engine has
been "normalized."
Overshoot Overshoot is a condition of the automatic controls not having the ability
to respond quickly enough to check the inertia of the turbocharger speed
increase with rapid engine throttle advance. Overshoot differs from over-
boost in that the high manifold pressure lasts only for a few seconds. This
condition can usually be overcome by smooth throttle advance. A good
method for advancing the throttle is as follows. After allowing the engine
oil to warm up to approximately 140° F. advance the throttle to 28"to 30"
manifold pressure. hesitate I to 3 seconds and continue advancing to full
throttle slow and easy. This will eliminate any overshoot due to turbo-
charger inertia.
Bootstrapping This is a term used in conjunction with turbo machinery. If you were to
take all the air coming from a turbocharger compressor and duct it di-
rectly back into the turbine of the turbocharger. it would be called a boot-
strap system and if no losses were encountered. it would theoretically run
continuously. It would also be very unstable because if for some reason
the turbo speed would change. the compressor would pump more air to
drive the turbine faster. etc. A turbocharged engine above critical altitude
(wastegate closed) is similar to the example mentioned above, except now
there is an engine placed between the compressor discharge and turbine
inlet. Slight system changes caused the exhaust gas to change slightly.
which causes the turbine speed to change slightly, which causes the com-
pressor air to the engine to change slightly, which in turn again affects
the exhaust gas. etc.
2043
COMPRESSOR HOUSING MAIN DRIVE HOUSING TAIL PIPE
TUBRINE WHEEL
AMBIENT AIR
TURBOCHARGE AIR
EXHAUSTGAS
2B5
PIPER SENECA II SERVICE MANUAL
8-30. CLEANING INDUCTION AIR FILTER. The air filter element should be cleaned as often as it
becomes dirty, everyday under severe dust conditions. The filter element should be replaced if any holes or
tears exist. When cleaning the filter, it is good practice to remove the filter box assembly and clean with a
solvent. Blow the assembly dry and wipe with a clean cloth to remove all traces of dirt.
a. To clean the filter, rap gently on a hard surface to remove embedded debris. Be careful not to
damage the sealing ends.
CAUTION
Never wash the filter element in any liquid or soak it in oil. Never
attempt to blow off dirt with compressed air.
2B6
PIPER SENECA II SERVICE MANUAL
NOTE
Check the induction system to be sure that no air leaks exist at any
point that would allow unfiltered air to enter the engine.
8-32. ALTERNATE AIR DOOR. The alternate air door is located in the alternate air box to provide a
source of air to the engine should there be an air stoppage through the filter system. The following should be
checked during inspection:
a. Check that air door seals are tight and the hinge and torsion spring are secure.
b. Adjust the control cable to position the roller on the arm assembly clear of the door in the closed
position. Check that when the cockpit control is in the closed position the door is properly seated in the
closed position.
c. Actuate the door by operating the control lever in the cockpit to determine that it is not sticking
or binding.
d. Check the cockpit control cable for free travel.
8-34. MAGNETOS.
CAUTION
NOTE
NOTE
i. Check the condition of the cam follower felt. Squeeze felt tightly between thumb and forefinger.
If fingers are not moistened with oil, re-oil using 2 or 3 drops of Bendix 10-86527 lubricant. Allow
approximately 30 minutes for felt to absorb the oil. Blot off the excess with a clean cloth. Too much oil
may foul contact points and cause excessive burning.
j. Inspect the felt washer in the distributor block for oil content. If the felt is dry, inspect the bronze
bushing for wear. (Refer to the latest revisionof the manufacturer'soverhaul instruction.) Oil felt washerwith
BendixDistributorBlock LubricantPart No. 10-391200.Blot excess oil from washeruntil flat surfacestake on
a "frosted" appearance and seat washer in its recess in block.
k. Check the capacitor mounting bracket for cracks or looseness. Using the Bendix 11-1767-1, -2
or -3 Condenser Tester or equivalent, check capacitor for capacitance, series resistance and leakage.
Capacitance shall be at least 0.30 microfarads. Series resistance should not be over 1ohm at 500 kc.
2R8
PIPER SENECA II SERVICE MANUAL
A280
19
12
14
2B9
PIPER SENECA II SERVICE MANUAL
1. Inspect coil leads for damagedinsulations and terminals for tightnessand solderedconnection.
m. Inspect impulse coupling parts for excessivewear. Particularlycheck clearancebetween cam and
flyweights of the cam assembly. Measure the clearance between the cam flyweights using the shank of a
new No. 18 drill (0.169 inch diameter). If the drill will fit between cam and flyweight as shown in Figure
8-11, the cam assembly must be replaced. Check clearance between both flyweights and the cam of each
cam assembly.
n. Check the clearance between each flyweight and each stop pin as follows:
1. Bend the end of a stiff piece of wire into a right angle 0.125 inch long (maximum).
2. Hold magneto as shown in Figure 8-12. Pull heel of flyweightoutward with the hooked wire
and make certain that feeler gauge of 0.010 inch minimum thickness will pass between stop pin and the
highest point of the flyweight.
NOTE
A true and accurate check of the clearance between flyweight and
stop pin can only be obtained by pulling the flyweight outward as
described above. Do not attempt the check by pushing in on
flyweight at point "A."
o. Check internal timing and reinstall and time magneto to engine.
Reissued:10/11/79 POWERPLANT
2B10
PIPER SENECA II SERVICE MANUAL
MAX
CAUTION
5. Install the Bendix 11-8149 Pointer Assembly on the cam screw and align pointer with the
zero degree mark on the timing plate.
6. Loosen adjusting knob of rotor holding tool and turn rotating magnet in normal direction of
rotation until pointer indexes with the respective 10 ° mark ("E" gap). Tighten adjustment knob of rotor
holding tool.
7. With the Bendix 11-9110 Timing Light or equivalent, adjust main breaker contacts to just
open at this position. Loosen holding tool and turn rotating magnet until breaker cam follower is on the
high point of the cam lobe. Tighten holding tool and measure contact clearance. It must be 0.018 ± 0.006.
If not, readjust breaker and recheck to be sure that contacts will open within "E" gap tolerance ± 4° .
Replace breaker assembly if "E" gap tolerances and contact clearance cannot be obtained.
8. After timing is complete, tighten breaker securing screws to 20 to 25 inch-pounds and
recheck settings. Remove timing kit parts.
b. The internal timing can be checked without a timing kit using the cast in marks in the breaker
compartment. These marks indicate "E" gap and limits (refer to Figure 8-15). The point in the center of
the "E" gap boss indicates the exact "E" gap position. The width of the boss on either side of the point is
the allowable tolerance of ± 4. In addition to these marks, the cam has an indented line across its end.
When the indented line is aligned with the mark at the top of the breaker housing, the rotating magnet is in
its "E" gap position. Check the timing using the following procedure:
1. Install the Rotor Holding Tool 11-8465 under the drive shaft nut and washer as shown in
Figure 8-13.
2B11
PIPER SENECA II SERVICE MANUAL
2B12
PIPERSENECA II SERVICEMANUAL
NOTE
2. Turn rotating magnet in direction of rotation until painted chamfered tooth of distributor
gear is just becoming visible in timing window. Continue turning rotating magnet until line on end of cam is
aligned with mark at top of breaker housing. (Refer to Figure 8-15.) Tighten adjusting knob of the holding
tool to hold rotating magnet.
3. Fabricate a pointer as shown in Figure 8-16 and install the pointer under the cam screw so
the pointer indexes in the center of "E" gap position.
4. Connect the 11-9110 Timing Light or equivalent across breaker assembly. Adjust breaker
contacts to just open at this position.
5. Loosen holding tool and turn rotating magnet until cam follower is on high point of cam
lobe. Tighten holding tool and measure contact clearance. It must be 0.018 ± 0.006. If necessary, readjust
breaker. Check to be sure contacts open within "E" gap tolerance. Replace breaker assembly if "E" gap
tolerance and contact clearance-cannot be obtained. Tighten breaker screws to 20 to 25 inch-pounds and
recheck breaker settings.
2B13
PIPER SENECA II SERVICE MANUAL
Figure 8-13. Rotor Holding Tool Installed Figure 8-14. Timing Kit Installed
2B14
PIPER SENECA II SERVICE MANUAL
7. Breaker point opening may be checked by use of a suitable timing light. Tap the magneto
case with a non-marring hammer, counterclockwise (from the rear) to make certain the points are closed.
After the timing light indicates that the points are closed, tap the magneto lightly clockwise until the points
are open. Tighten the magneto attaching nuts.
8. Check timing by backing up crankshaft approximately 5 degrees and tapping gently forward
until the timing light indicates opening of breaker points. If timing is correct, the 20 degree mark (midway
between the 16 and 24 stamped on the crankshaft) will appear in the center of the inspection hole. The
crankshaft has punch marks in 2 degree increments with 16 and 24 at each end. Tighten the magneto
attachment nuts and replace the plug in the inspection hole on top of the engine.
b. LTSIO timing marks are on the outer edge of the crankshaft propeller flange. (Refer to Sketch
B.)
1. Plug one spark plug hole of the No. 1 cylinder and place a thumb over the other plug hole.
Have a second person stand in front of the engine and turn the crankshaft in a clockwise direction until
pressure is felt on the thumb. No. 1 piston is coming up on the compression stroke.
2. Hold a machinist square so its base is along the crankcase vertical parting line above the
crankshaft and the arm of the square is pointing outward past the crankshaft propeller flange.
3. Turn the crankshaft clockwise until the 20 degree Before Top Center mark on the engine is
now in the advanced ignition firing position.
4. Remove the inspection hole plug from the magneto. Turn the magneto coupling unit. The
painted chamfered tooth on the distributor gear is approximately centered in the inspection hole. Hold the
magneto in its approximate installed position. Note carefully the position of the coupling drive lugs.
5. Lubricate the gear support shaft with clean lubricating oil and install the drive gear assembly
so the slots of the coupling bushings will be in the approximate position for aligning with the drive coupling
lugs on the magneto.
2B15
PIPER SENECA II SERVICE MANUAL
6. Insert the retainer into the gear hub slot. Apply a film of Lubriplate grease to each of the
new rubber bushings and insert the bushings into the retainers, rounded log edges first.
7. Place a new gasket on the magneto flange. Install the magneto carefully so the drive
coupling lugs mate with the slots of the drive bushings. Install and snug down the two sets of attaching
screws. Do not tighten at this time.
.8. Breaker point opening may be checked by the use of a suitable timing light. Tap the
magneto case with a non-marring hammer counterclockwise from the rear to make certain the points are
closed. After the timing light indicates that the points are closed, tap the magneto lightly counterclockwise
until the points are open. Tighten the magneto attachment nuts.
POWER PLANT
Reissued: 10/11/79
2B16
PIPERSENECAII SERVICEMANUAL
TIMING MARKS
TS1-360-E
SKETCH
A VIEW A-A
8-39. HARNESSASSEMBLY.
8-40. INSPECTIONOF HARNESS.
a. Check the lead assemblies for nicks, cuts, mutilated braiding, badly worn section or any other
evidence of physical damage. Inspect the spark plug sleeves for chafing or tears and damaged or stripped
threads on coupling nuts. Check the compression spring to see if it is broken or distorted. Inspect the
grommet for tears. Check all the mounting brackets and clamps to see that they are secure and not cracked.
b. Should a harness problem be suspected, integrity of the harness wiring may be checked using an
ohmmeter, buzzer, or other suitable device such as the Bendix/ECD High Tension Lead Tester Kits, P/N
11-8950 or 11-8950-1; check each lead for continuity. If continuity does not exist, harness wire is broken
and must be replaced.
c. If an insulation failure is suspected, the condition of the insulation may be determined using the
Bendix 11-8950 and the 11-8950-1 High Tension Lead Tester Kits manufactured by the Electrical
Components Division, The Bendix Corporation, Sidney, New York.
d. Test Unit Preparation:
1. Install two "C" cells in the battery holder in accordance with correct position.
2. Check that red and black leads are open-circuited.
3. Depress PRESS-TO-TEST push-button switch.
4. Insure INDICATOR lamp flashes and GAP fires intermittently as long as PRESS-TO-TEST
switch is depressed.
5. Interconnect both red and black high voltage leads and again depress PRESS-TO-TEST
switch. INDICATOR lamp only should flash. GAP does not fire.
2B17
PIPER SENECA II SERVICE MANUAL
2B18
PIPERSENECAII SERVICEMANUAL
NOTE
Spare part leads are supplied in various lengths. Use a lead which is
longer than, but nearest to, the desired length.
6. Cut the lead assembly to the length determined in Step 5. Mark the ferrule on the spark plug
end of the lead with a metal stamp, scribe or rubber stamp to correspond with the correct cylinder number.
7. Starting at the spark plug location, thread the new cable through the grommets and clamps
as necessary for the correct routing of the cut end of the cable to the magneto location.
2B19
PIPER SENECA II SERVICE MANUAL
2- IN.
1.250
LENGTH
REQUIRED
8. Remove the cable outlet plate from the magneto. Support the plate securely and using
suitable cutting pliers,split and remove the eyelets from the leadsadjacent to the lead beingreplaced. When
splitting the eyelet, make certain that the wire strands are not cut. Removalof eyelets on adjacent leadswill
allow the grommet to be pulled away from the outlet plate to facilitate insertion of the new lead.
9. Assemble the lead to the cable outlet plate followingthe procedure in Steps 10 through 17.
CAUTION
CAUTION
0.50
2.750
2.375
0.250
MATERIA L - BRASS
Figure 8-22. Ferrule Seating Tool Figure 8-23. Measuring Wire From Top of Ferrule
1-7073 NEEDLE
2.031
0.095 DIA
2B22
PIPER SENECA II SERVICE MANUAL
Figure 8-26. Lead Assembly Installed in Grommet Figure 8-27. Wire Doubled Over
For Installation of Eyelet
16. Using a suitable crimping tool or equivalent, crimp the eyelet to the wire. Approximately
1/32 inch of wire should extend from the end of the eyelet after crimping. See B of Figure 8-27.
NOTE
17. Install the clamps and cable ties, as necessary, to secure the lead to the engine.
CAUTION
POWER PLANT
Reissued: 10/11/79
2B23
PIPER SENECA II SERVICE MANUAL
2015
ON
2B24
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INTENTIONALLY LEFT BLANK
PIPER SENECA II SERVICEMANUAL
8-43. INSTALLATION OF HARNESS. Before installing the harness plate on the magneto, check the
mating surfaces for cleanliness. Spray the entire face of the grommet with a light coat of Plastic Mold
Spray, SM-O-O-THSilicone Spray or equivalent. This willprevent the harness grommet from sticking to the
magneto distributor block.
a. Place the harness terminal plate on the magneto and tighten the nuts around the plate alternately
to seat the cover squarely on the magneto. Torque the nuts to 18 to 22 inch-pounds.
b. Route the ignition wires to their respectivecylinders as shown in Figure 8-28.
c. Clamp the harness assemblyin position.
d. Connect the leads to the spark plugs.
8-44. SPARKPLUGS.
8-45. REMOVALOF SPARKPLUGS.
a. Loosen the coupling nut on the harness lead and remove the terminal insulator from the spark
plug barrel well. (A crows foot adapter is needed to remove the lower spark plugs.)
NOTE
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
234
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 at the apex just large enough to accommodate
the funnel of a C02 bottle. (Refer to Figure 8-29.) 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 C02 bottle
inside the funnel adapter and release the carbon dioxide to chill and contract the spark plug. Break the
spark plug loose with a wrench. A warm cylinder head at the time the carbon dioxide is applied will aid in
the removal of an excessively seized plug.
e. Do not allow foreign objects to enter the spark plug hole.
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THIS PAGE INTENTIONALLY LEFT BLANK
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PIPER SENECA II SERVICE MANUAL
8-47. 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
to one side when pressure is applied.
b. Carefully insert the terminal insulator in the spark plug and tighten the coupling unit.
8-49. DESCRIPTION. The oil system is a wet sump. force feed system with a capacity of 8 quarts. A
conventional dipstick is provided for determining the oil quantity.
When the engine is running. oil is drawn through a screen and pick up tube which extends from the
sump to a port in the crankcase. Oil then flows to the inlet of the gear type. engine driven oil pump and is
forced under pressure through the pump outlet. A pressure relief valve prevents excessive oil pressure by
allowing excess oil to be returned to the sump. After leaving the pump, the oil under pressure enters a full
flow filter and is passed onto the oil cooler. If the filter element becomes blocked. a bypass relief valve will
open to permit unfiltered oil to flow to the engine. An oil temperature control unit allows oil to bypass the
oil cooler when the oil is cold. Some oil flows through the cooler to prevent congealing in cold weather.
When the oil temperature reaches approximately 170° F. the oil temperature control unit actuates to close
off the cooler bypass forcing the oil to fow through the cooler.
From the oil cooler oil enters the crankcase where it is directed to the bearing surfaces and other
engine components requiring lubrication and cooling. The propeller governor boost engine oil pressure for
operation of the propeller. A tap in the side of the crankcase supplies oil pressure for lubrication of the
turbocharger bearings. Oil is carried to the turbocharger through an external line. After lubricating the
turbocharger bearings it is drawn into a scavenge pump and forced back to the oil sump. Oil within the
engine drains. by gravity. back into the sump.
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PIPER SENECAII SERVICEMANUAL
8-50. OIL FILTER REPLACEMENT.(Refer to Figure 8-30.) The oil filter element should be replaced
after each 50 hours of engine operation. The filter element is mounted on the lower portion of the engine
accessorycase. Replace the filter element as follows:
a. Remove the lockwire between the nut on the filter and the oil filter adapter and unscrew the
filter element.
b. Beforeinstallinga new filter, lubricate the gasketon the filter with engine oil.
c. Torque the filter 18 to 20 foot-pounds or 3/4 to 1 full turn after the gasketmakes contact.
CAUTION
Do not over torque.
d. Run the engine and check for oil leaks;then install lockwire between nut on filter and adapter.
2C6
PIPER SENECAII SERVICEMANUAL
Do not use any form of thread compound on fuel line fittings. Use
only a fuel soluble lubricant such as engine oil.
FUEL TANK
b. Inspect the nozzles for cleanliness; pay particular attention to the orifices. Check the condition
of the nozzle and cylinder threads.
2C9
PIPER SENECA II SERVICE MANUAL
WOODWARD GOVERNOR
HARTZELL GOVERNOR
A276 ON EXPOSED ADJUSTING SCREW REMOVE PUTTY FROM BOSS REMOVE PLUG AND CONNECT
WHICH INCORPORATES THE ADJUSTING SCREW. USE THIS GAUGE FOR SETTING UP
I LOCATIONFORALL FUTUREIDLE MIXTUREADJUSTMENTS. REFER UNMETERED FUEL.
TO THE LATESTREVISION OFTCM SERVICE BULLETINM76-17. IDLE
THROTTLE ARM STOP
MIXTURE ADJUSTMENT CW-LEAN AND CCW-RICH.
IDLE SPEED
STMENT
CW - INCREASE RPM
CCW- DECREASERPM
MIXTURECONTROLUNIT
8-60. ENGINE SETUP PROCEDURES. The following procedures should be used to check and
adjust the power plants to maintain the required operating limits and insure obtaining good setup results. It is
important that the following leak check be made before proceeding with any actual system adjustments:
a. Leak Check - Gauge Lines:
1. Disconnect manifold pressure line at air throttle body, compressor discharge pressure line at
manifold valve and fuel pressure line at manifold valve.
2. Connect surgical tubing to the compressor discharge pressure line and evacuate the line until a
10 gallon per hour (maximum) positive indication on the fuel flow gauge is obtained. Clamp off the tubing and
observe the gauge for a steady reading. Any change of this reading would indicate a leak in the system, which
must be repaired prior to continuing with the setup procedures.
NOTE
A static system test unit can be used to leak check these lines.
3. Check the fuel pressure and manifold pressure lines in the same manner as given in Step 2,
except apply positive pressure to the lines. Do not exceed 4 pounds per square inch (psi) on the fuel
pressure gauge, or 4 inches of mercury (In. Hg) increase on the manifold pressure gauge.
4. Reconnect and tighten the manifold pressure, compressor discharge pressure and fuel pressure
lines.
5. The difference in the static reading on the manifold pressure gauges should not exceed 1/2
in. Hg.
6. To reduce the possibility of trapped air in the fuel pressure lines, disconnect the fuel pressure
line at the rear of the fuel flow gauge and activate the auxiliary fuel pump long enough to purge the lines; then
reconnect the lines.
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PIPER SENECAII SERVICEMANUAL
b. Exhaust Bypass Check: Ascertain that the exhaust bypass adjusting screw has from eight to nine
threads showing below the jam nut. This screw is preset at the factory and should not require any
adjustment, unless it is known that critical altitude is not correct; in this case, use procedure given in Step
k. (Refer to Figure 8-36.)
c. Idle Performance Check:
NOTE
It is extremely important that both engines are thoroughly
warmed up, operated and adjusted together to keep them
matched. However, excessive engine temperatures must be avoided
since setup temperature must closely parallel temperatures in
flight.
1. Remove the cap from the tee fitting on the right side of the throttle body. (Refer to Figure
8-34.)
2. Install a 0-60 psig calibrated pressure gauge (vented to the atmosphere) to the tee, using a
suitable length of flexible tube. The gauge should always be at the same level as the fuel manifold valve
when checking fuel pressure.
3. Purge the air from the tube.
CAUTION
NOTE
1. Back off the idle speed adjusting screw two turns. (Refer to Figure 8-34.)
2. Start both engines and warm them up at 1,500 to 1,800 RPM until the oil pressures are in
the green arc, cylinder head temperatures are in the lower one-quarter of the green arc, and the oil
temperatures are 160° to 180°F.
3. While maintaining 700 25 RPM, set the idle fuel pressure at 6.5 0.25 psi by adjusting the
idle pump adjustment screw (refer to Figure 8-35, item 6); clockwise adjustment increases pressure;
counterclockwise adjustment decreases pressure.
e. Check and Adjustment of Idle Mixture: (Refer to Figure 8-34.)
1. Operate the engine at 1,500 to 1,800 RPM until cylinder head temperatures are in the lower
one-quarter of the green arc, and the oil temperatures are 160° to 180° F.
2. Reduce the engine speed and stabilize it at 700 ± 25 RPM.
3. Slowly, but positively, move the mixture control from the full rich position to the idle.
The engine speed should increase 75 RPM minimum, 100RPM maximum before beginningto drop toward
zero. Move the mixture control back to full rich before the engine stops.
4. If the engine speed increase is less than 75 RPM, adjust the idle mixture adjustment to enrich
the mixture (counterclockwise). If the engine speed increase is more than 100 RPM, adjust the idle mixture to
lean the mixture (clockwise).
5. After each adjustment, increase RPM to 1500-1700 for 10 seconds to "clean the engine out".
6. Double check idle fuel pressure after adjusting idle mixture.
NOTE
Any adjustment of the idle fuel pressure or idle mixture will proba-
bly change the other reading. Continue to adjust and cross-check
until both are correct.
After final adjustment, recheck the idle fuel pressure, idle mixture
and idle speed to ascertain that all are within specifications given in
previous steps.
g. Check and Adjustment for Full Power Performance: (Refer to Figure 8-35.)
CAUTION
Before attempting full power checks, be sure that the brakes are
properly maintained and set, and that the ground conditions will
not permit the wheels to slip during full power check.
NOTE
Fuel flows are given for sea level density altitude. Use Chart VIII-IV
to interpolate correct fuel flow for the actual engine RPM.
1. Run both engines at 39.8 to 40.0 in. Hg. manifold pressure (overboost lights activated), and
beat synchronize the engines at 2,500 to 2,575 RPM using the propeller governor controls. Readjust the
throttle controls as required to maintain 39.8 to 40.0 in. Hg. manifold pressure on both engines.
2. Fuel flow should be 21.5 to 22.0 gallons per hour (gph), for each engine with the mixture
controls in the full rich position. Within this range, the readings shall match.
3. Observe the 0-60 calibrated gauge to cross check performance. High unmetered pressure
should be 42-45 psi.
4. If adjustment is required, shut the engine down, loosen the jam nut on the adjusting screw
located on the aneroid housing of the fuel pump. (Refer to Figure 8-35, item 2.) Clockwise adjustment
decreases fuel flow reading; counterclockwise adjustment increases fuel flow reading; one full turn will cause a
1.0 to 1.5 gph change. Use CAUTION when loosening and tightening the jam nut so as not to change settings.
2C14
PIPER SENECA II SERVICE MANUAL
NOTE
5. Restart the engines and recheck the high end fuel flow.
6. Recheck the idle settings per instructions c, d, e and f, and adjust as required.
7. Recheck Full Power Fuel Flow settings per instruction g, and adjust system as required.
8. With engines operating at 2575 RPM (39.8 to 40 in. Hg manifold pressure), lean the mixture to
obtain 21 gph fuel flow readings. The unmetered fuel pressure on the calibrated pressure gauge should be 37 to
40 psi.
h. Checking Fuel System Match:
1. Set propeller governors to maintain 1900 to 2000 RPM and open throttles slowly, increasing
engine speed until reaching 40 in. Hg manifold pressure. Keep engine speeds beat synchronized.
2. Slowly reduce manifold pressures, keeping needles matched and observe fuel flows. A
properly adjusted system will track fuel flows within a needles width of each other.
NOTE
i. Remove test equipment; safety wire the exhaust bypass screw and check nut to the bypass screw
housing; reinstall the cap on the tee of the throttle body housing.
j. The accuracy of the cockpit fuel flow gauge at maximum power can be checked against a
calibrated gauge by connecting the calibrated gauge at the manifold valve and maintaining the gauge on the
same level as the valve while checking pressures and using Chart VIII-V.
NOTE
The calibrated gauge fuel line must be purged of air, and the
reference side of the calibrated gauge vented to turbo discharge
pressure.
k. Flight Test: A complete flight test should be made for final adjustments of fuel flow and bypass
valve. The following steps should be followed:
1. At 8,000 feet density altitude, set the engines to operate at 2,450 25 RPM and 31.0 to
32.0 in. Hg manifold pressure.
2. Lean each engine to 25°F rich of peak exhaust gas temperature (EGT). (Peak EGT may not
be the same for both engines; however, the difference should not exceed 50°F.)
3. Fuel flow at these conditions should be 11.0 to 12.0 gph.
4. Place the aircraft in a climb altitude with full rich mixture, cowl flaps open, full throttle (2575 +
25 RPM). Manifold pressure 39.8-40.0 in. Hg (overboost annunciator lights illuminated) and airspeed 105
mph.
5. Continue to climb until overboost annunciator lights go out (indicating critical altitude). As
the lights go out note fuel flow, indicated altitude and OAT.
6. Fuel flow at critical altitude should be 23.0-25.0 GPH and density altitude 11,500minimum to
12,500 maximum.
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PIPER SENECA II SERVICE MANUAL
A182
1. MIXTURE CONTROL
2. FULL POWER FUEL PRESSURE ADJUSTMENT
3. PRESSURE-DECK
4. FUEL PUMP INLET
5. VAPOR RETURN
. IDLE PRESSURE RELIEF VALVE ADJUSTMENT
7. FUEL PUMP OUTLET
7. If a discrepancy in critical altitude was noted, adjust the exhaust bypass valve. (Turning the
exhaust bypass valve screw one full turn will alter the critical altitude approximately 1,000feet.) Adjustments
of critical altitude in excess of 500 feet may require retrimming of the fuel flows at 100% power.
8. With full rich mixture, cowl flaps open, 2,575 ±25 RPM, 105 MPH airspeed, and 1,000to 3,000
feet density altitude, check the operation of the manifold pressure relief valve. Slowly advance one throttle to
the wide open position. The manifold pressure shall stabilize between 42.0 and 44.0 in. Hg; there shall be no
loss of power, and the fuel flow indication shall be well over the red line. Do not exceed 40.0 in. Hg manifold
pressure for more than ten seconds. Repeat this check on the other engine.
NOTE
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PIPER SENECA II SERVICE MANUAL
2013
PRESSURE
-40 IN. HG.MANIFOLD
- FULLRICHMIXTURE
23.0
22.5
22.0
21.5
21.0-
20.5
20.0
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PIPER SENECAII SERVICEMANUAL
160
NOTE - Pressure mustbe takenat manifold valveand
pagemust be vented to turbo discharge pressure.
I
TOLERANCE± .25 p
120
100
i
60
40
12 14 16 18 20
EXHAUSTBYPASS
VALVE SCREW
CLOCKWISE- INCREASE
COUNTERCLOCKWISE - DECREASE
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PIPER SENECAII SERVICE MANUAL
140
110
90
60
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PIPER SENECAII SERVICEMANUAL
Engine will not No fuel gaugepres- Check fuel control for proper position, auxiliary
start. sure - no fuel to pump "ON" and operating, feed valvesopen. Fuel
engine. filters open and tank fuel level.
Have gaugepressure - Turn off auxiliary pump and ignition switch; set
engine flooded. throttle to "FULL OPEN" and fuel control to
"IDLE CUTOFF," and crank engine to clear cylin-
ders of excess fuel. Repeat starting procedure.
Engine starts but Inadequate fuel to Set fuel control in "FULL RICH" position; turn
fails to keep fuel manifold valve. auxiliarypump "ON," check to be sure feed lines
running. and filters are not restricted. Clean or replace
defectivecomponents.
Defectiveignition Checkaccessibleignition cables and connections.
system. Tighten loose connections. Replace defective
spark plugs.
Engine runs rough Improper idle mix- Readjust idle setting. Turn adjustment screw
at idle. ture adjustment. clockwiseto lean mixture and counterclockwise
to richen mixture.
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PIPER SENECAII SERVICEMANUAL
Engine runs rough Improper fuel-air Check manifold connections for leaks. Tighten
at speeds above mixture. loose connections. Check fuel control for
idle. setting and adjustment. Check fuel filters and
screens for dirt. Check for proper pump pressure
and readjust as necessary.
Ignition system and Clean and regap spark plugs. Check ignition cables
spark plugs de- for defects. Replace defective components.
fective.
Engine lacks Incorrectly adjusted Check movement of linkage by moving control from
power, reduction throttle control, idle to full throttle. Make proper adjustments and
in maximum man- "sticky" linkage replace worn components. Service air cleaner.
ifold pressure or dirty air cleaner.
or critical al-
titude. Improperly adjusted Check waste gate adjustment. (Refer to Paragraph
waste gate valve. 8-61.)
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PIPER SENECAII SERVICEMANUAL
Revised:3/16/81 POWERPLANT
2C22
PIPERSENECAII SERVICEMANUAL
Low fuel pressure. Restricted flow to Check mixture control for full travel. Check for
fuel meteringvalve. restrictions in fuel filters and lines; adjust
control and clean filters. Replace damaged parts.
Fuel nozzle vent Checkventing system for leaks at connections and
system defective other defects. Tighten connections and replace
causingimproper defective parts.
pressure regula-
tion.
Fuel control lever Check operation of throttle control and for possible
interference. contact with coolingshroud. Adjust as required to
obtain correct operation.
Incorrect fuel in- Check and adjust usingappropriate equipment.
jector pump adjust- Replace defective pump.
ment and operation.
Defective fuel in- Replacepump if cleaningand lappingvalvedoes not
jector pump relief correct problem.
valve.
Air leakagein fuel Locate causeof leakageand correct.
pump pressurization
line.
High fuel Restricted flow be- Check for restricted fuel nozzles or fuel manifold
pressure. yond fuel control valve.Clean or replacenozzles. Replace defective
assembly. fuel manifold valve.
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PIPERSENECAII SERVICEMANUAL
Fluctuating fuel Vapor in fuel Normally operating the auxiliary pump willclear
pressure. system. system. Operate auxiliarypump and purge system.
Low oil pressure Insufficient oil in Add oil or change oil to proper viscosity.
on engine gauge. oil sump, oil dilu-
tion or usingim-
proper grade oil for
prevailingambient
temperature.
High oil temper- Defectivevernathermvalve in oil cooler; oil
ature. cooler restriction. Replace valveor clean oil
cooler.
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PIPERSENECAIISERVICEMANUAL
TABLEVIII-VII TROUBLESHOOTINGCHART(ENGINE)(cont.)
Low oil pressure Leaking oil seal Check for oil in turbocharger exhaust outlet. Re-
on engine gauge. in turbocharger. place turbocharger.
(cont.)
Defectivecheck valve Disassembleand clean valveor replace.
in turbocharger oil
supply line.
Poor engine idle Engine getting fuel. Checkfuel control for being in full "IDLE CUTOFF"
cutoff. position. Check auxiliary pump for being "OFF."
Check for leaking fuel manifold valve.Replace de-
fective components.
Aerofiche
Paragraph Grid No.
Revised: 11/12/82
2D4
Aerofiche
Paragraph Grid No.
Revised: 3/16/81
2D5
PIPER SENECAII SERVICEMANUAL
SECTIONIX
FUEL SYSTEM
9-1. INTRODUCTION. The fuel system components covered in this section consist of fuel tanks, fuel
selector valves, filters and electric fuel pumps. Each wing contains interconnected aluminum inboard and
outboard fuel tanks, having a combined capacity of 49 -U.S.gallons,for a total capacity of 98 U.S. gallons,
or with optional fuel tanks installed,each wing willhave a capacity of 64 U.S. gallons,for a total capacity of
128 U.S. gallons.
This section also provides instructions for removal, repair, cleaning, reassembly and testing of
repairable components of the fuel system. A troubleshooting chart to assist in isolating and correcting
troubles which may occur is also included.
9-2. DESCRIPTION. An independent fuel system is incorporated into each wing permitting each engine to
operate from its own fuel supply. However, the two systems are interconnected by means of a crossfeed
that will permit fuel from one set of tanks to be drawn by the opposite engine in the event of an
emergency.
Fuel tanks form an integral part of the wing surface when installed. The inboard and outboard fuel
tanks in each wing are interconnected allowing fuel from the outboard tank to flow into the inboard tank
as the fuel from the inboard tank is being consumed.
Fuel flow for each system is indicated on the gauge located in the instrument panel. A fuel quantity
gauge for each system, also located in the instrument panel, indicates the amount of fuel remaining as
transmitted by electric fuel quantity sendingunits located in the wingtanks.
Fuel for each engine is drawn through a finger screen located in the inboard fuel tank to a selector
valve. From the selector valve, the fuel goes through a fuel filter to the electric pump and into the engine
driven pump which forces the fuel through the metering unit.
Each engine has an engine driven fuel pump that is part of the fuel injection system. On models
without a primer system installation, switches for the electric fuel pumps are located on the switch panel to
the left of the pilot. These electric fuel pumps, when activated, pressurizethe fuel for priming and vapor
suppression. An integral relief valve assures that activation of the electric fuel pump for vapor suppression
will not flood the engine. On models with a primer system installed an auxiliary fuel system is provided.
The purpose of the electrically powered auxiliary fuel system is to supply fuel to the engine in case of
engine driven fuel pump failure or malfunction, for ground and inflight starting, and for vapor suppression.
The two auxiliary fuel pump switches are located on the switch panel to the left of the pilot and consists
of, three position, rocker type switches, LO, HI and center OFF. The LO auxiliary fuel pressure is selected
by pushing the top of the switch. The HI auxiliary fuel pressure is selected by pushing the bottom of the
switch. To prevent accidental activation of the HI position, a switch guard must be unlatched before the
switch is placed in the HI position. When the HI auxiliary fuel pump is activated, an amber light near the
annunciator panel is illuminated for each pump. These lights dim whenever the pump pressure reduces
automatically when manifold pressure is below approximately 21 inches.
In case of a failed enginedriven fuel pump, auxiliary fuel pressure may be selected. Adequate pressure
and fuel flow will be supplied for up to approximately 75% power. Manualleaning to correct fuel flow will
be required at altitudes above 15,000 feet and for RPM's less than 2300. An absolute pressure switch
automatically selects a lower fuel pressure when the throttle is reduced below 21 in. Hg manifold pressure
and the HI auxiliary fuel pump is on.
CAUTION
Excessive fuel pressure and very rich fuel/air mixtures will occur if
the HI position is energizedwhen the engine fuel injection system
is functioning normally.
THROTTLE
BODY
OIVERTER
VALVE
FUEL
MANIFOLD
VALVE
,· j
FUEL SYSTEM
Revised: 9/24/81
2D7
PIPER SENECA II SERVICE MANUAL
Low auxiliary fuel pressure is available and may be used during normal engine operation both on the
ground and in flight for vapor suppressionshould it be necessaryas evidencedby unstable engine operation
during idle or at high altitudes.
There are two separate spring loaded OFF, primer button type switches, located adjacent to the starter
switches. These switches are used to select the HI auxiliary fuel pump operation for priming, irrespective of
other switch positions. These primer buttons may be used for both hot or cold engine starts.
On airplanes equipped with an optional engine primer system, Piper Service Kit No. 761 094v, the
primer switch location and actuation is the same as the basic airplane. However,this system includes several
parts not found in the basic airplane but which make up an integral part of the engine fuel system. The
components of the system are an electrically operated diverter valve, located on the engine in the metered
fuel supply line between the air throttle valve and the manifold valve, two primer nozzles, located in the
intake manifold on each side of the engine, the interconnecting fuel lines, and fine wire spark plugs.
Actuation of the engine primer switch operates the auxiliary electric fuel pump on HI and energizes the
diverter valve which supplies fuel to each primer nozzle in the intake manifold. The diverter valvedoes not
shut off all fuel flow to the manifold valve,therefore some quantity of fuel is also suppliedto each cylinder
nozzle during priming. Operation of the auxiliary fuel pump on HI and LO is unchanged.
9-3. TROUBLESHOOTING.Table IX-II, located in the back of this section, lists troubles which may
occur in the mechanical or electrical portions of the fuel system, the probable cause and a suggested
remedy. When troubleshooting, first check from the fuel supply or power source to the item affected. If the
suggested remedy does not eliminate the problem, the trouble probably exists inside the component
involved. It will then be necessary to remove the defective component for repair or replace it with an
identical serviceableunit.
9-5. INSPECTION AND REPAIR OF FUEL TANKS. Fuel tanks should be completely drained before
inspection. (Refer to DrainingFuel System, Section II.) Each tank should be carefullyinspected for signsof
leaks as indicated by telltale stains. In the event a fuel leak is detected, the fuel tank must be removed as
explained in Paragraph 9-6 or 9-7, and repaired as follows:
a. The fuel tank should be sloshed in accordance with instructions provided on each can of
Randolph Sloshing Sealer No. 802, (MIL-L-6047B),Piper P/N 757 572. One gallon of sealer is required for
each tank. When sloshing, the finger strainer on inboard tank and fuel sender unit on both tanks must be
removed before proceeding. Seal all openings. After sloshing, check for leaks using a water and soap
solution and apply 1.5 pounds of air pressure. Replace finger strainer and fuel senders. If any drain valves
have been removed, apply Parker Hannifin Lube Thread to male pipe threads before reinstalling. Do not
allow substance to enter system.
b. If the tank being inspected has previously been sloshed, the interior of the tank should be
inspected for signs of peeling or chipping sealer. Particular attention should be given the area around the
filler neck (outboard tank only) as a result of the metal nozzle of the gas filler hose nicking the sealer. This
inspection can best be accomplishedusing a mirror and inspection light through the filler neck. If peeling
and/or chipping has occurred and separated material is found, the tank should be sloshed as explained in
Step a.
Reissued: 10/11/79
2D8
PIPER SENECAII SERVICEMANUAL
2D9
PIPER SENECA II SERVICE MANUAL
WARNING
a. Drain fuel tanks and remove fuel cell access panel (1) located on top side of wing between wing
station 138 and wing station 161.
b. Reaching through fuel cell opening, remove hose clamp (2) securing fuel cell vent nipple (4) to
vent tube (5) of inboard and outboard fuel tanks.
c. Remove wing plugs (6) from underside of wing at wing stations 138 and 161 and using a common
screwdriver loosen clamp (3) securing 2 inch fuel cell interconnect nipple (7) to inboard and outboard fuel
tanks.
d. Reaching through fuel cell access hole. gently separate Velcro fasteners holding fuel cell to
surrounding structure.
e. Separate fuel cell vent nipple (4) and fuel cell interconnect nipple (7) from inboard and outboard
fuel tanks.
f. Carefully fold fuel cell and remove through fuel cell access hole.
NOTE
2D10
PIPER SENECA I1 SERVICE MANUAL
WARNING
NOTE
c. Install clamp (3) on fuel cell interconnect nipple and tighten finger tight.
NOTE
d. Reaching into fuel cell work fuel cell interconnect nipple (7) onto interconnect fitting(8) of inboard
and outboard fuel tanks.
e. Using a common screwdriver and working through plug hole in underside of wing. tighten clamps
(3). Torque should be 30 to 35 inch-pounds.
f. Press fuel cell vent nipple (4) onto fuel tank vent fitting (5) of inboard and outboard fuel tanks.
Position clamp on nipple fitting so that when tightened the screw body does not contact top of fuel cell. Torque
to 15 inch-pounds.
g. Press outward firmly on sides and top of fuel cell to engage cell with Velcro tape.
h. Position gaskets (10) as shown in Figure 9-2. Place access panel over opening and secure with
screws. Torque to 25 in. lbs. per torque valve on fuel cell.
i. Reinsert wing plugs (6) in openings on underside of wing.
j. Service fuel tanks and inspect for leaks.
WARNING
2. Used Cells: Prior to removal, the cells are to be drained of fuel. purged with fresh air and
swabbed out to remove all traces of fuel. Following removal, the cells are to be cleaned inside and out with soap
and warm water.
2D11
PIPER SENECA II SERVICE MANUAL
OUTBOARD
FU FUEL CELL FUEL
TANK (OPTIONAL) TANK
WING LEADINGEDGE
12
1. ACCESS PANEL
2. HOSE CLAMP (8HL-TORQUE 15 IN. LBS.)
3. HOSE CLAMP (32HL-TORQUE 30 TO 50 IN. LBS.)
4. FUEL VENT NIPPLE
5. FUEL VENT TUBE
6. WING PLUG
7. FUEL INTERCONNECTNIPPLE
8. INTERCONNECTFITTING
9. ACCESS PANEL
10. GASKETS
11. DOUBLER 8
12. SKIN
13. FUEL CELL
14. NUT FLANGE
15. SCREW (MS24693-S296)
2D12
PIPER SENECA II SERVICE MANUAL
WARNING
a. Prevent needless damage by exercising common sense care in all handling of the cells. Folding or
collapsing of cells is necessary to place them in containers for storage, install in airframe cavities and carrying
from place to place. Protect cell from tools. hot lights. etc.. when working around them. Avoid stepping on
folds or creases of cells. Do not carry cells by fittings. Maintain original cell contours or folds when refolding
for boxing, rolling to insert in airframe cavities or handling in the repair area. The cells to be repaired should be
placed on a well-lighted table. Maintain natural contours. if possible. while repairing. Prevent contact with
sharp edges. corners. dirty floors or other surfaces. Repair area must be well-ventilated. Do not stack cells.
Inspect cavities and insure cleanliness prior to installing any cell.
b. When storing cells, observe the following rules:
I. Fold cells smoothly and lightly as possible with a minimum number of folds. Place protective
wadding between folds.
2. Wrap cell in moisture-proof paper and place it in a suitable container. Do not crowd cell in
container, use wadding to prevent movement.
3. Stack boxed cells to allow access to oldest cells first. Do not allow stacks to crush bottom
boxes. Lease cells in boxes until used.
4. Storage area must be dry. 70° F. and free of exposure to sunlight, dirt and damage.
5. Used cells must be cleaned with soap and warm water prior to storage. Dry. and box as
outlined above.
9-19. REPAIR OF FUEL CELLS. The following is the repair procedure recommended for field repair of
fuel cells constructed of Goodyear Vithane material. There are two methods by which these repairs may be
accomplished. One method is by heat cure. the other is air cure. The end result of either repair is a neat.
permanent repair. The heat repair allows the cell to be cured and ready for reinstallation in two hours while
the air cure method requires that the cell not be moved for 72 hours during the air cure period.
NOTE
2D13
PIPER SENECA II SERVICE MANUAL
CAUTION
b. The repair cement code 80C27 referred to in this text is prepared immediately prior to use by mixing
repair cement 80C27 (pint can with 320gms) with cross-linker 80C28 (4 oz. bottle with 81cc).
CAUTION
c. Repair cement has a pot life of 20 minutes after mixing. The unmixed 80C27 and 80C28 have a shelf
life of six months from date of packaging.
NOTE
CAUTION
For each 10° drop in temperature from 75°F. add 20 hours cure
time. For example. at 65°F. cure for 92 hours..
2D14
PIPER SENECA II SERVICE MANUAL
j. Air cure repair patches are to remain clamped and undisturbed for 72 hours at room temperature of
approximately 75° F.
k. All heat cured patches are ready for use when cool.
1. Fitting repairs are confined to loose flange edges. seal surface rework and coat stock.
m. The maximum number of heat cure repairs in the same area is four.
NOTE
NOTE
g. Brush one even coat of mixed repair cement on the cell wall around injury and on the contact side of
repair patch. Allow to dry for fifteen minutes.
CAUTION
CAUTION
Make sure cellophane inside cell over injury remains in place as any
cement will stick cell walls together without it as a separator.
i. Allow cement to dry approximately five minutes and then center patch over injury. Lay repair patch
by rolling down on surface from center to edge without trapping air. Hold the unrolled portion of repair patch
off the cemented surface until roller contact insures an air-free union. At this time repair patch may be moved
by hand on wet surface to improve lap. Do not lift repair patch. slide it.
2D15
PIPER SENECA II SERVICE MANUAL
Group I Materials
80C27 Repair Cement 8 Pint cans, 320gms in each
80C28 Cross-Linker 8 4 oz. bottles, 81cc in each
Methyl Ethyl Ketone 2 Pint cans
FT-192 Repair Fabric 2 Sheet 12" x 12"
Group II Materials
NOTES
j. Cover one smooth surface each of two aluminum plates (plates must be larger than patch). with
fabric-backed airfoam fabric side out. Tape airfoam in place. Foam must cover edges of plate for protection.
Use a cellophane separator to prevent the cement from sticking in the wrong place.
CAUTION
Make sure that cell fold is not clamped between plates. This would
cause a hard permanent crease. Also make sure that patch does not
move when clamp is tightened.
k. Center a repair iron 2F1-3-25721-1 on the plate over the repair patch. Secure the assembly with a
"C" clamp. Tighten by hand. Check cement flow to determine pressure.
1. Connect repair iron into 110-volt electrical outlet and cure repair for two hours. After two hours
cure. unplug electric and allow repair iron to cool to touch. Then remove "C" clamp. Wet cellophane to remove
from repair.
CAUTION
m. Inside patch is applied same as above procedure except for size of repair patch (see limitations) after
outside patch has been cured.
9-24. REPAIR PATCH (Air Cure Method). Follow procedure for heat cure method. except omit repair iron
and cure each patch per air cure limitations (minimum 72 hours), undisturbed, at 75°F.
9-26. TESTING FUEL CELLS. Either of the following test procedures may be used to detect leaks in the
bladder cells.
a. Soap Suds Test.
1. Attach test plates to all fittings.
2. Inflate the cell with air to a pressure of 1 4 psi MAXIMUM.
3. Apply a soap and water solution to all repaired areas and any areas suspected of leakage.
Bubbles will appear at any point where leakage occurs.
4. After test. remove all plates and wipe soap residue from the exterior of the cell.
b. Chemical Test.
1. Attach test plates to all fitting openings except one.
2. Make up a phenolphthalein solution as follows: Add 40 grams phenolphthalein crystals in 1 2
gallon of ethyl alcohol, mix. then add 1 2 gallon of water.
3. Pour ammonia on an absorbent cloth in the ratio of 3ml per cubic foot of cell capacity. Place
the saturated cloth inside the cell and install remaining test plate.
4. Inflate the cell with air to a pressure of 1 4 psi MAXIMUM. and maintain pressure for fifteen
minutes.
2D17
PIPER SENECA II SERVICE MANUAL
5. Soak a large white cloth in the phenolphthalein solution. wring it out thoroughly. and spread it
smoothly on the outer surface of the cell. Press the cloth down to insure detection of minute leaks.
6. Check the cloth for red spots which will indicate a leak. Mark any leaks found and move the
cloth to a new location. Repeat this procedure until the entire exterior surface of the cell has been covered. If
red spots appear on the cloth, they may be removed by resoaking the cloth in the solution.
7. The solution and test cloth are satisfactory only as long as they remain clean. Indicator solu-
tion that is not in immediate use should be stored in a closed rustproof container to prevent evaporation and
deterioration.
After the test, remove all plates and test equipment. Allow the cell to air out.
In conducting either test outlined above, the cell need not be confined by a cage or jig. providing the 1/ 4
psi pressure is not exceeded.
NOTE
2D18
PIPER SENECA II SERVICE MANUAL
9-27. INSPECTION OF FUEL SYSTEM. Fill tanks with fuel. Inspect tanks and fuel line connections for
leaks. If fuel tanks leak. follow instructions given in Paragraph 9-5. If fuel line connections leak. tighten
clamps or replace hose connections after first draining tanks.
9-28. FUEL QUANTITY SENDER UNITS. Each fuel cell contains a sender unit which is interconnected
with the other units of its particular system to provide the gauge with a combined, calibrated resistance.
The resistances of these units (1.0 ohm maximum at the empty position. and 45 2 ohms at the full
position) should be checked before installation and if any unit is assumed to be faulty. Full travel of the unit
should be 95° 2° .
9-29. FUEL QUANTITY SENDER/GAUGE CHECK (INSTALLED). Fuel quantity sender units and fuel
quantity gauges can be checked while mounted in the airplane by using the following procedure:
a. Put the fuel selector levers in the "OFF" position. Completely drain fuel tanks that relate to the
fuel quantity senders and gauge to be checked. (Refer to Draining Fuel System. Section II.)
b. Level airplane laterally (refer to Leveling. Section II) and position the aircraft with a 1 nose up
attitude.
NOTE
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 1/4 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 1/4 needle
width. If not within this tolerance. the gauge should be replaced.
e. Place 2-1/2 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 "ON"
position. the needle should be centered on the "O" radial mark: plus O. minus I 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 6.5
0.5 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 increment.
i. With the tanks full and master switch "ON." the needle should be centered on the "F" radial mark
within I needle width. If not within this tolerance, adjust the electrical adjustment (refer to Figure 9-3)
adjust sufficiently to bring it within tolerance: do not center the needle.
NOTE
WITH STANDARD
255
FUEL TANKS INSTALLED
2 I
3
II
AL
NT 12
OLE
14
1
15
I6
7
TORQUE 60 T IN POUNDS
1. BODY, FILTER 10. SEAT, RELIEF
2. O-RING SEAL 11. DISCS, FILTER
3. TUBE. OUTER 12. WASHERS
4. NUT 13. CUP, RETAINER
5. STUD 14. NUT, CHECK
6. DRAIN, FILTER, FITTING 15. BOWL, FILTER
7. NUT 16. WASHER
WITH OPTIONAL FUEL TANKS INSTALLED 8. SPRING 17. SAFETY WIRE
9. BALL, RELIEF
10 26 10 10 (+l) 26
20 20 (+2) 44 20 20 (+2) 39
40 40 +2) 80 50 50 (+2) 74
2D22
PIPER SENECA II SERVICE MANUAL
3
1. PACKING, PREFORMED
2. BODY, VALVE
3. ROLL PIN
4. SHAFT
5. LEVER, SELECTOR
6. COVER
7. SPRING, DETENT
8.SPACER
9. CAP ASSEMBLY
NOTE
d. Do not attempt disassembly or repair of the fuel pump. If fuel pump proves to be defective, it should
be replaced.
e. Reinstall pump in reverse order of removal.
SLIDERS
RESISTOR
LOW MED
9-47. AUXILIARY FUEL SYSTEM ADJUSTMENT. Adjustment of the auxiliary fuelsystem if installed is
accomplished as follows for each engine:
a. Remove the access panels from the top of each engine nacelle to gain access to the slider resistor
mounted on the nacelle bulkhead.
b. Install a calibrated pressure gauge (31 to 37 psi) in the fuel line forward of the firewall.
c. Pull the circuit protector (for the auxiliary fuel pump which is to be adjusted) to the off position and
insure that the aircraft master switch is in the off position also.
d. Connect the negative lead from an external DC power source to ground on the aircraft and the
positive lead to the slider resistor high position. (Refer to Figure 9-6.)
e. Using a calibrated voltmeter, adjust the external power source to indicate 12.0 to 12.5 volts DC at
the auxiliary fuel pump. Note the voltage reading on the external power source voltmeter.
f. The calibrated pressure gauge should indicate 31 to 37 psi.
g. Connect the positive lead from the external power source to the slider resistor low position. (Refer
to Figure 9-6.) Adjust the power supply voltage level to the same voltage obtained in Step e.
h. Adjust the slider on the variable resistor to obtain a pump pressure of 8 to 10psi. Readjust the power
supply and slider to insure a pump pressure of 8 to 10 psi, at the power supply voltage noted in Step e. then
secure the slider in position on the resistor.
i. Disconnect the manifold pressure switch located on the firewall, and connect the positive lead from
the power supply to the slider resistor medium position.
j. Adjust the power supply voltage level to the same voltage obtained in Step e.
k. Adjust the slider on the variable resistor to obtain a pump pressure of 23.5 to 24.5 psi. Readjust the
power supply and slider to insure a pump pressure of 23.5 to 24.5 psi, at the power supply voltage noted in Step
e, then secure the slider in position on the resistor and reconnect the manifold pressure switch.
1. Perform Steps a thru k on the opposite engine, then reinstall the access panels.
m. If the aircraft is equipped with an optional fuel diverter valve, operate the primer switch and insure
that the diverter valve is being energized. Release the primer switch and operate the fuel pump switch in the Hi-
Boost position and insure that the fuel pump operates and that the diverter valve does not.
n. Remove calibrated pressure gauge unless auxiliary fuel system operational check (in following
paragraph) is to be performed.
o. Refer to Section VII, Paragraph 8-60, Engine Setup Procedures, for additional adjustments
relating to the power plant fuel control system.
NOTE
b. Install the gauge in the cluster housing. (This will ground the gauge to the cluster housing, through
the ground clip.)
c. Fabricate a tester as shown in Figure 9-6a. Hook it up to the gauge as shown.
d. With the selector switch in the "B" position (corresponding to the highest numbered radial mark).
Center the gauge needle on that mark using the electrical adjustment located behind the adjustment hole in the
face of the instrument.
e. Place the selector switch in the zero resistance position. The gauge needle should be centered on the
dot at the left of the "O" mark ± 1/2needle width.
C276
90 OHMS
CLUSTER HOUSING
(REAR VIEW) SWITCH M
61.5 OHMS
14 VOC OHMS
63 OHMS
D 54 OHMS
14 VOC
39 OHMS
M
f 26OH S
G 6 5 OHMS
C277
I Switch Position
GAUGE P/N 38224-0
Radial Mark Tolerance
GAUGE P/N 38224-2
Radial Mark Tolerance
(Needlewidths) (Needlewidths)
F 10 ±_
E 10 + 20 +1
D 20 1 30 ±1
C 30 ± 40
B 40 1 50
A F ±1 F
Without Bladder 10 10 26
Tanks 20 20 2 44
40 40 2 80
With Bladder 10 10 1 26
I Tanks 20 20 2 39
50 50 2 74
1. With 14 VDC supplied to the electrical system. master switch in the off position and fuel already in
the tanks as specified in step j add fuel to the left and right tanks to total quantities shown in Table IX-Ill. The
fuel quantity readings should be as specified at each increment. If the readings are not within the stated
tolerances, check the resistance of the senders, referring to Table IX-III.
m. If it is necessary to adjust the gauge at the 30,40 or 50 gallon position, recheck the gauge as in steps k
and 1. To insure that the gauge is still within tolerance as shown in Table IX-III.
NOTE
Aerofiche
Paragraph Grid No.
Revised: 8/10/80
2E8
Aerofiche
Paragraph Grid No.
Revised:8/10/80
2E9
Paragraph Aerofiche
Grid No.
Revised: 8/10/80
2E10
PIPERSENECAII SERVICEMANUAL
SECTION X
INSTRUMENTS
10-1. GENERAL. The instrumentation in the Seneca II 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 non-electrical and electrical. The
first part of this section will pertain to maintenance and troubleshooting of all the instruments and their
systems which depend on non-electrical sources for their operation. The remaining portion of this section is
directed to maintenance and troubleshooting of all the electrically operated instruments.
10-4. GENERAL. The gyro pressure system is a dry pneumatic engine driven pump system that produces
sufficient air pressure which is regulated to operate the attitude and directional gyros. The system consists
of two engine driven pneumatic pumps, pressure regulators, in line filters, manifold assembly, pressure
gauge, and the necessary tubing and hoses. The system operates at a preset pressure which is monitored at
the pressure gauge mounted in the right side of the instrument panel
10-7. GENERAL. The gyro pressure gauge monitors the regulated gyro system pressure. The gauge is
mounted in the lower right side of the instrument panel and is calibrated in inches of mercury. The gauge
has two red malfunction indicator buttons.
2E12
PIPERSENECAII SERVICEMANUAL
NOTE
1982
1. PUMP
2. AIR FILTER
3. INLINE FILTER
4. ATTITUDE GYRO. COPILOT
5. DIRECTIONAL GYRO, COPILOT
6. PRESSURE GAUGE
7. ATTITUDE GYRO
8. DIRECTIONAL GYRO
9. PRESSURE REGULATING VALVE
10. PRESSURE SWITCH
ADJUSTMENT
NOTE
3. After settingsare made on both engines,checkthe pressure readings to be sure that it is within
limits when both engines are operating at mag check RPM.
c. To adjust the regulator, bend the locking tabs on the adjustment screw and adjust the screw as
required to obtain correct gyro pressure.
d. After adjustment is complete, bend tabs to lock screw in place and recheck pressure. Reinstall
nacelle cover.
10-13. REMOVALAND INSTALLATION.
a. Removethe nacelle accesscover.
b. Loosen the hose clamps on the regulatingvalveand disconnect the hoses.
c. Disconnectthe two electrical leads.
d. Remove the nut and flat washer securing the regulator to the fire wall and withdraw the
regulator.
e. Reinstallthe regulator in reverseorder of removal.
10-14. PNEUMATICPUMP.
10-15. GENERAL. The pneumatic pump is a rotary vane, positive displacement dry type pump. The
pump is mounted on the accessory section of each engine and rotates counterclockwiseon the left engine
and clockwiseon the right engine. The drive ratio to the crankshaft is 1.545:1.
10-16. TROUBLESHOOTING.(Refer to Table X-I.)
10-17a. REPLACINGPUMPFITTINGS.
a. The handling procedures 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 visejaws.
2. The pump square mounting flange must be held between the wood blocks at right anglesto
the visejaws.
3. Useonly enough vise pressure to hold pump firmly.
CAUTION
b. Thread lubricant, if required, should be applied sparingly to the external threads of the fitting
only. Use a powdered moly sulfide or graphite in dry form or in an evaporatingvehicle, or employ a silicone
spray.
CAUTION
1885
1. PILOTS INSTRUMENTS
2. COPILOTS INSTRUMENTS
3. STATIC LINE
4. SWITCH PANEL
5. HEATED PITOT SWITCH
6. TEE 6
7. STATIC BUTTON
8. PITOT HEAD
9. PITOT LINE
10. PITOT DRAIN
3
2
10
2039
1. PILOT'S INSTRUMENTS 13. ELBOW
2. COPILOT'S INSTRUMENTS 14. CIRCUIT BREAKER
3. STATIC LINE 15. ALTERNATE STATICAIR VALVE
4. SWITCH PANEL
5. HEATED PITOTSWITCH
6. TEE
7. STATIC BUTTON
8. PITOT HEAD
9. PITOT LINE
10. SUMP ASSEMBLY (DRAIN VALVE)
11. CONNECTOR
12. GASKET
1972
16 II
10-18. PITOT-STATICSYSTEMS.Pitot pressure for the airspeed indicator is sensed by the pitot mast
mounted under the left wing. Static pressure for the altimeter, vertical speed and airspeed indicators is
sensed by two static pressure units, one located on each side of the rear part of the fuselage.
An alternate static source control valve is located below the instrument panel to the right of the power
quadrant. If one or more of the pitot-static instruments malfunctions, these pressure systems should be
checked for leaks, dirt or water. If moisture is present, the static system can be drained by turning on the
alternate static system. The selector valve is located at the low point of the system. Another drain is
provided in the lower left front side panel to drain moisture from the pressure line running between the
pitot mast and the instrument panel. At any time an instrument, fitting, line, pitot head or static button is
disconnected, tests must be performed prior to the next flight. Refer to AdvisoryCircular 43-13-1Afor the
testing procedures.
10-19. DIRECTIONALGYRO.
10-20. GENERAL. The directional gyro is a flight instrument incorporating an air drivengyro stabilized in
the vertical plane. The gyro is rotated at high speed by air pressure directed against the gyro buckets
produced at the engine driven pneumatic pump. Due to gyroscopicinertia, the spin axis continues to point
in the same direction even though the aircraft yaws to the right or left. This relative motion between the
gyro and the instrument case is shown on the instrument dial which is similar to a compasscard. The dial
when set to agree with the airplane magnetic compass provides a positive indication free from swing and
turning error. However, the directional gyro has no sense of direction and must be set to the magnetic
compass. Since the magnetic compass is subject to errors due to magnetic fields, electric instruments, etc.,
the directional gyro is only accurate for the heading it has been set for. If the gyro is set on 270° , for
instance, and the aircraft is turned to some other heading, there can be a large error between the gyro and
the magnetic compass due to the error in compass compensation; this will appear as gyro precession.The
gyro should only be checked on the heading on which it was first set; also due to internal friction, spin axis
error, air turbulenceand airflow, the gyro should be set at least every 15 minutes for accurate operation
whether it has drifted or not.
10-21. TROUBLESHOOTING.
10-23. GYROHORIZON.
10-24. GENERAL. The gyro horizon is essentiallyan air driven gyroscope rotating in a horizontal plane
and is operated by the same principal as the directional 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 degreesof bank.
10-25. TROUBLESHOOTING.
Bar does not settle. Insufficient pressure. Check line and pump.
Adjust valve.
Defectivemechanism. Replaceinstrument.
TABLEX-V. ALTIMETER
TABLEX-V. ALTIMETER(cont)
NOTE
10-35. AIRSPEEDINDICATOR.
10-36. GENERAL. The airspeed indicator provides a means of indicating the speed of the airplane passing
through the air. The airspeed indication depends on the differential pressure between pitot air pressure and
static air pressure. This instrument has the diaphragm vented to the pitot air source and the case is vented
to the static air system. As the airplane increases speed, the pitot air pressure increases, causing the
diaphragm to expand. A mechanical linkage picks up this motion and moves the instrument pointer to the
indicated speed. The instrument dial is calibrated in knots and miles per hour, and also has the necessary
operating rangemarkingsfor safe operation of the airplane.
10-37. TROUBLESHOOTING.
Pointers of static Leak in instrument case Check for leak and seal.
instruments do not or in static lines.
indicate properly.
Pointer of instrument Defectivemechanism. Replace instrument.
oscillates.
Instrument reads high. Pointer not on zero. Replace instrument.
NOTE
10-39. MAGNETICCOMPASS.
10-40. GENERAL. The magnetic compass is a self-containedinstrument. This instrument has an individual
light which is connected to the instrument lighting circuit. The compass correction card is located in the
card holder mounted on the instrument. The compassshould be swung wheneverinstruments or radios are
changed and at least once a year.
10-41. ADJUSTMENTOF COMPASS. Before attempting to compensate compass, every effort should be
made to place the aircraft in simulated flight conditions; check to see that the doors are closed, flaps in
retracted position, engines running, throttles set at cruise position and aircraft in level flight attitude.
Aircraft master switch, alternator, and radios should be on. All other cockpit controlled electrical switches
should be in the off position.
a. Set adjustment screws of compensator on zero. Zero position of adjusting screwsis when the dot
of the screw is lined up with the dot of the frame.
b. Head aircraft on a magnetic North heading. Adjust N-S adjustment screw until compass reads
exactly North.
c. Head aircraft on a magnetic East heading and do the same as Step b, adjusting E-W adjusting
screw.
d. Head aircraft on a magnetic South heading and note resulting South error. Adjust N-S adjusting
screw until one-half of this error has been compensated. No compensation adjustments shallbe made with
the combustion heater operating.
e. Head aircraft on magnetic Westand do same as Step d, adjusting E-Wadjustment screw.
f. Head aircraft in successive magnetic 30° degree headings and record compass readings on
appropriate deviation card. Deviationsmust not exceed ± 10 on any heading. An additional deviation card
will have to be made out for aircraft with combustion heater installed. This second deviationcard shall be
accomplished under the above conditions, except the combustion heater shall be operating.
10-42. TROUBLESHOOTING.
TABLEX-VII. MAGNETICCOMPASS
Card does not move The gears that turn Replace or repair instrument.
when compensating compensatingmagnets
screwsare turned. may be stripped.
Compassswings Normal.
erratically when
radio transmitter
is keyed. I
1043. MANIFOLDPRESSUREGAUGESYSTEM.
10-44. GENERAL. The dual manifold pressure gauge is a vapor proof, absolute pressure type instrument
calibrated from 10 to 50 inches of mercury. Incorporated in the gauge are switches that complete the
annunciator panel circuit wheneverengine manifold pressure exceeds 39.5 inches of mercury. The manifold
pressure lines have drain valveslocated behind and below the fuel manifold pressure gauge.This allowsany
moisture which may have collected from condensation to be pulled into the engines.This is accomplished
by depressingthe two valvesfor 5 seconds while operating the enginesat 1000 RPM.
NOTE
1045. TROUBLESHOOTING.
10-49. TROUBLESHOOTING.
Tachometer cable breaks. Cable bent too sharply. Reroute cable. replace shaft.
Reissued:10/11/79 INSTRUMENTS
2F6
PIPERSENECAII SERVICEMANUAL
NOTE
Line restriction to Clean and check.
Gaugewill take longer to instrument.
indicate in cold weather.
Lossof oil in engine or Shut down engine
other engine failure. refer to Table VIII-III.
Reissued:10/11/79 INSTRUMENTS
2F7
PIPER SENECA II SERVICE MANUAL
10-57. GENERAL. The turn and bank indicator is an electrical instrument. The turn portion of the
indicator is driven by a permanent magnet D.C. governor controlled gyro motor. The pointer is designed to
deflect in the direction of turn at a rate proportional to the rate of aircraft turn. The bank portion of the
indicator is a ball sealed in a curved glass tube filled with damping fluid. In an improperly coordinated turn
the ball is forced from the center of the tube thus indicating error.
10-58. TROUBLESHOOTING.
10-61. GENERAL. The two fuel quantity gauges are mounted in the clusters on the instrument panel.
These instruments are calibrated in U.S. gallons. Two transmitter units are installed in each fuel tank. Each
unit contains a resistance stnp and a movable control arm. The position of this arm is controlled by a float
and this position is transmitted electrically to the indicator gauge to show the amount of fuel in the tank.
The two transmitters in each tank are connected in senes: the outboard sender must be insulated from
airframe ground.
INSTRUMENTS
Reissued: 10/11/79 2F8
PIPER SENECA II SERVICE MANUAL
10-62. TROUBLESHOOTING.
10-65. GENERAL. The oil temperature indicator is mounted in the instrument cluster on the instrument
panel. This instrument will provide a temperature indication of the engine oil in degrees Fahrenheit. The
instrument has a temperature bulb located on the left side of the engine.
10-66. TROUBLESHOOTING.
Pointer fails to move Broken or damaged bulb Check engine unit and
as engine is warmed up. or open wiring. wiring.
10-68.; AMMETER.
10-69. GENERAL. The ammeters are mounted in the instrument cluster. This instrument measures the
current going into the entire electrical system including the battery charging demand.
10-70. TROUBLESHOOTING. Refer to Section XI (Alternator Section).
10-73. GENERAL. Since all instruments are mounted in a similar manner, a description 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.
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 (Refer to step d. for gyro
fitting installation).
CAUTION
d. The use of 3M-48x¼ teflon pipe thread sealant tape on gyro fitting threads is recommended and
should be installed in the following manner.
1. Carefully lay teflon tape on the threads, allowing one to two lead-in threads 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
fitting is installed.
2. Apply sufficient tension while winding, to assure that the tape forms into thread grooves. One
full wrap plus '/" overlap is sufficient.
3. After wrap is complete, maintain tension and tear tape by pulling in direction of wrap. The
ragged end is the key to the tape staying in place. (If sheared or cut tape may loosen.)
4. Press tape well into threads.
5. Screw fitting into port being careful not to exceed torque requirements as noted on decal
located on cover of gyro.
e. After the installation is completed and before replacing the instrument face panel, check all
components for security and clearance of the control column.
10-79. TROUBLESHOOTING.
10-82. TROUBLESHOOTING.
10-85. GENERAL. The fuel flow gauge is a non-electric differential pressure gaugemounted in the bottom
of the instrument panel.
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 againstmanifold
pressure, the resultant pressure can be calibrated in gallonsper hour flow.
10-86. TROUBLESHOOTING.
Gauge reads low at Vent line restricted. Check line and fittings.
altitude.
Pointer does not Fuel in diaphragm of Replace gauge.
return to zero. gauge.
TABLEX-XVII. INSTRUMENTMARKINGS
Fuel Flow:
Green Arc (Normal Operating Range) 0 to 20.0 GPH
Red Line 3.5 and 20.0 PSI
Manifold Pressure:
Radial Red Line 10 in. Hg. and 40 in. Hg.
Tachometer:
Green Arc (Normal Operating Range) 500 RPM to 2000 RPM
and 2200 RPM to 2575 RPM
Radial Red Line (Maximum) 2575 RPM
Cylinder Head Temperature:
Green Arc (Normal Operating Range) 360 to 460°F
Radial Red Line (Never Exceed) 460°F
Oil Pressure:
Green Arc (Normal Operating Range) 30 PSI to 80 PSI
Yellow Arc (Caution) 10 to 30 PSI and 80 to 100 PSI
Radial Red Line:
Minimum 10 PSI
Maximum 100 PSI
Oil Temperature:
Green Arc (Normal Operating Range) 75 to 240°F
Radial Red Line (Never Exceed) 240 F
Airspeed Indicator:
Green Arc (Normal Operating Range) 76 MPH to 190 MPH
Yellow Arc (Caution Range - Smooth Air) 190 MPH to 224 MPH
White Arc (Flaps Extended Range) 69 MPH to 125 MPH
Radial Red Line (Never Exceed - Smooth Air) 224 MPH
Radial Red Line (Minimum Control Speed - Single Engine) 80 MPH
Radial Blue Line (Best R/C Speed Single Engine) 105 MPH
10-90. GENERAL. The annunciator panel is a light cluster mounted in the upper left instrument panel
that provides a visual indication of individual system malfunctions. A press-to-test switch on the left side of
the annunciator will illuminate the entire display to check the condition of each display lamp when the
engine is running. The lamps will light when the engine is not running with the master switch ON. Sensors
located in the individual systems monitored activate to complete the annunciator circuit whenever a system
malfunctions.
Aerofiche
Paragraph Grid No.
Revised:8/10/80
2F16
Aerofiche
Paragraph Grid No.
ANNUNCIATOR SYSTEMS
11-35 Annunciator Panel 219
COMFORT SYSTEM
I -32b Cigar Lighter 217
DEICE SYSTEMS
11-40 Defroster 2112
I -32b Pitot Heat 217
11-42 Stall Warning Sensor Heaters 2113
ENGINE SYSTEMS
Engine Gauges
11-29 Early Models 216
11-30 Later Models 216
11-37 Magnetos 2111
11-26 Starters 213
ENVIRONMENTAL SYSTEMS
11-49 Air Conditioning 2111
11-40 Heater 2112
11-38 Ventilation - Air Blower 2111
FUEL SYSTEMS
11-45 Fuel Pumps - Electric (Left Right) 2115
Fuel Pumps - Auxiliary Electric (Left Right)
11-43 S N: 34-7670057 to 7670097
(Piper Kit No. 760 926V) 2114
11-44 S N: 34-7670098 and up 2114
Revised:11/12/82
2F18
PIPER SENECA 11 SERVICE MANUAL
INDICATORS
11-47 Clock Hour Meter 2116
Engine Gauges
11-29 Early Models 216
11-30 Later Models 216
11-46 Turn and Bank Pictorial Rate 2115
11-52 Turn and Bank Pictorial Rate Alternate 2119
WARNING SYSTEMS
Annunciator - (See Annunciator System)
11-40 Heater Overheat Warning 2112
11-27 Landing Gear - Warning Light & Horn 214
11-41 Stall Warning 2113
Revised: 11/12/82
2F19
PIPER SENECA II SERVICE MANUAL
SECTION XI
ELECTRICAL SYSTEM
11-1. INTRODUCTION. This section contains instructions and schematics for correcting difficulties which
may arise in the operation of the electrical system.
The instructions are organized so the mechanic can refer to: Description and Principles of Operation,
for a basic understanding of the various electrical systems; Troubleshooting, for a methodical approach in
locating the difficulty; Corrective Maintenance, for removal, repair and installation of components; and
Adjustments and Tests for operation of the repaired system. Schematics for the individual systems are
located at the end of this section. For information concerning electronic equipment, refer to Section XII,
Electronics.
11-2. DESCRIPTION. Electrical power is supplied by a 14-volt, direct current, negative ground electrical
system. A 12-volt, 35 ampere hour battery is incorporated in the system to furnish power for starting and
as a reserve power source in case of alternator failure; it is located in the nose section of the airplane.
The electrical generating system consists of two engine driven 65 ampere alternators. Two solid state
regulators maintain effective alternator load sharing while regulating the system bus voltage at 14.0-volts.
Also, incorporated in the system are overvoltage relays; one for each alternator circuit which prevents
damage to electrical and avionic equipment in case of regulator malfunction. A warning light on the
annunciator panel will illuminate if either alternator fails to produce current, accompanied by a zero
indication on the individual ammeter. The loads from the electrical bus system are protected by manual
reset type circuit breakers mounted on the lower right-hand instrument panel.
11-3. TROUBLESHOOTING. Troubles peculiar to the electrical system are listed in Table XI-V at the
back of this section, along with their probable causes and suggested remedies. The wiring diagrams included
at the end 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.
11-4. ALTERNATOR SYSTEM. The alternators are mounted on the accessory case of each engine. Many
advantages both in operation and maintenance are derived from this system.
The alternators have no armature or commutator and only a small pair of carbon brushes which make
contact with a pair of copper slip rings. The rotating member of the alternator, known as the rotor, is
actually the field windings. The rotor draws only 1/20th of the current output. Therefore, there is very
little friction and negligible wear and heat in this area. The alternating current is converted to direct current
by diodes pressed into the end bell housing of the alternator. The diodes are highly reliable solid state
devices but are easily damaged if current flow is reversed through them.
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.
ELECTRICAL SYSTEM
Reissued: 10/11/79
2F20
PIPER SENECAII SERVICEMANUAL
2F21
PIPER SENECA II SERVICE MANUAL
The circuit breaker panel contains two 5 ampere circuit breakers marked ALT FIELD left and right. If
the field circuit breakers trip, it will result in a complete shutdown of power from the particular generating
system. After a one or two minute cool-down period, the breakers can be reset manually. If tripping
reoccurs and holding the breakers down will not prevent continual tripping, then a short exists in the
alternator field.
Unlike previous systems, the ammeters do not indicate battery discharge but displays the load in
amperes placed on the particular generating system. With all electrical equipment off (except master), the
ammeters 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 ammeters will reduce to approximately two amperes. The amount of
current shown on the ammeters will tell immediately whether or not the alternator systems are operating
normally if the following principles are kept in mind.
NOTE
11-6. DESCRIPTION OF ALTERNATOR. The principal components of the alternator are the brush
holder assembly, the slip ring end head, the rectifiers, the stator, the rotor and the drive end head.
a. The brush and holder assembly contains two brushes, two brush springs, a brush holder and
insulators. Each brush is connected to a separate terminal stud and is insulated from ground. The brush and
holder assembly can easily be removed for inspection or brush replacement purposes.
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 (PIV) 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 to
provide vibration and temperature resistance characteristics. High temperature solder is used to secure
the winding leads to the slip rings.
f. The drive end head supports a sealed, prelubricated ball bearing in which the drive end of the rotor
shaft rotates, and a blast tube connection for ventilation.
11-7. CHECKING ALTERNATOR SYSTEM. Two ammeters are used which enable an independent output
check of each alternator, as well as the electrical output-input of the battery. Should either alternator show no
output on its ammeter, check the appropriate circuit breakers. If a further check of the ammeters show no
output from both alternators, check the alternator system. (Refer to Combined Schematic Figure 11-23.)
a. Ascertain that the ammeters are operating properly.
b. Disconnect the battery lead (+) at the alternator.
c. Disconnect field leads at the alternator.
d. Ascertain that all electrical units are off and battery is full charged.
e. Turn on the master switch.
f. To check the alternator output circuit, connect a voltmeter or 12-volt test light to the battery lead and to
ground. If a reading of approximately 12-volts registers on the voltmeter or the test lights, the battery
circuit is operational.
g. Should there be no indication of voltage, trace back through the output circuit until voltage is
indicated. A component that allows no voltage to pass through it should be replaced.
Figure 1 1-2. Removal of Slip Ring End Bearing Figure 1 1-3. Removal of Rectifier
11-8. SERVICE PROCEDURES. Since the alternator and regulator are designed for use on only one
polarity system, the following procedures must be observed when working on the charging circuit. Failure
to observe these service procedures will result in serious damage to the electrical equipment.
a. When installing a battery, always make absolutely sure the ground polarity of the battery and the
ground polarity of the alternator are the same.
b. When connecting a booster battery, make certain to connect the negative battery terminals
together and the positive battery terminals together.
c. When connecting a charger to the battery, connect the charger positive lead to the battery
positive terminal and the charger negative lead to the battery negative terminal.
d. Never operate the alternator on open circuit. Make absolutely certain all connections in the
circuit are secure.
e. Do not short across or ground any of the terminals on the alternator or regulator.
f. Do not attempt to polarize the alternator.
11-9. OVERHAUL OF ALTERNATOR. When repairing the alternator. complete disassembly may not be
required. In some cases, it will only be necessary to perform those operations which are required to effect
the repair. However, in this section. the complete overhaul is covered step-by-step to provide detailed
information on each operation. In actual service practice. these operations may be used as required.
NOTE
The inner race of 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.
f. Clamp the rotor in a vise and remove the cotter pin, nut, drive gear assembly and woodruff key.
NOTE
g. Support the drive end head and carefully press out the rotor assembly. Remove the retainer plate
screws and retainer plate. Support the drive end head and press .out the bearing. Remove the oil seal by
pressing from inside of the housing.
2G2
2G3
INTENTIONALLYLEFT BLANK
PIPERSENECAII SERVICEMANUAL
BATTERY
VOLTMETER
Figure 1 1-4. Testing Rotor for Ground Figure 11-5. Testing Rotor for Shorts
11-11. INSPECTION AND TESTING OF COMPONENTS. Upon completion of the disassembly, all parts
should be cleaned and visually inspected for cracks, wear or distortion, and any signs of overheating or
mechanical interference.
a. Rotor: The rotor should be tested for grounded or shorted windings. The ground test can be
made with test probes, connected in series with a 110-volt test lamp, an ohmmeter, or any type of
continuity tester. (Refer to Figure 11-4.) There must not be any continuity between the slip rings and the
rotor shaft or poles. To test for shorted turns in the rotor winding, connect a voltmeter, ammeter, and
rheostat as shown in Figure 11-5 or use an ohmmeter. Rotor current draw and resistance are listed in the
Alternator Service Test Specifications paragraph. Excessive current draw or low ohmmeter reading indicates
shorted windings. No current draw or infinite ohmmeter reading would indicate an open winding.
b. Rectifiers: A diode rectifier tester will detect and pinpoint open or shorted rectifiers without
going through the operation of disconnecting the stator leads. However, if a tester is not available, test
probes and a Number 57 bulb, connected in series with a 12-volt battery, can be used in the following
manner: Touch one test probe to a rectifier heat sink and the other test probe to a lead from one of the
rectifiers in that heat sink; then reverse the position of the leads. The test bulb should light in one direction
and not light in the 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 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 connection and touch each of the three
stator leads. The test bulb must light or the ohmmeter must show continuity. Due to the low resistancein
the stator windings,shorted windingsare almost impossibleto locate. However, shorted stator windingswill
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
causean alternator to fail within a very short period of time.
11-12. ASSEMBLYOF ALTERNATOR.
a. Reinstall the oil seal and end head bearingand retainer plate in the drive end head.
b. Carefully install the rectifiers in the slip ring end head or rectifier mounting plate by supporting
the unit and using the special tools illustrated in Figure 11-6.
CAUTION
NUT
LOCKWASHER
FLATWASHER
FIBERWASHER
INSULATOR
RECTIFIER MOUNTINGPLATE
TERMINAL STUD
OUTPUT (+)
TERMINAL
AUXILIARY
TERMINAL
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
do 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 11-8.
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.
g. Install the brush and holder assembly and retaining screws. Spin the rotor and check for
interference between the brush holder and rotor. Check across the field terminals with an ohmmeter.
The ohmmeter must indicate the amount of rotor resistance listed in Table XI-II.
CAUTION
a. Wiring connections for bench testing the alternator are shown in Figure 11-9. Output test
specifications are given in Table XI-II. Adjust the carbon pile if necessary to obtain the specified voltage.
b. After bench testing the alternator, install the alternator on the engine, making sure all mounting
surfaces are free of corrosion or foreign materials. Torque the alternator retaining bolts to the specifications
listed in the engine manufacturer's manual.
SEAL-INSTALL SEAL
WITH LIP
TOWARD BEARING
INNER RACE
SPACER
11-14. PRECAUTIONS. The following precautions are to be observed when testing or servicing the
electrical system:
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 output lead must not be removed from the alternator with the field circuit
energized and the alternator operating.
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. aircraft wiring, or other components of
the charging system. Battery polarity should be checked with a voltmeter before connecting the battery.
The Seneca 11has a negative ground.
f. If a booster battery or fast charger is used, its polarity must be connected correctly to prevent
damage to the electrical system components.
g. When using an auxiliary power unit, make sure the voltage and polarity are set to correspond
with the aircraft system voltage and polarity.
11-15. ALTERNATOR SERVICE TEST SPECIFICATIONS. Prestolite specifications for the 14-volt
alternators installed as standard equipment on PA-34-200T airplanes are as follows:
Voltage 12 volts
Rotation Bi-Directional
Rotor:
Current Draw (77 ° F) 3.2A nominal 4.0 max
Resistance (77° F) 4 ohm nominal 3 ohm min.
11-18. REGULATOR COMPONENTS. Alternator output voltage can within limits of the design capability
of the alternator be controlled by properly varying the average level of current flow in the rotor winding.
The solid state electronic regulator is well suited for this purpose. The alternator, due to its design. has
self-limiting current characteristics and therefore needs no current limiting element in the regulator.
a. Transistor: The transistor (Symbol "Q") is an electronic device which can control the flow of
current in an electric circuit. It has no mechanical or moving parts to wear out.
b. Rectifier Diode: The rectifier diode (Symbol "D") will pass current in only one direction
(forward direction), and in this respect. it may be compared to a check valve.
c. Zener Diode: The zener diode (Symbol "Z") in addition to passing current in the forward
direction will also pass current in the reverse direction when a particular value of reverse voltage is applied.
This property makes it useful as a voltage reference device in the regulator.
d. Capacitor: The capacitor (Symbol "C") is a device which will store electrical energy for short
periods of time. This property makes it useful as a filter element to smooth variations of voltage.
e. Resistor: The resistor (Symbol "R") is a device which is used to limit current flow.
BUS FIELDC
ENCAPSULATED
CONTROL ASSY.
R 12
6 R17 02 03
CW
GND
11-20. BALANCING CIRCUIT OPERATION. (Considering two identical alternators and regulators having
the "PAR" terminals of the regulators connected.)
a. Balancing circuit operation is initiated within one regulator whenever individual field voltages
delivered by the regulator units to their related alternators are not equal.
b. When a difference in individual field voltages occurs, one-half the difference is impressed across
R 12 within each regulator and is thus applied to the input of Q5.
c. In that regulator which is delivering the lower field voltage, the polarity of R 2 voltage drop
causes Q5 collector current flow.
d. Q5 collector current flow results in conduction occurring in the collector circuit of Q6.
e. Q6 collector current flows from regulator divider R1/R2+R3 through limiting resist., R 17 to
ground.
f. Conduction through R17 effectively alters the ratio of the regulator divider RI/R2+R3 in the
direction to increase Q1 collector current flow.
g. As described above under REGULATING CIRCUIT OPERATION, increased Q I current results
in increased output from the regulator to the field of its related alternator.
h. Feedback action results in Q6 collector current stabilizing at a value that results in nearly equal
field voltage being delivered by the two regulators to their respective alternator fields.
i. The balancing circuit will thus automatically maintain, at a low value, the difference voltage
applied to the alternator fields. In a parallel system having identical alternators operating at the same RPM.
the output currents of the alternators will thus be maintained nearly equal.
j. In whichever regulator of a pair is set to deliver the highest voltage, the balancing circuits are
inactive. Thus. system voltage is determined by the regulator of a pair which is set to higher voltage. The
lower set regulator will adjust itself automatically as described above to deliver the same field voltage as the
one which is set higher within the limitsof its design capability.
k. The balancing regulator system as described provides for automatic load balancing of parallel
operated alternators having independent field excitation circuits. The pilot can while in flight remove either
alternator system completely from the aircraft system and maintain operation of the other system.
11-21. PREPARATION FOR TESTING. (Regulators may be tested using the aircraft's alternator or an
alternator test stand.)
CAUTION
a. The aircraft technician or other electrical system's specialist must disconnect the battery ground
cable at the battery before connecting or disconnecting a test ammeter or other test equipment or before
making wiring changes in the electrical system.
b. Voltmeters with test probes or clips are not recommended. Fully insulated bolted terminal
connections are best and these should be attached when all power is removed as described above.
c. When installing a battery in an aircraft, be sure that the battery negative terminal is in a position
so that this terminal can be connected to the battery ground cable for negative ground systems.
d. The regulator under test is to be mounted on a grounded metallic surface using three No. 8
screws pulled up tight. For extended test periods the heat transfer from regulator to the mounting surface is
significant.
e. A ground wire between the regulator "GND" terminal and the aircraft or test stand structure is
essential for proper operation. The alternator frame must also be solidly bonded to the system ground.
f. The alternator does not need to be polarized; therefore, never connect ground even momentarily
to either the regulator field terminal or to the alternator field terminals. Do not interchange leads to
regulator as this will destroy the regulator.
CAUTION
g. The alternator should be in good condition and capable of producing full output. and the
alternator drive belt must be adjusted tight enough to prevent slippage.
h. The battery must be in good condition and should be fully charged.
i. The voltmeter and ammeter should be of the best quality and should be accurate.
j. A carbon pile connected across the battery may be used to load the charging circuit while testing
the regulator.
PAR FIELD
REGULATOR
UNDER TEST 5
GND BUS
D.C. BUS
PRECIS ION
V/M
CAUTION:
FIELD V/M CIRCUIT MUST NOT
TOUCHGROUND.
NOTE:
THIS DIAGRAM SHOWSONLYBASIC
CONNECTIONSFOR THE PURPOSEOF
EXPLAINING ADJUSTMENT PROCEDURE.
11-23. ADJUSTING REGULATOR. These regulators are normally used in parallel alternator systems of
multi-engine aircraft. Their final adjustment should be made in actual operation in the aircraft system with
test equipment connected as shown in Figure 11-12. The balance adjustment is made while operating only
one engine, either left or right. The engine to be operated must be selected so as to permit the technician
a completely safe access to both of the regulators, so that they may be adjusted while the engine is
operative without danger.
CAUTION
Extra caution must be exercised due to the proximity of the
regulators to the propellers. It is necessary to operate only one
engine for this procedure.
a. Gain access to the regulators by removing the right rear closeout cover in the nose baggage
compartment aft of the nose gear. Remove the plugs from the regulator adjustment holes.
b. Open the paralleling circuit by removingthe wire from the "PAR" terminal of either regulator
and insulate the free end so it will not contact other circuits or ground during the adjustment procedure.
11-24. OVERVOLTAGERELAY.
11-25. CHECKINGOVERVOLTAGE RELAY. The relay may be tested with the use of a good quality,
accurate voltmeter, with a scale of at least 20-volts 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 followingprocedure:
a. B+ is connected to "Bat" of the overvoltagecontrol.
b. B- is connected to the frame of the overvoltagecontrol.
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 overvoltagecontrol.
e. Connect the negativelead of the voltmeter to the frame of the overvoltagecontrol.
f. The overvoltage control is set to operate between 16.5-volts to 17.5-volts. By adjusting the
voltage an audible "click" may be heard when the relay operates.
g. If the overvoltagecontrol does not operate between 16.5 and 17.5-volts,it must be replaced.
REGULATOR
YELLOW
ALTERNATOR
AMMETER
OVER
VOLTAGE
CONTROL
OFF ON +
BATTERY
ALTERNATOROR
IGNITION SWITCH
OVER
VOLTAGE VOLTMETER
CONTROL
OFF ON
2G15
PIPERSENECAII SERVICEMANUAL
11-27. DESCRIPTION. The starting motor consists of five major components: the commutator end head
assembly, the brush set and plate assembly, the frame and field assembly, the armature, and the drive end
head assembly. (Refer to Figure 11-15.)
11-28. OPERATION. When the starting circuit is energized, battery current is applied to the starting
motor terminal. Current flows through the field coils creating a strong magnetic field. At the same time,
current flows through the brushes to the commutator through the armature windings to ground. The
magnetic force created in the armature combined with that created in the field windings begins to turn the
armature.
11-29. MAINTENANCE. The starting circuit should be inspected at regular intervals; the frequency of
which should be determined by the amount of service and the condition under which the aircraft is
operated. It is recommended that such inspection be made at each 100 hours and include the following:
a. The battery should be checked with a hydrometer to be sure it is fully charged and filled to the
proper level with approved water. A load test should be made to determine battery condition. If dirt and
corrosion have accumulated on the battery, it should be cleaned with a solution of baking soda and water.
Be sure none of the solution enters the battery cells.
b. The starting circuit wiring should be inspected to be sure that all connections are clean and tight
and that the insulation is sound. A voltage loss test should be made to locate any high resistance
connections that would affect starting motor efficiency. This test is made with a low reading voltmeter
while cranking the engine or at approximately 100 amperes and the following limits should be used:
1. Voltage loss from insulated battery post to starting motor terminal - 0.3-volt maximum.
2. Voltage loss from battery ground post to starter frame - 0.1-volt maximum.
NOTE
NOTE
c. No lubrication is required on the starting motor except at the time of overhaul. Soak new
absorbent bronze bearings in SAE 20 oil before installation. Saturate the felt oiling pad in the commutator
end head with SAE 20 oil. Allow excess oil to drain out before installing end head on motor. Put a light
film of Lubriplate 777 on the drive end of the armature shaft before and after installing the drive end head.
1. OIL SEAL
2. DRIVE END HEAD ASSEMBLY
3. DRIVE END BEARING
4. THRUST WASHER
. ARMATURE
6. THRU BOLT
7. FRAME & FIELD ASSEMBLY
8. BRUSH SET
9. BRUSH SPRING
10. THRUST WASHER
11. COMMUTATOR END HEAD
ASSEMBLY
d. The starting motor should be operated for a few seconds with the ignition switch off. This is to
determine that the starterengages properly and that it turns freely without binding or excessive noise. Start
the engine two or three times to check the starterdrive assembly.
NOTE
11-31. REMOVAL. To remove the starting motor from the engine first disconnect the ground cable from
the battery post to prevent short circuiting. Disconnect the lead from the starting motor terminal: then take
out the mounting bolts. The motor can then be lifted off and taken to the bench for overhaul.
11-32. DISASSEMBLY.
a. Remove the safety wire and thru bolts from the commutator end and pull the end head from the
frame.
b. Pull the drive end head and armature from the frame and separate the drive end head from the
armature.
c. The drive end bearing may be removed by pressing out of the drive end head.
d. Each part should be cleaned and inspected for excessive wear or damage. Bearing should be
checked for proper clearance and evidence of roughness or galling. Oil and dirt should be removed from
insulation and the condition of the insulation checked.
11-33. BRUSHES. Check the brushes to see that they slide freely in their holders and make full contact on
the commutator. If worn to half their original length or less. they should be replaced.
11-34. ARMATURE.
a. Check the commutator for uneven wear. excessive glazing, or evidence of excessive arcing. If only
slightly dirty, glazed or discolored, the commutator can be cleaned with 00 or 000 sandpaper. If the
commutator is rough or worn. it should be turned in a lathe. (Refer to Figure 11-16.)The armature shaft
should be inspected for rough bearing surfaces and rough or damaged splines.
b. To test the armature for grounds, a set of test probes connected in series with a 110-volt light
should be used. Touch one probe to a commutator segment and the other to the armature 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 11-17.) The armature is
placed on the growler and slowly rotated by hand while a steel strip is held over 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 inspecting the trailing edge (in direction of rotation) of
the commutator segments for excessive discoloration. This condition indicates an open circuit.
11-36. BRUSHHOLDERS.
a. To test brush holders. touch one test probe to the brush plate and the other to each brush holder.
b. The test lamp should light when the grounded brush holders are touched and should not light
when the insulated brush holders are touched.
11-37. ASSEMBLY.
a. When assembling the starting motor always use an arbor press and the proper bearing arbor for
installing graphitized bronze bearings.
b. Soak new absorbent bronze bearings in SAE 20 oil before installation. Saturate the felt oiling pad
in the commutator end head with SAE 20 oil. Allow excess oil to drain out before installing end head on
motor. Put a light film of Lubriplate 777 on the drive end of the armature shaft before and after installing
the drive end head.
c. New brushes should be properly seated when installing by wrapping a strip 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 turn the armature slowly in the direction of rotation. Dust should be
blown out of the motor after sanding.
NOTE
CARBONPILE
KNIFE SWITCH
AMMETER VOLTMETER
BATTERY
GROUND
TYPICAL TEST SET-UP
11-40. STARTING MOTOR SERVICE TEST SPECIFICATIONS. Prestolite specifications for 12-volt
cranking motors installed as standard equipment on the PA-34-200T are as follows:
Stall Torque:
Max. Amps 410
Min. Torque, Ft.-Lbs. 8
Approx. Volts 2
11-41. BATTERY.
11-42. SERVICING BATTERY. The battery is located in the left forward portion of the nose section. It is
enclosed in a fiberglass 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 clamped 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 filled above the
baffle plates. A hydrometer check should be performed to determine the percent of charge in the battery.
All connections must be clean and tight.
NOTE
NOTE
Always remove the ground cable first and install last to prevent
accidental short circuiting or arcing.
11-45. CHARGING BATTERY. If the battery is not up to normal charge, remove the battery and
recharge starting with a charging rate of 4 amperes and finishing with 2 amperes. A fast charge is not
recommended.
1280 100
1250 75
1220 50
1190 25
1160 Very little useful capacity
1130 or below discharged
11-46. BATTERY BOX CORROSION PREVENTION. The battery should be checked for spilled
electrolyte or corrosion at least each 50 hour inspection or at least every 30 days, whichevercomes first.
Should this be found in the box, on the terminalsor around the battery, the battery should be removed and
both the box and battery cleaned by the followingprocedure:
a. Remove the box drain cap from the under side of the fuselageand 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
Do not allowsoda solution to enter battery.
c. Rinse the battery and box with clean water and dry.
d. As necessary, paint the battery box with an acid resistant paint. Allow paint to dry thoroughly.
e. Place the cap over the battery box drain.
f. Reinstall the battery.
NOTE
a. When using a 12-volt battery for external power starting and the airplane's battery is nearly
depleted, the followingprocedure should be used:
1. Disconnect the airplane's battery at the negativeterminal to prevent excessiveloading of the
external starting battery.
2. Checkthat all of the airplane's electrical equipment and master switch are turned off.
3. Connect the external battery to the external power receptacle and start RIGHT ENGINE
ONLY using normal starting procedures.
4. Removeexternal battery and then reconnect airplane's battery at the negativeterminal.
5. Turn master switch on and check ammeter for battery chargingcurrent.
b. When starting with a power cart and the airplane's battery is nearly depleted, the procedure in
Step (a) need not be followed. The capacity of a power cart is sufficient to start an aircraft with a low
battery. If a six-voltbattery is available, it can be connected in series with the 12-voltexternal battery to
supply 18-voltsfor starting. In this case, use the same starting procedure as used with a power cart.
CAUTION
If aircraft battery is weak, chargingcurrent will be high. Do not
take off until chargingcurrent falls below 20 amps.
Never use a 12 or 24-volt battery in place of a six-volt battery
since electrical damagemay result.
11-48. LANDINGANDTAXI LIGHTS. These lights consist of two 250 watt lamps which are located on a
mounting fixture securedto the nose gear oleo strut housing. Both lamps are used for landing and one lamp
is used while taxiing. Each lamp is controlled by a separate switch mounted on the switch panel. (Refer to
Figure 11-1.) The lamps are wired to separate 10 amp circuit protectors mounted in the circuit protector
panel. There is a safety switch mounted on the nose gear strut which will break the circuit to the lights
when the nose gearis retracted in case the pilot forgets to turn the switches off.
CAUTION
When removing the attachment plate, use caution not to drop the
lamps.
c. Disconnectthe electrical leads from the lamp being removed.
d. To remove the complete assembly from the gear strut, disconnect the electrical leads from both
lamps and release the clampsthat secure the assemblyto the strut housing.
A291
ADJUSTMENTSCREW
CLAMP
GEARDOOR
STRUT
CAUTION
Tighten the screws just enough to allow the lamps to fit snug in
the mounting fixture.
c. To install the landing light assembly to the strut, position the assembly against the strut housing
with the bottom of the mounting fixture 2.9 inches up from the bottom of the strut housing. (Refer to
Figure 11-21.)
d. Align the bracket longitudinally and secure in place with clamps.
e. The light beam angle may be adjusted by the adjustment screws at the sides of the bracket and
tilting the mounting fixture as desired.
11-51. STALL WARNINGSYSTEM. This system consists of an inboard and outboard lift detector, both
of which are electrically connected to a stall warning horn located behind the instrument panel. The 1975
models also included a stall warning light with electrical connection per Figure 11-36.As stalling conditions
are approached with the wing flaps up, the outboard lift detector will activate the warningsystem. As the
flaps are lowered to the 25 and 40 ° position, a micro switch deactivates the outboard lift detector and
activates the inboard lift detector which will now control the warningsystem should stall conditions exist.
The electrical circuit for this system is protected by a 5 amp circuit protector located in the circuit
protector panel. The stall warning system may be checked for proper operation by performing the
following:
A366
FIG
MICRO
SWITCH
FIH
NOTE
a. Put the flaps in the full up position and turn on the master switch. Using finger pressure, gently
raise the sensor blade of the outboard lift detector. The warning system should activate. Gently lowering
the sensor blade should make the system deactivate. If light and horn are installed, ascertain that both
operate.
b. With the flaps in the 25 and 40 ° down position and the master switch on, raise the sensor blade
of the inboard lift detector. The warning system should activate. Gently lowering the sensor blade should
make the system deactivate.
c. With the flaps in the 25 ° and 40 ° down position and the master switch on, raise the sensor blade
of the outboard lift detector. The warning system should NOT activate. In the event the warning system
does activate, the micro switch is in need of adjustment as follows:
NOTE
1. Refer to Section V, Paragraph5-36 and proceed to the extent necessaryto gain accessto the
micro switch mounted on a bracket adjacent to the left end of the wing flap torque tube. (Refer to Figure
11-22.)
2. Put the flaps in the full up position and determine that the wheel of the micro switch
actuator is in contact with the torque tube fitting. Loosen, but do not remove the screwssecuringthe micro
switch in position. Move the flaps towards the full down position while moving the micro switch in the
direction necessary to hear it actuate as the flaps assume the 25 down position. Tighten the micro switch
mounting screws and repeat Steps a thru c.
11-54. NAVIGATIONLIGHTS.
11-55. REMOVALOF WINGNAVIGATIONLIGHT.
a. Remove screwsecuring the lens retainer.
b. Remove lens and bulb.
NOTE
11-58a.ANTI-COLLISION LIGHT.
11-59. REMOVAL OF LAMP IN ANTI-COLLISION WING TIP STROBE LIGHT. The lights are located
in both wing tips next to the navigational lights.
a. Remove the screw securing the navigational light cover and remove cover.
b. Remove the three screws securing navigational light bracket assembly and remove light assembly.
c. Remove the strobe lamp by cutting the wires on the lamp beneath the mounting bracket.
d. Remove the defective lamp.
e. Remove and discard the plug with the cut wires from the electrical socket.
11-61. REMOVAL OF LAMP IN ANTI-COLLISION LIGHT. The light is located on the upper section of
the vertical fin.
a. Loosen the screw in the clamp securing the light cover.
b. Remove the light cover.
c. Remove the defective lamp from the socket.
11-62. TROUBLESHOOTING PROCEDURE FOR ANTI-COLLISION AND WING TIP STROBE LIGHT
SYSTEMS. The strobe light assembly functions as a condenser discharge system. A condenser in the power
supply is charged to approximately 450-voltsD.C.; then dischargedacross the Xenon flash tube at intervals
approximately 45 flashes per minute. The condenser is parallel across the Xenon flash tube which is
designed to hold off the 450-volts D.C. applied until the flash tube is triggered by an external pulse. This
pulse is generated by a solid state timing circuit in the power supply.
When troubleshooting the strobe light system, it must first be determined if the trouble is in the flash
tube or the power supply. Replacement of the flash tube will confirm if the tube is defective. A normal
operating power system will emit an audible tone of I to 1.5 KHz. If there is no sound emitted, check the
system according to the following instructions. When troubleshooting the system, utilize the appropriate
schematic at the back of this section.
a. Ascertain the input voltage at the power supply is 14-volts.
CAUTION
Reissued: 10/11/79
ELECTRICA
SYSTE
ELECTRICALSYSTEM
2H4
PIPER SENECA II SERVICE MANUAL
NOTE
CAUTION
11-64. REMOVAL OF LAMP IN OVERHEAD READING LIGHTS. The lights are located in the center
and rear overhead panels.
a. Grasp the protruding section of the light assembly and turn to remove from its socket.
b. Remove the lamp from the light assembly mounting fixture.
11-66. INSTRUMENT AND PANEL LIGHTS. The instrument and panel lights are broken up into six
groups: Main Panel Lights. Copilot Panel Lights, Lower Panel Lights. Overhead Panel Flood Lights. Middle
Panel Lights and the Engine Instrument Cluster Lights. 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. In earlier model airplanes. there is one control knob connected to a variable
resistor that controls the intensity of the instrument lights. There is a second control knob connected to a
variable resistor which controls the light intensity for all the avionic equipment. The overboost warning
lights on the annunciator panel are dimmed when the instrument lights are dimmed. It may be necessary to
gain access to the Dimmer Control Assembly, if so, follow the instructions given below.
11-70. DESCRIPTION. The annunciator panel is a light cluster mounted in the upper left instrument
panel that provides a visual indication of individual system malfunctions by the illumination of a warning
light. A push-to-test switch on the left side of the annunciator is used to illuminate the entire display to
check the condition of the lights when the engine is running. The gyro air, alt and oil lights will work when
the engine is not running with the master switch on. Power to the annunciator is supplied from the bus bar
through a 5 amp fuse located behind the left exhaust gas temperature gauge.
The left and right OVER BST. lights are activated whenever the left or right engine manifold pressure
exceeds 39.5 inches of mercury. The manifold pressure sensor is incorporated in the manifold pressure gauge.
The OIL warning light is activated by a pressure sensor in the oil pressure line to the oil pressure gauge
whenever the engine oil pressure drops below 30 psi. The sensor is mounted in a special bulkhead T fitting
on the aft side of the fire wall.
The GYRO AIR warning light is activated by a pressure sensor mounted in the gyro pressure regulator
on the aft side of the fire wall. The switch will activate when the gyro air pressure is below 4.5 inches of
mercury.
The ALT warning light is activated whenever one or both alternator output circuits fail.
NOTE
The sequence of the following tests may be varied at the option of the
mechanic.
a. Press the annunciator test button to insure that all annunciators illuminate.
b. Start the right engine. operate at 700-1000 RPM and note that the oil and air pressure are normal.
c. Start the left engine and note that the GYRO Al R light goes out as the engine starts. Note that the oil
pressure is normal and that the alternator has output.
d. Idle one engine at a time while carefully observing its oil pressure gauge to insure that the OIL
annunciator light comes on at 15 psi.
NOTE
e. With both engines at approximately 900 RPM place one alternator in the off position at a time.
Check that either or both alternator switches in the off position causes the ALT annunciator to illuminate.
f. Use proper caution to insure that the propellers are over hard surface and that the propeller blast
will do no damage. then run up the engines one at a time to check that each OVERBST annunciator comes on
at 39.5 + 0.5 inches of mercury manifold pressure.
g. Shut down the right engine first and check that the GYRO AIR illuminates just as the engine slows
to approximately 300 RPM. Check that the other annunciator lights are on.
h. Shut down left engine.
TABLEXI-V. TROUBLESHOOTINGCHART(ELECTRICALSYSTEM)
ANNUNCIATORPANEL
Defectivesensor. Replace.
ANNUNCIATORPANEL(cont.)
Test switch fails to Bad switch or connections. Check wires and replace
activate warning lights. switch if necessary.
ALTERNATOR
Interruption of voltage
through any of these
points isolates the
faulty component or
wire which must be
replaced. (See Figure
11-23.)
2H10
PIPERSENECA II SERVICEMANUAL
ALTERNATOR(cont)
TABLEXI-V. TROUBLESHOOTINGCHART(ELECTRICALSYSTEM)(cont.)
ALTERNATOR(cont)
Output indicated on Faulty voltage regulator. Start engine,turn on
ammeter does not load (ref. alternator
meet minimumvalues test procedure), set
specified in alternator throttle at 2300 RPM.
system test procedure. Checkvoltage at bus
bar (convenientcheck
point, removecigar
lighter and check from
center contact (+) to
ground (-). Voltage
should be 13.5 volts
minimum.If voltage is
below this value replace
regulator.
ALTERNATOR (cont)
CAUTION
ALTERNATOR (cont)
NOTE
TABLEXI-V. TROUBLESHOOTINGCHART(ELECTRICALSYSTEM)(cont.)
STARTER (cont.)
Low motor and crank- Worn. rough. or im- Disassemble. clean. in-
ing speed. properly lubricated spect. and relubricate.
motor or starter replacing ball bearings
gearing. if worn.
BATTERY
Discharged battery. Battery worn out. Replace battery.
Reissued: 10/11/79
ELECTRICAL SYSTEM
2H18
PIPER SENECA II SERVICE MANUAL
BATTERY (cont)
Electrolyte runs out Too much water added Drain and keep at-proper
of vent plugs. to battery and charging level and check voltage
rate too high. regulator voltage.
Excessive corrosion Spillagefrom over- Use care in adding
inside container. filling. water.
Reading Light 93
Instrument Cluster 53
CIRCUIT IDENTIFICATION
WIRE NUMBER
WIRE SEGMENT LETTER
WIRE GAUGE
L LIGHTING
P POWER
RP RADIO POWER
RG RADIO GROUND
J IGNITION
W WARNING
K STARTER
ALTERNATOR BEACON
THERMAL SWITCH ELECTRICAL CLUTCH
BUTT CONNECTORS
NOISE
FILTER
PUSH-BUTTON
SWITCH SWITCH
CONDUCTORS
SHIELDED CONNECTOR
SHIELDED CONDUCTORS
EL 18O
37067
1a P2BRP2CR
OVERVOLT.
RELAY
R..
OLTAGE
GULATO
— ALTERNATOR
SA
w3 A)—( TO ANNUNCIATOR
EXTERNAL E
TO STARTER
EXTERNAL POwER
2H24
PIPER SENECA II SERVICE MANUAL
EL1802
37067
LEFT
ALTERNATOR
RIGHT
ALTERNATOR
ANNUNCIATOR
I MAIN BUS
EXTERNAL PWR
RECEPTICLE EXTERNAL
POWER I
-.
EXTERNAL POWER
TO STARTER
EXTERNAL POWER
EL 1803
37067
LEFT
ALTERNATOR
RIGHT
ALTERNATOR
ANNUNCIATOR
_ _ _ _ _ __ _
EXTERNAL POWER
EL1604
37067
STARTER
ACCESSORY
STARTER
SWITCH
LEFT RIGHT
STARTER STARTER
MOTOR MOTOR
LEFT STARTER
SOLENOID
OXYGEN GAUGE
LIGHT (OPTIONAL)
COMPASS
NOTE:
1. RESISTORSNOT USED ON SERIAL CO-PILOT
PANEL LTS.
NOS. 34-7570207 AND UP; AND (OPTIONAL)
SERIAL NOS. 34-7570002 TO
34-7570206. PROVIDINGSERVICE
BULLETINNO. 475 HAS BEEN
ACCOMPLISHED. LOWER PANEL LTS.
2. ON MODELS34-8070178 AND UP
WITH UGHTED TURN COORDI-
NATORS. SEE "TURN AND BANK
SCHEMATICS".
MIDDLE PANEL LTS.
LEFT S AMP
ENGINE GAUGES
RIGHT 5 AMP
EL1808
LEFT 5 AMP
ENGINE GAUGES
RIGHT 5 AMP
ELECTRICALSYSTEM
Reissued: 10/11/79 ELECTRICAL SYSTEM
216
PIPER SENECA II SERVICE MANUAL
EL1I0S EL1B19
10 AMP
ANTI- COLL
LANDING FIN STROBE
LIGHTS 10 AMP
10 AMP
EL1 0 EL 811
ANTI-COLL'N TO STARTER SWITCH STARTER a
10 AMP ACC. 10 AMP
PITOT HEAT
15 AMP
HIA
CIGAR LIGHTER
Figure 11-32a. Anti-Collision Strobes Figure 11-32b. Pitot Heat and Cigar Lighter
EL1805
37067
RADIO BUS
FILTER
EL805
37067 RELAY
TO MAIN BUS(SEE ALT.)
RADIO
RADIO MASTER SW.
BUS
NORM.
MASTER
RELAY
OFF ON
PR3B
RBP6
EMERGENCY
SWITCH
BUS
EL1809
ACCESSORY
LIGHTS
10 AMP
FORWARDBAGGAGE
COMPARTMENT LIGHT S.N 7570001 TO 7770441
INCLUSIVE
EL1809
ANNUNICATOR
PANEL LTS.
5 AMP
I AIR
PRESS.
Revised: 11/12/82
ELECTRICALSYSTEM
219
PIPER SENECA II SERVICE MANUAL
ELECTRICAL SYSTEM
PIPER SENECA II SERVICE MANUAL
RIGHT LEFT
MAGNETO MAGNETO
STARTER
SWITCH
NAV LIGHTS
5 AMP
F/A
MAIN
US
WHITE
OPTIONAL
EL1B13
FLIGHT SWITCH ] HEATER 8
DEFROST
- IS AMP
MASTER VENT
SWITCH
I BLOWER
FUEL
VALVE
IGNITION
FUEL
PUMP UNIT
DEFROST
BLOWER
COMBUSTION
BT BLOWER
__ _ _ _HEATER UNIT
STALLWARN
LIGHT(SEENOTE2)
STALL
WARNING
S AMP
MAIN BUS
NOTES:
I. GROUNDSTALL WARNPREVENTIONSWITCH
IS USED ON SERIAL NOS. 34-7670001 AND UP
2. STALL WARN LIGHT NOT USED ON SERIAL
NOS 34-7670001 AND UP
3-WAY
SPLICE
EL1814
37067
EL1818
LEFT T URN RIGHT TURN LEFT TURN RIGHT TURN
AND BANK AND BANK AND BANK AND BANK
5A
TURN
BAI
STANDARD INSTALLATION
ALL MODELS
TI
TO PANEL LIGHTING TO PANEL LIGH NG
TURN AND BANK
LIGHTED TURN COORDINATOR
INSTALLATIONS
INSTALLATION (S/N'S 34-8070178 SWP )
TO OPTIONAL
COURTESY LIGHTS
CONTROL
WHEEL
CLOCK
ACCESSORY
10 AMP
FLIGHT LIMIT
SWITCHES SHOWN IN
IN-FLIGHT POSITION
FLT. CLOSE
LIMIT SW. PRESS. SW.
EL1810
HOURMETER OPTION
INTEGRATED SEE
LIGHT/SWITCH ALTERNATOR
AUTOMATIC
SWITCH
AFT CABIN
BAG. COMPT.
INTEGRATED
LIGHT/SWITCH
LIGHT
EL81O
MASTER
FORWARD BAG.
SOLENOID
INTEGRATED SEE
LIGHT/SWITCH ALTERNATOR
I LEFT
5-
RIGHT
I
INTENTIONALLY LEFT BLANK
TAIL FLOOD
LIGHTS
L.H.
Revised: 11/12/82 2
2120
PIPER SENECA II SERVICE MANUAL
SECTIONXII
ELECTRONICS
12-1. INTRODUCTION. This section of the manual contains information necessary to perform
operational checks of the Emergency Locator Transmitter (ELT), with and without a pilot's remote switch.
Included are the appropriate removal and installation instructions to facilitate battery replacement.
12-3. DESCRIPTION. The electrical power for the ELT is totally supplied by its own self-contained battery.
The battery should be replaced on the date marked on the battery. If the transmitter has been used in an
emergency situation during this 2 or 5 year period or it has more than one hour of accumulated test time. the
battery must be replaced according to FAA regulations. To replace battery pack in the transmitter, it is
necessary to remove the transmitter from the aircraft.
12-4. BATTERY REMOVAL AND INSTALLTION (GARRETT MFG. LTD.). (2 year, magnesium
battery, refer to Figure 12-1.) The ELT is located on mounting brackets on the right side of the fuselage aft of
sta. 259.31.
a. Remove the access plate on the right side of the fuselage aft of sta. 259.3 1.
b. Set the ON/ARM/OFF switch on the transmitter to the OFF position.
c. Disconnect the antenna coax from the transmitter.
d. Disconnect the harness to the pilot's remote switch.
e. Remove the rear mounting bracket by pulling the plastic knob out. Remove the transmitter from
the airplane.
f. Remove the two long or four short screws securing the transmitter plain end cap. Remove the
plain end cap.
g. Disconnect the battery connector from the board terminals.
h. Withdraw the battery pack from-the transmitter case.
i. Before installing the new battery pack, check the replacement date printed on the battery.
Transfer this date onto the outside of the ELT.
j. Slide the new battery pack, plain end first, into transmitter. It may be necessary to rotate the
battery slightly to get it seated properly in the transmitter case and to achieve correct orientation of the
battery connector.
k. Connect the battery connector to board terminals.
1. Insure O-ring is fitted in plain end cap and correctly seated.
m. Refit end cap and secure with the screws previously removed.
NOTE
n. Place transmitter into its mounting bracket; replace rear mounting bracket by pushing plastic
knob into place.
o. Connect the pilot's remote switch harness to the transmitter.
p. Connect the antenna coax to the transmitter.
LONG
SCREWS
ENSURE THAT
BATTERY LEADS
ARE LOCATED
IN VEE OF
TRANSMITER PLAIN BATTERY
BOARD END PACK
CAP
NOTE
Revised: 3/16/81
2122 ELECTRONICS
PIPER SENECA II SERVICE MANUAL
7 ON/RESET
4 I I I
ELT
ARMED
TRANSMITTER N0.627674-1
MAG. BATT.
e. Remove the forward mounting bracket by pulling the black plastic knob out. Remove the trans-
F mitter from the airplane.
f. Remove the six Phillips-head screws securing the transmitter cover. Remove the cover.
g. Lift out the old battery pack.
h. Copy the expiration date on the battery into the space provided on the external ELT name and date
plate.
i. Disconnect and replace with a new battery pack. The nylon battery connector is a friction fit and is
easily removed by pulling on the exposed end.
j. Insert transmitter into airplane and fit into place. Replace mounting bracket by pushing the black
plastic knob into place.
k. Reconnect the pilot's remote switch harness and the antenna coax cable to the transmitter.
1. Set the ON/ARM/OFF switch to the ARM position.
m. Reinstall the access plate previously removed.
n. Make an entry in the aircraft logbook, including new battery runout date.
NOTE
Inspect the external whip antenna for any damage. Avoid bending
the whip. Any sharply bent or kinked whip should be replaced.
Antenna damage may cause structural failure of whip in flight.
12-7. BATTERY REMOVAL AND INSTALLATION (NARCO). (Refer to Figures 12-3 and 12-4.)
a. Set the ON/OFF/ARM switch on the transmitter to OFF.
b. Disconnect antenna coaxial cable from E.L.T.
c. Remove ELT from its mounting bracket by releasing the latch on the strap and sliding the ELT off
the bracket.
d. Extend the portable antenna.
e. Unscrew the four screws that hold the control head to the battery casing and slide apart.
f. Disconnect the battery by unsnapping the snap-off battery pigtail terminals from the bottom of the
transmitter printed circuit board.
g. Discard old battery pack. (DO NOT EXPOSE TO FLAME.)
CAUTION
The battery pack is shipped with a sealant on the inside lip so that a
water tight seal will be retained. DO NOT REMOVE THIS
SEALANT.
h. Connect new battery pack terminals to the bottom of the circuit board.
i. Reinsert 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 line 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 ELT and ensure that the contact separator is inserted
between the antenna contact finger and the portable antenna. (Refer to Figure 12-4.)
Revised:8/10/80 ELECTRONICS
2124
PIPER SENECA II SERVICE MANUAL
198
COMMUNICATIONSCOMPONENTSCORP. SWITCH POSITIONS
OFF/RESET NORMAL
REMOTE AUTO/ARM- FLIGHT
"RESET" ON POSITION
SHIELD
ELT A
WHT
REMOTE
"ON" +14 VOLT DC KEYWAY
(TEST) TO OVERHEAD BLK -
FLOOD LIGHT SHLD . WHT
TRANSMITTER NO. CIR-11-2 CIRCUITPROTECTOR
- RED
SERIAL NUMBERS: 34-7670304 AND UP
VIEW A
NOTE: AIRCRAFT POWER USED TO SHUT OFF THE ELT WITH REMOTE SWITCH.
B126
WHT WHITE
REDWHT. ARMED
ELT I
' ' o ON/RESET
SHIED SHIELD BLACK
BLACK SHIELD 4 SHIELD
NOTE
Inspect the external whip antenna for any damage. Avoid bending
the whip. Any sharply bent or kinked whip should be replaced.
Antenna damage may cause structural failure of whip in flight.
CAUTION
a. Remove the access plate on the right side of the fuselage aft of sta. 259.31.
b. Tune the aircraft communications receiver to 121.5 M Hz and switch the receiver ON; deactivate the
squelch. and turn the receiver volume up until a slight background noise is heard.
NOTE
c. On the transmitter. set the ON ARM OFF switch to the ON position. Keep the switch in this posi-
tion for only a few seconds: then set to the OFF position. Return to the ARM position.
Revised:8/10/80 ELECTRONICS
2J2
PIPER SENECA II SERVICE MANUAL
VIEW
r AND DOWN
PIN
PULL TAB STOP
B965
CONTACT ORTABLE ANTENNA BLADE
NOT
MAKING CONTACT
NOTE
d. A transmitter which is functioning properly should emit a characteristic downward swept tone.
e. When test is completed. ascertain the transmitter ON/ARM /OFF switch is in the ARM position.
f. Place the access panel on the right side of the fuselage aft of sta. 259.31.
WARNING
CAUTION
12-10. AVIONICS MASTER AND EMERGENCY SWITCH CIRCUIT. (Refer to Chapter 11. Figures
11-25 and 11-26.)
12-11. DESCRIPTION AND OPERATION. Electrical power for the various avionics components is con-
trolled by the Avionics Master Switch located near the top of the instrument panel between the radio stacks. It
controls the power to all radios through the aircraft master switch.
An emergency bus switch is also provided to provide auxiliary power to the avionics bus in the event of a
radio master switch circuit failure. The emergency bus switch is located between the lower right shin guard left
of the circuit breaker panel.
12-12. AUTOFLIGHT.
12-13. GENERAL. 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 manufacturer of the A.F.C.S.
equipment installed in any particular airplane. This includes mechanical service such as; adjusting bridle cable
tension, servo removal & installation, servo clutch adjustments, etc.
12-14. NON-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.
Global Navigation
2144 Michelson Drive
Irvine, CA. 92715
(714) 851-0119
12-15. PIPER A.F.C.S. EQUIPMENT. In the case of early models. Piper Autopilot equipment bears the
Piper name, and the appropriate Piper Autopiloti Flight Director Service Manual shall be used.
NOTE
The following is a complete listing of Piper A.F.C.S. equipment service literature. It is imperative to correctly
identify the Autopilot system by "faceplate" model name, in order to consult the appropriate service manual.
Each manual identifies the revision level and revision status as called out on the Master Parts Price List -
Aerofiche published monthly by Piper. Consult the aircrafts parts catalog for replacement parts.
Revised: 12/08/83
2J6
Aerofi
Paragraph Grid N
13-39. Combustion Air Pressure Switch ................................ 2K7
13-40. Fuel Regulator and Shutoff Valve ..... . . ........ . . 2K7
13-41. Removal of Fuel Regulator ............................. 2K7
13-42. Adjustment of Fuel Regulator .......... ................. . 2K7
13-43. Installation of Fuel Regulator ............................ 2K8
13-44. Heater Fuel Pump Maintenance ................................. 2K8
13-45. Removal of Heater Fuel Pump ............................ 2K8
13-46. Disassembly of Pump ................................. 2K9
13-47. Cleaning of Pump ................................... 2K9
13-48. Inspection and Repair of Pump ............. 2K9
13-49. Assembly of Pump ................................... 2K10
13-50. Installation of Heater Fuel Pump .......................... 2K 10
13-51. Duct Switch ............................................ 2K 10
13-52. Overhaul Instructions ....................................... 2K10
13-53. Disassembly (30.000 BTU Heater) .......................... 2K11
13-54. Disassembly of Combustion Air Blower Assembly
(30.000 BTU) ................................... 2K 12
13-55. Cleaning .......................................... 2K 12
13-56. Cleaning and Inspecting the Combustion Tube Assembly
(30.000 BTU) .. ........... . 2K13
13-57. Inspection of Remaining Components (30,000 BTU) ............... 2K13
13-58. Disassembly (45,000 BTU Heater) .......................... 2K15
13-59. Disassembly of Combustion Air Blower Assembly
(45,000 BTU) ................................... 2K16
13-60. Cleaning .......................... ............... 2K 16
13- 61. Cleaning and Inspecting the Combustion Tube Assembly
(45,000 BTU) ................................... 2K 18
13-62. Inspection of Remaining Components (45,000 BTU) ............... 2K 18
13-63. Testing ... .............. .2K 19
13-64. Repair of Combustion Tube Assembly ......................... 2K23
13-65. Reassembly (30,000 BTU) .............................. 2K24
13-66. Reassembly of Combustion Air Blower Assembly
(30.000 BTU) .................................. 2L1
13-67. Reassembly (45,000 BTU) .............................. 2L2
13-68. Reassembly of Combustion Air Blower Assembly
(45.000 BTU) . . . . . . . . . . . . . . ..... .. . 2L5
13-69. Test Procedure .......................... ..... ............ 2L5
13-70. General Information .................................. 2L5
13-71. Equipment Required ............ ................... 2L7
13-72. Operation Test (On Test Bench) ........... .. 2L7
13-73. Inspection of Fuel Nozzle Orifice .......................... 2L8
13-74. Defroster Blower Removal and Installation ..................... 2L8
Revised: 8/10/80
2J7
PIPER SENECA II SERVICE MANUAL
SECTION XIII
13-1. INTRODUCTION. This section contains instructions for operating, servicing, inspecting and
repairing the heater, defroster, and ventilating system installed in the PA-34-200T Seneca II. Particular
attention should be given to ascertain that the particular heater being serviced is either the 30.000 BTU or
45,000 BTU unit. Most of the service information is basic to both units. Areas which differ have been
clarified by the inclusion of the heater size in the particular subject headings.
13-2. TROUBLESHOOTING. A troubleshooting chart is located at the end of this section. The service
troubles and suggested remedies found in this chart are provided to assist in locating and correcting possible
malfunctions in the system.
13-3. DESCRIPTION AND PRINCIPLES OF OPERATION. Heated air for the cabin and defroster
operation is obtained from the combustion heater located in the tail section of the airplane. Fresh air is
supplied to the heater from an intake located in the dorsal fin and routed through the heater and into the
cabin through six adjustable outlets. Operation of the heater is controlled by a three-position switch located
on the heater control console between the pilot's and copilot's seats and labeled FAN. OFF and HEATER.
The FAN position will operate the ventilation blower on the heater and may be used for cabin ventilation
or windshield defogging on the ground when heat is not desired. There is a defroster blower in the same
distribution system to provide additional defrost capability when required. The defroster control switch
must be in the ON position to energize the defroster blower.
For cabin heat, the air intake lever located on the heater control console must be partially or fully
open and the three-position switch set to HEATER. This will start the fuel flow and ignite the burner
simultaneously. With instant starting and no need for priming, heat should be felt within a few seconds.
There are two safety switches installed at the intake valve located aft of the heater unit which are activated
by the intake valve and wired to prevent both fan and heater operation unless the air intake valve is moved
off the closed position.
Regulating the heater and airflow is accomplished by adjusting the levers on the heater control
console. The right-hand lever regulates the air intake valve, while the left-hand lever regulates cabin
temperature. Cabin temperature and air circulation can be varied to suit individual requirements by various
combinations of lever settings.
Heat may be supplied before starting the engines by turning on the master switch, opening the air
intake valve, and placing the heater switch in the HEATER position.
An overheat limit switch is located in the forward outboard end of the heater vent jacket. which acts
as a safety device to render the heater inoperative if a malfunction should occur. A red reset button on the
switch can be reached through the bulkhead access panel into the aft fuselage; operation of this switch
results in illumination of the overheat light located on the heater control console. To prevent activation of
the overheat limit switch upon normal heater shutdown during ground operation, turn the switch to the
FAN position for two minutes, while leaving the air intake lever in the open position, before turning the
switch to the OFF position.
There are six overhead fresh air vents which are supplied by a separate inlet in the dorsal fin. This
system can be supplemented by an optional blower.
An optional heater hourmeter is available on S/ N 8170001 and up. It is located on the right hand side of
the ignition unit.
2J8
PIPERSENECAIISERVICEMANUAL
1953
1. HEATER INLET
2. FRESH AIR INLET
3. OVERHEAD VENT BLOWER - OPTIONAL
4. COMBUSTION AIR BLOWER INLET
5. COMBUSTION HEATER ASSEMBLY
6. FRESH AIR OUTLETS
7. HEATER OUTLETS
8. DEFROSTER OUTLETS
9. DEFROSTER BLOWER
10. HEATER AND DEFROSTER CONTROL ASSEMBLY
/
/
a. Check all fittings and connections for condition and security of mounting. Check all ducts, inlets
and outlets for freedom from obstruction.
b. Disconnect wire (H IOA) from the heater terminal No. 2; this will remove electrical power to the fuel
valve and pump.
c. Turn the master switch and "HEATER" switch on and open the air intake valve. Both blowers
(combustion air and ventilating air) should operate. Check at heater exhaust and ventilating air outlets to
insure airflow. The heater should not ignite.
d. With the aircraft on jacks, the ventilation blower shall stop operating with the gear in the gear up
position. (This step may be accomplished during normal gear retraction tests provided steps a through d have
been complied with first.)
e. Press the overheat indicator light. It should illuminate.
f. Place the air inlet lever in the open position and place the heater switch in the fan position for two
minutes. Then place the heater switch in the off position.
g. Place the master switch in the off position.
h. Install a 0-10 psi pressure gauge at the fuel drain aft of the heater fuel pump, in the line from the fuel
pump.
i. Reconnect wire (H IOA) to the heater terminal strip.
j. Place the air intake lever in the open position and the temperature control lever in the center of its
travel limits.
k. Turn the master switch and the heater switch on. The heater should ignite and continue to operate
until the thermostat causes it to stop operating. Cycling in this manner should continue until the heater switch
is turned off.
1. The pressure shown on the pressure gauge should be 7.5 + 0.5 psi.
m. Place the heater switch in the fan position. The heater should stop operating and the ventilation
blower should continue to operate. Allow the blower to continue to operate for two minutes minimum. Then
place the air intake lever in the closed position. The blower should stop operating.
n. Turn the heater switch and master switch off.
o. Remove the 0-10 psi pressure gauge and reconnect the fuel lines.
p. Repeat steps i, j and e.
13-7. SPARK-SPRAY IGNITION. (Refer to Figure 13-4.) The controlled atomized spray from a specially
designed spray nozzle, coupled with high voltage spark plug ignition, insures instant firing and continuous
burning under all flight conditions.
Heat is produced by burning a fuel-air mixture in the combustion chamber of the heater. Aviation
gasoline is injected into the combustion chamber through the spray nozzle. The resulting cone-shaped fuel
spray mixes with combustion air and is ignited by a spark from the spark plug. Electric current for ignition
is supplied by an ignition unit which converts 14-volts to high voltage oscillating current to provide a
continuous spark across the spark plug gap. A shielded, high voltage lead connects the ignition assembly to
the spark plug. Combustion air enters the combustion chamber tangent to its surface and imparts a whirling
or spinning action to the air. This produces a whirling flame that is stable and sustains combustion under
the most adverse conditions because it is whirled around itself many times. Therefore, ignition is
continuous and the combustion process is self-piloting. The burning gases travel the length of the
combustion tube. flow around the inside of the inner tube, pass through crossover passages into an outer
radiating area. then travel the length of this surface and out the exhaust.
Ventilating air passes through the heater between the jacket and combustion tube assembly outer
surface and through an inner passage in the assembly. Consequently, ventilating air comes into contact with
two or more heated cylindrical surfaces.
13-8. FUEL REGULATOR AND SHUTOFF VALVE. (Refer to Figure 13-5.) This unit provides preset.
regulated fuel pressure as well as remove shutoff to the heater, regardless of fuel inlet pressure variations. It
is set for 7.5 ± .5 psi. The shutoff valve is operated by a solenoid.
A310 I 1939
I
I
I
I I
1969
HEATED AIR
INLET
EXHAUST GASES
FRESH AIR
FROM BLOWER
13-9. DUCT SWITCH. (Refer to Figure 13-6.) This switch is installed in the ventilating air duct
downstream from the heater to sense the ventilating air outlet temperature. To select the desired cabin
temperature, the switch may be adjusted manually from a high of 250 F ± 10° downward through a range
of 146°F ± 6°. The switch has a differential of 15"F ± 5 ° at any given setting.
13-10. COMBUSTION AIR BLOWER. This centrifugal type blower supplies combustion air to the
combustion chamber of the heater.
13-11. VENTILATING AIR BLOWER. This blower is attached to the inlet end of the heater assembly and
provides a source of ventilating air through the heater. Ram air from the ventilating air intake scoop is used
during flight.
NOTE
a. The HEATER SWITCH is connected in the line that supplied electrical power to all heater
equipment and controls. When this switch is in the OFF position, the entire heater system is inoperative.
This switch has a FAN position which permits use of the ventilating air blower to circulate cool air through
the system for summer ground operation. With the switch in FAN position, the heater is inoperative and
only the ventilating air blower is energized.
2J14
PIPERSENECAIISERVICEMANUAL
13-13. OPERATINGPROCEDURE.
a. Place the master and heater switches in their "ON" position and place the air intake lever in the
"OPEN" position. The ventilating air and combustion air blowers will operate and the heater will ignite.
NOTE
The blowers will not operate and the heaterwill not ignite with
the air intake lever in the "CLOSED" position.
b. Set the temperature control lever to the desired temperature setting. This controls the duct
switch.
NOTE
c. To stop the heater operation, turn the heater switch to the "FAN" position. The heater will shut
off and the ventilating air blower will continue to operate. Allow the blower to operate for two minutes;
this will cool down the heater before turning the heater switch off and closingthe air intake valve.Refer to
Paragraph 13-5 for complete operational test of the system. Turn off master switch.
ADJUSTMENT SCREW
Figure 13-5. Fuel Regulator and Shutoff Valve Figure 13-6. Top View - Duct Switch
NOTE
To proceed with the operational check. follow paragraph entitled
Operating Procedures. steps a through c. The above procedure
should be repeated one or more times.
13-17. 100-HOUR INSPECTION. The mandatory 100-Hour Inspection shall be conducted on new heaters
or overhauled heaters with a new combustion tube assembly upon accumulation of 500-heater operating
hours or twenty-four months. whichever occurs first. and thereafter at intervals not to exceed 100-heater
operating hours or twenty-four months. whichever occurs first. If an hourmeter is used on the heater assembly.
it should be connected across terminals number 2 and 5 on the heater terminal strip. If an hourmeter is not
used. count one heater operating hour for each two flight hours for normal aircraft operation. Consideration
should be given for any excessive ground operation of the heating system.
NOTE
a. Inspect ventilating air and combustion air inlets and exhaust outlet for restrictions and security at
the airplane skin line.
b. Inspect the drain line to make sure it is free of obstructions. Run a wire through it if necessary to
clear an obstruction.
c. Check all fuel lines for security at joints and shrouds. making sure that no evidence of leaks exists.
Also check for security of attachment of fuel lines at the various points in the airplane.
d. Inspect electrical wiring at the heater terminal block and components for loose connections
possible chafing of insulation. and security of attachment points.
e. Inspect the high-voltage cable connection at the spark plug to make sure it is tight. Also. examine
the cable sheath for any possible indications of arcing. which would be evidenced by burning or discoloration
of the sheath.
f. Inspect the combustion air blower assembly for security of mounting and security of connecting
tubing and wiring. Tighten any loose electrical terminals and air tube connections.
g. Operate both the combustion and ventilating air blowers and check for unusual noise or vibrations.
h. It is recommended that the condition of the spark plug be checked for operation as described in
paragraph titled "Spark Plug."
i. Evaluate the condition of the combustion chamber by performing a "Pressure Decay Test" as
described in the latest revision of Janitrol Maintenance and Overhaul Manual P N 24E25-1.
j. Following the 100-hour inspection, perform the "Preflight and or Daily Inspection."
NOTE
13-17a. OVERHAUL INSTRUCTIONS. The heater assembly shall be overhauled after 1000 hours or
whenever the pressure decay test requirement cannot be met. The heater should be removed from the aircraft.
disassembled. all parts thoroughly inspected and necessary repairs and or replacements made prior to
reassembly. Detailed step-by-step instructions are included for a complete heater overhaul. In some
instances. however. inspections may reveal that it is unnecessary to remove certain parts. If so. those portions
of the overhaul procedures may be eliminated.
h. Attach the duct switch control cable to the switch; refer to Paragraph 13-9 for complete rigging
instructions.
i. Connect the electrical leads to the heater terminal block on the heater as shown in Figure 13-2.
j. Check the operation of the heater per instructions givenin Paragraph 13-4.
k. Install the access panel to the aft section of the fuselage.
FLIGHT SWITCH
MASTER
SWITCH
FUEL
VALVE
FUEL
PUMP
DEFROST
BLOWER
l RADIO NOISE
COMBUSTION
FILTER
13-23. ELECTRICAL CHECK. These tests are listed as an aid in isolating open circuited or inoperative
components.
NOTE
It must be assumed that power, which is furnished through the heater circuit breaker, is present at the
HEATER SWITCH at all times. Always check the circuit breaker before performing voltage checks.
2J20
PIPER SENECAII SERVICEMANUAL
DEFROST
IR VALVE SWITCH
FAN (SHOWN NOT CLOSED
MASTER
SWITCH VENT
FUEL
VALVE
RADIO NOISE
FILTER COMBUSTION
MASTER
SWITCH VENT
BLOWER
FUEL
VALVE
FUEL IGNITION
PUMP UNIT
DEFROST
BLOWER
RADIO NOISE
FILTER
HEAT UNIT
HEATER UNIT
NOTE
Power for the ventilating air blower is the same as described above
except that power is now supplied through the HEAT side of the
HEATER SWITCH.
1. Terminal No. 1 of the heater terminal strip if the air valve is open.
2. From terminal No. 1 of the heater terminal strip through the radio noise filter to the
combustion air motor and to terminal No. 1 of the overheat switch.
3. From terminal No. 3 of the overheat switch through the combustion air pressure switch to
terminal No. 2 of the heater terminal strip.
4. From terminal No. 2 of the heater terminal strip to the ignition unit to the fuel regulator
and shutoff valve and fuel pump through the adjustable duct switch to terminal No. 3 of the heater
terminal strip.
5. From terminal No. 3 of the heater terminal strip through the cycling switch to the fuel
solenoid valve.
In the event that voltage is not present at one or more of the above listed points, the wiring must be
traced back to the power source. If components are still inoperative after the wiring inspection, check the
individual inoperative components for voltage and, if necessary,replace them.
MOMENTARY
SWITCH BATTERY
EXTERN
TEST
CIRCUIT AMMETER
VOLTMETER
VIBRATOR
INTERNAL
TEST
CIRCUIT
.M.
Figure 13-10. Spark Plug Fixture Figure 13-11. Wiring - Test Setup
5. Secure the air tubing by tightening the clamp or installing the sheet metal attaching screws.
6. Connect the wire lead at the quick-disconnect terminal.
7. Connect the ground lead securely to the mounting bracket.
8. Check motor operation. By disconnecting the wire at the No. 3 terminal on heater terminal
strip, blower can be operated without fuel flow to the heater.
NOTE
2. Unscrew and remove the high voltage lead connector at the spark plug. Exercise care to
avoid fouling or damaging the connector.
3. Remove the grommet (39).
4. Using a 7/8 inch deep hex socket, unscrew and remove the spark plug (32). Make sure the
spark plug gasket is removed with the spark plug. It will normally stick on the spark plug threads, but if
gasket should drop into the ventilating air passages of the heater, remove with a wire hook.
1. SPARK PLUG
2. SEATING SURFACE
3. COMBUSTION TUBE ASSEMBLY
2 4. GROUND ELECTRODE
5. JACKET ASSEMBLY
6. COMBUSTION HEAD ASSEMBLY
7. MEASURE
3 8. GASKET
4
6
Method I:
1. Usinga 5/32 inch drill (0.156) or a piece of 5/32 rod, reach down through the small opening
in the combustion head and find the ground electrode. (It is welded inside the head.)
2. Move the drill along the side of the electrode on the spark plug side. (Movementshould be
from the outer edge towards the center.) The drill should just pass through the spark plug gap opening.
Should the drill fail to pass through this opening,the gap is too narrow. If it passesthrough too freely, the
gap is too wide. In either case, it will be necessary to bend the ground electrode in the direction required.
This may be done by removing the spark plug and reaching through the opening.
3. Recheck the gap after repositioning of the ground electrode.
Method II:
1. Measure the distance between the seating surface of the spark plug with a new gasket
installed to the end of the plug electrode.
2. Using a depth gauge, measure the distance between the ground electrode in the heater to the
spark plug seating surface in the heater jacket and check this measurement against the measurement
obtained in Step 1. The difference should be between 0.156 to 0.188 of an inch.
3. The ground electrode can be bent to obtain the required gap.
Method III:
1. Fabricate or purchase from Piper the special tool from dimensionsgivenin Figure 13-24.
2. Install the threaded end of the tool into the spark plug hole.
3. Slide the rod of the tool into the combustion head until it contacts the ground electrode.
4. Check that the indicator ring on the rod lines up with the end of the tool. The ground
electrode may be bent to obtain the required gap.
NOTE
13-29. IGNITION UNIT. This unit converts 14-volt DC to high voltage, oscillating current capable of
producing a continuous spark in the combustion chamber of the heater. This unit remains energized and
produces a continuous spark during heater operation. It contains a condenser, resistor, radio noise filter and
vibrator socket. It also has an externally mounted vibrator and ignition coil.
NOTE
1. Disconnect the primary wire from the primary terminal of the ignition assembly (2).
2. Carefully unscrew and disconnect the high voltage ignition cable at the spark plug. Exercise
care to avoid fouling or damaging the connector.
3. Remove the four attaching screws and lock washers and lift the ignition assembly (2) off the
mounting brackets on heater jacket.
b. Installation: (Refer to Figure 13-18.)
1. Place the ignition assembly in position on the brackets attached to the heater jacket with
the high voltage cable facing the spark plug end of the heater.
2. Install the four screws and lock washers. Tighten the screws securely.
3. Carefully connect the high voltage lead to the spark plug. (Refer to Paragraph 13-28, c.)
4. Connect the primary lead to the primary terminal on the ignition unit (2) and tighten the
nut securely.
5. Check for proper heater operation.
NOTE
1. Disconnect the primary wire from the primary terminal of the ignition assembly (2).
2. Carefully unscrew and disconnect the high voltage ignition cable at the spark plug. Exercise
care to avoid fouling or damaging the connector.
3. Remove the four attaching screws and lift the ignition assembly (2) off the heater jacket.
b. Installation: (Refer to Figure 13-19.)
1. Place the ignition assembly in position on the heater jacket with the high voltage cable
facing the spark plug end of the heater.
2. Install the four screws. Tighten the screws securely.
3. Carefully connect the high voltage lead to the spark plug. (Refer to Paragraph 13-28, c.)
4. Connect the primary lead to the primary terminal on the ignition unit (2) and tighten the
nut securely.
5. Check for proper heater operation.
13-32. TESTING IGNITION UNIT. The ignition unit does not require complete overhaul. The following
test will indicate whether or not the unit is operational and whether the vibrator should be replaced before
reinstallation in the aircraft. The followingequipment is required to test the components:
a. A battery that will supply power at approximately 14-voltsDC.
b. A voltmeter with a range of 0-15-volts.
c. A lead from the battery to the test fixture in which is included an ammeter with a rangeof 0-3
amperes and a normally open, momentary-closed switch. The total resistance of the lead including the
ammeter and switch must not exceed 0.3 ohms.
d. A spark gap of 0.187 inch (plus 0, minus .030). A convenient means of arranging the correct
spark gap is to install a spark plug, P/N 39D18, in a test fixture arrangedto provide a ground electrode and
a .187 inch spark gap. (Refer to Figure 13-10 for information on fabricatingthis fixture.)
NOTE
Any one of several spark plugs may be used with the spark plug
fixture detailed in Figure 13-10. However, the "A" dimension in
that sketch must be varied with the length of spark plug electrode
to provide a gap of .187 inch for all spark plugs.
CAUTION
When testing an ignition unit, do not use a screwdriver as a
substitute for a spark plug and spark plug fixture.
e. The high tension shielded ignition lead between the ignition unit and the spark plug is a part of
the cover assembly.
f. Arrange the test equipment as shown in Figure 13-11.
13-33. OPERATIONALTEST OF IGNITIONUNIT.
a. Close the momentary switch and read the voltmeter and ammeter. Release the momentary switch
immediately.
b. The amperagereading at 14-voltsDC must be 1.50 + 0.25 amperes.
13-34. VIBRATOR. The vibrators should be replaced after 250 hours of operation. This schedule applies
equally to vibrators installed in new units as well as new vibratorsinstalled in ignition units that have been
in service.
C174
1 2 3 4
1. COVERASSEMBLY
2. IGNITION BOX
3. CLAMP
4. IGNITION COIL
5. VIBRATOR
6. HEATER HOURMETER
(OPTIONAL ON S/N 817001 AND UP)
13-36. INSPECTIONOF IGNITION UNIT. Inspect components as directed in Table XIII-I and Figure
13-13.
NOTE
13-37. CYCLING SWITCH AND LIMIT (OVERHEAT) SWITCH(30,000 BTU HEATER). (Refer to
Figure 13-18.)
a. Removal:
1. If the limit switch (25) is damaged or defective, disconnect the three electrical leads from
the switch terminals. Be sure to mark the leads for proper reassembly.(The switch terminals are identified
by numbers "1," "2," and "3.")
2. Remove the two attaching screws, lock washers and plain washers, and lift the limit switch
(25) and spacers (gaskets) (27) from the jacket opening.
3. If the cycling switch (24) is damaged or defective, disconnect the electrical leads being sure
to mark them for proper reassembly.
4. Remove the two screws, lock washers and plain washers,and lift the cycling switch (24)
from the jacket opening.
NOTE
13-38. CYCLING SWITCH AND LIMIT (OVERHEAT) SWITCH (45,000 BTU HEATER). (Refer to
Figure 13-19.)
a. Removal:
1. If the limit switch (25) is damaged or defective, disconnect the three electrical leads from
the switch terminals. Be sure to mark the leads for proper reassembly.(The switch terminalsare identified
by numbers "1," "2" and "3.")
2. Remove the two attaching screws and lift the limit switch (25) and spacers (gaskets) (27)
from the jacket opening.
3. If the cycling switch (24) is damaged or defective, disconnect the electricalleads being sure
to mark them for proper reassembly.
4. Remove the two screwsand lift the cyclingswitch (24) from the jacket opening.
NOTE
386
SUPPLY
REGULATOR
FUEL FLOW
SUPPLY
REGULATOR FUEL
NOZZLE
ELECTRICAL
POWERSUPPLY
Figure 13-14. Test Setup for Fuel Regulator and Shutoff Valve
13-44. HEATER FUEL PUMP MAINTENANCE.(Refer to Figure 13-15.) The maintenance required for
this type of fuel pump is very limited, consistingof inspection and replacing parts that are worn or broken.
13-45. REMOVAL OF HEATER FUEL PUMP. The heater fuel pump is located below the cabin floor
panel between the main and rear spar on the right side of the cabin. It is enclosed in a fiberglass
compartment which has a removableaccesscover.
a. Ascertain that the left fuel tanks are empty and the fuel selector controls are in the OFF
position.
b. Disconnect the electrical lead from the pump.
c. Disconnect the fuel line from the inlet end of the pump and the regulator from the outlet end.
Cap all open fuel lines to prevent contamination.
d. Remove the bolts which secure the pump to its mounting bracket.
A932
6 7 8 9 10 11 12
BOTTOM
13-52. DELETED.
CAUTION
Handle the nozzle with care to avoid damage to the tip. The
material around the orifice is very thin and any sharp blow on the
face of the nozzle can distort the spray pattern and cause
malignition or improper combustion.
r. Remove the fuel solenoid assembly(22) by removingthe nipple (37) and elbow (34).
s. Loosen the nut and remove the screw, flat washer, and rubber grommet from blower housing
(12).
t. Remove the two screws,flat washers,and rubber grommets at the other two locations around the
blower motor housing (12).
u. Slide the ventilating air blower motor out of the blower housing (12) with the motor bracket
assembly (19) and blower wheel (17) attached. Loosen the set screw in the blower wheel(17) and slideit
off the end of the motor shaft. The flat washers and rubber washers will fall out when the bracket is
removed. Then remove the motor bracket assembly(19). If these parts are in good condition, they need not
be disassembledfurther.
v. Removethe screw and lock washer to free the capacitor assembly(18) with attached leads.
b. Use compressedair or lintless cloth to dry the parts, unless sufficient time is availablefor them to
air dry.
c. Wipe electrical components with a clean, dry cloth. If foreign material is difficult to remove,
moisten the cloth in carbon tetrachloride or electrical contact cleaner and clean all exterior surfaces
thoroughly.
13-56. CLEANINGAND INSPECTINGTHE COMBUSTIONTUBEASSEMBLY(30,000 BTU). (Refer to
Figure 13-18.)
a. Slight scaling and discoloration of the combustion tube assembly (7) is a normal condition for
units that have been in service up to 1000 airplane hours. The slight scaling condition will appear to be
mottled and a small accumulation of blue-gray powder may be present on the surfacein certain areas.This
condition does not require replacement of the combustion tube assembly,unless severeoverheatinghas
produced soft spots in the metal.
NOTE
c. Inspect all hard parts consisting of bolts, screws, nuts, washers and lock washers. Replace
damaged parts.
d. The combustion air pressure switch (26) must respond to delicate pressure changesand should
always be checked and/or replaced at overhaul. (Refer to Paragraph 13-63, c and Figure 13-14.)
e. Replacethe vibrator in the ignition unit at each overhaul.
f. Inspect the ignition assembly (2, Figure 13-18) for dented case, loose or damaged primary
terminal insulator and broken or obviously damaged high voltage lead. Give particular attention to the
condition of the spring connector at the end of the lead. If the spring is burned off, visiblyeroded, or
carbon tracked, the ignition assemblyshould be replaced.
NOTE
g. Inspect the terminal strip (35) for distortion and cracks,and replace it if either condition exists.
h. Inspect radio-noise filters for short circuits by checking from either terminal to ground with an
ohmmeter. An open-circuit reading should be obtained.
i. Inspect the spray nozzle (21) with a magnifying glass for any obstructions in the nozzle orifice
and any sign of damage to the slight conical protrusion at the nozzle tip. Use compressedair to remove
obstructions and re-examine the orifice to make sure it is open. Exercise care when handling the nozzle to
avoid pressing or rapping on the tip face. Do not buff or scrape off deposits on the tip face. After cleaning,
it is advisableto store the nozzle in a polyethylene bag until ready for reassembly.
j. Replace the nozzle at overhaul.
NOTE
CAUTION
Handle the nozzle with care to avoid damage to the tip. The
material around the orifice is very thin and any sharp blow on the
face of the nozzle can distort the spray pattern and cause
malignition or improper combustion.
t. Remove the three screwsand rubber grommets from the blower housing (12).
u. Slide the ventilating air blower motor out of the blower housing with the motor bracket assembly
(19) and blower wheel (17) attached. Loosen the set screw in the blower wheel and slide it off the end of
the motor shaft. Then remove the motor bracket assembly(19), fasteners(43) and ground bracket (44).
v. Remove the screw and lock washer to free the capacitor assembly(18) with attached leads.
2K16
PIPER SENECA 11SERVICE MANUAL
387
4.20
RUBBER STOPPER
DIA.
I
WING NUT CLAMP
SEAL CAP
FLAT WASHER
RUBBER STOPPER
Figure 13-16. Suggested Design for Seal Plates, Plugs, and Caps for Combustion
Tube Leakage Test
-2
1. WATER MANOMETER
2. OHMMETER
3. NEEDLE VALVE
4. TEE
S. PRESSURE TAP (OPEN)
6. ADJUSTING SCREW
7. COMBUSTION AIR PRESSURE
AIR SUPPLY 6
5
NOTE
g. Inspect the terminal strip (35) for distortion and cracks and replace it if either condition exists.
h. Inspect radio-noise filters for short circuits by checking from either terminal to ground with an
ohmmeter. An open circuit reading should be obtained.
i. Inspect the spray nozzle (21) with a magnifying glass for any obstructions in the nozzle orifice
and any sign of damage to the slight conical protrusion at the nozzle tip. Use compressed air to remove
obstructions and re-examine the orifice to make sure it is open. Exercise care when handling the nozzle to
avoid pressing or rapping on the tip face. Do not buff or scrape off deposits on the tip face. After cleaning,
it is advisable to store the nozzle in a polyethylene bag until ready for reassembly.
j. Replace the nozzle at overhaul.
NOTE
k. Inspect the nozzle holder assembly for damaged threads at the fuel-tube fitting and for crimped
or cracked fuel line or distorted housing. Check the solenoid for continuity by connecting across each wire
lead with an ohmmeter. A reading of between 15 and 40 ohms should be obtained at room temperature. If
not within these limits, the solenoid should be replaced.
1. Remove the brushes, one at a time, from the ventilating air blower motor (13) by removing the
brush cap and carefully withdrawing the brush from its guide. Remove foreign material from the brush
guide and commutator with a stream of filtered compressed air. Check for brush wear (refer to Paragraph
13-25). Inspect the commutator for grooved brush track, pitting or burning. The commutator surface
should be smooth and medium brown in color. Replace the motor if the commutator or other parts show
damage.
m. Inspect the combustion air blower motor as described in the preceding step.
n. Inspect the blower wheel for broken or bent vanes and replace it for either condition.
13-63. TESTING. The following tests should be performed as outlined in the succeeding paragraphs:
a. Check ventilating air and combustion air motors for correct RPM and current draw:
1. Connect motor to 12-volt DC power supply. Rotation should be counterclockwise when
viewed from the shaft end.
2. Both motors should rotate at approximately 7500 RPM at rated voltage. Current draw is
approximately five amperes.
3. If current draw is excessive or if speed is too low, replace the brushes. Recheck both current
draw and RPM after brushes are properly run in. (Refer to Paragraph 13-27, b.)
4. If after replacing brushes operation is still unsatisfactory, replace the motor.
2K19
PIPER SENECA II SERVICE MANUAL
NOTE
NOTE
The switch cover has a differential pressure tap and this opening
must be left open to atmosphere during test.
4. Make several trials to insure switch reliability. Be sure to increase and decrease the air pressure
slowly in order to produce accurate indications.
5. If an adjustment is required, rotate the adjusting screw clockwise to increase settings and
counterclockwise to decrease settings.
d. Test the fuel line and fuel line shroud tube for leaks as follows:
I. Using filtered compressed air. apply 20 psi to the shroud drain port located on the surface near
the threaded nozzle cavity.
2. Immerse the fuel feed and nozzle holder assembly in clean water with the fuel inlet and nozzle
cavity left open.
A309
1. HEATER ASSEMBLY
2. IGNIGION ASSEMBLY
3. VIBRATOR - IGNITION
4. COIL - IGNITION
S. JACKET ASSEMBLY
6. HEAD ASSEMBLY COMBUSTION
7. TUBE ASSEMBLY -COMBUSTION
8. FUEL FEED AND NOZZLE HOLDER ASSEMBLY
9. BOX ASSEMBLY - FUEL SHROUD, LOWER
10. BOX ASSEMBLY - FUEL SHROUD, UPPER
11. BLOWER ASSEMBLY - VENT AIR
12. HOUSING -BLOWER
2K21
PIPER SENECA II SERVICE MANUAL
3. Observe for bubbles which would indicate leakage.If bubbles appear at either fuel fitting,
there is a leak in the fuel tube. If bubbles appear externally on the shroud tube or at either end of the
shroud tube juncture, the shroud tube is leaking.
4. In either of the above cases, the complete fuel feed and nozzle holder assemblymust be
replaced.
e. Spray test the nozzle (21, Figure 13-18or 13-19) as follows:
1. Install the nozzle in the fuel feed and nozzle holder assembly and connect the fuel tube to
the fuel solenoid.Connect the solenoidto a 7 psi fuel pressure source.
2. Connect the solenoid leads to a 12-voltbattery. Connect a switch in the line to open and
close the solenoid when desired.
3. With the switch closed (solenoid valve energized) and the fuel line connected, observe the
fuel spray pattern. It should be conical in shape with even dispersion in all directions.
WARNING
Be sure to keep the atomized spray away from fire.
4. Energize and de-energizethe solenoid severaltimes. The spray should shut off permanently
each time the solenoid is de-energized.There should be no sign of dribbling at the nozzle tip in excess of
one or two drops.
5. If the spray pattern is distorted, check for an obstruction and clean the nozzle as described
in Paragraph 13-57or 13-62,i. If this fails to providea normal spray pattern, replace the nozzle.
6. If the nozzle continues to dribble, the solenoidvalveis not closingproperly and the solenoid
valve must be replaced.
13-64. REPAIR OF COMBUSTION TUBE ASSEMBLY. No weld or braze repairs of the combustion tube
assembly are authorized.
o. Install the ignition assembly (2) on the jacket assembly (5) with the four screws and lock
washers. Connect the high voltage lead to the spark plug and tighten it to 20 foot-pounds.
p. Attach the overheat limit switch (25) and spacer gaskets (27) to the jacket assembly (5) with the
two screws, lock washers and flat washers. Tighten the screws securely.
q. Attach the cycling switch (24) to the jacket assembly (5) with the two screws, lock washers and
flat washers.
r. Place the terminal strip insulation (36) in position on the jacket (5), followed by the terminal
strip (35). Secure both parts by installing the two screws and lock washers. The two screws are located at
two diagonal corners of the terminal strip.
s. Center the fuel fitting in jacket opening. Position the fuel fitting shroud gasket (29) and washer;
then install the nut (38) finger tight. Insert a 3/4 inch open-end wrench inside the jacket and hold the
fuel-tube fitting while tightening the nut (38) with a 3/4 inch deep socket. Install the fuel solenoid elbow
(34).
t. Rotate the combustion air switch (26) onto the threaded fitting on the combustion air tube and
tighten it firmly.
u. Connect the tube to the elbow fitting (33) on the combustion air pressure switch (26).
v. Install the wiring harness and connect all wire leads to their respective terminals. (Refer to the
wiring diagram, Figure 13-7.) Place the grommet (41, Figure 13-18) in position in the jacket (5); locate the
ventilating air blower (11) at the end of the jacket. Thread the quick-disconnect on the wiring harness
through the grommet and connect it to the mating connector on the motor lead.
w. Place the blower housing in position on the jacket assembly (5) and secure it by installing the
four screws (20), if removed at disassembly. This operation is easier if the screws (20) are started into their
threads and the blower housing rotated into place, allowing the screws to enter the notched openings in
edge of blower housing. Tighten all screws securely.
x. Install the elbow adapter (23) with the screw.
y. Install the upper fuel shroud box (10) with the screws. Ascertain that the grommet (40) is
installed.
13-66. REASSEMBLY OF COMBUSTION AIR BLOWER ASSEMBLY (30,000 BTU). (Refer to Figure
13-20.)
a. Place the spacer (24) over the end of the motor shaft and attach the motor assembly (25) to the
back plate (20) with the two self-locking nuts (21), flat washers (22) and lock washers (23).
b. Slide the blower wheel (19) on the motor shaft and tighten the set screw lightly against the flat
portion of the motor shaft.
c. Place the blower housing (15) in position on the back plate (20) and install screws (16) and lock
washers (17).
d. Attach the radio-noise filter (11) at the point shown with the screw (12) and lock washer (13).
The motor ground lead terminal (28) can be grounded to the motor support bracket (3).
e. Attach the inlet flange (8) and blower inlet adapter (2) to blower housing (15) with three screws
(9) and lock washers (10).
f. Loosen the Allen-head set screw in the blower wheel (19) and shift the wheel on the motor shaft
until it is near the inlet in the blower housing. Tighten the set screw securely. The blower wheel should just
clear the inlet flange when rotated at full RPM. Spin the blower wheel by hand for clearance check; then
apply proper voltage to run motor and recheck for proper clearance.
g. Slide the blower outlet adapter (5) on the blower housing outlet (15) and install the two screws
(6) and lock washers (7).
2L2
, PIPER SENECA U SERVICE MANUAL
Figure 13-20. Exploded View - Combustion Air Blower and Motor Assembly (30,000 BTU)
2L3
PIPER SENECA II SERVICE MANUAL
1971
1. COMBUSTION AIR BLOWER AND MOTOR ASSEMBLY 13. MOUNT - COMBUSTION AIR BLOWER SUPPORT
2. ADAPTER ASSEMBLY -BLOWER INLET 14. ELECTRICAL LEAD
3. HOUSING - BLOWER OUTER HALF IS. SPACER
4. COMBUSTION AIR BLOWER AND MOTOR 16. WASHER
5. MOTOR ASSEMBLY - COMBUSTION AIR BLOWER 17. LOCK NUT - AN345-10
6. SET SCREW . BLOWER FAN I. SCREWS
7. FAN - COMBUSTION AIR BLOWER 19. SPACER
8. HOUSING - BLOWER INNER HALF 20. SWITCH - ADJUSTABLE DUCT
9. STRAP-CABLE 21. COVER - SWITCH
10. CAPACITOR 22. SCREW-ANS65 08 H3
11. BRUSH ASSEMBLY 23. LEVER ASSEMBLY - SWITCH
12. CAP - BRUSH ASSEMBLY
Figure 13-21. Exploded View - Combustion Air Blower and Motor Assembly (45.000 BTU)
2L4
PIPER SENECAII SERVICEMANUAL
r. Center the fuel fitting in jacket opening.Position the fuel fitting shroud gasket(29), washer (41)
and shroud (9); then install the nut (38) finger tight. Insert a 3/4 inch open-end wrench inside the jacket
and hold the fuel-tube fitting while tightening the nut (38) with a 3/4 inch deep socket. Install the fuel
solenoid elbow (34) and solenoid (22). Avoid twisting or damaginglead. Install wires through grommet in
lower shroud (9).
s. Rotate the combustion air switch (26) onto the threaded fitting on the combustion air tube and
tighten it firmly.
t. Install grommet (47) over pressure switch line. Connect the tube to the elbow fitting (33) on the
combustion air pressure switch (26).
u. Install the wiring harness and connect all wire leads to their respective terminals. (Refer to the
wiring diagram, Figure 13-7.) Place the grommet (45, Figure 13-19)in position in the jacket (5); locate the
ventilating air blower (11) at the end of the jacket. Thread the quick-disconnect on the motor leads through
the grommet and connect it to the mating connector on the wiringharness.
v. Place the blower housing in position on the jacket assembly(5) and secure it by installing the
four screws (20), if removed at disassembly.This operation is easier if the screws(20) are started into their
threads and the blower housing rotated into place allowingthe screwsto enter the notched openings in edge
of blower housing.Tighten all screwssecurely.
w. Install the elbow adapter (23) with the screw.
x. After heater is installed in the aircraft and the fuel line is connected, install the upper fuel shroud
box (10) with the screws.Ascertain that the grommet (40) is installed.
2L5
PIPER SENECAII SERVICEMANUAL
391
VENTILATING
COMUSON COMBUSTION AIR BLOWER AIR
AIR MANOMETER
MIN.
COMBUSTION AIR
PRESSURESWITCH
FUEL IN ITCH
(FROM PUMP)
CYCLIN SWITCH
- VENT
I
FUEL
VALVE
2L6
PIPER SENECA II SERVICE MANUAL
2L7
PIPER SENECAII SERVICEMANUAL
m. Connect a jumper across the terminals of the duct switch to make it inoperative and observe
action of the cycling switch. The cycling switch should cycle to control the outlet air temperature at
approximately 250°F (nominal). This is a function of ambient temperature and airflow conditions. If
operation is within a range of 190°F to 290'F, the switch is operating normally. If the switch is out of
range, it can be reset in the same manner as described for the duct switch, except that no control lever or
indicator stop are used. If adjustment fails to restore proper temperature range, replace the switch.
n. With duct switch still jumped,:place a jumper across the cycling switch terminals to check
operation of the overheat switch. Blockthe ventilating air outlet and notice if the overheat switch shuts off
the heater. It should open at between 300°F and 400F. (This is also a function of ambient temperature
and airflow.) After the switch shuts off, remove ventilating air restriction; removejumpers from cycling and
duct switches and press firmly on the overheat switch reset button until it "clicks." The heater should light
and operate.
o. Shut down the heater and check all components visually to make sure no damage has occurred to
any of them.
p. Removeheater and other components from the test setup and install it in the airplane.
2L8
PIPER SENECAII SERVICEMANUAL
6.00
1.50 .38
-- I I- -
18 MM THREAD
MATERIAL CAN BE SAE TYPE 303. 321 OR 347 ST. ST. OR ALUMINUM - CASE HARDENED
NOTE
NOTE
When making the fuel pressure check, be sure fuel is flowing
through the nozzle. The fuel regulator can be adjusted. Turn the
adjusting screw clockwise to increase fuel pressure and
counterclockwise to decrease it.
TABLEXIII-II. TROUBLESHOOTINGCHART(JANITROLHEATER)(cont.)
2Lll
PIPER SENECAII SERVICEMANUAL
2L12
PIPER SENECA II SERVICE MANUAL
Heater fires but burns Insufficient fuel supply. Inspect fuel supply to
unsteadily. heater, includingshutoff
valve, solenoidvalveand
fuel lines. Make nec-
essary repairs.
CAUTION
Do not create a spark gap by holding the lead to the heater jacket.
This can result in damage to the lead and ignition unit and the
operator may receivean electrical shock.
2L15
0
PA-34-200T
SENECA
II
PIPERAIRCRAFT
CORPORATIO
761590)
PARTNUMBER
3A1
PIPER SENECA II SERVICE MANUAL
Service manual information incorporated in this set of Aerofiche cards is arranged in accordance with the
general specifications of Aerofiche adopted by the General Aviation Manufacturer's Association. Information
compiled in this Aerofiche service manual is kept current by revisionsdistributed periodically. These revisions
supersede all previous revisions, are complete Aerofiche card replacements, and supersede Aerofiche cards of
the same number in the set.
Revisions to Service Manual 761 590 issued October 11, 1979 are as follows:
* INTERIM CHANGE
Revisions appear in Table III-I of card 1. There are no other
changes in this service manual. Please discard your current
card I and replace it with this revised one. DO NOT
DISCARD CARDS 2 or 3.
The date on Aerofiche cards must not be earlier than the date noted for the respective card effectivity. Consult
the latest card in this series for current Aerofiche card effectivity.
3A2
TABLE OF CONTENTS
AEROFICHE CARD NO. 1 GRID NO.
I INTRODUCTION ................................... 1A13
HANDLING AND SERVICING ...................... 1A16
III INSPECTION ....................................... 1 C23
IV STRUCTURES ...................................... 1D12
V SURFACE CONTROLS ............................. 1F21
VI HYDRAULIC SYSTEM .............................. 113
VII
VII LANDING GEAR AND BRAKE SYSTEM ............ 1J5
AEROFICHE CARD NO. 2
VIII POWERPLANT ..................................... 2A9
IX FUEL SYSTEM ..................................... 2D4
X INSTRUMENTS .................................... 2E8
XI ELECTRICAL SYSTEM ............................. 2F16
XII ELECTRONICS ..................................... 2120
XIII HEATING AND VENTILATING SYSTEM ............ 2J6
AEROFICHE CARD NO. 3
XIV ACCESSORIES AND UTILITIES .................... 3A6
3A3
PIPER SENECA II SERVICE MANUAL
LIST OF ILLUSTRATIONS
Figure Aerofiche
Grid No.
Revised:3/16/81
3A4
PIPER SENECA II SERVICE MANUAL
LIST OF TABLES
Table Aerofiche
Grid No.
XIV-I. Required Materials for Repair of Propeller Deicer. .......................... 3B3
XIV-II. Mixing of Materials ..................................................... 3B5
XIV-III. Electrical Resistance..................................................... 3B7
XIV-IV. Troubleshooting Chart (Propeller Deicer System) ........................... 3B9
XIV-V. Operating Pressures...................................................... 3B21
XIV-VI. Materials and Supplies for Cold Repair .................................... 3B24
XIV-VII. Troubleshooting Chart (Pneumatic Deicer System) .......................... 3C7
XIV-VIII. Oxygen System Components Limits ....................................... 3C13
XIV-IX. Troubleshooting Chart (Oxygen System) ................................... 3C21
XIV-X. Temperature Pressure Chart.............................................. 3DI
XIV-XI. Aluminum Tubing Torque ............................................... 3D4
XIV-XII. Blower System Wire Color Codes ......................................... 3D24
XIV-XIII. Troubleshooting Chart (Air Conditioner) ................................... 3E2
I Revised: 8/10/80
3A5
SECTION XIV
ACCESSORIES AND UTILITIES
Paragraph Aerofiche
Grid. No.
Revised:8/10/80
3A6
Paragraph Aerofiche
Grid No.
Revised:8/10/80
3A8
Paragraph Aerofiche
Grid No.
14-138. Engine Synchrophaser ..................................................... 3E9
14-139. Description of Synchrophaser System ............................... 3E9
14-140. System Operating Procedure ....................................... 3E9
14-140a. Inductor and Kit Installations ..................................... 3E10
14-141. Synchrophaser System Check and Adjustment ........................ 3EIO
14-142. Ground Checks .................................................. 3E10
14-143. Flight Check..................................................... 3E14
14-144. Removal of Computer Assembly ................................... 3E 14
14-145. Installation of Computer Assembly ................................. 3E14
14-146. Removal of Pulse Generator ....................................... 3E15
14-147. Installation of Pulse Generator ..................................... 3E15
Revised: 8/10/80
3A9
PIPER SENECA II SERVICE MANUAL
SECTION XIV
14-1. INTRODUCTION. This section covers accessories which are available for this airplane and not
covered in other sections of this Service Manual. This information provides instructions for remedying
difficulties which may arise in any of the accessories, and the instructions are organized so the mechanic
may refer to whichever component or system he must service.
14-2. TROUBLESHOOTING. A troubleshooting chart is located at the end of each accessory covered in
this section. The various troubles and suggested remedies found in the tables are provided to assist in
locating and correcting malfunctions in the particular system.
14-4. DESCRIPTION AND PRINCIPLES OF OPERATION. (Refer to Figure 14-1.) The Propeller Deicing
System consists of an electrically heated deicer (1) bonded to each propeller blade, a slip ring assembly (2)
with a brush block assembly (3) to transfer electrical power to the rotating deicers, a timer (4), an ammeter
(5), a control switch circuit breaker (7), shunt (6), together with wiring harnesses (8) to complete the
circuit. Power is drawn from the aircraft electrical system (10).
Dual element deicers are utilized on the two blade propeller installation. Each deicer has two separate
heaters; one for the outer half and one for the inner half. By heating all outer or inner heaters on only one
propeller at a time, rotational balance is held during deicing. Current is drawn from the airplane electrical
system through the switch, ammeter and timer. The timer successively delivers current via the slip ring and
brush block arrangement to (phase 1) the outer heaters on the right propeller, (phase 2) the inner heaters on
the same propeller, (phase 3) the outer heaters of the left propeller and (phase 4) the inner heaters on the left
propeller. The timer energizes each of these four phases in turn for about 34 seconds and then repeats the
cycle as long as the control switch is on. The cycling sequence given is vital so that outboard heaters on each
propeller operate before the inboard heaters. See cycle sequence. (Refer to Figures 14-2 thru 14-5.) The
system may be used continuously in flight if needed. To conserve electrical power, current is cycled to the
deicer heaters at timed intervals rather than continuously.
NOTE
Heating may begin at any phase in the cycle depending on the timer
position when the switch was turned off from previous use.
The optional McCauley three bladed propeller installation utilizes single element deicers. When the
switch is turned on power is directed through the brush block and slip ring to all the heating elements on
one propeller for approximately 34 seconds. The timer then directs the power to the other propeller for
approximately 34 seconds. This cycle continues until the switch is turned off.
a. Deicers: The deicers contain special heater wires protected by fabric plies and by oil and abrasion-
resistant rubber. The side of the deicer cemented to the propeller has a dull finish whereas the air side finish is
"glossy."
Dual element deicers have a separate lead for the inboard and outboard heater and a third lead which is a
common ground. These leads are so marked. An unmarked ground can be identified by using an ohmmeter
across the three possible pairs of leads. One pair will show twice the resistance of the other pairs. The latter are
the "hot" leads and the lead excluded from the pair that shows twice the resistance of the other pairs is the
ground lead.
Single element deicers have only two leads; one input and one ground.
3 A10
PIPER SENECA II SERVICE MANUAL
b. Slip Rings, Brushes and Brush Blocks: To transfer electrical power to the rotating deicers, a
brush block assembly is mounted to the engine by means of a bracket and has brushes which are
spring-loaded to press against the revolving slip rings.
c. Timer: The timer is a sealed unit. If found inoperative, it must be replaced as an assembly - no
field repairs are authorized.
d. Ammeter: The ammeter is designed for each particular system and it is therefore important that
the correct replacement part number be used if replacement should be required. In the event of low aircraft
battery voltage (very possible in ground checks), the ammeter readings will be lower than at full voltage.
Provided the ammeter needle reads in the shaded range on the scale (full aircraft voltage), current flow is
considered as normal.
e. Switch: The switch-circuit breaker is mounted in the switch and circuit breaker control panel.
14-6. TROUBLESHOOTING. Troubles peculiar to the deicing system are listed in Table XIV-IV at the end
of these instructions, along with their probable causes and suggested remedies.
14-7. USING THE AMMETER. Whether in flight or during ground testing, the ammeter can be used to
indicate the general nature of most electrical problems. The troubleshooting chart is primarily based on this
use of the ammeter and assumes that the user does understand all normal operating modes of the system as
given in Paragraph 14-4.
NOTE
3All
PIPER SENECA II SERVICE MANUAL
2029
RREWALL
2
CONNECTOR
3
1. DE.ICER
2. SLIP RING
3. BRUSH BLOCK
4. TIMER
S. AMMETER
6. SHUNT
7. SWITCH
8. WIRING
9. CIRCUIT BREAKER
10. AIRCRAFT POWERSOURCE
ELECTRICAL DIAGRAM
SNOWINGCYCLE SEQUENCE
ELECTRICAL DIAGAM
SHOWINGCYCLE SEQUENCE
3A13
PIPER SENECA SERVICE MANUAL
RUSH bLOCK
/ SLIP RINGS
TO POWERSOUCE
PHASE3
r -- --
ELECTRICAL DIAGRAM
SNOWING CYCLE SEQUENCE I
BRUSH BLOCK
SLIP RINGS
TO POWERSOURCE
PHASE4
3A14
PIPER SENECA II SERVICE MANUAL
14-9. INSPECTION.
14-10. 50 HOUR INSPECTION.
a. Lock brakes and operate engines at near takeoff power. Turn deicer system switch ON and
observe deicer ammeter for at least two minutes. Ammeter needle must rest within the shaded band except
for a "flicker," approximately every 34 seconds, as the step switch of the timer operates. If not, refer to the
appropriate entry of the troubleshooting chart.
b. With enginesstopped, turn deicer switch ON and feel deicers on propellers for proper sequence of
heater operation. The starting point is not important but sequence is vital and must be: Right Outboard,
Right Inboard, Left Outboard and Left Inboard Heaters, in that order. Temperature rise should be
noticeable and each heater should warm for about 34 seconds. Local hot spots indicate surface damageof
deicer heaters; inspect and repair in accordance with Paragraphs 14-21to 14-24.
c. Remove spinner dome and engine cowling. With assistant observing deicer ammeter and with
deicer switch ON, flex all accessiblewiring, particularly the deicer lead straps, leads from slip ring assembly,
and the fire wall electrical connectors and their wiring. Any movement of the ammeter needle other than
the "34 second flicker" of cycling indicates a short or open that must be located and corrected.
14-11. 100 HOUR INSPECTION.
a. Removecowlingin accordance with Removalof Engine Cowling, Section VIII.
b. Conduct 50 hour inspection.
c. Check for radio noise or radio compass interference by operating the engine at near takeoff
power and with radio gear ON whileturning deicer switch ON and OFF. If noise or interference occurs with
deicer switch ON and disappearswhen switch is OFF, see troubleshooting chart.
d. Ascertain that all clamps, clips, mountings and electrical connections are tight. Check for loose,
broken or missingsafety wire.
e. Deicers: Closelycheck deicers for wrinkled, loose or torn areas, particularly around the outboard
end and where the strap passes under the strap retainer. Look for abrasion or cuts, especially along the
leading edge and the flat or thrust face. If heater wires are exposed in damaged areas or if rubber is found to
be tacky, swollen or deteriorated (as from oil or solvent contact), replace the damaged deicer in accordance
with Paragraphs 14-24to 14-29.
NOTE
Check the strap restrainers are correctly located and secure. Look
for cracks or other damage.Operate propeller from "full pitch" to
"feathering" and check that deicer lead straps do not come under
tension or are pinched by propeller blade. (Refer to Figure 14-11.)
3A15
PIPER SENECA II SERVICE MANUAL
A278
DIAL INDICATOR
NOTE
The shim is a series of laminates and may be peeled for proper
alignment of brushes to slip ring.
2. Check for proper clearance of brush block to slip rings as shown in Figure 14-10d.If not
correct, loosen mounting screws and move in elongated holes to correct block position before tightening
securely.
3. Visually check brush block for approximately 2 angle of attack. (Refer to Figure 14-10d.)
If not, loosen mounting screws and twist block, but be sure to hold clearance limits shown when tightening.
h. System Wiring: With deicer system operating, have assistant observe ammeter while visually
inspecting and physically flexing wiring from brush blocks through fire wall, to timer, to ammeter, to
switch and to aircraft power supply. The ammeter will flicker as the timer switches approximately every 34
seconds in the cycle. Jumps or flickers at other times indicates loose or broken wiring in the area under
examination at that moment. In such case, check continuity through affected harness, while flexing and
prodding each wire in the area that gaveinitial indication of trouble. Use the wiring diagram in Figure 14-8
to trace circuitry.
BRUSHLOCATED
SLIP RING INCORRECTLYON
SLIP RING
NOTCHWORNIN BRUSH
DUE TO MISALIGNMENT
NOTE
When separating brush retainer block, guide block and brush
retainer assembly; move guide block laterally to disengagedowel
pin grooves.
c. Discard old brush retainer assembly.
d. Determine correct orientation of brushes to receptacle (refer to Figure 14-9) and carefullyinsert
brushes into brush guide block slots. When reassemblingbrush retainer assembly,align receptacle as shown
in Figure 14-9.
CAUTION
Avoid side loads on brushes; brushesare extremely fragile.
e. Reinstall brush retainer attachment screws.
f. Install brush block on mounting bracket with attachment hardware. Safety all bolts and check
alignment of brushes to slip ring.
2009
PROPELLERS
25 AMP
METER 5 AMP
SHUNT
5 AMP
LEFT
PROPELLER
PROP C C
TIMER
C
RIGHT
( PROPELLER
2979
PROPELLERS
I METER
35AMP
SAMP
SHUNT
F
LEFT
PROP PROPELLER
A
TIMER
RIGHT
PROPELLER
2030
1. BRUSH GUIDE BLOCK
2. BRUSHES
3. RECEPTACLE
4. SPRING
5. BRUSH RETAINER BLOCK
6. TUBING
NOTE
THE X DIMENSION IN THE SHOULD
REPLACE COLUMN INDICATES 3/8
INCH OF BRUSH REMAINS: THE X
DIMENSION FOR THE MUST
REPLACE COLUMN INDICATES 1/4
INCH REMAINS. DURING
MEASUREMENT ON 1/16 INCH OF
BRUSH SHOULD BE ALLOWED TO
PROTRUDE FROM BRUSH BLOCK.
THIS IS THE NORMAL POSITION OF
THE BRUSH WHEN INSTALLED ON
THE AIRCRAFT.
3E-2042-1
BRUSHES WITH RODS 1S/64 19/64
BRUSHES WITHOUT RODS I 5/64 I 9/64
14-18a. REPLACEMENT OF BRUSH BLOCK WITH MODULAR BRUSH ASSEMBLIES. Modular brush
block assembly part number 3E2042-1, is a direct replacement for brush block assemblies part numbers
4E1837-3 and 4E1837-5. Instructions concerning replacement of brush block assemblies with modular
brush assemblies are given in B.F. Goodrich Service Bulletin E-77-54.
14-18b. BRUSH MODULE REPLACEMENT. Brush modules should be replaced when .375 inch of brush
material remains; brush modules must be replaced when .250 inch remains. Measure the brushes as shown in
Figure 14-9. Replace brush modules as follows:
NOTE
a. Remove the modular brush assembly from the aircraft, by removing the attachment hardware,
and disconnect the engine wire harness.
b. Remove assembly screws and separate modules and spacers.
NOTE
The part number of each module is etched into the surface of the
plastic housing; replace with the same part number module.
c. Restack modules and spacers as shown in Figure 14-10b. If there is interference between adjacent
ring terminals, reorient center module as shown in Figure 14-10a.
NOTE
d. Reconnect aircraft wire harness and insure adjacent ring terminals are not touching.
e. Install assembly on aircraft and check adjustment.
14-20. RESISTANCE CHECK OF DEICER BLADE. To determine incorrect resistance, short or open at
the brush-to-slip ring contact, disconnect harness at the timer and use low range ohmmeter to read
resistance from each deicer circuit lead (Pins C,D, E and F of harness plug) to ground; it should read .47 to
.58. If this reading is not obtained, disconnect the deicer lead harness to measure heater resistances
individually. Individual heater should be 0.95 to 1.15. If first check is off limits but second check is
satisfactory, trouble is probably in the brush-to-slip ring area; if the second check is off limits, the deicer is
damaged and must be replaced.
14-21. REPLACEMENT. If tests show the blade deicer to have an open circuit, to be the wrong resistance
or to be visibly damaged beyond repair as outlined in Paragraph 14-1 of this section, replace the deicer as
directed in Paragraphs 14-24 thru 14-30.
A485
Figure 14-10. Brush Module Assembly 3E2011. Figure 14-10a. Alternate Module
Stacking Arrangement.
4
2
1
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PIPER SENECA II SERVICE MANUAL
1/32 TO 3/32
0
Reissued: 10/11/79 ACCESSORIESAND UTILITIES
3A24
PIPER SENECA II SERVICE MANUAL
2031
1. PROPELLERDEICERBOOT
2. ENGINE FLANGE
3 SLIP RING MOUNTING BOLT
4. SLIP RING
5. SPACERWASHER
6. MOUNTING PLATE
7. BRUSH BLOCK
. BRUSH BLOCK ADJUSTMENT
9. STRAP BUCKLE
10. MOUNTING STRAP
11 WIRE COVER TUBING
12 WINDOW SPLICETERMINALS
13 TIE STRAP
14 HARNESS
15 SHUNT McCAULEY 3 BLADE PROPELLER
16. MODULAR BRUSH ASSEMBLY INSTALLATION(OPTIONAL)
CAUTION
c. Starting at one corner of the deicer, loosen enough of the deicer to grasp in the jaws of vise grip
pliers or similar tool.
d. Apply a steady pull on the deicer to pull it off the propeller surface. Continue using MEK or
Toluol to soften the adhesion lines. Unless the deicer being removed is damaged and is to be scrapped,
cushion the jaws of any pulling tool used to prevent damage to the deicer surface. Removevery slowly and
carefully. If deicer has failed and is to be returned under request for warranty, extreme care should be
exercised so that no additional damage is incurred to the deicer during and after removal.
e. Remove residual cement from blade. Use Turco No. 3 or equivalent to help with dried cements.
14-23. BLADEPREPARATION.
a. Mark and cut from masking tape a pattern the size of the propeller deicer. (Refer to Figure
14-12.)
b. Place a mark at the hub end of the blade in line with the blade leading edge. The location for this
mark can be determined by sightingalong the leading edge. Starting at the hub (see Note below), center the
pattern on this mark and stick the pattern to the leading edge. Mark the position of the deicer harness.
NOTE
All deicers on a singlepropeller must be located the same distance
from the hub for rotational balance.
c. Remove the pattern and remove any paint in the marked off area. Clean down to bare metal.
Next, clean the area thoroughly with MEK or acetone. For final cleaning,wipe the solvent off quickly with
a clean, dry lint-free cloth to avoid leavinga film.
CAUTION
Cleanliness of metal and rubber parts cannot be too highly
stressed. Only perfectly clean surfaces will assure maximum
adhesion.
d. Using a pencil or pen, mark a centerline at the hub of the propeller blade and on the tape at the
outboard edge of the masked area.
3B2
PIPER SENECA II SERVICE MANUAL
*' -J
/
TAPE
1/2
NOTE
14-24. CEMENTAPPLICATION.
a. Using a silverpencil, mark a centerline on the glossy side of the deicer.
b. Moisten a clean cloth with MEK or acetone and clean the unglazed surface of the deicer, changing
cloth frequently to avoid contamination of the clean area.
c. Thoroughly mix the 1300L cement. Apply one even brush coat of cement to the unglazed back
surface of the deicer. Cement one inch of the deicer lead strap. Allow to air dry for a minimum of one hour
at 40' F or above, when the relative humidity is less than 75%. If the humidity is 75% to 90, allow two
hours drying time. Do not apply cement if the relative humidity is higher than 90%. After allowing the
proper amount of drying time, apply a second even brush coat of 1300L cement.
NOTE
d. Apply an even brush coat of #1300Lcement on the cleaned surface of the propeller blade,
immediately after the second coat of cement has been applied to the deicer. This timing is important for
the cement on both surfaces to reach the tack stage at the same time.
CAUTION
To avoid damage to deicer resistance wires, do not use metal
stitcher on body of deicer. Area where metal stitcher is permitted
not to exceed 3/16" alongdeicer edge.
Filler 3M EC1031 and EC801 Twelveparts EC1031 with one hundred parts
EC801.
Sealer BFG 82-076-1 & -2 Twelve parts -1 with one part -2.
or
Lowe Brothers V66V27, F63B8, One part V66V27 with seven parts F63B8
& R7K69 (and up to two and two-thirds parts
R7K69 thinner as needed).
Reissued:10/11/79 ACCESSORIESANDUTILITIES
3B5
PIPER SENECA II SERVICE MANUAL
14-27. WRINKLEDDEICERS. (Refer to Figure 14-13.) If edge of deicer is found wrinkled or loose, try
recementing. Use MEK or Toluol to loosen the bond for an additional 1/4 inch beyond the loose or
wrinkled area. Apply one coat of 1300L cement to the deicer and propeller bonding surfaces and allow to
air dry for one hour. Then apply a second coat of 1300L cement to both the deicer and bonding surface.
Allow to dry. Retackify with MEK or Acetone and press with fingers to work out wrinkles or to secure
loose edges. If material has stretched and willnot cement flat, replace the deicer.
14-28. ELECTRICALCHECK.
a. Check the electrical resistance of each of the two elements within the deicer. (Refer to
Schematic, Figure 14-8 and Resistance Readings.)(Refer to Table XIV-III.)
b. Check for intermittent open circuits by tensioning the deicer strap slightly while measuring the
resistance. Also, press lightly on the deicer surface in the area adjacent to the harness. Resistance must not
vary.
c. Identification of the circuits within the element may be confirmed by referring to the resistance
values and schematic diagram. Proper identification is necessaryin order to make the system cycle properly
and to obtain the correct amperagevaluesduring system operation. Minimumand maximum ohms between
common ground and either of the other terminalsis .095 to 1.15.
NOTE
These resistances apply only to deicers that are not connected to
terminal studs.
82-076-1/-2 SEALER
OR C-19661/21871/16176 PAINT
OE-ICER
CEMENTED AREA
FILLER 82-075 A/B OR
SEALER EC-801
14-29. INSTALLATION OF DEICER WIRING HARNESS. (Refer to Figure 14-11.) The deicer wiring
harness must be installed to the propeller counterweight as follows:
a. Place the wires in a configuration as shown in Figure 14-11.
b. Slide the 5/8 inch I.D. tubing over the wire configuration.
c. Feed the wire harness through the hole in the counterweight as shown in Figure 14-11.
d. Position the wire bundle on the counterweight and install tie straps with the buckle on the side of
the counterweight as shown in Figure 14-11.
e. Route the wire harness and protective tubing under the first tie strap and tighten both tie straps.
f. Install terminals of harness to screwson spinner bulkhead and tighten lead clip over harness.
1430. BALANCING.To assure balance of the propeller assembly, the original balancingweights or their
equivalents must be reinstalled. The weights must be left in the original position on the propeller hub. The
restrainer and weights should not interfere with any part of the propeller assemblyunder any condition. If
for any reason balance weights were removed, reinstall safety wire on screws.The deicer wire harness must
be installed on the propeller as described in Paragraph 14-29.
14-31. FINAL ELECTRICCHECK.
a. Make certain that all terminals are tight. Do not over torque.
b. Check the electrical resistance between the deicer terminals or between the slip rings. The reading
should be per Table XIV-III.
14-32. OTHER COMPONENTS. Do not attempt internal repairs of the timer, ammeter or switch. If
inoperative, these components must be replaced with one of the correct part numbers. For any other repair
or maintenance problems not covered in this manual, inquire at Aerospace and DefenseProducts Division
of the B.F. Goodrich Company, Akron, Ohio 44318.
14-33. TIMER TEST. Field experience indicates that too often the timer is considered at fault when the
true trouble lies elsewhere. Before removinga timer as defective, perform this test:
a. Disconnect wire harness at timer and with deicer switch ON, check voltage from Pin B of harness
plug to ground. If system voltage is not present, the fault is not in the timer. If system voltage is present at
Pin B, check ground circuit using ohmmeter from Pin G to ground. If no circuit is shown, the fault is in
ground lead, not in timer. If ground connection is open, the timer step switch will not change position.
b. When power and ground circuits have been checked, connect a jumper wire from Pin B of harness
to B contact of timer socket to power timer. Connect a jumper wire from Pin G of harness to G contact of
timer socket to complete the power circuit. Now use voltmeter from ground to the timer socket and check
that timer is cycling to deliver system voltage to C, D, E, and F contacts in that order. (The starting point is
not important but sequence must be as given.) Each of these four contacts must deliver voltage for
approximately 34 seconds, in turn, and there must be zero voltage on the three contacts not energized.
c. If the timer meets these requirements, it is not the cause of the trouble. If it fails to perform as
indicated, the trouble does lie in the timer and it should be replaced.
3B8
PIPER SENECA II SERVICE MANUAL
Ammeter shows zero cur- Tripped circuit breaker Locate and correct short
rent. (All 4 phases of switch. before setting circuit
the 2 minute cycle.) breaker.
Ammeter shows normal cur- Open in wiring between Use heat test to find de-
rent part of cycle, zero timer and brush block icers not heating and test
current rest of cycle. assembly. for voltage on that con-
tact of wire harness plug.
(At brush block assembly.)
If zero over 2 minutes,
locate and fix open in
wiring from timer to wire
harness plug.
Ammeter shows normal cur- Inner and outer deicers Locate and repair in-
rent part of cycle, low heating samephase. correct connections.
current rest of cycle.
Open in deicer or slip Disconnect deicer harness
ring leads. to check heater resistance
as in Paragraph 14-28. If
satisfactory, locate and
fix open in slip ring
leads.
Ammeter showslow cur- Aircraft voltage low. Check voltage into switch.
rent over entire cycle.
Ammeter faulty. Test for voltage up to and
out of ammeter. If low or
zero output and input sat-
isfactory, replace am-
meter. If no voltage to
ammeter, locate and fix
open between switch and
ammeter.
High resistance up to Check for partially broken
timer. wire, loose or corroded
connection in wiring from
aircraft supply to timer
input.
3B11
PIPER SENECA II SERVICE MANUAL
Ammeter shows normal cur- Ground between timer and Disconnect leads at brush
rent part of cycle, excess brush block. block and with ohmmeter
current rest of cycle. check from power leads to
ground. If ground is in-
dicated, locate and cor-
rect.
Ground between brush If no short exists at
block and deicers. (Ex- brush-slipring contact,
cluding ground brush check for ground from slip
circuit.) ring lead to propeller
assembly while flexing
slip ring and deicer leads.
If a ground is indicated,
locate and correct.
TABLEXIV-IV. TROUBLESHOOTINGCHART
(PROPELLER DEICER SYSTEM)(cont.)
3B14
PIPER SENECA II SERVICE MANUAL
1981
12
-14
16-
17
3022
-12
14-35. INTRODUCTION. This portion of Section XIV provides service and maintenance procedures for
the pneumatic deicing system. This information is current as of the time of this issue.
14-36. DESCRIPTION AND PRINCIPLES OF OPERATION. The deicer is essentially a fabric reinforced
rubber sheet containing built-in inflation tubes. The type used in this installation have spanwise inflation
tubes. Deicers are attached by means of a cement to the leading edges of the surfaces being protected.
There are either aluminum or flexible rubber air connections on the backside of the deicer boots called "air
connection stems." Each stem projects from the underside of the boot into the leading edge, through a
round hole provided in the metal skin, for connection to the airplane's pneumatic air supply system.
Through an ejector valve, the system willnormally apply vacuum to the deicer boots at all times, except
when the boots are being inflated. Deicer inflation is effected by the deicer system control switch. This is a
momentary ON type switch which returns to the OFF position when released. Through actuation of the
momentary ON type switch, the timer energizes the pneumatic pressure control valves for six seconds. The
boot solenoid valves are energized and air pressure from the engine driven pumps is supplied to the inflatable
tubes in the boots. Inflation sequence is controlled by the timer and solenoid operated valves located near the
deicer air inlets. The deicer pressure, normally 18 psig. is regulated by the high stage of the pneumatic pressure
control valves. Upon automatic de-energization of the control valves by the timer, the deicer solenoid valves
permit the deicer pressurizing air to return to the solenoid valves and be exhausted overboard. System vacuum
is then reapplied to the boots to hold them close to the surface skin. Should reactivation of the boots be
required, the momentary ON type switch is moved to the ON position again and released. The boots inflation
cycle will again take place, with all boots inflating simultaneously.
A ply of conductive neoprene is provided on the surface to dissipate static electric charges. These
charges, if allowed to accumulate, would eventually discharge through the boot to the metal skin beneath,
causing static interference with the radio equipment and possible punctures in the rubber. Also, such static
charges would constitute a temporary fire hazard after each flight.
14-37. TROUBLESHOOTING. In the utilization of the troubleshooting charts at the end of these
instructions, it must be assumed that the engine driven pneumatic pumps and the airplane electrical system
are operational. It is further assumed that the deicer system installation was made in an approved manner.
14-38. OPERATIONAL CHECK. The pneumatic deicing system should be checked at least every 100
hours. This check can be done on the ground. A visual inspection should be performed to determine the
condition of the deicer boots, and any areas in need of repair should be taken care of before continuing
with the operational check of the system.
With one engine operating, activate the deicing system switch. Observe the operation of the deicers
carefully for evidence of malfunctioning. Look for tubes which leak or fail to inflate and deflate properly.
Repeat the procedure for the other engine.
14-39. ELECTRICAL TEST. With engines off, turn airplane battery switch to ON position.
a. Timer: Activate the deicer system switch. The timer should begin to operate immediately and
complete one full cycle of the system. If the timer does not function:
1. Reset circuit breaker and recheck.
2. Check circuit from power source, through circuit breaker, to switch, to timer, to ground.
3. Replace timer.
ALL
OE-ICER
BOOTS
10 AMP
PRESSURE
SWITCH
3B18
PIPER SENECA II SERVICE MANUAL
b. Solenoid Valves: Check both solenoid valves, one in each nacelle. Activate system switch to ON
position. Solenoid valve should be actuated immediately for 6 seconds, as evidenced by an audible "click"
that can be felt if hand is placed on a solenoid. If solenoid valve does not function:
1. Unplug electrical connector at solenoid. Attach test light or other suitable test equipment to
connector and re-actuate system switch. If test equipment does not indicate complete circuit:
(a) Check circuit from timer, to solenoid connector, to ground.
(b) Replace timer.
2. Use ohmmeter to check solenoid for open circuit. If solenoid circuit is open, replace
solenoid valve.
3. Remove solenoid safety wire and unscrew solenoid.
CAUTION
4. Reattach connector to solenoid, insert hex actuator pin into solenoid, and reactuate system
switch. If pin is not ejected from solenoid, replace control valve.
CAUTION
3B19
PIPER SENECAII SERVICE MANUAL
j. Visually check all boots for operation. All cells shall inflate fully. The boot cycle time shall be 6
2 seconds. (Cycle time is defined as the length of time the boots are fully inflated and does not include
inflation and deflation time.)
14-42. COMPONENTMAINTENANCEAND REPLACEMENT.
1443. FILTER REPLACEMENT.The pneumatic system contains two in line filters (1J4-6) and two fire
wall mounted pump inlet filters (J 1-2).
a. Remove the in line filters (IJ4-6) as follows:
1. If filters are located behind the instrument panel on the right and left side of the fuselage,
remove the access panel from the aft wall of the nose baggagecompartment. If the filters are located in the
engine nacelle, remove the hatch cover from the top of the nacelle.
2. Disconnect the hoses from the filter and remove the filter.
NOTE
3. Reinstall the filter in reverse order of removal with the flow indicator toward the hose from
the manifold assembly.(Refer to Figure 14-20.)
b. Replace the fire wall mounted air filter IJ1-2 as follows:
1. Remove hatch cover from top of nacelle to gain access to the filter, which is mounted o
the aft side of the fire wall and connected to the pneumatic pump with a length of flexiblehose.
2. Remove the filter by disconnectingthe hose and removing the nut and washer attaching the
filter to the fire wall.
3. Reinstall the replacement filter in reverseorder of removal.
NOTE
The 1JI-2 filter should be cleaned or replaced at each 100 hour
inspection.
14-44. CONTROLVALVES. After 100 hours of engine operation, the valvepoppet and internal lining of
the control valve can become coated with a film of dried oil causingthe valveto stick. To determine if valve
poppet is sticking, perform electrical test. If solenoid checks satisfactory, remove valve poppet and clean
control valve bore and poppet. To clean:
a. Remove safety wire and electrical connector. Unscrew solenoid.
CAUTION
Do not lose steel hex actuator pin.
b. Remove valve poppet. It may be necessary to apply slim nose pliers to pin projection to pull
poppet from valve.
c. Thoroughly clean valve bore and poppet with commercial hydrocarbon type solvent.
d. Reassemblyvalveand resafety wire solenoid.
1445. TIMER. No field maintenance is recommended. For repair or replacement, contact your B.F
Goodrich dealer or distributor.
Reissued:10/11/79 ACCESSORIESANDUTILITIES
3B20
PIPER SENECA II SERVICE MANUAL
TABLEXIV-V. OPERATINGPRESSURES
MIN. MAX.
15 13 17
18 16 20
14-46. INSPECTIONS.A ground check of the entire deicer system should be made at least every 100
hours. To permit ground checking the system without engine operation, a test plug is designedinto all
systems, usually between the pressure check valveand the combination unit.
Before checking the system, all deicers should be inspected for damaged areas and repaired according
to the procedure in this section outlining the cold patch or vulcanizedrepairs. In order to check the system,
refer to Table XIV-Vand Paragraph 14-41 for operating pressuresand check procedures.
14-47. GROUNDPROCEDURE. After the test pressurerange is established, connect an external source of
air providing this pressure and a.pressure gauge to the pneumatic deice line at the manifold assembly.
Disconnect the deice line from the manifold to accomplishthe test. The deicer system should be within one
psig of the recommended operating pressure with each inflation cycle.
If deicers do not reach the operating pressure, check the inflation time to ascertain that the solenoid
valves are open the specified length of time (six seconds). If this is not the cause of trouble or if the boots
deflate slowly, the lines or valvesmay be plugged;then the lines should be disconnected and blown clear.
Check the timing of the system through severalcomplete cycles. Boots ON six seconds, then OFF. The
wing and empennage boots operate simultaneously. If cycle time is off the specified time, determine and
correct the difficulty.
Inflation must be rapid to provide efficient deicing. Deflation should be completed before the next
inflation cycle of the boots.
1448. 100 HOUR INSPECTION. At each 100 hour inspection of the airplane, inspect and operate the
deicer boots. Makechecks as follows:
a. Carefully inspect the deicers for evidence of damage or deterioration, and repair or replace
damaged boots.
b. Resurfaceboots which show signsof considerablewear or deterioration.
c. Inspect all hose connections which form a part of the pneumatic deicing system. Replace
deteriorated sectionson non-kink hose.
d. Check the operation of the boots and the operating pressure of the system as outlined in
Paragraph 14-40and Table XIV-V.
e. If new or replacement boots have been installed, check the tube inflation to make sure that the
air connection stems have been properly connected.
f. Disconnect all drain lines in the system and check for proper drainage.
g. Check the on-off control switch for freedom of action. Check associated electric wiring.
h. Clean or replace the air filters.
CAUTION
Oil which reaches the deicers will cause rapid deterioration of the
rubber. In cold weather, extreme care must be taken to see that
engine oil does not collect in critical parts of the system and
congeal. Congealed oil will cause sticking of the control valve and
distributor valve. If sticking of these parts is encountered, remove
from airplane, clean out and replace.
NOTE
14-49. REMOVAL OF BOOTS. The removal of deicer boots should be done in a well ventilated area to
avoid difficulty from the fumes of the solvents. Materials required to remove the boots are: Turco 388
dried cement remover, Kelite 21, and a pressurehandle squirt can. Proceed as follows:
NOTE
a. Starting at one comer of the upper trailing edge of the deicer, apply a minimum amount of
solvent to the seam line while tension is applied to peel back the corner of the deicer.
b. Using a pressure handle squirt can filled with solvent, separate the deicer boot from the surface
for a distance of 4 inches all the way along the upper trailing edge.
c. The area between the deicer and the wing which has now been separated will act as a reservoirfor
the solvent,therefore, the deicer can be pulled down towards the leadingedge with a uniform tension.
d. From the center line of the leading edge to the lower trailing edge of the deicer, use the pressure
handle squirt can to soften the bond between the deicer and the wing skin.
e. Use Kelite 21 or Turco 388 to clean the dry cement off the exposed wing area and clean the area
thoroughly with MEK(MethylEthylKetone).
14-50. REPAIR OF BOOTS. Deicer repairs are classified as cold (temporary), made on the boot installed
on the airplane, and vulcanized, made on the demounted boot in the shop. (Refer to Paragraph 14-54 for
vulcanized repairs.)
Reissued:10/11/79 ACCESSORIESANDUTILITIES
3B22
PIPER SENECA II SERVICE MANUAL
14-51. COLD REPAIR. The materials and supplies for makingcold repairs are listed in Table XIV-VI.
a. SCUFFDAMAGE. This type of damage will be most commonly encountered and, fortunately, it
is not necessaryin most cases to make a repair. On those rare occasions when the scuff is severe and has
caused the removal of the entire thickness of surface ply in spots (the brown natural rubber underneath is
exposed), repair the damage usingPart No. 74-451-16 and proceed as follows:
1. Clean the area around the damage with a cloth dampened slightly with solvent. Buff the area
around the damage with steel wool so that it is moderately but completely roughened.Wipe the buffed area
with a clean cloth slightly dampened with solvent to remove all loose particles.
2. Select a patch of ample size to cover the damaged area. Apply one even thorough coat of
cement, Part No. 74451-20, to the patch and the corresponding damaged area. Allow cement to set a
couple of minutes until tacky.
3. Apply the patch to the deicer with an edge, or the center adhering first. Work down the
remainder of the patch carefully to avoid trapping air pockets. Thoroughly roll the patch with
stitcher-roller, Part No. 74-451-73, and allow to set for ten to fifteen minutes.
4. Wipe the patch and surrounding area from the center outward with a cloth slightly
dampened with solvent. Apply one light coat of A-56-B conductive cement, Part No. 74451-11, to the
patched area.
5. Satisfactory adhesion of patch to deicer will be reached in four hours. Deicer may be
inflated for checking repair in a minimum of 20 minutes.
b. TUBE AREA DAMAGE. Repair cuts, tears, or ruptures to the tube area with fabric reinforced
patches, Part No. 74-451-16, depending on size of damage.
1. Select a patch of ample size to cover the damage and to extend to at least 5/8 inch beyond
the ends and edges of the cut or tear. If none of the patches is of proper size, cut one to the size desired
from one of the larger patches. If this is done, bevel the edges by cutting with the shears at an angle.
NOTE
These patches are manufactured so that they will stretch in one
direction only. Be sure to cut and apply the patch selected so that
stretch is in the widthwise direction of the inflatable tubes.
2. Buff the area around the damage with buffing stick, Part No. 74451-75, so that the surface
is thoroughly roughened.
3. Apply the patch to the deicer with the stretch in the widthwise direction of the inflatable
tubes, sticking edge of patch in place, working remainder down with slight pulling action so the injury is
closed. Do not trap air between patch and deicer surface.
c. LOOSE SURFACEPLY IN DEAD AREA (NON-INFLATABLEAREA). Peel and trim the loose
surface ply to the point where the adhesion of surface ply to the deicer is good.
1. Scrub (roughen) area in which surface ply is removed with steel wool. Scrubbing motion
must be parallel to cut edge of surface ply to prevent looseningit. Scrub with steel wool and Toluol directly
over all edges, but parallel to edges or surface ply to taper them down to the tan rubber ply.
2. Cut a piece of surface ply material, Part No. 74451-23, to cover the damaged area and
extend at least one inch beyond in all directions.
*This cement will givebest results with the patches in this kit.
The followingitems may be procured from the B. F. Goodrich Co.,
Akron, Ohio, or other manufacturer, as required:
74451-21 6 ft. roll x 6 in. wide Type 21 or 22 fillet
74451-22 15 ft. roll x 2 in. wide Neoprene coated splicing
tape
74451-23 4 ft. long x 8 in. wide Neoprene surface ply
74451-24 I quart EC-1403 cement and/or
(FSN8040-628-4199and/ EC-1300 L
or FSN8040-514-1880)
74-451-74 1 2-1/2 in. sponge rubber
roller
NOTE
TABLE XIV.VI CONTINUES ON THE NEXT PAGE.
Part No.
I Quantity
The following materials may be obtained from local supply:
Description
Toluol
As required Clean, lint-free cloths
(preferably cheese
cloth)
Rolls 1 in. maskingtape
1 Sharp knife
6 ft. long Steel measuringtape
1 Fine sharpeningstone
As required Steel wool pads
As required Hypodermicneedles(22
gaugeor smaller)
Methylethylketone (MEK)can be used instead of Toluol, however MEK
causes very rapid drying and provides only 10 seconds working time
compared with 40 seconds for Toluol.
3. Maskoff the damaged boot area 1/2 inch larger in length and width than the size of surface
ply patch. Apply one coat of cement, Part No. 74-451-11, to damaged area and one coat to patch. Allow
cement to set until tacky. Roll the surface ply to the deicer with 2 inch rubber roller, Part No. 74-451-74.
Roll edges with stitcher-roller, Part No. 74451-73. Apply just enough tension on the surface ply when
rolling to prevent wrinkling and be careful to prevent trapping air. If air blisters appear after surface ply is
applied, remove them with a hypodermic needle.
4. Cleanexcess cement from deicer with solvent.
d. LOOSE SURFACEPLY IN TUBE AREA. Loose surface ply in tube area is usuallyan indication
of the deicer starting to flex fail. This type of failure is more easily detected in the form of a blister under
the surface ply when deicer is pressurized. If this type of damage (or void) is detected while still a small
blister (about 1/4 or 3/8 inch diameter) and patched immediately, the service life of the deicer will be
appreciably extended. Apply repair patch as outlined in Paragrapha.
e. DAMAGETO FABRIC BACK PLY OF DEICER DURING REMOVAL. If cement has pulled
loose from the wingskin and adhered to the back surface of the deicer, remove it with steel wool and MEK.
In those spots where the coating has pulled off the fabric, leaving bare fabric exposed, apply at least two
additional coats of cement, Part No. 74-451-24.Allow each coat to dry thoroughly.
3C1
PIPER SENECA IISERVICE MANUAL
14-52. VULCANIZEDREPAIRS. Due to the variety of boot damage possible, it is recommended that the
B.F. Goodrich Company be contacted so they can determine the extent of damage and whether it is
repairable by the vulcanized method or not. The overall condition of the deicer boot must be given careful
consideration before deciding on any repairs. Damagescan vary from minor punctures which may be easily
repaired, to extensive ripping of the tube or stretch areas which may make repairs exceedinglydifficult or
actually impossible. The determination of just where this division between repairable and unrepairable
damage exists will depend upon the careful judgment of the inspector. For this reason, we recommend
contacting the B.F. Goodrich Company at Akron, Ohio.
14-53. INSTALLATION. The following procedure for installing deicers assumes that the airplane has
provisions for air connections, etc.
NOTE
14-54. PREPARATION OF LEADING EDGES. If the leading edges are painted, remove all paint
including zinc chromate primer.
a. With one inch (1) masking tape, mask off leading edge boot area, following 1/2 inch margin for
non-recessed boots. Take care to mask accurately, thus eliminatingthe need for cleaning off excess cement
later.
b. Clean the metal surfaces thoroughly, at least twice, with MEK or Acetone. For final cleaning,
wipe the solvent film off quickly with a clean, dry cloth before it has time to dry.
NOTE
14-55. PREPARATIONOF DEICER. Moisten a clean cloth with MEKor Acetone and carefully clean the
rough, back surface of the boot at least twice. Change cloths frequently to avoid recontamination of the
cleaned areas.
14-56. MOUNTING DEICER ON LEADING EDGE. Thoroughly mix EC-1403 cement before using.
Apply one even brush coat to the cleaned back surface of the boot and to the cleaned metal surface. Allow
the cement to air dry for a minimum of one hour. Apply a second coat to both surfaces and allow to air dry
a minimum of one hour. Ambient temperature for installation should be held between 40° and 110 F.
However, longer drying time of the cement coats may be required as the humidity approaches 99%. Deicer
and leading edge may be cemented for a maximum of 48 hours before actual installation, if cemented parts
are covered and kept clean.
Snap a chalk line along the leading edge of the airfoil section. Intensify chalk line on leading edge and
the white reference line on the boot with a ball point pen. Most boots are made with an excess of material
at the inboard and outboard edges for final trimming after installation and some recessedboots trim on the
upper and lower edges.
Securely attach hose to deicer connections using clampsor safety wire.
Reissued:10/11/79 ACCESSORIES
AND UTILTIES
3C2
PIPER SENECA II SERVICE MANUAL
a. Holding the backside of the boot close to the leading edge, fasten the end of each non-kink hose
to the corresponding air connection stem. Tinnerman or other suitable non-kink hose clamps should be
used for this purpose. Tighten each clamp with a pair of slip joint pliers but do not squeeze the clamp so
tight that the hose is damaged.
NOTE
If non-kink hose clamps are not available, wrap each hose
connection with several turns of friction tape. Over the tape, wrap
two separate bindings of safety wire, about 1/2 inch apart. Each of
these bindings should consist of several turns of wire. Twist
together the ends of each binding to tighten. Press the twisted
ends down against the hose. Finally, wrap the wire with several
additional turns of friction tape.
b. Push the hose connections into the leading edge grommets or seals as the case may be. Obtain
sufficient personnel to hold boot steady during installation. (Limit handling cemented side of boot with
fingers.) Continue installation by reactivating the cement along the center line leading edge surface and
boot in spanwise strips approximately six inches wide. Rubber roll the deicer firmly against the wing
leading edge, being careful not to trap any air under the deicer. Alwaysroll parallel to the inflatable tubes.
Position the deicer center line to coincide with leading edge center line. Hold boot in this position while
reactivating about three inches around connections and around correspondingholes in leading edge, using a
clean, lint-free cloth moistened with Toluol. Insert connections in leadingedge holes when cement has dried
to a tacky state and rubber roll boot to leading edge in tackified area.
c. If the deicer should attach "off course," use MEK to remove and reposition properly. Avoid
twisting or sharp bending of the deicer.
d. Rubber roll, apply pressure over entire surface of the deicer. All rolling should be done parallelto
the inflatable tubes. Roll trailingedges with a narrow stitcher-roller.
CAUTION
3C3
PIPER SENECA II SERVICE MANUAL
CAUTION
The cements and solvents used for installation are flammable and
their fumes slightly toxic. Therefore, all work should be done in a
well ventilated area away from any sparks or flames. (Use of
solvent resistant type glovesis recommended.)
In the event it becomes necessary to remove or loosen installed boots, use Toluol to soften the
"adhesion" line. A minimum of this solvent should be applied to the seam line while tension is applied to
peel back the boot. This removal should be slowenough to allow the solvent to undercut the cement, thus
preventing injury to the part. Excessivequantities of solvent must be avoided.
14-57. ADHESIONTEST. Using excess boot material trimmed from the ends of any wing and empennage
deicers, prepare one test specimen for each deicer installed. This specimen should be a 1 x 8 inch full
thickness strip of boot material cemented to the wing skin adjacent to installed boot followingthe identical
procedure used for installation. Leave one inch of the strip uncemented to attach a clamp. Four hours or
more after the installation, attach a spring scale to the uncemented end of each strip and measure the force
required to remove strip at the rate of one inch per minute. The pull should be applied 180° to the surface.
(Strip doubled back on itself.)
A minimum of five pounds tension (pull) shall be required to remove the test strip. If less than five
pounds is required, then acceptability of the boot adhesion shall be based on the followingtests:
a. Carefully lift one corner of boot in question sufficiently to attach a spring clamp.
b. Attach a spring scale to this clamp and pull with force 180 to the surface and in such a direction
that the boot tends to be removed on the diagonal.
c. If a force of five pounds per inch of width can be exerted under these conditions, the installation
shall be considered satisfactory. Remember, the width increases as the corner peels back.
d. Re-cement corner followingprevious procedure.
e. Failure to meet this requirement shall result in reinstallation of the boot.
NOTE
14-59. ICEX APPLICATION.B.F. Goodrich Icex is silicone base material specifically compounded to
lower the strength of adhesion between ice and the rubber surfaces of airplane deicers. Icex will not harm
rubber and offers added ozone protection.
Properly applied and renewed at recommended intervals, Icex provides a smooth polished film that
evens out the microscopic irregularities on the surface of rubber parts. Ice formations have less chance to
cling. Ice is removed faster and cleaner when deicersare operated.
It should be emphasized that Icex is not a cure-allfor icing problems. Icex will not prevent or remove
ice formations. Its only function is to keep ice from initially getting a strong foothold, thus makingremoval
easier.
One 16 ounce pressurized can of Icex will cover deicer surfaces of the averagelight twin-engineplane
approximately three times. It is also availablein quart cans (unpressurized).
Before applying Icex, thoroughly clean deicer or other rubber surfaces with a rag dampened with
non-leaded gasoline.Follow by a scrub wash of mild soap and water. Allow time for surfaces to dry.
Shake the Icex can well. Hold the nozzle approximately 12 inches from the surface and spray. Apply
sparingly. If the application is too heavy, it results in a sticky surface which is very undesirable becauseit
willpick up runway dust and prevent best ice removingefficiency.
Due to the natural abrasive effects on leading edges of deicers during flight, reapply Icex every 150
flight hours on wingsand empennagedeicers.
14-60. RESURFACINGCONDUCTIVECEMENT. The following materials are required to remove and
replace the old, damagedcoating:
a. Fine grit sandpaper.
b. Two inch paint brush.
c. One inch maskingtape.
d. Conductiveneoprene cement, No. A-56-B,B.F. Goodrich Company.
e. Isopropyl Acetate, Federal SpecificationTT-1-721.as cleaningor thinning solvent.
f. Alternate solvent (Toluol or Toluene may be used as an alternate for Isopropyl Acetate).
CAUTION
Cements and solvents used for resurfacingare flammable and their
fumes slightly toxic. Therefore, all work should be done in a well
ventilated area away from any sparks or flames.
During cold weather, place the airplane in a warm hangar and locate so that the boots are in line with
one or more blast heaters. Do resurfacing before any other work on the airplane to allow as much time as
possible for the new coat to cure.
NOTE
TABLEXIV-VII. TROUBLESHOOTINGCHART
(PNEUMATICDEICER SYSTEM)
3C7
PIPER SENECA II SERVICE MANUAL
0
Reissued:10/11/79 ACCESSORIESAND UTILITIES
3C8
PIPER SENECA II SERVICE MANUAL
2009
SWITCH
o 0218— — A LIGHT
5 AMP
ICE UGHT
14-62. INTRODUCTION. This light is used in conjunction with the pneumatic deicing system and will aid
the pilot to detect any ice formation on the left wing leading edge during night flying operations.
14-63. DESCRIPTION AND OPERATION. The light is mounted in the left outboard edge of the left
nacelle just above leading edge of the wing. It is a sealed beam, 12-volt unit, which is controlled from a rocker
type switch mounted on the switch panel. The light is positioned in the nacelle to illuminate the leading edge
of the wing when the switch is activated in the cockpit.
14-64. SERVICING. The only service required of this unit is the replacement of a burned out lamp with a
new lamp GE1383.
14-65. REMOVAL.
a. Be sure the switch is in the off position.
b. Remove the top access panel from the left nacelle.
c. Within the nacelle, remove the screws that secure the socket in the retainer.
d. Pull the socket aft and remove the lamp.
14-66. INSTALLATION.
a. Position the new lamp in the receptacle of the socket, then secure the socket in the retainer with
the screws.
b. Activate the switch in the cockpit to check the lamp operation.
c. Replace the nacelle access panel with the attachment hardware.
3C9
PIPER SENECA II SERVICE MANUAL
14-67. HEATEDWINDSHIELDPANEL.
14-68. DESCRIPTION. The heated windshield panel is a rectangular glass panel containing electrically
heated wires imbeded in the glass which is mounted in a metal frame. The assembly is mounted on the
exterior side of the pilot's windshield and is hinged at its base to facilitate windshieldcleaning.The heated
panel is operated by a circuit breaker type switch located in the console below the throttle quadrant.
14-69. REMOVALAND INSTALLATIONOF HEATEDPANEL.
a. Disconnect the electrical connector located next to the heated panel on the exterior side of the
windshield, by removing the two screwsand pulling the plug out of the receptacle.
b. Remove the two screws which attach the panel assemblyto the windshieldcollar and remove the
panel from the airplane.
c. If the airplane is to be flown with the heated panel removed,rotate the receptacle plate 180 and
replace it to cover the holes in the fuselageskin, also replace the windshieldcollar screws.
d. Installation of the heated windshield panel is accomplishedin the reverseorder of removal.
14-71. DESCRIPTION AND PRINCIPLE OF OPERATION. The standard oxygen system for the PA-
34-200T consists of two automatic, constant flow, portable oxygen units. The two units are secured between
the two middle seats and act as an armrest. The two systems serve as a safety feature, the pilot on one system
and the copilot on the other. The four passengers obtain their oxygen from the "Y"adapters on each system.
Each oxygen cylinder is an ICC regulation 3AA with a 22 cubic foot capacity.
A fixed oxygen system to provide supplementary oxygen for the crew and passengers during high
altitude flights (above 10,000 feet) is available as optional equipment. The major components of the Scott
oxygen system are a 63 cubic foot oxygen cylinder, an oxygen supply gauge, an on-off flow control knob, a
pressure regulator, six plug in receptacles and six oxygen masks.
The oxygen cylinder is mounted aft in the tail cone. When fully charged, the cylinder contains oxygen at
a pressure of 1850 psi at 70° F. The oxygen supply gauge is mounted in the aft overhead vent duct. The
oxygen flow control knob, labeled "Pull-On" is mounted in the pilot's overhead panel. The pressure regulator
is mounted directly on the oxygen cylinder, once the oxygen flow control knob is on, each of the oxygen plug-
in receptacles operates as an automatic on-off valve. The oxygen cylinder can be recharged through the filler
valve aft of the cabin door on the right side of the fuselage (fuselage sta. 222.43). When oxygen is required, the
control knob should be pulled forward to the ON position, allowing oxygen to flow from the cylinder
through the system. Connecting the constant flow mask fitting to a receptacle and turning it 90 degrees
clockwise, automatically releases oxygen to the mask through the on-off valve feature of the receptacle. The
occupant then dons the mask and breathes normally for a sufficient supply of oxygen.
Each mask assembly oxygen line incorporates a flow indicator. When the red pellet in the indicator
disappears, oxygen is flowing through the line normally. If the red indicator appears in any of the lines during
a period when oxygen use is essential, the airplane should be lowered to a safe altitude immediately.
To stop the flow of oxygen through the system, the control knob should be pushed aft to the OFF
position. To bleed down low pressure lines, it is recommended that the mask assembly be left connected to the
outlet for at least three minutes after the control knob is turned off.
When not in use, mask may be stowed in the storage pockets behind the front and center seats. Always
remove fittings from the oxygen receptacles and stow the mask when they are not in use. If the control knob is
pulled on and the fitting is in the receptacle, oxygen will flow through the mask continuously. Masks may be
damaged if they are not properly stowed.
14-72. TROUBLESHOOTING. A troubleshooting chart is located at the back of the oxygen system portion
of this section.
14-73. SAFETY PRECAUTIONS. Utmost care must be exercised in servicing, handling and inspection of
the oxygen system. A fully charged oxygen cylinder contains enough pressure to cause serious injury to
personnel and damage to equipment. Keep hands, tools and working area clean and post NO SMOKING
signs. Keep all components of the system free from oil, grease, fuel and all ready combustible material. Never
allow electrical equipment to come in contact with the oxygen cylinder. Keep fire and heat away from oxygen
equipment and take care not to generate sparks with carelessly handled tools.
14-74. INSPECTION AND OVERHAUL TIME LIMITS. It is recommended that inspection and overhaul
be conducted by an FAA Approved Station or the manufacturer, Scott Aviation. The following checks and
chart gives recommended inspection and overhaul time for the various parts of the oxygen system:
14-75. 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.
14-76. MAINTENANCE.
a. Check that all lines have sufficient clearance between all adjacent structures and are secured in
place. Also check the cylinder to be sure it is securely mounted (See Figure 14-20a ).
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
approved facility before recharging.
d. Any lines that are defective should be replaced with factory replacements.
e. Clean all lines and fittings as described in Paragraph 14-77.
f. Use Ribbon Dope Thread Sealant (Permacel 412) on male ends of fittings only. Wrap thread in
direction of thread spiral, beginning with the second thread on the fitting. Avoid getting any sealant into the
lines.
14-77. CLEANING OPERATIONS. To remove oil and grease from tubing and fittings, one of the following
cleaning methods may be used:
a. First Method:
1. A vapor degreasing with stabilized Trichlorethylene conforming to Specification MIL-T-7003
or Piper safety solvent (914 905).
2. Blow tubing clean and dry with a stream of clean, dry filtered air or nitrogen. Care shall be
taken to insure that the interior of the tubing and fittings are thoroughly cleaned.
b. Second Method:
1. Flush with naphtha conforming to Specification TT-N-95.
2. Blow clean and dry off all solvent with clean. dry, filtered (oil-free) air.
3. Flush with isopropyl alcohol.
4. Rinse thoroughly with fresh water.
5. Dry thoroughly with a stream of clean, dried, filtered air (oil free) or by heating at a
temperature of 250° to 300° F one half hour.
6. The solvents may be reused provided they do not become excessively contaminated with oil.
This condition shall be determined as follows:
(a) Completely evaporate 100 milliliters of the liquid in a weighed glass dish. Evaporation may be
accomplished by heating at 200° F for approximately one-half hour.
(b) After evaporation, cool and weigh the residue. The solvent shall not be used if the residue
exceeds 100 miligrams in weight.
c. Third Method:
I. Flush with hot inhibited alkaline cleaner until free from oil and grease.
2. Rinse thoroughly with fresh water.
3. Dry thoroughly with a stream of clean, dry, filtered (oil-free) air or by heating at a temperature
of 250 ° to 300° for one half hour minimum.
CAUTION
14-78. PURGING THE SYSTEM. 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, whenever there are any offensive odors present,
it will be necessary to purge the system. Use the following procedure:
a. Park the airplane in a NO SMOKING area.
b. Keep all doors and windows open.
c. Be sure all electrical systems are shut off.
d. Connect the oxygen recharging unit to the filler valve.
e. Plug the oxygen masks into the outlet valves and turn on the system.
f. Set the recharging unit pressure regulator to deliver 50 psi and let the system purge for one hour. If
any odor is still present, repeat the procedure for one or more hours. If the odor persists after the second
purging, replace the cylinder.
3C13
PIPER SENECA II SERVICE MANUAL
- 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 arefree of oil
grease and dirt when working with the oxygen system.
The 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 its cradle.
CAUTION
14-80. CHARGING. For recharging a low pressure aircraft oxygen system or portable cylinders, it is
essential that the oxygen trailer or cart have a pressure-reducing regulator. Military types E-2 or C- reducing
regulators are satisfactory. These types of regulators reduce the large cylinder pressure from 2000 psi to a line
pressure of 450 psig.
CAUTION
When refilling the low pressure system, open the oxygen filler tank
valve slowly to allow the system to be filled at a slow rate. After the
refilling operation is completed, check for leaks with a leak
detector.
a. Inspect the cylinder being charged for damage, cleanliness, and date of hydrostatic test.
b. Connect cylinder valve outlet to the refilling manifold.
c. Slowly open value of cylinder to be charged and observe pressure on gauge of manifold system.
d. Slowly open valve of cylinder on manifold system having the lowest pressure and allow pressure to
equalize.
e. Close cylinder valve on manifold system and slowly open valve of cylinder having next highest
pressure. Continue this procedure until the cylinder has been charged.
3C14
PIPER SENECA II SERVICE MANUAL
2806
ON-OFF CONTROL
2. OXYGEN OUTLET
3. LOW PRESSUREOXYGEN LINE
4. PRESSUREGAUGE
5 HIGH PRESSUREOXYGEN LINE
6 OXYGEN BOTTLE
VALVE
7. REGULATOR
8 FILLERVALVE
14-85. REMOVAL OF OXYGEN CYLINDER AND REGULATOR. (Fixed System) (Refer to Figures
14-21 and 14-22.) The oxygen cylinder is located in the tail section at station 222.437.
a. Remove the rear bulkhead door assembly.
CAUTION
B871
1/8 MIN
6
" MIN
I/8" MIN.
t
1/8 MIN.
SKETCH A SKETCH B
GROMMET
CORRECT INCORRECT
SKETCH D
SKETCH C
a
Revised: 12/08/83 3C 17
3C17 ACCESSORIES AND UTILITIES
PIPER SENECA II SERVICE MANUAL
I
CAUTION
ASCERTAIN THAT REGULATOR VALVE IS CLOSED
I BEFORE DISCONNECTING HIGH PRESSURE LINE
FROM FILLERVALVE.
(
4
3 1. VENT TUBE
2. FILLER VALVE SHROUD
3. FILLER VALVE ASSEMBLY
4. RUBBERGROMMET
5. FILLERVALVE ACCESS
6. DISH ASSEMBLY
i 7. HIGH PRESSURELINE
8 5
REGULATORVALVE
2. OXYGEN CYLINDER
3. SHROUD CLAMP
4. SHROUD CLAMP
5. SHROUD
6. CONTROLCABLE
7. LOW PRESSURE
8. HIGH PRESSURE
9. OXYGEN
CYLINDER
CLAMP
g. Remove the clamps securing the oxygen cylinder to the oxygen bottle shelf assembly and remove
the cylinder from the airplane.
CAUTION
NOTE
SHIM HERE WITH AN960-10 AND-10L
WASHERS FOR FORE AND AFT GAUGE
BRACKET
ADJUSTMENT
1. OXYGENPRESSUREGAUGE
2. POST LIGHT
3. OXYGENGAUGEFITTING
4. DUCTWORK
5. GAUGESUPPORTBRACKET
6. HIGH PRESSURELINE
g. Maintain a minimum 1/8"clearance between an oxygen tube and a projection such as a bolt. nut (etc.)
when there is no relative motion. If relative motion will exist in service. allow a sufficient initial clearance
which will allow, under the maximum relative motion, a minimum clearance of 1/8".This applies to low
pressure distribution lines only. High pressure distribution lines require a 1/2"minimum clearance.
14-94. DESCRIPTION. This installation consists of a compressor with its special bracketr . an evaporator.
a condenser. a receiver-dehvdrator. circulating fan. thermal expansion valve. and related plumbing.
The evaporator filters. dehumidifies and cools the air. The evaporator is mounted in a fabricated housing
along with the receiver-dehydrator. circulating fan. thermal expansion valve and related plumbing. This hous-
ing is located at the rear of the cabin. aft of the baggage area. The compressor is a piston type unit which is
supported by special bracketrv at the rear of the engine. A V-belt connection drives the compressor through a
magnetic clutch. (Refer to Figure 14-24.) The condenser is installed in the left nacelle aft of the firewall. be-
tween stations 78.00 and 98.00. The condenser scoop is mounted to allow extension into the airstream during
system operation and is electrically activated.
The system is protected by a pressure switch which automatically controls the condenser maximum head
pressures by temporarily de-clutching the compressor in the event the pressure becomes excessively high.
Controls for operating the air conditioning systemare located on the instrument panel just to the right of the
copilot's control column. Two switches. an air condition ON-OFF control and three position (LOW-OFF-
HIGH) fan switch. and a radial thermostat make up the controls.
The system design is such that there is no increase in drag to the aircraft during its take-off flight condi-
tions. During maximum power demands the compressor is de-clutched and the condenser door is auto-
matically retracted.
14-95. AIR CONDITIONING SYSTEM OPERATION. The air conditioning system in this airplane is a
recirculating. independent unit. It filters. dehumidifies and cools the air as it cycles through the evaporator.
From the controls as previously described. the system can be operated in two ways. (Refer to schematic Figure
1 1-49.) The fan (blower) switch. being the main power control switch to the system. can be operated solely to
provide circulation at high or low blower. or in conjunction with the air conditioning ON-OFF switch. provide
air conditioning at high or low blower. It is important to note that the "FAN" switch must be in low or high
to provide power to the "Air Conditioning ON-OFF" switch and the rest of the system. A thermostatic switch
is also provided to control temperature.
The air conditioning system uses Refrigerant 12 as the refrigerant. The refrigerant enters the compressor
as a vapor. The compressor pressurizesthe heat-laden vapor until its pressure and heat reach a point much
hotter than the outside air. The compressor then pumps the vapor to the condenser where it cools and changes
to a liquid. The liquid then passes to the receiver-dehydrator. Its function is to filter. remove any moisture and
insure a steady flow of liquid refrigerant into the evaporator through the expansion valve. The expansion
valve is a temperature controlled metering valve which regulates the flow of the liquid refrigerant to the evap-
orator. The evaporator absorbs the heat from the air passing over the coils. From the evaporator the re-
frigerant vapor returns to the compressor where the cycle is repeated.
NOTE
3C23
PIPER SENECA II SERVICE MANUAL
A483
AIR COND.CONTROL
AIR CONO. FAN TEMP
ON COOLER
OFF
LOW
OFF WARNING
AIR CONDITIONER
MUSTBEOFFPRIORTO
TAKE OFFANDLANDINGANDFORALL ONE
ENGE INOPERATIVE OPERATIONS.
VIEW A-A
EVAPORATOR
ANDDUCT
NOTE
The air conditioning system should be operated at least once a
month to prevent sticking valvesand keep the system lubricated.
14-96. MALFUNCTIONDETECTION.The detection of system malfunction largely depends on the
mechanic's ability to interpret the gauge pressure readings into system problems. A system operating
normally will have a low side gauge pressure reading that will correspond with the temperature of the
refrigerant evaporatingin the evaporator, allowingfor a few degreestemperature rise due to lossin the tube
walls and fins. The high side will have a gauge pressure that will correspond with the temperature of the
refrigerant condensingin the condenser, allowingfor a few degrees temperature drop due to loss in the tube
walls and fins.
Any deviation from that which is normal indicates a malfunction within the system due to a faulty
control device, obstruction, defective part, or improper installation.
Detection of system malfunction is made easier with the knowledgethat the temperature and pressure
of Refrigerant 12 is in close proximity between the pressuresof twenty and eighty pounds per square inch
(psi). A glance at the temperature-pressure chart will show that there is only a slightvariation between the
temperature and pressure of the refrigerant in the lower range.
It is correct to assume that for every pound of pressure added to the low side, a temperature increase
of about one degree Fahrenheit takes place. For instance, a pressure of 23.8 on the chart indicates a
temperature of 24F. A changeof pressure of almost one pound to 24.6 psi givesus a temperature increase
to 25F.
NOTE
For each 1,000 feet of elevation above sea level, the gaugereadings
will be about one inch of mercury or 1/2 psi higher than the chart
indicates.
It must be pointed out that the actual temperature of the air passingover the coils of the evaporator
will be several degrees warmer 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 giventhis 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 willinsure 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 visualinspection of the complete system
should be performed, followed by an operating inspection of the system.
NOTE
14.98. SERVICEVALVES. The purpose of the service valve is to service the air conditioning system.
(Testing, Bleeding, Evacuating and Charging).This aircraft is equipped with service valvesmounted in the
suction and discharge lines of the evaporator assembly. These valvesare the "2" position type Schrader
valves. All normal air conditioning serviceshould be performed at the evaporator assemblymounted valves.
NOTE
TO SUCTION TO DISCHARGE
SERVICE VALVE SERVICEVALVE
TO VACUUM PUMP OR
REFRIGERANTCYLINDER
14-99.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 gaugeused in-the suction side of the system. The manifold is a devicehavingfittings
for both gauges and connection hoses with provisions for controlling the flow of refrigerant through the
manifold.See Figures 14-25and 14-26.
The center port of the manifold set is used for chargingor evacuationprocedures, or any other service
that may be necessary.
Both the high and low side of the manifold have hand shut-off valves.Whenthe hand valveis turned
all the way in, in a clockwisedirection, the manifoldis closed. The pressureson the side of the system will,
however, be recorded on the gaugeabove the hose.
Cracking the hand valve, in the counterclockwise direction, opens the system to the middle service
port of the manifold set. This is desirable only when it is necessaryto let refrigerant out or into the system.
Refer to Figure 14-25and 14-26.
Reissued:10/11/79 ACCESSORIESANDUTILITIES
3D5
PIPER SENECAII SERVICEMANUAL
DIAGRAMA
DIAGRAMB
DIAGRAMC
DIAGRAMD
COMPOUND
GAGE 50 P.S.I. PRESSURE GAGE
n SCHRADER VALVE
14-100.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 followingparagraphs.
NOTE
CAUTION
Refrigerant can cause freezing of skin. Be particularly careful not
to allow contact with the eyes.
Do not allow refrigerant to escape too rapidly, as excessiveoil may
be carried out of system. Whenhissingstops, system is empty and
valveshould be closed if no further work is planned.
14-104. EVACUATING THE SYSTEM.If the system has been operated in a discharged condition or
anytime the system has been open to atmospheric pressure, the receiver-dehydrator must be replacedand
the system evacuated to remove any trapped air and moisture which has entered it. A vacuum pump
capable of pulling 29 inches of mercury or better should be used. As we lower the pressure in the air
conditioning system, we lower the boiling temperature of the water (moisture) that may be present. Then
we are able to pull this water, in the form of vapor, out of the system. The followingtable demonstrates the
effectivenessof moisture removal under a givenvacuum.
988
COMPOUNDGAGE
PULL 26 TO 28 PRESSURE GAGE
VACUUMPUMP SCHRADER
VALVE
NOTE
For each 1,000 feet of elevation above sea level, the compound
gaugereading will be about one inch lower, numerically.
The followingsteps should be of help when performing this operation.
a. Remove accesspanel at the rear of the cabin to gain accessto the Schrader servicevalves.
CAUTION
Ascertain that all system pressureis released before attempting the
evacuation. (Refer to Paragraph 14-97.)
b. Connect the manifold gauge set to the airplane servicevalues. (Refer to Figure 14-28.)
c. The high and low manifold hand valvesshould be in the closed position. (Refer to Figures 14-25
and 14-26.)
d. Connect the center manifold hose to the inlet of the vacuum pump.
NOTE
Make sure the exhaust port on the vacuum pump is open to avoid
damage to the vacuum pump.
e. Start the vacuum pump and open the low side manifold hand valve.Observethe compound, low
pressure gaugeneedle, it should show a slight vacuum.
f. Continue to 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 valvesand
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 30 minutes.
j. Close both manifold hand valves, stop vacuum pump and disconnect center manifold hose from
the vacuumpump.
k. Proceed to charge the system in accordance with Paragraph 14-105.
NOTE
14-105. CHARGING THE SYSTEM.When the system is completely evacuated in accordance with
instructions givenin Paragraph.14-104,oneof the followingprocedures should be used to charge the system.
NOTE
NOTE
If bubbling occurs in sight glass, reopen the cylinder base valve
momentarily to equalize drum and cylinder pressure.
e. Connect the heating element plug to a 110 volt outlet.
f. Turn cylinder sight glass to match pressure reading on cylinder pressure gauge.This scaleshould
be used during entire chargingoperation.
g. Close valve 1 (low pressure control), fully open valve 4 (refrigerant control) and allow all the
liquid refrigerantcontained in the chargingcylinder to enter high side of aircraft system.
h. When the full charge of refrigerant has entered the system, closevalve4 (refrigerant control) and
valve 2 (high pressurecontrol).
i. After completion of charging, close all valveson the chargingstand. Disconnectthe high and low
pressure charging lines from the aircraft system. (A small amount of refrigerant remainingin the lineswill
escape). Replace lines on holder of chargingstand to keep air and dirt out of lines. Open the valveat the
top of cylinder to relieveany remainingpressure, then reclose the valve.
j. Reinstallprotective caps of Schrader valvesand any accesspanelspreviouslyremoved.
14-107.USING THE AIRPLANE COMPRESSORTO CHARGE THE SYSTEM. This method is the least
desirable due to the requirement of operating the airplane's engine to run the compressor.
WARNING
If the airconditioner is to be operated during ground servicing,the
test area should be clean and free of any loose objects lying on the
ramp. Only the service valve located on the evaporator assembly
should be used for testing.
DISCHARGE UNE
CONDENSER I
SUCTION UNE
THISENDOFH
MUST HAVE
REFRIGERANT TO DEPRESS
R OF
WARM WATER
(125'F)
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 valveswith care due to the refrigerant remaining in the hose
NOTE
14-108. ADDITION OF PARTIAL CHARGE TO SYSTEM. It is possible to top off this system with
refrigerant by the following method:
a. Remove the access panel at the rear of the cabin.
b. Connect a charging hose to a refrigerant cylinder and also to the Schrader valve fitting on the
suction line. (Refer to Figure 14-30.)
c. .Purge the charging hose by allowing a small amount of refrigerant gas to escape at the Schrader
valve fitting.
d. Start the engine and operate at 1000 RPM and turn the air conditioner on maximum cool.
e. Remove the plastic plug from the sight glass in the top of the receiver-dehydrator.
f. With a low refrigerant charge in the system, bubbles will be seen passing thru the sight glass when
the system is operating.
g. Open the valve on the refrigerant cylinder.
h. Allow refrigerant to flow into the system until the bubbles disappear from the sight glass.
i. Close the refrigerant valve and check to see that the sight glass remains clear during system
operation.
j. When the sight glass stays clear of bubbles, add an additional I /4 pound of refrigeran to the system.
(Engine should be operating at 1000 RPM.)
NOTE
This should be done with OAT at 70° F, or higher, with the air
conditioner operating.
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.
14-109. 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 the Sankyo compressor is limited to replacement of worn drive belt. Contact Sankyo
International. 10710 Sanden Dr., Dallas, Texas 75238 (214) 349-3030 for special tools and instructions for
detailed compressor maintenance.
NOTE
14-110.COMPRESSOR REMOVAL. (The removal of the compressor requires a complete system dis-
charge.) (See Paragraph 14-103.)The removal instructions for the Sankyo compressor are as follows:
a. Ascertain that air conditioning circuit protector is in the off position.
b. Remove engine cowling.
c. Disconnect the electrical leads to the magnetic clutch on the compressor.
d. Depressurize the air conditioning system.
e. Remove the suction and discharge line from the service valves on the compressor.
NOTE
f. Loosen the four bolts securing the compressor in the mounting brackets. Rotate the compressor
in the bracket slots to disconnect drive belt.
g. Support compressor and remove the attachment bolts.
14-111.COMPRESSOR INSTALLATION. The installation instructions for the Sankyo compressor are as
follows:
a. Place the compressor in the mounting brackets and install attachment bolts. Do not torque attach-
ment bolts at this time.
b. Install compressor drive belt. Rotate compressor drive belt. Rotate compressor in mounting
bracket slots to obtain a belt tension of 85 to 90 pounds. Torque the four attachment bolts 300 to 350 inch-
pounds. (Refer to Paragraph 14-113.)
c. Check the oil level in the compressor in accordance with instructions given in Paragraph 14-112.
d. Connect the discharge and suction lines to their respective fittings.
e. Evacuate and charge the system per Paragraphs 14-104 and 14-105.
WARNING
14-112.CHECK COM PRESSOR OIL. The oil levelshould be checked any time the system is discharged. Use
the following instructions for checking Sankyo compressor oil level:
a. Run the compressor for 10 minutes with engine at 1900 RPM.
WARNING
b. Discharge the system per Paragraph 14-103; be careful not to lose any oil.
c. Remove the oil fill plug.
d. Position the rotor to top dead center (refer to Figure 14-31) by rotating the clutch front plate until
the casting mark is visible in the center of the hole.
(TOP VIEW)
THRUST BEARING
OIL FILLER
HOLE
I CAST-IRON CAM ROTOR
I~~~~~~~~~~~~~~
CLUTCH
FRONT PLATE
Figure 14-32. Rotation of Clutch Front Plate (Sankyo Compressor Oil Check)
e. Rotate the clutch front plate clockwise by approximately 110. (Refer to Figure 14-32.)
f. Insert dipstick No. 32447 purchased from Sankyo. (See Paragraph 14-109 for Sankyo address.)
g. Remove the dipstick and count the number of increments of oil. The acceptable oil level in incre-
ments is 7 to 10. This represents between 2.6 and 4.4 fluid ounces.
h. When oil is added, refrigerant oil No. 9500 (Napa Temp Prod.), Sun Oil Suniso No. 5, Texaco
Copella E or Copella E (Wax Free) or equivalent 500 viscosity refrigerant oil must be used.
i. When installing the oil filler plug, make sure the sealing O-ring is not twisted and that no dirt or
particles are on the O-ring or seat. Torque the plug to 6-9 foot-pounds. Do not overtighten the plug to stop a
leak: remove the plug and install a new O-ring.
j. Evacuate and charge the system. (Refer to Paragraphs 14-104 and 14-105.)
CAUTION
The oil plug should not be removed with pressure in the system.
14-113. ADJUSTMENT OF DRIVE BELT TENSION. Adjust the Sankyo compressor as follows:
a. Rotate the compressor to obtain tension of 100 pounds for new belt or 85 to 90 pounds for old belt.
b. Run the engine for a 15 minute period at 1900 RPM with the compressor engaged.
WARNING
c. Shut down engine and recheck the belt tensions. New belt tension should fall back to desired tension
of 85 to 90 pounds. Old belts reinstalled should retain the 85 to 90 pounds span tension.
d. This tension check should be made at every 100 hours or annual inspection whichever occurs first.
14-114. REFRIGERANT LINES AND ROUTING. The refrigerant lines in this aircraft are flexible high
pressure hoses and should be handled accordingly. The hoses in the power plant area are routed so as to pro-
vide maximum protection from heat and abrasion. They couple at the firewall to hoses routed through the two
inboard, external hat section on the bottom of the fuselage, up through the floor to the condenser and evap-
orator in the tail cone. The discharge is in the right hat section and the suction in the left.
NOTE
Before any of the hose couplings are uncoupled, the system must be
completely discharged. (See Paragraph 14-103.)
14-115. RECEIVER-DEHYDRATOR.
14-116. RECEIVER-DEHYDRATOR REMOVAL. This unit is mounted on the inboard side of the evap-
orator assembly housing.
a. Discharge the system of all refrigerant. (See Paragraph 14-103.)
b. Uncouple the refrigerant lines at the receiver-dehydrator. (See Paragraph 14-97. B-7.)
NOTE
This part is not serviceable, it must be replaced. The receiver-
dehydrator should be replacedwhen the system has been operated
without a charge or is left open.
14-117.RECEIVER-DEHYDRATOR INSTALLATION..
a. Slip the mounting bracket around the receiver and put it in place on the evaporator housing with
the tube fitting on top. Align the fittings to the proper line before securing the mounting bracket.
NOTE
Torque the fittings. (See Table XIV-XI.)
b. Evacuate and recharge the system in accordance with Paragraphs 14-104and 14-105.
14-118.CONDENSER. The condenser is located in the left nacelle aft of the firewall, between stations
78.00 and 98.00.
14-119.CONDENSER REMOVAL.
a. Remove the hatch cover assembly.
b. With the system completelydischarged,disconnect the suction and dischargehosesat the condenser
fitting. (See Paragraph 14-97,B-7.)
NOTE
Cap the open linesto prevent moisture and dust from contaminating
the system.
c. Remove the screws which hold the condenser to the mounting brackets.
d. Remove the condenser from the nacelle, being careful not to bend the fins of the core or damage
connecting tubes.
NOTE
Cap the lines till reinstalled.
14-120.CONDENSER INSTALLATION.
a. Place the condenser in the left nacelle with the line connections on the outboard side.
b. Attach the condenser to the mounting brackets.
NOTE
It is advisable to change the receiver-dehydrator whenever the
system has been open to the atmosphere.
c. Seal and couple the hose fittings. Apply a small amount of Loctite refrigerant sealant to the flare
only to insure leak free connections.
d. With the condenser secured, proceed to evacuate and recharge the system.
e. When the system is completely charged, check it for any leaks.
f. Replace and secure hatch cover assembly.
14-121.CONDENSER SCOOP RIGGING INSTRUCTIONS. (Refer to Figure 14-33.) The condenser
assemblyis actuated by an electric motor through bellcranks, push rods and limit switches.Thescoop rigging
instructions are as follows:
a. Disconnectthe actuating arm from the condenserscoop by removingthe nut and bolt, that attaches
the arm to the scoop.
b. Remove the nut, washer and bolt, that attaches the actuating arm to the vent door.
c. Place the air condition toggle switch in the off position. Apply power by turning the master switch
to the on position.
CAUTION
Looking outboard the motor should drive the mechanismclockwise
to the closed position. If the motor turns in the opposite direction,
turn off power and check wiring.
d. With the system in full closed(clockwise)position, the length of the actuator arms can be adjusted
to hold the scoop and vent doors firmly closed.
e. Connect the actuating arms to the scoop and vent door and secure with attachment hardware.
f. The scoop can now be operated by turning the fan switch to the low or high position.The scoop and
vent door opening dimensions can be checked by the following outlined procedure:
1. Place the fan switch to the low or high position.
2. Depress the air condition squat switch located on the right hand main gear.
3. Place the air condition toggle switch to the on position. The scoop willthen open to the flight
position. The flight position should be adjusted to .8 ± .1 inch. (Refer to Figure 14-33.)
4. Release the air condition squat switch. The scoop will then open to the ground or full open
position. The full open position should be adjusted to 2.00 ± .10 inches. (Refer to Figure 14-33.)
5. Depress the air condition squat switch, the scoop will return to the flight position.
6. Place the air condition toggle switch to the off position, the scoop will return to the closed
position.
NOTE
If the scoop and vent doors do not open to the proper distance, ad-
justments may be accomplished by adjusting the ground and flight
position limit switches. DO NOT bend the actuator arms to adjust.
7. Cycle scoop and vent doors to ensure proper operation, by turning the air condition toggle
switch on and off.
NOTE
The squat switch must be depressed for the scoop to stop in the
flight position.
8. Turn fan and air condition switches to the off position. The scoop and vent doors will then
return to the closed position.
9. Turn off the master switch.
A487
1. CONDENSER SCOOP
2. VENT DOOR
3. ROD ASSEMBLY - SCOOP - 24 68'
4. ACTUATING ROD - CONDENSER SCOOP - 4.74"
5. ACTUATING ROD - VENT DOOR - 13.84"
6. LIMIT SWITCH - GROUND POSITION
7. LIMIT SWITCH - FLIGHT POSITION
8. LIMIT SWITCH - FLIGHT POSITION
9. LIMIT SWITCH - CLOSED POSITION
10. MOTOR
11 BEARING BLOCK
8
2
TO EVAPORATOR
VALVE ASS'Y
CAPILLARY COIL
FROM RECEIVER
DEHYDRATOR
14-123. 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 link the capillary tube.)
c. Uncouple all related tube fittings. (See Paragraph 14-97, B-7.)
NOTE
14-125. EVAPORATOR ASSEMBLY. The evaporator assembly consists of the evaporator core.
receiver-dehydrator. expansion valve. circulating fan and pressure switch together with necessary housing
and plumbing. The housing is fabricated of Cycolac type material. The condensed moisture is dumped over
board through a hose clamped to a fitting on the bottom of the evaporator housing.
14-126. EVAPORATOR ASSEMBLY REMOVAL. The evaporator assembly is located behind the cabin
rear panel. attached to the mounting panel with 12 screws and washers and a bracket securing the back to
the mounting panel.
a. Remove air conditioning filter cover. filter and rear access panels.
NOTE
b. Uncouple the liquid line from the inlet side of the receiver-dehydrator and the suction line from
the evaporator core outlet. (See Paragraph 14-97. 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
I. SIGHT GLASS
2. SERVICE VALVE (SCHRAOER) (HI)
3. CAPILLARY COIL
4. HOUSING ASS'
5. SERVICE VALVE (SCHRADER)( LOW)
6. RECEIVER DEHYORATOR CLAMP
7. RECEIVER DEHYDRATOR
8. PRESSURE RELIEF SWITCH (RANCO)
9. EXPANSION VALVE
10. OUTLET HOSE
14-128.PRESSURE RELIEF SWITCH (Texas Instruments). The pressure relief switch automatically
prevents the system from over pressurization by breakingthe electricalcircuitto the magneticclutch, stopping
the compressor until pressure is reduced. The switch is located in the line between the receiverand expansion
valve, and set to cut out at 350 ± 10 psi and cut in at 250 + 10 psi
NOTE
0
Reissued: 10/11/79 ACCESSORIESAND UTILITIES
3D22
PIPER SENECA II SERVICE MANUAL
14-132. 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 through the ducting when-
ever desired. The four position blower switch is mounted in the overhead panel and controls the three speed
blower.
AIRCRAFT
MOTORWIRES WIRES
YY1S062 Pin
Pon ESB- Universal Aircraft
. Elect. Company Harness Nos.
NOTE
Pin number 1 is at the pointed side of the plug and receptacle.
14-137.SHOULDER HARNESS INERTIA REEL ADJUSTMENT.
a. Allow tue harness to wind up on the reel as much as possible.
b. On the end of the reel, pry off the plastic cap over the spring, making sure the spring does note
come out of the plastic cap and set cap aside.
c. Unwind the harness completely, then measure and mark the harness 24 inches from the reel
center.
d. Wind the harness onto the reel until the 24 inch mark is reached, then hold reel and place cap
with spring over the reel shaft end.
e. Aligningslot in shaft with spring tang, wind spring 6 turns ± 1/2 turn and snap the plastic cover
into holes in reel end shaft.
f. Release harness and allowing it to wind up, extend the harness a few times to check reel for
smooth operation.
g. With reel fully wound, hold with inertia mechanismend and pry off plastic cap over mechanism
and set reel aside.
h. Install nut in plastic cap so that stud in cap is flush with nut surface, then reposition cap over reel
end and orientating properly, snap in place. Extend harness a few times to make sure action is correct.
BLOWER
MOTOR
LOS
Damagedcompressor Replacecompressor.
valvesor dirt under
valves.
Refrigeration
Excessivelynoisy Electrical
system. (cont.)
Compressornoisy. Check mountings and
repair; remove com-
pressor for service
or replacement.
Compressoroil level Fill with correct
low. amount of specified
oil.
Refrigeration
Excessivecharge in Dischargeexcess freon
system. until high pressure
gauge drops within
specifications.
Low charge in system. Check system for
leaks; charge system.
Excessivelynoisy Electrical
system.
Defectivewinding or Replace or repair
improper connection as necessary.
in compressor clutch
coil.
Mechanical
Loose or excessively Tighten or replace as
worn drive belts. required
14-140. SYSTEM OPERATING PROCEDURE. The selector switch must be in the manual or off position
during engine start, warm-up, taxi, and take-off.
NOTE
With full throttle and full RPM the governors should be set within
the synchrophasing range; if not consult Section VIII of this
Service Manual for high RPM setting adjustment.
Upon reaching cruise configuration the propellers should be synchronized manually to within approxi-
mately 30 RPM for the ASM control system, and 40 RPM for the OPA system. For system activation the
ASM switch should be moved to the "Auto Sync" position and the OPA rotary switch moved slightly into the
"Phase Adjustment" position. The particular system should synchronize the propellers in a few seconds but
occasionally may take up to a full minute for the ASM system or 30 seconds for the OPA system.
The ASM control system should synchronize or phase in the engines as previously described: however.
if the power settings are changed. or if an RPM differential between the two engines exceeds 50 RPM. the
switch should be placed in "Manual" for 30 to 40 seconds and the procedure reinitiated.
The OPA system has the advantage over the ASM system in that the phase angle of the propellers can be
adjusted by rotating the switch to obtain the smoothest operation. After any adjustment remember to wait at
least 30 seconds. When changing power settings the system should be turned off and the previous procedures
reinitiated.
3E9
PIPER SENECA II SERVICE MANUAL
14-140a. INDUCTOR AND KIT INSTALLATIONS. (Refer to Figures 14-37 and 14-37a.) On early
installations which used the "Auto Synch Manual" controlled system. an inductor was not incorporated in
the system but was added later to remove radio interference. If the inductor or a newer computer (which has
the inductor incorporated) have not been retrofitted. the schematics herein and available kits should be
appropriately considered.
14-141. SYNCHROPHASER SYSTEM CHECK AND ADJUSTMENT. The following wiring harness
checks require the use of Hartzell Test Set B-4467.
a. Power light operating-indicates power supply to the system computer is of the proper polarity.
b. Right or Left engine lights operating-indicates pulse generator for applicable engine is operating
properly and correctly wired.
c. AUTO SYNC or MANUAL light operating-aircraft system AUTO SYNC/MANUAL switch is
wired correctly.
d. Coil light operating-governor solenoid coil is wired correctly.
e. Coil light not operating-open circuit. or wire on Pin Number 8 is grounded.
f. Coil short light operating-short circuit in governor solenoid coil or a short between coil leads.
NOTE
Other lights on the test set may be lighted, but should be ignored
with this exception: if coil short light is lighted, place aircraft
master switch in off position and replace governor solenoid coil.
d. If either the right or left engine lights are lighted, attempt to extinguish the light by rotating
appropriate propeller in direction of normal rotation. If lights are not lighted, attempt to light by rotating
propeller.
e. Place synchrophaser mode switch in the manual position. The test set manual light should light and
the phase light should extinguish. Placing mode switch in AUTO SYNC position should cause the reverse to
occur.
Revised:8/10/80 3 ANDUTIIIES
ACCESSORIES
3E10
PIPER SENECA II SERVICE MANUAL
2843A
I COMPUTER
(HARTZELL C-4362-2)
SYNCHROPHASER
MODE SWITCH
AMP
RIGHT
GOVERNOR
2 243 B
-- ---
| COMPUTER
(HARTZELL C-4362-2)
I _
C/B
. -J
WHT
(B)K
RIGHT
GOVERNOR
L__J
A A
5
11 12
"PHASE ADJUSTMENT"
"AUTO-SYNCH"
(VARIABLE PHASE)
la (FIXED PHASE)
INSTALLATION
INSTALLATION
NOTE
f. Disconnect the test set from the aircraft and reconnect the computer.
NOTE