Manual Pawnee

MAINTENANCE MANUAL
OF
PA-25-235/260 AG AIRCRAFTS
PUELCHE I, II AND III MODEL SERIES
PAWNEE B, C AND D MODEL SERIES
LA-MM-PA-25E Rev 0 Mendoza, Argentina. October 2018
IF-2018-54589590-APN-DNSO#ANAC
Página 1 de 124
MAINTENANCE MANUAL OF PA-25
LAVIASA DOCUMENT Nº. LA-MM-PA-25E
© 2018 by Laviasa. All rights reserved
“Laviasa” and “Puelche” are registered trademarks of LAVIA ARGENTINA
For additional information:
Mailing address:
Laviasa
Hangar No.1 Aerop. Int. “El Plumerillo” (S)
(5541) Las Heras. Mendoza. Argentina
Phone: 54 (261) 448-9198
E-mail: [email protected]
Web site www.laviaargentina.com
Note: This manual, or parts thereof, must not be reproduced in any manner without written permission
of Laviasa.
Page ii Página 2 de 124

WARNING
All the people (pilots, maintenance mechanics, operators, etc.) directly involved with aerial applications by
chemical products, must take some preventive actions as follows:
1. Avoid to prolonged exposure with agricultural chemicals because most of them are toxic.
2. The contamination can occur by ingestion, inhalation or absorption through the skin. Wear rubber
gloves and boots and adequate cloths. Wash frequently avoiding scratching or placing hands near
the eyes, mouth or nose. Do not carry cigarettes in a pocket (they absorb toxic vapors). Do not eat
meals in the operation areas.
3. After each daily operations program, wash thoroughly the airplane, but not using steam clean
manner (it creates toxic vapors).
4. For possible, necessary, sanitary procedures after contamination, it is helpful to know what kind of
chemical product is being used in the airplane agricultural operations.
REVISIONS INDEX.
Rev Nº Issue Data Date inserted Inserted by

0 Original Issue 01-10-2018 Eng Gerardo
Girardin
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indicated in the Revisions Index and a black vertical bar in the right margin along the lines changed or
modified.
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INTRODUCTION
This manual contains all the information about basic design servicing and maintenance recommended
procedures of all PA-25-235-260 model, Pawnee and Puelche.
Not include information about optional equipment (electronic components, application guided system, etc).
The acknowledge and use of this manual will allow the maintenance mechanic the general maintenance even
periodic inspections, lubrication and the complete aircraft disassembling and also installation and removal of
components.
Proper service and maintenance is essential to increase safe, reliable operation of the aircraft.
Neglecting to follow the recommended operating instructions and/or not to carry out periodic maintenance
procedures can result in poor aircraft performances, damages to the aircraft, personal injuries and also the
aircraft´s owner and/or operator excluded to receive any warranty redress that may to be claimed.
This manual must be complemented with all the instructions issued by: the engines manufacturer in the
Lycoming Operator´s Manual (P/N 60297-10-June-2006) and its revisions and the propellers manufacturers in
the Mc Cauley Service Manual No. 730720 Rev-6 (Dec 2002) and Hartzell Manual 117D (61-10-17) Rev 14 (Aug
2009) and their future revisions.
Although, the information contained in the manual is up to date at the time of publication, users are urged to
keep it current by revisions: Laviasa´s Service Letters and Service Bulletins, available from the factory by
subscription.
It is convenient to consult the aeronautical authority for local approved maintenance facilities in order to know
where any appropriate and /or necessary aircraft maintenance procedures can be realized.
Explanatory Notes:
1. Pawnee Model 235 corresponds to PA-25-235 S/N 25-2000 to 25-2985 inclusive.

2. Pawnee Model “B” corresponds to PA 25-235 S/N 25-2986 to 25-4171 inclusive.
3. Pawnee Model “C” corresponds to PA 25-235 S/N 25-4172 to 25-7405572 inclusive and PA-25-260 S/N 25-
4415 to 25-7405572 inclusive.
4. Pawnee Model “D” corresponds to PA 25-235 S/N 25-7405573 to 25-8156024 inclusive and PA-25260 S/N 25-
7405573 to 25-8156024 inclusive.
5. Puelche Model I corresponds to PA-25-235 S/N LA-235-99501 and up, and PA-25-260 S/N LA-260-98001 and
up.
6. Puelche Model II corresponds to PA-25-235 S/N LA-235-08505 and up, and PA-25-260 S/N LA-260-06010 and
up.
7. Puelche Model III corresponds to PA-25-260 S/N LA-260-12043 and up.
8. SS/NN of aircrafts built by FADEA S.A. and MACH I AERONÁUTICA LTDA, will be “LA/F” and “LA/B”
respectively, preceding the model (235 or 260) and LAVIASA´S numerical order (for example: LA/F-260-
12033)
Page vi Página 6 de 124

TABLE OF CONTENTS.
CHAPTER 1 - GENERAL ......................................................................................... 1-1
CHAPTER 2 - SERVICING AND LUBRICATION ........................................................ 2-1
CHAPTER 3 - CHAPTER 3. INSPECTIONS – LIFE LIMITED COMPONENTS ................ 3-1
CHAPTER 4 - STRUCTURE AND LANDING GEAR .................................................... 4-1
CHAPTER 5 - FUEL SYSTEMS................................................................................. 5-1
CHAPTER 6 - FLIGHT CONTROLS........................................................................... 6-1
CHAPTER 7 - MOUNTING AND SETTING ............................................................... 7-1
CHAPTER 8 - POWER PLANT AND PROPELLER ...................................................... 8-1
CHAPTER 9 - ELECTRICAL SYSTEMS ...................................................................... 9-1
CHAPTER 10 - INSTRUMENTS............................................................................. 10-1
CHAPTER 11 - AGRICULTURAL EQUIPMENT ....................................................... 11-1
CHAPTER 12 - AIRWOTHINESS LIMITATIONS ..................................................... 12-1
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CHAPTER 1 - GENERAL
1.1 - AIRCRAFT DESCRIPTION............................................................................... 1-2

1.2 - AIRCRAFT DIMENSIONS ............................................................................... 1-2
1.3 - INSPECTION DOORS..................................................................................... 1-4
1.4 - LEVELING ..................................................................................................... 1-4
1.5 - TYING THE PLANE ........................................................................................ 1-4
1.6 - WALKWAY, HANDHOLD AND STEP .............................................................. 1-4
1.7 - TOOLS AND TEST EQUIPMENT ..................................................................... 1-4
1.8 - SERIAL NUMBER PLATE................................................................................ 1-4
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1.1 - AIRCRAFT DESCRIPTION
PUELCHE PA-25-235 and PA-25-260 models correspond to a designed specific aircraft for agricultural
purposes. It is a low-wing monoplane with struts and conventional fixed or spring type landing gear. Thrust
is supplied by a six-cylinder horizontally opposed, normal suction, or by fuel injection system, air-cooled
and fitted with fixed pitch propeller the model PA-25-235 and fixed or constant speed propeller the PA-25-
260.
Fuel is supplied by gravity or by injection system from a tank located on the aircraft fuselage, between the
firewall and the hopper, or two tanks installed one in each wing.
The pilot´s compartment is equipped with plexiglass windshield and windows, with rigid but collapsible
structure and ventilation system.
Hopper is located behind the fuel tank and front of the cockpit, having capacity for liquids spraying and
dusting solids.
1.2 - AIRCRAFT DIMENSIONS
The principal aircraft dimensions are shown in the Fig. 1.1 and Fig. 1.2.
Note: Due to all the PA-25 aircraft models have a little differences in their dimensions, is included only the
reference of the LAVIASA PA-25-260 PUELCHE III model.
Dimensions PA-25-260 PUELCHE III

Wing span 440,55” (11,190 mts)
Length 303,15” (7,70 mts)
Height 86,00” (2,18 mts)
Gauge 90,98” (2,31 mts)
Propeller diameter 84,00” (2,13 mts)
DIMENSIONS CHART FIGURE 1.1
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LAVIASA PA-25-260 PUELCHE III (THREE VIEWS)
FIGURE 1.2

1.3 - INSPECTION DOORS
The aircraft is equipped with inspection plates, panels and renewable fairings to make the inspection,
maintenance and components replacement easy.
1.4 - LEVELING
The airplane may be leveled as follows:
Support the tail wheel on an adjustable jack or stand so that the airplane is in approximately level flight
position. Place a level on either top longeron in the cockpit area and raise or lower the tail until the bubble
is centered; next, place the level across the cockpit from longeron to longeron (from door frame to door
frame) and level the airplane laterally by letting air out of the tire on the high side.
1.5 - TYING THE PLANE
The aircraft has two front mooring points on the lower surface of the semi-wings, anchored in the wing
front spar, and approximately half on the semi span. The rear tie is achieved by taking the rope on the
fuselage lower vertex, thereof, or failing that on the elastic tail wheel. Never will take the tail wheel fork.
1.6 - WALKWAY, HANDHOLD AND STEP

The walkways are made of non-skid compound applied to paper and bonded to the semi-wing surface over
both sides in the wingwalk area. There are two fixed handholds located on both sides of fuselage in the
area of the hopper.
1.7 - TOOLS AND TEST EQUIPMENT

Because the simplicity and easy accessibility of components, no special tools others the normal shop tools
will be required for the PA-25.
1.8 - SERIAL NUMBER PLATE

The serial number (S/N) plate is located in the upper right side of firewall. This S/N should always refer by
the user when referring to the airplane on service or warranty matters.
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Página 14 de 124
CHAPTER 2 - SERVICING AND LUBRICATION
2.1 - SERVICING ................................................................................................... 2-2

2.2 - REFUELING .................................................................................................. 2-2
2.3 - DRAINING WATER FROM THE FUEL SYSTEM ................................................ 2-2
2.4 - OIL RECHARGING ......................................................................................... 2-2
2.5 - BATTERY SERVICING .................................................................................... 2-3
2.6 - BRAKING SYSTEM SERVICING ...................................................................... 2-3
2.7 - INFLATING TIRES.......................................................................................... 2-3
2.8 - LUBRICATION REQUIREMENTS .................................................................... 2-4
2.9 - WEIGHT AND BALANCE DATA ...................................................................... 2-4
2.10 - WEIGHTING ............................................................................................... 2-4
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2.1 - SERVICING
The plane servicing includes the routine procedures as recharging fuel, oil, hydraulic fluid, tires
pressure control and other tasks that are necessary to maintain the aircraft in operative condition.
When the aircraft requires different routine services and maintenance indicated in this chapter, should
refer to applicable chapter to the corresponding system in particular.
2.2 - REFUELING
The fuel tank plate is located on the superior fuselage fairing next to fuel level indicator, or one plate
on the superior part of each semi wing fuel tank in Piper Pawnee model “D”.
Refuel the aircraft following these instructions:
a) Set to OFF the master key.

b) Attach the ground-cable to ground on the axis of one main landing gear wheel.
c) Make contact with metal funnel on the mouth of the load to discharge static electricity.
d) Fill the tank (or tanks). Remove the funnel and secure the plate. Remove the ground-cable.
2.3 - DRAINING WATER FROM THE FUEL SYSTEM
Fuel filter has installed a draining valve which allows drainage water from the fuel tank (or tanks); the valve
is accessed directly by the lower engine cowling.
NOTE:
“Draining the fuel system must be done daily before the first flight, or more frequently if
operated in higher humidity conditions. Drain approximately 150 cm3 at time”
2.4 - OIL RECHARGING
a) Open the plate located at the top of the engine cowling to access the oil cap that has incorporated
the dipstick of oil level indicator.
b) Clean the dipstick and introduce it again.
c) Get out the dipstick and note the amount of indicated oil.
d) If oil level is low, add more up to get 12 quarts mark.
e) The minimum quantity required for safety is 3 quarts.
CAUTION:
“It is recommended to operate with maximum oil capacity. Lower quantities operation could
make the engine to operate at high temperatures”.
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2.5 - BATTERY SERVICING
Battery must be frequently verified for good level of liquid. Do not fill above the battery separators
plates. Always use distilled water, do not use acid.
NOTE:
“Due to corrosion problems: terminals, connections and battery area must be inspected at
least every 30 days”.
Corrosion effects can be neutralized applying a bicarbonate solution of soda and water; repeat this
operation until bubbling ceases. Wash the battery with clean water and then, dry it. Wash and rinse
the box battery with clean water before reinstalling the battery.
2.6 - BRAKING SYSTEM SERVICING
The brake system must be filled with hydraulic fluid brake made of petroleum. This must be verified at
each inspection of 100 hours and refilled if necessary. Do not add vegetable liquid.
When is necessary to refill the system, or when brakes seem to be spongy, (probably because of the air
presence in the lines) follow the procedures:
a) Remove the rubber cover system of purge and put a hose over the bleed screw. Loose the screw
and fill the system until the master cylinder be flush. Repeat this procedure with the other brake. If
any pressure charger is not available, use an opened can and a hose, keeping the can over the
cylinder level.
b) Air presences in the lines cause a faulty operation that can be resolved by purging the individual
systems as shown below:
a. Inspect all the system looking for any breakage or leaks.
b. Remove the rubber cover of the purge system and put a hose over the bleed screw.
c. Remove the filling screw of the break cylinder of the system that is being purged.
d. Fill the cylinder with MIL-H-5606 fluid and maintain the cylinder full during the purging
process.
e. Loose the bleed screw and operate the brake rapidly to force the fluid through the purge
hose. Adjust the bleed screw during the pedal returning. Continue with this step until air
bubbles don´t come by the hose. So system will be correctly purged.
2.7 - INFLATING TIRES
For a best service, keep main landing gear tires inflated at a correct pressure of 25 pounds and 50
pounds for tail wheel tire. Pressure of 25 pounds is the minimum for satisfactory operation of main
landing gear. When the aircraft works full of load, increase pressure may be convenient, this must be
appreciated visually to adapt it to the existing conditions. It is recommended main tires to be changed
of position each other to get even wear while they are inspected at 100 hrs inspection.

2.8 - LUBRICATION REQUIREMENTS
Regular application of lubricants in conjunction along with a good cleaning will secure the maxim
efficiency and a longer life time of all parts service. Parts lubrication frequency can increase to satisfy
operative and weather particular conditions.
This will ensure a life prolongation of the mobile parts avoiding dirt accumulation, dust and corrosive
materials that can enter through cracks and grooves.
Caution should be exercised when lubrication is executed with new clean grease; when this is
combined with dirtiness, dust or corrosive materials form an abrasive compound. Due to this reason it
is important to remove the lubricant excess of all movements exposed to get contaminated. Take care
to clean grease fittings before grease.
In the Lubrication Chart included in the page 2-5, are indicated the lubrication points, lubrication type
and application frequency.
2.9 - WEIGHT AND BALANCE DATA
When figuring various weight and balance computations, the empty, static and gross weight, forward
and aft, C.G. of the airplane may be found in the Weight and Balance Form of the Airplane Flight
Manual.
2.10 - WEIGHTING
The airplane may be weight by the following procedure:
a) Position a scale in the main landing gear wheels and support and scale in the tail wheel.
b) Leveling the airplane as indicated in point 1.4.
c) Take the lecture in the three scales. Apply the computations indicated in the Flight Manual (Weight
and Balance Section).



CHAPTER 3 - CHAPTER 3. INSPECTIONS – LIFE LIMITED COMPONENTS
3.1 - GENERAL ................................................................................................. 3-2

3.2 - PRACTICES OF GENERAL ORDER INSPECTION ........................................... 3-2
3.3 - LIFE – LIMITED COMPONENTS.................................................................. 3-2
3.4 - INSPECTION REPORT ................................................................................ 3-2
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3.1 - GENERAL
This chapter contains requirements to inspect the aircraft at the indicated times, however, this may
be shortened depending on aircraft´s weather conditions operation.
To avoid repetition in the Inspection Report, some general maintenance instructions will be given in
the specific chapter to inspect certain items.
The Inspection Report that is included in the following pages must be used to execute the
inspections of 50 hours, 100 hours, 500 hours, 1000 hours and annual.
3.2 - PRACTICES OF GENERAL ORDER INSPECTION
a) Check visually the barrels, forks and terminals of the command cables; replace when existing
evidence of fissures, corrosion and defective thread fillets.
b) Replace the broken grommets or when they show evidences of excessive use and deep marks.
c) Check visually the pulleys looking for deep marks on the contact surface with the cables; rotate
or jump up and down as a result of interplay between pulley groove and lead orientation. It is a
good practice to rotate pulley while it is inspected, this is to relocate the using area in another
position, extending in this way the life service of it.
d) Check for broken control cable strands by sliding a rag over the cable in vicinity of fairleads and
pulleys.
3.3 - LIFE – LIMITED COMPONENTS

Are listed in this section, component and part with limited life that must be revised to meet
maintenance required services by RAAC 43.16 and 91.403, unless another alternative program
approved by the FAA/ANAC exists:
a) Engine: Time between overhaul (TBO) (SI 1009):_______________________ 1500 hrs
b) Propeller (Fixed Pitch) TBO (Owner/Operator Infor. Manual): _______ 2000 hrs/6 years
c) Propeller (Constant Speed) TBO (SL HC-SL-61): __________________ 2000 hrs/3 years
d) Fuel hoses and engine oil into compartment life limit:___________________ 5 years
e) Fuel tank inner cell, life limit_______________________________________ 5 years
3.4 - INSPECTION REPORT

In the next pages there are included all the operation and inspection items of different aircraft
groups must be accomplished only by persons authorized by the respective aeronautical authority.
The Inspection Report not includes proper, suitable inspection, maintenance and repairing
procedures for the components/accessories: governor, alternator, starting engine, pump of
dispersal system, electronic equipment, etc.
If it is necessary, have to recourse to authorized work shop, manufacturer and/or Laviasa.
At the time of engine overhaul (1.500 hrs), all the engine accessories should be overhauled
(Lycoming Service Instruction Nº 1009 AU)
Do not fill or write in the guide Inspection Report of this Manual. Inside, on the envelope attached
to the back internal cover is included one complete set of its pages.
To register actions, notes and file away with the aircraft documents, make the necessary copies as
needed.
Page 3-2 Página 22 de 124

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INSPECTION REPORT
PUELCHE-PAWNEE Model: PA-25-235, PA-25-260
Serial number: Date:
Registration:
Circle Inspection Type (See Notes 1 and 2) SIGNATURE
50 100 500 1000 ANNUAL 50 100 500 1000

Mechanic Inspector
DESCRIPTION
PROPELLER GROUP
Inspect spinner and back plate for cracks O O O O
Inspect blades for nicks and cracks O O O O
Inspect for grease and oil leaks O O O O
Lubricate constant speed propeller according to the
O O O
Lubrication Chart
Inspect spinner mounting brackets of the cone for cracks
O O O
Inspect propeller mounting bolts and safety wires (control
the torque if the wire is cut) (PA-25-235/260 = 55 to 65 ft- O O O
lbs)
Inspect hub parts for cracks and corrosion O O O
Rotate blades of constant speed propeller and check for
O O O
tightness in hub pilot tube
Remove the constant speed propeller., remove sludge from
O O
propeller and crankshaft.
Reinstall the propeller O O
Overhaul Propeller (Refer to Hartzell Service Letter (SL HC-
SL-61-61Y) or McCauley Service Bulletin (SB-137-AE) or its *200
latest revisions, according the propeller model considered 0 hrs
(See point 3.3)
ENGINE GROUP
NOTE: See Notes 13 and 19 before to complete the
inspection of this group
CAUTION: Ground magneto primary circuit before working
on engine
Remove the engine cowlings O O O O
Clean and inspect cowling for cracks, distortion and loose
O O O
or missing fasteners
Inspect for general oil leaks O O O O
Compression check. O O O
Drain oil sump (See Note 5) O O O O
Clean suction oil strainer at oil change (Inspect strainer for
O O O O
foreign particles)
Clean pressure oil strainer or change full flow (cartridge
type) oil filter element (Inspect strainer or element for O O O O
foreign particles).
Inspect oil temperature sender unit for leaks and security O O O
Inspect oil lines and fitting for leaks, security and chafing
O O O
(See Note 10)
Replace oil hoses (See point 3.3 and Note 10) IF-2018-54589590-APN-DNSO#ANAC
O

Registration:
50 100 500 1000 ANNUAL 50 100 500 1000

Mechanic Inspector
DESCRIPTION
Inspect oil radiator for correct installation and condition of
cooling fins O O O
Remove and flush oil radiator

O O
Inspect rocker box covers looking for leaks oil evidences; If

found, replace gasket. Adjust the cover screws to 50 lbs-ft O O O O
(See Note 14) NOTE: Lycoming requires a valve inspection
Fill
everythe400
oil engine
hours ofaccording
operationto(See
Lubrication
Note 15)Chart. CAUTION:
DO NOT USE MULTIGRADE OIL until Hartzell Service O O O O
Bulletin 142 B is complied with.
Clean engine and engine compartment. O O O O
Check spark plugs condition. (Clean and adjust gap
according to the Lycoming Service Instructions No. 1042) O O O
(See Note 11)
Inspect ignition harness and insulator(high tension leakage
O O O
and continuity).
Check magneto points for proper clearance (Maintain
clearance of 0.018” +- 0.006 for -20 and -200 series / set O O O
clearance to 0.016 for -1200 series)
Inspect magnetos for oil leaks and proper installation. O O O
Inspect breaker felts for proper lubrication O O O
Inspect distributor block for cracks, burned areas or
O O O
corrosion and height of contact springs.
Check magnetos for correct timing O O O
Overhaul or replace magnetos (See Note 6) O
Remove air filter and clean per MM(Replace as required).
O O O O
Check for correct installation
Remove and inspect for condition carburetor air heat box
O O O
and door with a light source and mirror (See Note 17)
Drain and clean inlet line fuel strainer of carburetor O O O O
Inspect air intake and carburetor air heat ducts for leaks
O O O
and tightness of clamps.
Remove, drain and clean fuel strainer bowl and screen
O O O O
(Drain and clean at least every 90 days)
Inspect condition of flexible fuel lines O O O
Replace fuel hoses.(See point 3.3 and Note 10) O
Inspect fuel system for leaks (Refer to Chapter 5) O O O O
Clean screens in electric fuel pumps, (Plunger type pump)
O O O O
(See Note 8)
Inspect fuel pumps by operation (Engine driven and IF-2018-54589590-APN-DNSO#ANAC
O O O O
electric) (See Note 8)

REV 0 :01-10-2018
Registration:
50 100 500 1000 ANNUAL 50 100 500 1000

Mechanic Inspector
DESCRIPTION
Inspect throttle, carburetor heat, mixture and propeller
O O O
governor controls for travel and operation conditions.
If original exhaust system installed, Inspect exhaust stacks and
gaskets. (Replace gaskets as require). Remove muffler and
O O O O
shroud. Inspect muffler for cracks, bump through and weld
separations.
If free exhaust system installed. Inspect exhaust stacks and
gaskets. (Replace gaskets as require) Inspect heating chamber
for cracks and proper installation. Inspect Exhaust pipe joint O O O
compression spring for proper installation (check that are not
fully compressed)
If 101-010-AR exhaust system installed. Inspect according
O O O O
manufacturer recommendations.
Inspect breather tube for obstructions and security O O O
Inspect crankcase for cracks, leaks and security of the seam
O O O
bolts
Inspect all engine baffles O O O
Inspect engine mount for cracks, condition and security. O O O
Inspect rubber engine mount bushings for deterioration (See
O O O
Note 7)
Inspect for condition of fire wall seals O O O
Inspect for condition and tension of generator or alternator
O O O
drive belt (See point 9.7)
Inspect for condition and proper installation the generator or
O O O
alternator and starter.
Inspect the extinguisher installation in the engine
compartment according to Piper Service Bulletin No. 532 if it O O O O
corresponds
Lubricate all controls O O O
Overhaul or replace the propeller governor (Refer to Hartzell
O
Service Letter HC-SL-61-61Y).
Complete overhaul of engine or replace factory rebuilt (See *150
Notes 6 and 19). 0 hs
Reinstall engine cowl. O O O O
C. COCKPIT GROUP
Clean interior of cabin. O O O O
Inspect cabin windows for damage and cracks. O O O
Inspect operation of door emergency release mechanism O O O
Clean and inspect condition of door emergency release pins O O O
Inspect cabin door fit and latching mechanism. O O O
Inspect seat for condition and upholstery for tears, and the
O O O
proper operation of regulation system.
Inspect safety belts and shoulder harness for condition, O O O

Registration:
100
50 100 500 1000 ANNUAL 50 100 500
0 Mechanic Inspector
DESCRIPTION
Inspect safety belts and shoulder harness fittings for
O O O
correct installation.
Inspect inertia reel operation. O O O
Inspect elevator trim crank for proper operation, condition
O O O
and installation.
Inspect rudder pedal assemblies for proper operation,
O O O O
condition and installation.
Inspect control stick assembly , torque tube assembly, stub
assembly and links for alignment, cracks, freedom of O O O O
movement and proper installation
Inspect flap lever for proper operation, condition and
O O O O
installation.
Inspect engine controls for proper installation, travel and
O O O O
freedom of movement.
Check navigation, landing and cockpit lights for condition
O O O
and operation.
Inspect for operation, marking, condition and attachment
O O O
of instruments.
Inspect for condition and attachment of instruments lines. O O O
Inspect altimeter operation (Calibrate altimeter system if is
O O O
necessary).
Inspect condition and operation of fuel valve O O O
Inspect condition and operation of quantity and pressure
O O O
fuel gages. (See Note 8).
Inspect condition and operation of controls and ducts O O O O
Inspect cockpit vent blower for condition and operation. O O O
Inspect operation and condition of parking brake O O O
Inspect brake cylinders for leaks and fluid level O O O O
Lubricate per Lubrication Chart O O O
D. FUSELAGE AND EMPENNAGE GROUP
Remove all plates and inspection panels O O O
Check that fuel tank has the capacity marks and legend of
O O O
minimum octane and inspect for cracks(See Note 9)
Inspect vent lines and fuel lines for leaks (See Note 9) O O O O
Control the rubber cell of fuel tank (See Note 12) O O O
Inspect header tank for condition and leaks(See Note 8) O O O
Clean interior and exterior of fuselage O O O
Clean and inspect primary and trim control for safety
O O O
corrosion and tightness
Inspect frame and stringer for damage and corrosion O O O
Inspect fabric and finish for cracks and deterioration If
O O O
fabric is doubtful, refer to AC 43-13-1A

REV 0 :01-10-2018
Registration:
100
50 100 500 1000 ANNUAL 50 100 500
DESCRIPTION
Inspect battery for proper installation and vent and drain
for proper installation, obstruction and correct orientation
O O O O
(Inspect at least every 30 days. Flush as required and fill per
battery manufacturer instructions)
Inspect tail brace wires for safety and tightness O O O
Inspect rudder and elevator hinge attachments for wear
O O O
and safety (replace pins and/or bushings as required).
Inspect rudder control cables, turnbuckles, pulleys and
bellcrank for general condition, corrosion, damages and O O O
operation. (See Note 16)
Inspect elevators control cables, turnbuckles, pulleys and
bellcranks for general condition, corrosion, damages and O O O
operation (See Note 16).
If the aircraft has E.L.T. (Emergency Localizer Transmitter)
inspect the installation and condition of battery and O O O
antenna (See Piper Service Letter No. 820)
Inspect horizontal stabilizer supports for condition and
O O O
corrosion (See Note 20)
Lubricate according to Lubrication Chart O O O
Reinstall all inspection plates and panels O O O
E. WING GROUP
Remove inspection plates and fairings O O O O
Remove fuel tanks cover plates (See note 8) O O O
Inspect fabric and finish for cracks and damages. If fabric
O O O
condition is doubtful, refer to FAA AC-43-13-1.
Inspect conditions of wing´s fittings and attachment bolts
and check bolts for proper torque (See Piper Service O O O
Bulletin No. 551 A)
Install inspection grommets at drag wires intersection to
inspect drag wires tension, wing ribs and compression O O O
members for damage. (See Note 21)
Inspect struts according to Piper Service Bulletin No. 528
O O O
and 910, strut ends and bolts for safety and condition
Inspect aileron hinges attachment for damages, operation
and safety (Replace pins, bearing blocks and/or bushings as O O O
required
Inspect aileron cables, turnbuckles, pulleys and bellcranks
O O O
for corrosion, damages and operation (See Note 16)
Inspect flaps hinges attachment for damages, operation
and safety (Replace pins, bearing blocks and/or bushings as O O O
required)
Inspect flaps cables, pulleys and bellcranks for corrosion,
O O O
damages and operation (See Note 16)
Lubricate according to Lubrication Chart O O O

Registration:
100
50 100 500 1000 ANNUAL 50 100 500
DESCRIPTION
Check that fuel tanks are mrked for capacity and minimum
O O O
octane rating (See Note 8)
Inspect fuel tanks and fuel lines for leaks. (See Note 8 and
O O O O
12)
Inspect condition of fuel cap vent (See Note 8) O O O
Inspect condition and position of the fuel tank vent check
O O O
valves (See Note 8)
Inspect condition of the vent discharge tube. (See Note 8) O O O
Reinstall inspection plates and fairings O O O O
F.1. CONVENTIONAL LANDING GEAR GROUP (SEE
FIGURES 4.2 and 4.7of MM)
Remove fairings, inspect main landing gear attachment
O O O
bolts and nuts for safety.
Hoist the plane and inspect bolts for looseness. (Rebush as
O O O
required)
Inspect cord type shock strut for weak shocks, frayed or
weak shock cord and secure attachment, or inspect air-oil
O O O
shock struts for proper extension and secure attachments
(refer to owner handbook)
Inspect main landing gear fitting and seal for tear and
O O O
deterioration.
Inspect main landing gear tires for cuts, uneven or
O O O
excessive wear and slippage
Remove main wheels, clean and inspect the bearings for
O O O
condition, and repack them.
Inspect main wheels for cracks, corrosion and broken bolts O O O
Check main wheel tires pressure (25 psi) O O O O
Inspect brake linings and discs for wear and cracks O O O
Inspect backing plates for cracks O O O
Inspect brake lines for leaks and general condition O O O
Inspect main gear wheels alignment (0° toe in and 0° tore
O O O
out)
Inspect tail wheel attachments for condition and security O O O O
Inspect tail wheel fork for looseness on bracket. O O O
Inspect tail wheel tire for cuts and uneven or excessive
O O O
wear
Remove tail wheel, clean, inspect and repack bearings. O O O
Inspect tail wheels for cracks, corrosion and broken bolts. O O O
Check tail wheel tire pressure (50 psi) O O O O
Lubricate main and tail wheel per Lubrication Chart O O O
Lubricate tail wheel swivel per Lubrication Chart O O O O
Reinstall fairings O O O

REV 0 :01-10-2018
Registration:
100
50 100 500 1000 ANNUAL 50 100 500
DESCRIPTION
F.2. SPRING LANDING GEAR GROUP (SEE FIGURES 4.3 and
4.7 of MM)
Note: Additionally to the respecting items of group F.1 observe

the follow specific items:
Inspect the structure (P/N 96127) for signs of deformation. O O O
Inspect the structure (P/N 96127) for bites and corrosion O O O
Inspect the structure (P/N) 96127 for cracks, especially
O O O
nearly to radius zones. If suspect it, apply dye penetrant.
Inspect the welded supports structure (P/N 96129) for
cracks, deformations and corrosion. Inspect the bolts for O O O
deformation, corrosion and adjustment
Inspect the axles (P/N 96128) for cracks, deformations,
O O O
corrosion and adjustment
G. AGRICULTURAL GROUP
Check oil level in duster gearbox O O O O
Inspect universal drive joints O O O O
Inspect brake and controls O O O O
Inspect grease cups on sprayer fan O O O O
Inspect top hopper tank seal O O O O
Inspect bottom hopper tank seal O O O O
Inspect sprayer pump mount assembly for condition and
O O O O
security
Inspect operation of dump valve O O O O
Inspect agitator operation O O O O
Inspect for hopper tank leaks O O O O
Inspect spray boom attachments for condition and security O O O O
Inspect spray nozzles for condition and operation O O O O
Inspect all connections for leaks O O O O
Inspect on-off control and valve operation O O O O
Inspect the pressure control valve for operation O O O O
H. OPERATIONAL INSPECTIONS
Check fuel shutoff valve for fully open, fully closed and
O O O O
freedom of movement
Check fuel pumps operation (See Note 8) O O O O
Check fuel quantity gauge indication and low level fuel
O O O O
warning system (See Note 8)
Check fuel pressure gauge indication (See Note 8) O O O O

Registration:
100
50 100 500 1000 ANNUAL 50 100 500
0 Mechanic
DESCRIPTION
Check oil pressure and temperature indications O O O O
Check generator or alternator output O O O O
Check operation of carburetor heat (if it corresponds) O O O O
Check operation of parking brakes O O O O
Check magnetos switch operation O O O O
Check RPM variation between magnetos O O O O
Check throttle and mixture operation O O O O
Check operation of propeller for smoothness O O O O
Check engine idle operation and RPM O O O O
Check propeller governor action O O O O
GENERAL
The aircraft conforms all specifications of the Airworthiness
O O O O
Authority
All the Airworthiness Directives are complied with O O O O
All Service Letters and Service Bulletins are complied with O O O O
Check for proper Flight Manual O O O O
All aircraft papers are in proper order O O O O

REV 0 :01-10-2018
NOTES
1. Control that Inspection Report and Manuals you are using correspond to their latest revisions.
2. All required inspections or operations at each inspection interval are indicated by (O). Annual
inspection is an inspection of 100 hours and meets the minimum requirement of RAAC 43
Appendix D, while 500 and 1000 hours inspections are extensions of the 100 hours inspection
and they require a more detailed examination of the airplane, and overhaul or replacement of
some large components.
3. Service Bulletins are especially important. Service Letters must be observed too.
4. Service Letters are upgrades to the product or advices related to aircraft´ service, allowing using
observations.
5. Intervals between oil changes can increase as a maximum at 100% in engines equipped with oil
filter cartridge, changing the element every 50 hours of operation and using naphtha with the
recommended octane number.
6. Determine the need for replacement or at Engine Overhaul. (For Engine Overhaul, refer to the
latest revision of the Lycoming Mandatory Service Bulletin No. SB-240W.)
7. It is recommended that all engine mount bushings to be replaced each 500 hours. Control
torque of the bolts (450/560 lbs.-inch).
8. This inspection is required on aircrafts with S/N 25-7405573 to 25-8156024, inclusive (Pawnee
“D” model).
9. This inspection is required on aircrafts with S/N 25-1 to 25-7405572 inclusive. (Pawnee “B” and
“C” models) and all aircrafts manufactured by Lavia Argentina S.A. (Puelche I, II and III models).
10. Replace all flexible hoses at the Engine Overhaul according to Lycoming Mandatory Service
Bulletin No. SB-240W and its future revisions.
11. When alternative fuel is used, refer to Lycoming Service Letter No. L 185 A for additional
information and recommended service procedures.
12. On Piper aircraft models, refer to Piper Service Bulletin No. 591 for inspection of the rubber fuel
cell Goodyear BTC-39 and to comply with AD 78-05-06 R 2. (FAA).
13. Inspection of the power plant is based on the Lycoming Operator Manual P/N 60-297-10. Any
change published on the Operator Manual of the manufacturer will replace or will complement
the instructions given in the Inspection Chart.
14. Control the cylinders for evidence of overheating, which is detected by the cylinder burned
paint. This condition indicates cylinder internal damage and if it is manifested, the cause should
be determined and corrected before the aircraft retakes servicing. A strong discoloration and
appearance of a filtration on the cylinder head and in the attachment area of this, usually occurs
because of the emission of used oil, by the thread, during the cylinder assemblage at the
factory, or by a little glass loss, which is interrupted after the cylinder is in service for some time.
This condition does not affect even the performance and operation; if it is found that loss
exceeds this conditions, cylinder must be changed.
15. At Every 400 hours of engine operation, remove the valve covers and control the freedom
movement of valve rocker, when these are closed. Look for evidence of abnormal settings or
broken parts in the area of the top of the valve, the fastener, the spring and its seat. If any
indication is found, cylinder and all its components must be removed (even the piston and the
rod) and inspected for another damages. Replace any component that is not within the shown
limits in the latest revision for Service Table of Limits No. SSP 1776.
16. Examine cables for broken strands by wiping the length of the cable with a cloth. Inspect visually
and carefully the cables for damages not detected by the cloth. Replace the damaged cables.
Refer to CA 43-13-1A, paragraph 198 (ANAC).
17. On the next inspection of 100 hours, replace the filter´s cube (P/N 22034), for the new piece
(P/N 96092) in accordance with Laviasa Mandatory S.B No. 2.
18. For aircrafts equipped with main landing gear spring type, refer to Laviasa Report No. LA-R-118
(Sept. 20, 2011).

19. These maintenance procedures are based on Lycoming O-540 engine models. For Lycoming IO-
540 engine models, refer to specifically items contained in Operator Manual of the
Manufacturer P/N 60247-10 (June 2006) and its future revisions.
20. FAA AD 2007-08-07 must be fulfilled (replacement of supports).
21. Tensioning the drag wire of the wing panel assembly covered:
a. Trace a line between the rear and aft spars. Install grommets over the line at 23’’, 63’’,
104’’ and 152’’ from wing root.
b. Open inspection holes on previously installed grommets
c. Place a spring scale in center of the wire.
d. Pull the scale to reach the value of the table.
e. Hold the drag wire with a force nipper and adjust the wire terminal according the table
f. Install inspection plates on inspection holes
Wire Displacement Tension on scale

1/8 3/8 “ 8,5 lbs.
3/16 3/8 “ 5,5 lbs.

REV 0 :01-10-2018

Página 34 de 124
CHAPTER 4 - STRUCTURE AND LANDING GEAR
4.1 - DESCRIPTION ............................................................................................... 4-2

4.2 - LANDING GEAR (CONVENTIONAL TYPE). REMOVAL (FIGURE 4.2)................. 4-4
4.3 - LANDING GEAR (CONVENTIONAL TYPE). MOUNTING (FIGURE 4.2) .............. 4-4
4.4 - LANDING GEAR (SPRING TYPE) REMOVAL (FIG. 4.3) .................................... 4-4
4.5 - INSPECTION ................................................................................................. 4-4
4.6 - LANDING GEAR (SPRING TYPE) MOUNTING (FIG. 4.3) .................................. 4-4
4.7 - BRAKE ASSEMBLY REMOVAL (FIGURE 4.4) ................................................... 4-7
4.8 - INSPECTION ................................................................................................. 4-7
4.9 - BRAKE ASSEMBLY MOUNTING..................................................................... 4-7
4.10 - MAIN GEAR WHEEL REMOVAL (FIG. 4.5) .................................................... 4-9
4.11 - INSTALLATION ........................................................................................... 4-9
4.12 - MAIN WHEEL REMOVAL (FIG. 4.5) ............................................................. 4-9
4.13 - INSPECTION ............................................................................................... 4-9
4.14 - BEARING´S TRACK REMOVAL ................................................................... 4-11
4.15 - WHEEL HALF ARMING (FIG. 4.5)............................................................... 4-11
4.16 - 4.16. TAIL WHEEL REMOVAL (FIG. 4.6) ..................................................... 4-11
4.17 - DISMOUNT THE WHEEL AND COVER (FIG. 4.6) ......................................... 4-11
4.18 - INSTALLATION ......................................................................................... 4-11
4.19 - REMOVAL OF TAIL WHEEL PIVOT ............................................................. 4-13
4.20 - MOUNTING OF TAIL WHEEL PIVOT .......................................................... 4-13
4.21 - TROUBLESHOOTING ................................................................................ 4-13

4.1 - DESCRIPTION
Fuselage is entirely formed of steel tubes SAE 4130 welded to form a rigid but collapsible structure to
protect the pilot in case of accident (See Figure 4.1)
Fuselage reparations should be performed following the guidelines of the C.A. 43-13-1 A of FAAC and
must be done in authorized facilities by Aeronautical Authority. Consult the factory when in doubt
about structural and /or fabric reparations.
Fuselage´s structure is processed as indicated shown to prevent corrosion:
The interior of lower longitudinal tubes are processed with linseed oil to prevent internal corrosion.
Fuselage externally complete is painted with epoxy anticorrosive paint. Points of possible
accumulation of corrosive compounds are processed with sealing compound.
The structure of wing is formed for aluminum ribs riveted mounted over extruded aluminum spars,
with compression struts and tubular traction and stainless steel struts of high resistance. The leading
edge and false rear spar are made of aluminum. The recovering is made of fabric.
Note: The PA-25 aircraft models have different possibilities to install one of three wing tip types:
Piper´s (round) and Laviasa´s seagull or ND.
The semi-wings are attached to the fuselage at fittings on the lower longitudinal tubes and
compression struts, which are bolted to upper fuselage members and to the wing spar fittings. The
rear struts may be adjusted on their attachments to rear spar allowing the semi-wings rigging.
The PA-25 main landing gear uses oleoneumatic dampers and shock cords or spring type system to
absorb the energy. (See Figures 4.2 and 4.3).
The tail wheel of 8”, steerable, full-swivel is PA-25´s standard equip. This unit is combined with steel
leaf springs, easily replaceable if necessary. The tire is 3.00 x 4, four ply.
The main wheel assemblies are Cleveland Products 40-84A. The tires are 8.00 x 6 four ply rating.
The fin, rudder, stabilizers and elevator are made of steel tubes and corrugated steel ribs. The hinges
of the control surfaces have bushings of bronze that should be lubricated according to Lubrication
Chart. Elevator and rudder are designed with aerodynamic balance to increase stability and decrease
efforts in the commands.
Double rod´s stainless steel wire drawing and fittings brace, the stabilizers to the fin and fuselage.
CAUTION
The tail brace wires should NOT be used for lifting or ground handling of the airplane
Note: On the following page are included the fuselage tubes diagram and dimensional chart (Figure
4.1).
Page 4-2 REV 0: 01-10-2018 Página 36 de 124

1¼ x .095
1⅜x .083
1⅛ x .120
FUSELAGE TUBES DIAGRAM. DIMENSIONAL CHART
FIGURE 4.1

4.2 - LANDING GEAR (CONVENTIONAL TYPE). REMOVAL (FIGURE 4.2)
a) Remove the upper cowling to access the eyebolt engine handling.

b) Hoist the entire aircraft to wheels off the ground.
c) Place support stand near the wing tips to avoid rolling motion, take care to cover the support with
elastic material to prevent fabric damage.
d) Disconnect the flexible of brake line circuit at the junction (1)
e) Remove the cotter pin, nut, washer and bolt (2); leave the shock absorber free.
f) Remove the nut, washer and bolt (3)
g) Remove the nut, washer and bolt (4)
4.3 - LANDING GEAR (CONVENTIONAL TYPE). MOUNTING (FIGURE 4.2)
a) Before mounting landing gear, clean carefully all bushings and apply grease according to
Lubrication Chart.
b) Place the landing gear on position and check the slackness between the gear and fuselage union in
(3) and (4); if this is of 1/32” or higher, install washers AN960-816 or AN960-816L until cancel the
setting.
c) Insert the bolts and washers and then insert nuts (torque from 250 to 350 lbs-inches).
d) Install the shock absorber support in (2) (torque from 50 to 150 lbs-inches).
e) Install the cotter pins.
f) Get off the aircraft and dismount the winch.
g) Connect the flexible of brake and purge the system.
h) Install the engine upper cowling.
4.4 - LANDING GEAR (SPRING TYPE) REMOVAL (FIG. 4.3)
a) Follow the steps shown in point 4.2 paragraphs a), b) and c).
b) Drain the hydraulic fluid of one wheel from its bleeder screw of the break cylinder.
c) Disconnect the nipple (10) of the circuit
d) Quite the two nuts (2), the four washers (3) and the two bolts (1).
e) Repeat the operation on the other wheel.
4.5 - INSPECTION
Observe the instructions of items 1 to 6 of Group F.2 of Inspection Chart.
4.6 - LANDING GEAR (SPRING TYPE) MOUNTING (FIG. 4.3)
a) Insert the two bolts (1).

b) Insert the four washers (3).
c) Put the two nuts (2) and torque to 250/350 lbs-inches.
d) Repeat the operation on the other wheel: points a), b) and c).
e) Connect the brake line hoses (10)
f) Fill the brake system with hydraulic fluid according to the Lubrication Chart.
g) Inspect brake lines for leaks.
h) Observe the instructions indicated in point 2.6 for brake system servicing
i) Get off the aircraft and dismount the winch.

MAIN LANDING GEAR (CONVENTIONAL TYPE)
FIGURE 4.2

MAIN LANDING GEAR (SPRING TYPE)
FIGURE 4.3

4.7 - BRAKE ASSEMBLY REMOVAL (FIGURE 4.4)
a) Disconnect the brake´s hydraulic line and cover the free end to prevent contamination.
b) Remove the four bolts (12)
c) Remove the cylinder assembly (1), pistons (2) and pressure plate (7). Pistons can be removed
applying air pressure by the cylinder´s input or output.
d) Remove the O ring seals (3)
4.8 - INSPECTION
a) Clean all the surfaces with alcohol.

b) Clean the O rings seals with clean hydraulic fluid and dry them carefully. If O rings are cut, torn or
deformed, they should be replaced.
CAUTION
“Never use naphtha for O rings cleaning, because they may result damaged”.
c) Inspect the cylinders for cracks and internally for scratches; cracked cylinders must be changed.
Polish the scratches with emery cloth and then, clean meticulously. Try the exposed surfaces; if it is
necessary, apply varnish base and then, paint.
NOTE “Do not paint interior´s cylinders”.
d) Inspect pistons for cracks, notches and burrs. Remove notches and burrs with emery cloth and
clean meticulously.
e) Inspect the pressure plate and back plate for cracks and deformations. Replace if they are cracked
or deformed.
f) Inspect the set brake disc for grooves, deep scratches, excessive pitting or conicity.
g) Inspect the brake lining for wear.
4.9 - BRAKE ASSEMBLY MOUNTING

a) Install O rings in pistons and insert them in the cylinders.
b) Apply grease in the cylinder holes and install pressure plate.
c) Mount the set of cylinder assembly, pistons and pressure plate.
d) Mount the hydraulic line.
e) Purge carefully the system.
f) Repeat the procedure for the brake assembly of the other wheel.
g) If it is necessary, follow the instructions of point 2.6.

BRAKE ASSEMBLY
FIGURE 4.4

4.10 - MAIN GEAR WHEEL REMOVAL (FIG. 4.5)
a) Hoist the aircraft as shown in point 4.2 b)

b) Dismount the bolts (12) and separate the back plate (11) (Fig. 4.4)
c) Remove the screws (27) and dismount the cover´s mass (29) (Fig. 4.5).
d) Dismount the cotter pin and nut of the wheel axle.
e) Remove the entire wheel from the axle.
f) Remove the internal valve and deflate completely the tube.
g) Blast-off the heel of the tire using a rubber mass.
h) Remove the nuts (25), washers (24) and screws (23).
i) Separate the two halves of wheel rim and remove the tire and tube.
4.11 - INSTALLATION
a) Inflate enough the tube to hold its circular form. Introduce them into the tire and turn up to match
tube´s balancing mark (white or yellow) with the tire (red).
b) Install the bolts (23) through brake disc and the inner half of the wheel rim. Provide horizontally
over a flat surface with the bolt´s heads downward and mount the tire with the tube.
c) Align the holes of the outer half of the wheel rim with the bolts and mount the washers (24) and
nuts (25) (tighten to 150 lbs-inch).
d) Arm the interior valve and inflate at the indicated pressure.
e) Introduce the wheel on the axle, place the nuts and adjust manually until it makes contact with the
ball bearing, then, breakdown until match the nut´s holes with the axle holes and insert the cotter
pin.
f) Install the plate with the bolts (12) and mount the rear plate.
g) Install the cover´s mass.
h) Get off the aircraft and remove the winch.
4.12 - MAIN WHEEL REMOVAL (FIG. 4.5)

To dismount the inner or outer halves of the wheel rim, remove the snap rings (22), the grease seals
(20), the felts (21), the second seals (20) and the conical ball bearings (26).
4.13 - INSPECTION
a) Inspect the wheel halves rim for cracks, corrosion, bites and other damages. The fissured wheel
halves rim must be replaced. Little marks and bites must be removed with emery cloth.
b) Inspect the grease seals and the felts by loose or distortion. Replace the felts hardened or
contaminated.
c) Inspect the brake discs for cracks, excessive looseness, scratches, corrosion and deformation.
d) Inspect the wheel bolts for cracks, and corrosion, replace the bolts cracked or corroded. Inspect the
self-breaking metal nuts, replace if they can be turned on the bolt with the fingers.

MAIN WHEEL ASSEMBLY
FIGURE 4.5

4.14 - BEARING´S TRACK REMOVAL
a) The track of the bearing is mounted on the wheel half with adjustment, this is not necessary to
remove, only if this must be replace due to bites, scratches, corrosion or overheating evidence; if its
replacement is necessary, remove as shown below:
b) Immerse the wheel half in boiling water during 15 minutes or place it over an stove not exceeding
15 minutes.
c) Remove the wheel half from the heat source and hit the track with a fiber mass or apply pressure
with a hydraulic machine.
d) To mount the new track, apply one coat of anticorrosive on the accommodation of the wheel half.
Repeat step a) and at the same time, cool the new track with dry ice during minimum 15 minutes.
e) Remove the wheel half of the heat source and the track form the dry ice; install the cooled track on
the wheel half.
f) Press the track to its site with a plastic hammer or hydraulic machine.
4.15 - WHEEL HALF ARMING (FIG. 4.5)

a) Slightly saturate the felt seal (21) with SAE 10 oil (do not immerse it).
b) Install the ball bearing, the metal seal (20), the felt (21), the second seal (20) and the snap ring (22).
c) Install the cover´s mass and the wheel as shown in point 4.10.
4.16 - 4.16. TAIL WHEEL REMOVAL (FIG. 4.6)
a) Hoist the aircraft´s tail and support the bow in a block of wood to release the tail wheel.
b) Dismount arm springs (7)
c) Dismount the bolts (2)
4.17 - DISMOUNT THE WHEEL AND COVER (FIG. 4.6)

a) Remove the cotter pin (21), nut (20) and push out the axle (26), remove the wheel fork (14).
b) Remove the spacer (28), the grease retainer (17), spacer (18) and the ball bearing (15) of both
wheel halves (31).
c) Deflate the wheel fully and then remove the nuts (35) and bolts (33).
d) Separate the two wheel halves (31).
e) Inspect the O rings for cuts, looseness and deterioration, replace if necessary.
NOTE
“The ball-bearing´s track is mounted on the wheel halves with adjustment; for its removal,
proceed as indicated on point 4.14.
4.18 - INSTALLATION
a) Install the tire and the wheel using the same procedure detailed on point 4.11 for the main gear
wheel, inflate the wheel at the indicated pressure.
b) Install the ball bearings (15), the spacer (18) and the grease retainer (17).
c) Locate the wheel in the fork and install the axle (26), the nut (20), and the cotter pin (21).
d) Install the springs (7) on the steering arm (10).
e) Get off the aircraft from the supporter.

TAIL WHEEL ASSEMBLY
FIGURE 4.6.

4.19 - REMOVAL OF TAIL WHEEL PIVOT
a) To fully disarm the mechanism of tail wheel pivot, proceed as shown below:
b) Raise the fuselage and rest it on a wooden block or stand to release the skid.
c) Separate the fully skid from crossbow, dismounting the two anchor bolts.
d) Remove the wheel according to the procedure indicated on point 4.17.
e) Hold the skid taking the fork in a vice.
f) Dismount the cotter pin (21), nut (20), washer (19), the spacer (28), the retainer (17) and the ball
bearings (15) (Fig. 4.5).
g) Dismount the pivot and its component parts.
h) Blow out all parts and dry them with compressed air.
i) Inspect all parts set, pitting, fissures and damages. Replace the rejected parts.
4.20 - MOUNTING OF TAIL WHEEL PIVOT
a) Grease the parts and mount them on the fork.

b) Install the upper pivot and install the ball bearings (15), retainer (17), the spacer (28), the washer
(19), nut (20) and cotter pin (21).
c) Mount the wheel as indicated on point 4.18.
d) Install the skid on the spring.
e) Get off the aircraft from the supporter.
4.21 - TROUBLESHOOTING
Peculiar troubles to the main landing gear (conventional and spring type), are listed in the following
chart (Figure 4.7)

MAIN LANDING GEAR TROUBLE -SHOOTING
TROUBLE PROBABLE CAUSE REMEDY

A. CONVENTIONAL TYPE
Check balance and replace tire
Tire out of balance.
if necessary.
Loose gear legs attachment
Main landing gear shimmies Retighten and retorque.
bolts.
during fast taxi, takeoff or
landing. Replace and/or adjust wheel
Worn or loose wheel bearing.
bearing.
Wheel out of alignment.
Check wheel alignment.
Incorrect operating pressure
Inflate tire to correct.
Excessive or uneven wear on Wheel bearing too tight.
Adjust properly.
main tires
Wheel out of alignment (toe in
Check wheel alignment.
or out).
Aircraft leans to one side Incorrect tire inflation. Check with tire gauge and
inflate to correct pressure.
Shock rings defectives
Check and replace as required.
Bent axles
Check visually, replace as
required.
B. SPRING TYPE
NOTE: Additionally to the corresponding troubles specified above, must to include:
Remove by mechanical means
Operational environment and
Pitting and corrosion in spring and protect the area with
sprayer products
Alodine 1201
Spring deformations Hard landing Rework in factory
Cracks in spring Hard landing or fatigue Spring replacement
Cracks in welded spring Repair as indicated on AC43-13-
Hard landing or fatigue
supports 1B
Repair as indicated on AC43-13-
Cracks in axles Hard landing or fatigue
1B
Center the spring and tighten
Spring lateral displacement Side landing
bolts
Figure 4.7


Página 50 de 124
CHAPTER 5 - FUEL SYSTEMS
5.1 - GENERAL ..................................................................................................... 5-2

5.2 - CENTRAL TANK-GRAVITY SYSTEM MODELS. DESCRIPTION........................... 5-2
5.3 - WING TANKS (PIPER PAWNEE D MODEL) DESCRIPTION ............................... 5-2
5.4 - FUEL INJECTION SYSTEM (LAVIASA PUELCHE III MODEL) DESCRIPTION ........ 5-3
5.5 - FUEL SYSTEMS FIGURES. .............................................................................. 5-3
5.6 - TROUBLE SHOOTING. .................................................................................. 5-3

5.1 - GENERAL
Basically the PA-25 aircrafts model series are equipped with two fuel systems: by gravity with a
carburetor (one central tank or two wing tanks) or by injection fuel with FCU (one central fuel tank).
5.2 - CENTRAL TANK-GRAVITY SYSTEM MODELS. DESCRIPTION

a) Located in the first fuselage bay aft of the firewall is a 38 (or 53) gallons, non-corrosive, fiberglass
reinforced, plastic fuel tank incorporating a polyurethane and nylon liner. This internal cell is a
safety feature incorporated to prevent fuel spillage in the event of a severe impact.
b) The fuel quantity gauge is a float type direct indicating unit installed in the top of the tank within
easy view of the cockpit. The fuel shut-off valve is controlled by a “T” handle on the right side of the
cockpit.
c) The fuel strainer, on the lower forward side of the firewall in the engine compartment, traps water
and sediments that may collect in the system. Additional fuel screens are provided at the tank
outlet and in the carburetor. On Puelche models was incorporated a new fuel strainer bowl at the
tank outlet with slanting floor to facilitate the drainage. The quick-drain valve on the strainer
should be checked daily for water and dirt.
d) The fuel tank itself has an external vent line, and a non-vented fuel cap is used.
e) The engine primer pump on the left hand side of the instrument panel takes fuel from the top of
the fuel strainer and pumps directly to the cylinders of the engine. The primer should be locked in
at all times except when in use, to prevent malfunctioning of the engine.
f) An idle cut-off is incorporated in the mixture control. The engine should be stopped with the idle
cut-off.
5.3 - WING TANKS (PIPER PAWNEE D MODEL) DESCRIPTION
a) A 38,5 gallons of fuel are carried in two aluminum tanks, one in each wing. An electric fuel quantity
gauge, a fuel pressure gauge and a low fuel warning light are mounted on top of the center of the
instrument panel. The low fuel warning illuminates when approximately 7 gallons of fuel is left on
board.
b) In addition to the engine-driven fuel pump, there are two electric fuel pumps connected in parallel
and activated by a single ON-OFF switch mounted on the subpanel on the lower right side of the
instrument panel. Circuit breakers for the electrical fuel pumps and fuel quantity indicator are also
mounted on this subpanel.
c) To facilitate starting, an engine primer pump on the left side of the instrument panel may be used
to manually pump fuel directly into the engine cylinders. To prevent engine malfunction, the primer
pump should be locked in at all times. Except when in use.
d) Both fuel tanks feed simultaneously into a header tank which serves to maintain a constant flow of
fuel to the engine. The header tank is equipped with a quick drain and a float valve connected to
the vent line. The header tank drain and vent line drain are located aft the wing on the underside of
the fuselage. The fuel filter drain is also located on the underside of the fuselage but aft of the
firewall. Each fuel tank has a drain located on the underside of the wing. Before each flight, the
quick-drain valves should be opened for a few seconds to remove water and sediments from the
fuel system.
e) One way check valves are used in the vent line to prevent excess fuel overflow during taxi turns or
uncoordinated flight. These check valves have two pressure release holes which bypass the check
valves and will allow slight overflow during thermal expansion of a fuel tank.
f) An idle cut-off is incorporated in the mixture control. The engine should be stopped with idle cut-
off.

NOTE
To insure lateral stability, fuel tanks must NOT be filled asymmetrically.
5.4 - FUEL INJECTION SYSTEM (LAVIASA PUELCHE III MODEL) DESCRIPTION
a) Similar to point 5.2 a).

b) Similar to point 5.2 b)
c) There is a fuel strainer on the lower forward side of the firewall in the engine compartment.
Additional fuel screen is installed at the tank outlet.
d) The fuel injection system is a low pressure system of injecting fuel into the intake valve port of the
cylinders. It is a multi nozzle, continuous flow type which controls fuel flow to match engine
airflow.
e) Any change of throttle position, engine speed or a combination of both, causes changes in fuel flow
in the correct relation to airflow.
f) A manual mixture control and a fuel flow indicator are installed for leaning at all combinations of
altitude and power setting. There are no running parts in this system except for the engine-driven
fuel pump.
g) The Fuel Control Unit (FCU) occupies the position used for a carburetor at the intake manifold inlet.
The function of the FCU is to control engine air intake and to set the metered fuel pressure for
proper fuel-air ratio.
h) Fuel Distributor (FD) metered fuel flows to the fuel manifold valve (FMV) which provides a central
point for distributing fuel to the cylinders.
i) Fuel Discharge Nozzles. From the FMV, individual, identical size and length fuel lines carry metered
fuel to the fuel discharger nozzles located in the cylinder heads.
j) Fuel Injection Pump – This unit is a positive-displacement, rotating vane type connected to the
accessory drive section of the engine.
k) Check and shut-off valves, filters, etc. complete the system.
5.5 - FUEL SYSTEMS FIGURES.
On the following pages there are included illustrations and diagrams of the fuel systems installed on
PA-25 aircrafts (Figures 5.1 to 5.4).
5.6 - TROUBLE SHOOTING.

Peculiar troubles to the fuel systems are listed on the following pages (figure 5.5).

PIPER PA-25-235/260 PAWNEE B AND C
LAVIASA PA-25-235/260 PUELCHE I AND II
FIGURE 5.1

FUEL SYSTEM DIAGRAM
FIGURE 5.2

PIPER PA-25-235/260 PAWNEE D
FIGURE 5.3

LAVIASA PA-25-260 PUELCHE III FUEL SYSTEM
FIGURE 5.4

FUEL SYSTEMS – TROUBLESHOOTING

Flush fuel system.
Blockage in fuel line.
Check and clean vent hole in cap.
Blockage of cap vent.
Clean or replace nozzle.
Plugged fuel injector nozzle.
Check and replace if necessary.
Failure of mechanical or electrical
Failure of fuel to flow pump.
Leak in induction system. Tighten all connections. Replace

any defective part.
Failure of fuel selector to be in
proper position. Check position of selector and
adjust if required.
Damage of fuel selector valve.
Replace fuel valve.
Check and repair.
Broken wire.
Replace.
Gauge inoperative.
Check and reset.
Circuit breaker open.
Fuel gauge fails to operate.
Check ground connections at fuel
Incomplete ground.
transmitter in wings.
Float and arm assembly of fuel
Check fuel transmitter in tank and
transmitter in tank sticking.
repair or replace.
Fuel gauge indicates empty when Fuel transmitter sender wire
Check wiring. (refer to Chapter 9).
tanks are full. shorted to ground
Incomplete ground. Check ground at instrument.
Float arm stuck. Replace fuel transmitter.

Fuel gauge indicates full when
tanks are empty.
Fuel transmitter wiring open. Check wiring. (refer to Chapter 9).
Gauge inoperative. Replace gauge.

Fuel gauge indicates high fuel flow Plugged fuel injector nozzle. Clean or replace nozzle.
Fuel stuck or in wrong position. Check valve and repair or replace
No fuel in tank. Check fuel level and fill.
Defective fuel pumps. Check pumps for pressure build up.

Check diaphragm and relief valves.
Check for obstructions. Check by
No fuel pressure indication. pass valve and air leak in intake
lines.
Trace lines and locate obstructions.
Check and repair.

Replace gauge.
Obstruction in system.
Broken wire to transducer.
Defective gauge.
Obstruction in system. Trace lines and locate obstructions.
Replace valve.
Faulty by pass valve. Replace or rebuild pump.

Pressure low or pressure surges.
Faulty diaphragm. Examine o´ring and back up washer
for aging. Examine chambered
Leakage at inlet port. o´ring seat and inlets boss threads.
Replace damaged parts.
Unidentified leak. Fuel line damaged / looseness. Locate and repair or tighten.
Fuel valve leaks. Worm o´rings. Replace o´rings or valve
Needle fluctuation. Surge done or pump filled with fuel Remove and empty.
High fuel pressure with engine shut Fuel in line expanding due to heat
Normal. There is no trouble.
off. Right after flight build up in cowling.
Figure 5.5


CHAPTER 6 - FLIGHT CONTROLS
6.1 - DESCRIPTION ............................................................................................... 6-2

6.2 - AILERONS (FIG. 6.1) ..................................................................................... 6-2
6.3 - AILERONS REMOVAL ................................................................................... 6-2
6.4 - INSPECTION ................................................................................................. 6-2
6.5 - MOUNTING ................................................................................................. 6-2
6.6 - RUDDER (FIG. 6.2)........................................................................................ 6-4
6.7 - RUDDER REMOVAL ...................................................................................... 6-4
6.8 - INSPECTION ................................................................................................. 6-4
6.9 - MOUNTING ................................................................................................. 6-4
6.10 - ELEVATOR (FIG. 6.2)................................................................................... 6-4
6.11 - ELEVATOR REMOVAL ................................................................................. 6-4
6.12 - INSPECTION ............................................................................................... 6-4
6.13 - 6.13. MOUNTING ....................................................................................... 6-4
6.14 - FLIGHT CONTROL (FIG. 6.3) ........................................................................ 6-6
6.15 - STICK CONTROL SET ................................................................................... 6-6
6.16 - INSPECTION ............................................................................................... 6-6
6.17 - REMOVAL .................................................................................................. 6-6
6.18 - INSTALLATION ........................................................................................... 6-6
6.19 - PEDALS SET ................................................................................................ 6-6
6.20 - INSPECTION ............................................................................................... 6-6
6.21 - REMOVAL .................................................................................................. 6-8
6.22 - MOUNTING ............................................................................................... 6-8
6.23 - AILERONS COMMAND ............................................................................... 6-8
6.24 - INSPECTION ............................................................................................... 6-8
6.25 - CONTROL CABLES REPLACEMENT .............................................................. 6-8
6.26 - COMMAND CABLES REGULATION .............................................................. 6-9
6.27 - COMMAND OF DEPTH ............................................................................... 6-9
6.28 - INSPECTION ............................................................................................... 6-9
6.29 - REMOVAL AND MOUNTING CABLES .......................................................... 6-9
6.30 - FLAPS CONTROL......................................................................................... 6-9
6.31 - INSPECTION ............................................................................................. 6-10
6.32 - REMOVAL AND MOUNTING ..................................................................... 6-10

6.1 - DESCRIPTION
Flight and engine controls are provided in the PA-25. The control surfaces are: the ailerons, rudder,
elevator and flaps.
6.2 - AILERONS (FIG. 6.1)
Ailerons are simple built, with spars and duraluminum ribs, leading and trailing edges on aluminum
sheet; the hinges and horns are built of SAE 4130 welded steel plates. They are fabric covered.
6.3 - AILERONS REMOVAL
a) Disconnect the terminals of the control cables of the aileron horns.

b) Dismount the three cotter pins of the hinges (17), nuts (15) and bolts (14)
6.4 - INSPECTION
a) Inspect fabric for condition and its painting.

b) Verify drain grommets are open.
c) Inspect hinges for corrosion and general condition of bushings.
d) Inspect bolts for condition; change if necessary.
6.5 - MOUNTING
a) Follow the inverse steps of removal (point 6.3).

b) Lubricate according to Lubrication Chart.

AILERONS COMMAND SYSTEM ASSEMBLY
FIGURE 6.1

6.6 - RUDDER (FIG. 6.2)
Rudder is built of SAE 4130 welded steel tubes and corrugated steel ribs with fabric covering.
6.7 - RUDDER REMOVAL

a) Disconnect anti snag cable (29) from the top of the rudder.
b) Disconnect the power supply cable of the navigation light.
c) Disconnect the control cables from the rudder horns.
d) Disconnect the springs connected to tail wheel skid.
e) Dismount from the two hinges, the cotter pin (25), nut (24), washer (26) and bolt (23).
6.8 - INSPECTION
a) Inspect fabric condition and painting.

c) Inspect hinges fro corrosion and condition.
d) Inspect bolts for condition; replace if necessary.
e) Check travel: Right 25º and Left 25º +/- 2º.
6.9 - MOUNTING
a) For mounting, follow the inverse steps of removal.( Point 6.7).
b) Lubricate according to Lubrication Chart
6.10 - ELEVATOR (FIG. 6.2)
It is constructed in two parts, left and right. Its structure is built of SAE 4130 welded steel tubes and
corrugated steel ribs with tension steel reinforcement; it is fabric covered.
6.11 - ELEVATOR REMOVAL
a) Dismount covers (8) left and right.

b) Dismount couplings (27) and (28).
c) Dismount union bolts between left and right elevator parts.
d) Dismount bolts of hinges between elevator and stabilizer.
6.12 - INSPECTION
a) Inspect fabric for condition and painting.

c) Inspect the hinges for corrosion and bushings for condition.
d) Inspect the bolts for condition; replace if necessary.
e) Check travel: Up 28º and Dawn 15º +/- 2º
6.13 - 6.13. MOUNTING

For mounting, follow the inverse steps of removal (point 6.11).

RUDDER COMMAND SYSTEM ASSEMBLY
FIGURE 6.2

6.14 - FLIGHT CONTROL (FIG. 6.3)
a) The flight control set consists of the control stick, ailerons control system, elevator control system,
elevator trim control system and the rudder control system.
b) Stick control commands ailerons and elevator, pedals commands rudder and control trim assembly
varies the spring tension of trim.
6.15 - STICK CONTROL SET
c) The same consists on stick and torque tube.

d) It is fixed to the structure through two bushings of half cane type, joined together through bolts.
6.16 - INSPECTION
a) Clean and degrease the set.

b) Verify the free movement and loosing on the bar hinge of the set bolt and bushings of support
stick.
c) Inspect pulley condition of the depth cable and the cable sector located on the interior of torque
tube for wear and breakage of the wires; inspect the thimble for condition.
d) Inspect stick for condition and torque tube for cracks, corrosion and wear of holes.
6.17 - REMOVAL
a) By inside the cockpit, disconnect depth cables and ailerons.

b) Dismount depth cable pulley.
c) Dismount the support bushings of the stick control set.
d) Remove the set.
6.18 - INSTALLATION
a) Lubricate support bushings with multipurpose grease.
b) Install the set, following the inverse steps to the point 5.17.
c) Install secures and regulate the cables tension (See 6.26).
6.19 - PEDALS SET
The same is constituted by individual pedals made of aluminum alloy, having installed the brake
cylinder too; both are connected to the structure through an “U” of steel tubes.
6.20 - INSPECTION
a) Inspect each pedal for fissures, cracks, looseness and holes ovalling.
b) Verify displacement of the same, and “U” cracks supporter condition, corrosion and permanent
deformations.
c) Verify the brake cylinder for leaks, efficiency and general condition. Verify liquid level, if necessary,
recharge with MIL-H-5606 leaving it completely filled. The liquid level must be controlled every 100
hours and when pedal seems to be “spongy”.
FLIGHT CONTROL SYSTEMS
FIGURE 6.3

6.21 - REMOVAL
a) Disconnect the cable command.

b) Remove the pin that holds the pedal.
c) Remove the four bolts that fix the “U” to the fuselage structure.
6.22 - MOUNTING
a) Lubricate the movements with multipurpose MIL-L-7870 oil or similar.

b) Reinstall, following the inverse steps to the point 5.21.
6.23 - AILERONS COMMAND

The same is constituted by four cables of 1/8” of diameter connected to the torque tube or linked
together to the balance case. They have two barrels that allow its installation and correct tension.
6.24 - INSPECTION
a) Inspect for wire breakage, wear, etc.

b) Inspect pulleys for break, wear, free movement and interference. Lubricate with MIL-L-7870 oil.
c) Inspect bolts and nuts for cracks or corrosion, replace defective elements.
d) Verify the barrels secure.
e) Verify the travel of the ailerons: 23° up and down more 2° less placing a goniometer at the inner
end of aileron.
f) Verify cables tension with appropriate tensiometer.
6.25 - CONTROL CABLES REPLACEMENT
a) Remove inspection plates located on the wing.

b) Dismount the cables on its ends. One end on ailerons and the other one on the stick.
c) Remove nicopress from the end of the aileron. Fix on the cable without nicopress a flexible cable or
wire to use as guide.
d) Remove the cable pulling the other end.
e) Once the old cable is removed, fix on the end´s auxiliary cable the new cable and perform the
reverse operation until route the new cable inside the wing.
f) Install the new nicopress with appropriate tool and control for tightness with the corresponding
caliber. Press three times over the nicopress on parallel positions.

6.26 - COMMAND CABLES REGULATION
a) By means of an auxiliary device center and lock the stick control. Perform the same procedure with
ailerons.
b) Connect command cables to each other and to ailerons.
c) Tighten the cables to achieve a tension of 34 or more, less 2 pounds, at 25°C in all cables.
d) Release ailerons and stick control performing the necessary corrections for the system centered.
Verify once more time the tension.
e) Verify the travel and the free movement of the command system.
f) Lock the barrels with clips or safety wire.
6.27 - COMMAND OF DEPTH

This command consists of two cables attached to the stick control and the link elevator horn (P/N
10449). System is complete with two barrels that take the rear link elevator with the trim mechanism,
which compensates the effort on the stick control through a cable and spring whose ends goes fixed to
the rear link elevator too.
6.28 - INSPECTION
a) Inspect cables for wear, wires breakage, etc.

b) Verify pulley condition, bolts, barrels, spring, etc. Lubricate
c) Verify condition of the trim mechanism gearings. Lubricate according to the Lubrication Chart.
6.29 - REMOVAL AND MOUNTING CABLES
a) Disconnect the cables from the stick and rear link elevator.
b) Remove the pulleys P/N 41001-00 and 80421-00.
c) Remove cables.
d) Mounting is effected on reverse way to the indicated one.
e) Verify the tension on the cables of 52 more less 2 pounds.
f) Verify the free movement and lock barrels with clips or safety wire.
6.30 - FLAPS CONTROL
This command is constituted by the bar which is installed on the left of the pilot seat and has a locking
mechanism for three different positions, the movement transmitter cable´s system, two links with
arms and two antagonistic springs.

6.31 - INSPECTION
a) Verify the bar condition, locking and unlocking effectiveness, general condition for corrosion, wear,
etc. Lubricate the mechanism according to the Lubrication Chart.
b) Verify condition of the cables and pulleys for breaks, frayed, etc.
c) Verify condition of bolts, nuts and bushings.
d) Control the bearings and thrust arm for light in the existing hole in the bearing. Verify the minimum
distance of thrust arm threaded into the bearings. Make sure the nut is adjusted
e) Inspect condition of springs. Verify that springs do not interfere with other elements.
f) Verify condition of links for cracks and wear, particularly in holes of pushing arm and the spring for
ovalling and wear.
6.32 - REMOVAL AND MOUNTING
a) Dismount the bar by removing the secure (cotter pin) that locks the bar with the internal bushing
(P/N 80132-57).
b) Remove the internal bushing.
c) Dismount the Ratchet (P/N 12776-00) by removing the bolt that fixes it to the structure.
d) Remove the nicopress that fixes the command cable to the bar.
e) For dismounting of cables and links, access to the link (P/N 40092-10) through inspection plates
located on the lower surface of the semi wing. Dismount unions and cables by removing the
corresponding screws.
f) For mounting, perform the steps indicated in reverse way verifying the routing of cables and free
movement. Lock the barrels.


Página 72 de 124
CHAPTER 7 - MOUNTING AND SETTING
7.1. INTRODUCTION ............................................................................................ 7-2

7.2. SEMI WINGS INSTALLATION ......................................................................... 7-2
7.3. FLAPS AND AILERONS INSTALLATION ........................................................... 7-2
7.4. SEMI-WINGS SETTING................................................................................... 7-2
7.5. TAIL SURFACES INSTALLATION...................................................................... 7-3

7.1 - INTRODUCTION
The information contained on this chapter indicates the necessary instructions for semi wings
installation, ailerons, flaps and tail surfaces as also their settings and commands adjustment. Refer to
Chapter 6 in regard to the installation and inspection of command systems.
7.2 - SEMI WINGS INSTALLATION
a) Present the semi-wing to the fuselage attachment. Put the bolt NAS 1308-29 on the front fitting.
Install washers AN 960-516 on head and end bolt. Install nut MS 20365-524 C. Proceed equally for
the rear fitting, installing bolt AN5-16 A, the washer AN960-516 and nut MS-20365-524 C.
b) Proceed to install the strut, fixing it to the fuselage´s upper fitting and to the wing on its front and
rear fittings. Then install the jury struts and connect the ailerons and flaps cables according to what
is indicated on Chapter 6.
7.3 - FLAPS AND AILERONS INSTALLATION

Present each surface on its respective hinges, and then proceed to install the bolts AN 2426 and nuts
AN 320-4. Install the washers AN 960-416, as many as necessary, to avoid the lateral setting. Effect the
connection of the cables to the respective surfaces.
7.4 - SEMI-WINGS SETTING
a) To the purpose of adjusting the wing rigging, proceed as shown below:

b) Level the aircraft as indicated on Chapter 1, point 1.4.
c) Dihedral angle, this is fixed and cannot be altered.
d) Washout: Put a spacer block of ¼ of inch (6,35 mm) on the end of a lever or a level of 30 inchs (75
cm) approximately. With the aircraft leveled, hold the level fore and aft against the bottom of the
rib outboard the aileron, with the spacer block at front spar. The correct washout is obtained when
the bulb is centered. This also can be achieved with the adjustable screw existing in the rear arm
assembly that allows varying the length of it.
e) For setting of flaps and ailerons, proceed to their installation according to point 7.3. Then, effect
the setting and correction of commands according to point 6.26. For the flaps setting, put these
with their trailing edge matching with the end of the trailing edge area in the inner sector, and with
the trailing edge of the aileron on its outer sector, being this last centered. To achieve this position,
vary the length of the thrust arm. Then adjust the command cable through the barrels. System will
stay set when left flap is at 57° more less 2° and when the cable is tensed. Then take the right flap
to the same travel. Finally adjust the nuts of the thrust arm and lock properly the barrels.

7.5 - TAIL SURFACES INSTALLATION
a) Level the aircraft according to the procedure indicated on point 1.4.

b) The stabilizer is set by leveling the rear spar of the same, through the regulation of the rear tail
braces while leaving the front mismatched.
c) See that the hinges of the elevator form a straight line and leveled from end to end of the stabilizer.
d) Control that the fin is perpendicular to the stabilizer.
e) After the rear tail braces are adjusted, adjust the front tail braces being careful not to twist the fin
or the stabilizer.
f) Adjust the tail braces as follows: Locate one steelyard in the middle of the section of the free tail
brace between nipples, pull perpendicularly to the tail brace to reach a load of 4.5 Kg. more less
450 gr.; the deflection caused by this load must be of 11 mm more less 1.5 mm for the tail brace to
be perfectly tensioned.


CHAPTER 8 - POWER PLANT AND PROPELLER
8.1. GENERAL ...................................................................................................... 8-2

8.2. DESCRIPTION ................................................................................................ 8-2
8.3. COMMON PRACTICES ................................................................................... 8-2
8.4. ENGINE COWLINGS REMOVAL (FIG. 8.1) ....................................................... 8-4
8.5. CLEANING, INSPECTION AND COWLINGS REPAIR .......................................... 8-4
8.6. ENGINE COWLINGS INSTALLATION ............................................................... 8-4
8.7. REMOVAL OF FIXED PITCH PROPELLER ......................................................... 8-4
8.8. INSPECTION .................................................................................................. 8-5
8.9. PROPELLER MOUNTING ................................................................................ 8-5
8.10. REMOVAL OF CONSTANT SPEED PROPELLER............................................... 8-5
8.11. INSPECTION ................................................................................................ 8-5
8.12. PROPELLER MOUNTING .............................................................................. 8-6
8.13. GOVERNOR DISMOUNTING ........................................................................ 8-6
8.14. GOVERNOR MOUNTING ............................................................................. 8-6
8.15. GOVERNOR REGULATION ........................................................................... 8-6
8.16. ENGINE REMOVAL ...................................................................................... 8-6
8.17. ENGINE INSTALLATION ............................................................................... 8-7
8.18. REPLACEMENT OF THE ENGINE MOUNT BUSHINGS. ................................... 8-8
8.19. AIR FILTER REMOVAL .................................................................................. 8-8
8.20. AIR FILTER CLEANING.................................................................................. 8-8
8.21. AIR FILTER INSTALLATION ........................................................................... 8-8
8.22. SYSTEM OF STARTING-MAGNETOS ............................................................. 8-9
8.23. MAGNETOS INSPECTION............................................................................. 8-9
8.24. INSTALLATION OF THE MAGNETO AND SET UP PROCEDURE ...................... 8-9
8.25. HARNESS IGNITION INSPECTION ............................................................... 8-10
8.26. HARNESS REMOVAL ................................................................................. 8-10
8.27. REMOVAL OF THE SPARK PLUGS ............................................................... 8-10
8.28. INSPECTION AND CLEANING OF THE SPARK PLUGS ................................... 8-11
8.29. SPARK PLUGS INSTALLATION .................................................................... 8-11
8.30. OIL FITER REPLACEMENT .......................................................................... 8-11
8.31. ENGINE AND PROPELLER MODELS INSTALLING COMBINATION ................ 8-12
8.32. TROUBLE SHOOTING................................................................................. 8-12

8.1 - GENERAL
The purpose of this chapter is to provide instructions to dismount, effect minor repairs, to affect the
service and install and / or remove the engine and/or the propeller and their components and give
suggested remedies to peculiar troubles. For instructions about major repairs and/or overhauls,
consult the appropriated updates of the manufacturers.
8.2 - DESCRIPTION
Model PA-25-235 has installed an engine LYCOMING O-540-B2C5 (Fixed Pitch Propeller) with 235 HP
thrust at 2575 RPM, with a compression ratio of 7,20:1. The model PA25-260 has installed an engine
LYCOMING O-540-G1A5 (constant speed propeller), an O-540-G2A5 (fixed pitch propeller), or and
Lycoming IO-540-D4 A5 (constant speed propeller). These engines have a thrust of 260 HP at 2700
RPM, with a compression ratio of 8,50:1.
8.3 - COMMON PRACTICES

The following suggestions must be applied when needed during the power plant working.
a) To secure a correct reinstallation and/or mounting, mark all the parts with their location and
position before to their dismounting.
b) During tubes removal, hoses and engine´s parts inspect for scratches, burned parts or other
undesirable conditions. To make installation easy, notice the location of each component. Identify
with a card the parts or components out of service to research their possible repair.
c) You must exercise extreme care to prevent the entry to the engine of strange objects like safety
wires, washers, nuts, dust, dirt, etc. This caution must be observed when working on dismounted
engine or installed on the aircraft. Must protect with covers, or plastic cloth, the exposed openings
to avoid the entry of polluting materials.
CAUTION
“All the protection elements must be placed to protect the openings OUTSIDE, and never
from INSIDE, to avoid that, unintentionally when connecting a hose, this is blocked”.
d) If any strange element entered into the engine, the assembly process must be stopped and the
element removed, no matter if this requires a prolonged time of work. Make sure that all parts
have been carefully cleaned before mounting.
e) Never re- use the safety wires, nuts, and lock-braking washers and cotter pins. Only use safety wire
and stainless steel cotter pins.
f) All the gaskets, retainers and rubber parts must be replaced for new parts to the remounting. Make
sure that not metal parts to install, do not show signs of wear produced during the storage.
g) When installing engine´s parts that require the usage of hammer to make their mounting easy, use
only plastic hammer.

ENGINE COWLINGS SET
FIGURE 8.1

8.4 - ENGINE COWLINGS REMOVAL (FIG. 8.1)
a) Open fasteners (11) of the upper cowling right (6) and left (10).
b) Dismount the screws (31) and (35) of the center upper cowling (8).
c) Remove the complete upper cowling (5).
d) Dismount the lower cowling fixation screws (1) to the support (28) and remove the lower cowling.
e) To remove the front mask (4), the propeller must be removed and to disconnect the wire of landing
light power (on aircrafts S/N LA-235-08506 and up and LA-260-08023 and up it is not necessary that
disconnection).
8.5 - CLEANING, INSPECTION AND COWLINGS REPAIR
a) Cowlings must be blasting with naphtha and then dried with a clean cloth.
b) Inspect cowlings for dings, fissures, loss of rivets and damaged snaps.
c) Repair all defects to prevent future damages.
8.6 - ENGINE COWLINGS INSTALLATION

The installation of engine´s cowlings must be effected following the inverse way as indicated on point
8.4.
8.7 - REMOVAL OF FIXED PITCH PROPELLER
WARNING
“Before effecting any work on the propeller, make sure the magneto´s key and the master
are turned OFF and the mixture control is closed”.
a) Dismount the fixation screws and remove the cone (“spinner”).
b) Cut the safety wires
c) Unscrew and remove the propeller´s screws.
d) Remove the front plate, the propeller and the back plate.

8.8 - INSPECTION
a) Blast out the propeller, the cone (“spinner”) and front plate and back plate.
b) Inspect the propeller for bites, cuts and nicks. Defects on the leading edge of the blades must be
corrected with fine emery cloth.
c) Every time that propeller is dismounted, the fixation bolts of it must be inspected for fissures with
dye penetrant ink.
8.9 - PROPELLER MOUNTING
The propeller mounting must be effected following the inverse procedure indicated on 8.7. Torque
bolts from 55 to 65 Lbs-ft.
8.10 - REMOVAL OF CONSTANT SPEED PROPELLER
WARNING
“Before effecting any work on the propeller, make sure the magneto´s key and the master
are turned OFF and the mixture control is closed”.
a) Unscrew fixation bolts of the propeller´s cube to the engine´s plate.

b) Remove the propeller
CAUTION
“Do not try to disarm the propeller beyond what is shown in this manual. If you need any
internal repair or change of parts, send it to an authorized Repair Workshop”.
8.11 - INSPECTION
a) Inspect for grease and oil leaks.

b) Clean the cube and the blades.
c) Inspect the cube for cracks
d) Inspect the blades for bites, cuts and nicks. Defects on the leading edge must be corrected with fine
emery cloth.
e) Remove one of the grease fittings on each blade and apply grease on the remaining until it flows
new grease by the removed fitting hole.

8.12 - PROPELLER MOUNTING
The propeller mounting must be effected following the inverse procedure indicated on point 8.10.
Torque bolts from 60 to 70 Lbs-ft and with safety wire, lock them in pairs.
8.13 - GOVERNOR DISMOUNTING
a) The governor is mounted on the top part on the left front of the engine, dismount it as follows:
b) Disconnect the control rod.
c) Remove the mounting nuts from the governor.
d) Remove the governor and cover the housing to avoid the entry to the engine of strange objects.
8.14 - GOVERNOR MOUNTING
a) Clean carefully the seat and the axle of the governor.

b) Impregnate the gasket with sealing compound.
c) Lubricate the axle with engine oil.
d) Install the governor and torque from 140 to 160 Lbs-inch.
e) Connect the control rod.
f) Verify by activating the command that goes to the two run tops.
8.15 - GOVERNOR REGULATION

a) Start the engine until its normal operation temperature.
b) To check high RPM, that is, fine pitch, move the pitch control all along, at this position, the control
arm of the governor must be abutting on the fine adjust screw of RPM. With the throttle command
all along, check the RPM of the engine must be stabilized between 2625 and 2700 RPM. During
takeoff, engine must have reached 2700 RPM and remain stable.
c) If 2700 RPM are not reached in flight, the adjustment of high RPM must be done as indicated
below:
d) Landing, stop the engine and open the cowling.
e) Operate the screw of the fine register to get 2700 RPM. This is achieved by unscrewing the lock nut
of the screw and turning this clockwise to decrease the RPM and counter clockwise to increase the
RPM.
f) Close the cowling and repeat step b) until obtaining the correct RPM´s.
g) After reaching the correct RPM, adjust the lock nut.
h) Usually is only necessary to adjust the high RPM´s (fine pitch) of the governor; this action
automatically regulates the low RPM´s (gross pitch).
8.16 - ENGINE REMOVAL

a) Disconnect the mass wire from the battery.
b) Remove the engine cowlings (refer to point 8.4).
c) Remove the propeller (refer to point 8.7 or 8.10). IF-2018-54589590-APN-DNSO#ANAC
d) Disconnect the positive wire of the starting device.

e) Disconnect the mass wires of the alternator.

f) Disconnect the mass wires of the magnetos.
g) Disconnect the main line of the fuel injector.
h) Disconnect the wire of the tachometer.
i) Disconnect the command´s cable of the governor, if applicable.
j) Drain the sump´s oil.
k) Disconnect the hoses of the oil radiator.
l) Dismount the oil radiator.
CAUTION
“Identify hoses and protect them to prevent the entry of strange objects”
m) Disconnect from the carburetor, the throttle command cable and the mixture cable.
n) Disconnect the command cable of the hot air box.
o) Disconnect the line of oil pressure.
p) Disconnect the indicator wire of the oil temperature.
q) Install a winch at least of half ton capacity, fixing the hook into the eyebolt lifting engine.
r) Carefully verify that is not connected to the engine any cable, wire or hose.
s) Remove the anchor bolts to the engine mount bushings.
t) Pull engine forward and rest the engine on easels or any other appropriate element, taking care not
to damage any part.
8.17 - ENGINE INSTALLATION

a) Previous to the engine installation, make sure to install all the removed elements after engine was
removed.
b) Install on the engine the mount bushings and with a winch put the engine on position.
c) Install bolts and tighten from 450 to 560 Lbs-inch.
d) Connect and regulate throttle command cables and mixture control.
e) Connect and regulate the governor command cable, if applicable.
f) Connect the command cable of the hot air box.
g) Reconnect all the lines and hoses previously disconnected from the engine.
h) Connect all electric wires.
i) Fill the engine with recommended oil.
j) Connect the wires of the battery.
k) Perform meticulous inspection to ensure the correct installation of all cables, hoses, clamps, etc.
l) Start the engine and after 5 minutes, stop it.
m) Verify that fluids leaks do not exist.

8.18 - REPLACEMENT OF THE ENGINE MOUNT BUSHINGS.
a) Remove the engine cowlings (refer to point 8.4).

b) Relieve the engine´s weight with a winch.
c) Remove the four bolts of fixation
d) Carefully, displace forward the engine, only the necessary to remove the mount bushings. Verify all
the lines and wires for interference; if necessary, disconnect the element that makes the
interference.
e) Verify all components for movement, damages and fissures and install the new engine mount kit.
f) Displace the engine backward and use the mounting bolts to align.
g) When engine is supported by bushings, verify that they are correctly mounted.
h) Install the bolts, washers and nuts, and then tighten from 450 to 560 Lbs-inch.
i) Reconnect all the lines, cables and hoses that were disconnected and install the engine´s cowlings.
8.19 - 8.19. AIR FILTER REMOVAL
a) Remove the landing light from the front mask

b) Remove the air filter element.
8.20 - AIR FILTER CLEANING
a) The air filter should be cleaned as frequently as get dirty. All the days, when aircraft works on
severe conditions. The filter element must be replaced if when inspect it has any hole.
b) To clean the filter, hit strongly against a hard surface to remove the dust particles.
CAUTION
“Never wash the filter element with liquid soap if it is contaminated with oil. Never try to
remove the soil with compressed air”.
8.21 - AIR FILTER INSTALLATION
a) Place the filter element on position

b) Install the landing light
CAUTION
“Make sure that not exist losses that allow entry of unfiltered air to the carburetor”.

8.22 - SYSTEM OF STARTING-MAGNETOS
WARNING
“Make that the primary circuits of the magnetos are connected to mass before working”
The magneto´s service instructions on this manual, cover minor repairs and setting. For major repairs
and adjustment of magnetos, it is recommended to follow the manufacturer´s service instructions.
8.23 - MAGNETOS INSPECTION
a) After the first 50 hours and periodically from then on every 100 hours, the breaker must be
inspected. Examine for excessive wear and burns; the contact point that have deep bites or burned
zones must be replaced. Examine the cam and plush for appropriate lubrication. If necessary, the
contact point must be cleaned using emery cloth. Clean the breaker compartment with a cleaned
cloth. Set up clearance to the contact point: 0.015” to 0.018”.
b) If during the engine operation it is determined that the engine presents a fail caused by the starting
system, it is recommended to inspect first starting spark plugs and harness before working on the
magnetos.
c) If failing is definitely associated with the magnetos, the most effective action is to install a
replacement that it is known it works perfectly and then, send the unit with fails to the authorized
repair workshop for its testing and conditioning.
d) If through a visual inspection it is not possible to detect the origin of the fail, remove the magneto´s
cover and inspect it for presence of mixtures of foreign material. If springs are broken or corroded,
replace them.
e) Inspect the distributor block for fissures or burned zones. Do not remove the wax layer of the block;
do not use solvents.
f) Inspect the breaker compartment for oil excess; if there is, that´s an indication of seal´s breakage.
g) Inspect the plush and lubricate with 2 or 3 drops of oil, allow this to be absorbed at least 30
minutes and clean the excess with clean cloth. Remember that the oil excess can foul the contact
point and may cause burns.
h) Inspect the coils for terminals and damaged insulation and poorly soldered connections.
i) Inspect the parts of the shutter for excessive movement.
j) Verify the correct timing of magnetos, reinstall into the engine and verify the correct timing with
the engine.
8.24 - INSTALLATION OF THE MAGNETO AND SET UP PROCEDURE (MAGNETO

TO THE ENGINE)
a) Dismount the upper spark plug of the cylinder No. 1.

b) Turn the propeller to find the top dead position of the cylinder on compression stage.
c) Match the front mark of 25° in advance of the plate of the propeller with the starting mark, or
otherwise, the propeller´s plate rear mark with the upper union of semi-crankcase.
d) Center the mark of the magneto´s distribution gear looking into the setting hole of it.
e) Fix the position of the magneto adjusting the lock washer.

8.25 - HARNESS IGNITION INSPECTION
a) Inspect the set of wires for nicks, cuts, mutilated liners, deteriorated sections and other physical
evidences of bad conditions. Inspect terminal sockets to the spark plugs for wear or damages.
b) If suspecting of a harness problem, the integrity of all wires must be tested with a tester, checking
the continuity or with any special tester device of wires.
c) If suspecting of a failing insulation of the wires, must check them with a device tester of high
tension wires, following the indications shown below:
d) Connect the red wire of the tester to the positive terminal of the aircraft´s battery.
e) Place the selective key of the tester on 12 volts position (or 24 volts as it corresponds).
f) Disconnect the spark plug´s terminals.
g) Connect the black wire of high voltage to a good mass: engine´s block, aircraft´s structure or metal
mesh of the wire to probe.
h) Connect the red wire of high voltage to the central driver of the pretended wire to probe.
i) Press the tester button.
j) A continuous spark arc will appear on the probe peep-hole if the wire is on good condition.
k) If an electric arc is not shown, rotate propeller to a quarter turn, if it continues without producing
an arc, it is because the wire is damaged and it must be replaced.
8.26 - HARNESS REMOVAL

a) Disconnect the clamps that are ensuring the cables to the engine and accessories.
b) Dismount the spark plug terminals, taking care not to damage the springs.
c) Install a plastic protection covering the insulators.
d) Remove the terminal of the magneto plate
e) Remove the harness from the aircraft.
8.27 - REMOVAL OF THE SPARK PLUGS

a) Unscrew the nut of the terminal of wire of the harness and remove the insulator´s terminal of the
plug.
b) Remove the plug from the engine. During the engine´s operation, coal and other products of the
combustion are deposited on the end of the spark plug and penetrate on the lower part of the
thread, as a result of this, to unscrew the plug it is required a bigger tighten in comparison of the
used on the installation, therefore, the installation tighten is not a limit for dismounting.
CAUTION
“Do not use torquemeter to dismount the plugs due to requirement of a bigger tighten”.
c) As soon as dismount the plugs, locate them on a plate identifying their position on the engine.
CAUTION IF-2018-54589590-APN-DNSO#ANAC
“If plug has been dropped, do not use it”.

d) To remove a spark plug engaged on the cylinder, apply over that one, carbon dioxide to make it
shrinks.
e) Do not let strange objects entry to the spark plug´s hole.
8.28 - INSPECTION AND CLEANING OF THE SPARK PLUGS

a) Inspect visually each spark plug for the following defects, not replaceable:
b) Element or shield severely damaged, nicks and damaged thread.
c) Hexagonal element severely damaged or rounded.
d) Shielding barrier damaged or unrounded.
e) Ceramic insulator with bites, fissures and holes.
f) Electrodes eroded more than 50% of the original size.
g) Clean the spark plugs to remove the carbon and strange material deposit.
h) Set up a clearance on electrode from 0.018” to 0.022”.
i) Probe the spark plugs on the tester for continuity and resistance.
8.29 - SPARK PLUGS INSTALLATION

Before installing the spark plugs, check the thread of the cylinder is clean and undamaged.
a) Apply to the plug´s thread anti engagement grease and screw the spark plug.
b) Tighten from 300 to 360 lbs-inch.
c) Carefully insert the insulating terminal onto the spark plug and adjust the coupling.
8.30 - OIL FITER REPLACEMENT
The oil filter must be replaced every 50 hours of engine´s operation. The filter is mounted at the rear
of the engine and must be replaced as follows:
a) Cut and remove the safety wire of the filter´s nut and dismount.
b) Before installing the new filter, lubricate the gasket with engine´s oil.
c) Tighten from 16 to 18 lbs-ft.
CAUTION
“Do not over tighten”.

d) Roll the engine and inspect for leaks, then lock the nut with safety wire.

8.31 - ENGINE AND PROPELLER MODELS INSTALLING COMBINATION
On the following Chart (Fig. 8.2) are detailed all the combination alternatives of the approved engine
and propeller models to install on the PA-25 aircraft model series.
AIRCRAFT MODEL LYCOMING ENGINE MODEL PROPELLER MODEL

PA-25-235 O-540-B2C5 Mc CAULEY TWO BLADES – FIXED PITCH
O-540-G2A5 1A 200 – FA 8452

HARTZELL TWO BLADES. CONSTANT SPEED
O-540-G1A5
PA-25-260 HC-C2YK-1BF/8477
HARTZELL THREE BLADES. CONSTANT SPEED
IO-540-D4A5
HC-C3YR-1RF/F8468A-2R
FIGURE 8.2
8.32 - TROUBLE SHOOTING

a) For peculiar troubles to the power plant models, refer to Lycoming Operator´s Manual (PN 60297-
10) (June 2006 and its latest revision).
b) For peculiar troubles to Hartzell propeller models, refer to Hartzell Owner´s Manual Nº 115N (61-
00-15) Rev 17 (July 2012 and its latest revision).
c) For peculiar troubles to Mc Cauley propeller, refer to the following chart (Fig 8.3)

Engine speed will not stabilize Tachometer error Replace instrument.
Remove and reinstall propeller
Improper installation
180º from original position.
Vibrations Improper balancing
Control and repair blades damages
Engine mount damaged
Verify and replace engine mounts
Surging Internal corrosion Send to repair facility.
FIGURE 8.3


Página 90 de 124
CHAPTER 9 - ELECTRICAL SYSTEMS
9.1. DESCRIPTION ................................................................................................ 9-2

9.2. ENERGY SOURCE........................................................................................... 9-2
9.3. TEST PROCEDURE OF ALTERNATOR SYSTEM ................................................. 9-3
9.4. FIELD CURRENT DELIVERY ............................................................................. 9-3
9.5. CONTROL OF THE INTERNAL CIRCUIT FIELD FOR GROUNDING ...................... 9-4
9.6. INSPECTION .................................................................................................. 9-4
9.7. BELT TENSION CONTROL............................................................................... 9-5
9.8. STARTING ENGINE ........................................................................................ 9-6
9.9. OPERATION .................................................................................................. 9-6
9.10 MAINTENANCE ............................................................................................ 9-6
9.11 WIRING DIAGRAMS ..................................................................................... 9-7

9.1 - DESCRIPTION
The electric systems of PA-25 are of 14 or 28 Volts, direct current (DC), by unique via and mass
grounding in the negative. All the electric equipment is connected to mass through the metal structure
of the aircraft, in this way; the structure takes the second duct. The systems have installed a battery
that provides energy on starting and as reserve on the case of alternator fail. Battery and alternator
are connected to the fuses bar where energy is powered to all the electrical systems (with an
exception of the starting). The master key controls the battery and the alternator´s field circuit relay.
The aircraft is equipped with position lights, landing lights and navigation lights on standard version
panel.
The electric diagrams included on the following pages will give a physical details of the circuits that
integrate the different Pawnee and Puelche aircraft models.
9.2 - ENERGY SOURCE

The electrical power is supplied by a battery of 12 Volts 35 Amps or 24 Volts 19 Amps and an
alternator of 14 or 28 Volts. The alternator is located on the right lower front area of the engine and
uses a belt connected to the engine´s crankshaft to be powered.
Some advantages are achieved as on operation as on maintenance by this system. The major
advantage consists on obtaining the maximum output power even on lower revolutions of the engine.
Alternator hasn´t armor or commutator, it only has a small pair of brushes (coals) that make contact
with the collectors of the rotating field. The rotor consumes only 1/20 of the output current, therefore
there is insignificant friction, heating and wears in that zone.
Alternate current (AC) is converted to direct (DC) through diodes mounted in the housing of the
alternator. Diodes are devices of high performance, but easily damaged if current flow goes in the
opposite way through them.
The alternator system does not require a relay of antagonistic current, needing only a voltage control.
Located on the instruments panel are two circuit breakers, one of them indicates “output” and the
other “field”. The output breaker is of 60 Amps and the field breaker is of 5 Amps, being the purpose
of both to protect the alternator and electrical system for overcharge. The circuit breaker for the
voltage regulator and protection of the field coil is of 5 Amps. If any of these breaker jump, this will
result on a full fault of the electric power.
After the cooling of them, by one or two minutes, it can be reconnected manually.
If they trips again, it is indication of the break circuit on the system.
With the system fully turned off (except the master), the ammeter will indicate the value of the load
current demanded by the battery.
As the battery is charging, the value of the indicated current on the instrument will be decreasing,
slowing down to approximately 2 Amps.

The value of the indicated current on the ammeter will show clearly when the system is operating
normally.
NOTE
“The quantity of current shown on the ammeter is the charge in Amps which is demanded
by the electrical system from the alternator”.
As method of testing, take as an example a condition where battery is demanding 10 Amps of the
charge´s current and turn on the landing light. Notice, the value in Amps indicated on the
corresponding fuse (10 Amps) and multiply this value for the 80%. So it will reach a value of 8 Amps.
This is approximately the absorbed current by light, of current increasing from 10 to 18 Amps indicated
on the ammeter.
As each electric unit is connected, current increases and the total value including the value of the
battery will be shown in the ammeter.
9.3 - TEST PROCEDURE OF ALTERNATOR SYSTEM

a) Start the engine and fix a power of 2000 RPM.
b) Connect the following keys and notice the charge increasing according to the following:
c) Landing lights
d) Navigation lights
e) Instrument lights
f) If ammeter does not show this consuming increase, refer to Trouble Shooting (point 9.12).
g) It is possible to simulate additional charges adding landing light lamps (8 Amps) each one
connected to the fuses bar and mass.
h) The maximum power that alternator can deliver is 60 Amps +/- 5 Amps at 2200 RPM.
9.4 - FIELD CURRENT DELIVERY
Connect an ammeter in series between the positive of a battery and field terminal.
Connect a wire to the alternator carcass and to the negative terminal of the battery. The reason of the
connection to the carcass is to secure a good electric connection. Observe the ammeter to determine
flow through the rotor coil and record the value. Turn carefully the rotor from the pulley while
observing the ammeter. Current will be less while rotating than when was at rest. However, if
collectors are clean and coals make good contact, reading should be fairly regular. A small fluctuation
may be normal due to speed variation when rotating by manually.
The supplied current cannot be less than 2/3 Amps, or more than 7, a reading less than 2/3 will
indicate high resistance due to the weakness of the welds in the contacts of the coil and collectors or
also for a bad contact of the brushes, by dirt or tape of oil or grease. A reading of more than 7 Amps
will indicate a break circuit in the coil spirals.

9.5 - CONTROL OF THE INTERNAL CIRCUIT FIELD FOR GROUNDING
To control the field´s internal circuit for a possible break circuit to ground, proceed as follows:
a) Remove the coal mass using a lamp of 220 Volts or 110 Volts, place a conductor in the field terminal
and other conductor in the terminal of the alternator´s carcass. Lamp should not be turned on.
If the lamp illuminates, carefully observe the order in which parts are installed. Disarm the set of
brushes (coals), remove the three passing bolts, then separate the two shielded terminals. Make
contact with a conductor in the rotor axis, lamp should not be turned on. If lamp turns on, it means
that grounding is on the box of the brushes, so that the parts have been badly assembled or there
is a damage that produces the break circuit.
Inspect the holder of the brushes and insulating washers. Replace them if damaged. The parts that
form the brushes set to the shielded terminal must be always installed on the correct sequence
according to:
a. Brushes insulator support

b. Field terminal
c. Insulating washer
d. Secure (lock washer)
e. Screws
9.6 - INSPECTION
Inspect the condition of the alternator´s components paying attention to the collector´s condition (if
they are burned, worn or oil impregnated). Inspect the brushes for wear or if they are locked on their
compartment.
Inspect the contact surface of the axis rotor and support´s bearings at the end of the rectifiers,
especially on the connections. Also inspect its isolation. The conductor between the rectifier and stator
must be placed on the compartment that is for that purpose in the field and fixed with adequate
cement.
9.6.1 - ROTOR INSPECTION
Rotor must be tested for break circuit on the spiral coils or grounding. The grounding test can be
done with a tester connected in series. In this case, there should not be continuity between
collectors and the rotor axis. For testing break circuit in the coil, connect a voltmeter, ammeter
and rheostat.
Excessive current or low resistance will indicate a break circuit on the coil. The non passage of
current and infinite resistance indicate cut oil.
9.6.2 - INSPECTION OF RECTIFIERS
Rectifiers can be controlled with the tester of diodes which will detect the opened or closed
condition without needing of disconnecting the stator contacts. However, if you do not have this
instrument, you can operate as follows:
Connect in series a lamp of 12 or 24 Volts (as it corresponds) and one battery; make contact with
one wire on the trigger diode and with the other wire to one of the diodes; then invert those
contacts, the lamp will turn on in one direction and keep turned off on the other direction. If lamp
turns on in both directions, in that dissipator, one of the rectifiers is damaged. To determine
which one is damaged, contacts of stator must be disconnected and the test already described
should be done again for each rectifier. Open rectifiers can be disconnected only, when lamp is
used, disconnecting the stator´s contacts. The lamp will not turn on in any direction if diode is
open.
9.6.3 - STATOR INSPECTION
Stator can be controlled for break circuit or cutting coil with a lamp of 12 (or 24) Volts as
described on the previous points.
Separate enough the brushes of the stator to place them over a wooden stand or wrapped in
cloth. In other words, isolate the stator of its carcass. For testing the grounding coil, connect one
of the wires of the lamp to the stator´s carcass. If the lamp turns on, the stator is grounded. The
control of the cutting coil will be effected connecting one of the wires to the central terminal of
the stator and the other to each one of the coiling´s terminal. Lamp should turn on.
Due to the low resistance of coil, it is very doubtful to localize a coil break circuit, however, a
break circuit in coil will produce a grunt or squeal during its operation, showing also signs of
overheating. If any other control is normal and the alternator cannot supply the correct power,
the stator must be repaired.
CAUTION
“Always refer to electric diagram when installing or testing the alternator”
9.7 - BELT TENSION CONTROL
If belt is correctly installed and with the corresponding tension, the belt will give satisfactory results;
however, an incorrect tension will produce premature wear. The slippage will reduce the electric
power supply. Consequently the belt must be controlled in the moment of the installation, then at the
25 hours of service, and then every 100 hours.
The method of controlling the belt tension is as follows:
a) Apply one torque meter to the nut of the alternator pulley and turn it on clockwise. Observe the
value of the torque obtained at the moment that the belt starts to slide.
b) Control the value of the torque with specifications of the following table.
Belt width Condition Torque

3/8 inch New 11 to 13 lbs-ft
3/8 inch Used 7 to 9 lbs-ft
½ inch New 13 to 15 lbs-ft
½ inch Used 9 to 11 lbs-ft
NOTE
“The higher tension value specified for each new belt is to compensate the initial produced
stretching. The higher value of the tension must not be applied to belts that have been
previously used”.

9.8 - STARTING ENGINE
The starting engine with reduction gearbox consists of six higher components:
a) Brush Commuter Head

b) Armour
c) Field Assembly
d) Gear Box
e) Bendix Box
f) Bendix
9.9 - OPERATION
When the circuit is energized, the current of the battery is applied to starting terminal, current flows
through the carbons of the commutator and through the coil of the armour. The magnetic power
created on the armour combined with that produced on the field coil, produces the movement of the
armour. The gear axis of the armour passes into the gearbox where is supported by one bearing. This
gear engages with the reduction gear teeth that at the same time move the bendix axis.
On this form the bendix axis is integral with the reduction gear through an cotter pin. At this time the
bendix maintain its position though an elastic spine. This axis is supported in the gearbox through one
bearing and on the bendix box by one graphitized bronze bushing.
When the armature rotates, the reduction gear pinion of the bendix engages with the crown of the
engine by inertia and action of engagement that produces the bendix. When engine achieves a
determined speed, the centrifuge action produces the disengagement of the pinion of the crown and
returns to its original position.
9.10 - MAINTENANCE
The starting circuit must be inspected to regular intervals.
It is recommended that those inspections must be effected every 100 hours including the following:
a) Battery must be controlled with a densimeter to secure the maximum level of charge. It should be a
test of battery charge to verify its condition. If dirt and corrosion are accumulated on the terminals,
they must be removed with a solution of bicarbonate of soda and water. Make sure that the
solution does not enter on the battery cells.
b) The starting circuit must be inspected to make sure that all connections are clean and adjusted and
the insulation is effective. A test of voltage fallen should be performed to locate any connection of
high resistance that can affects the starting engine efficiency. This control is effected with the
voltmeter of low scale while the starting engine is actuated with a consume of approximately 100
Amps. observing the following limits:
a. Voltage fall from the positive terminal of the battery until the starting terminal of 0.3 Volts
maximum.
b. Voltage fall from the negative terminal of the battery to mass of the staring engine 0.1 Volts
maximum.

NOTE
“If the voltage fall is higher than these values, additional tests should be effected over each
part of the circuit to locate the high resistance on the connections”.
c. It is not necessary to lubricate the starting, except on its overhaul. On this case, lubricate
the bendix axis, fill the grooves in the amour axis and on the gearbox with grease of lithium
# 1925 Molitex or similar.
d. The starting engine must be operated in some instants with the magnetos key on-off to
verify that the pinion engages on the crown properly and that it rotates freely without
binding and without making an excessive noise. Then start the engine two or three times to
verify that the pinion disengages normally when the starting engine is cut.
9.11 - WIRING DIAGRAMS
In order to facilitate the knowledge and check, maintenance and reparation actions of the electrical
systems, on the next pages, there are included the wiring diagrams of all PA-25-235/260 aircraft model
series manufactured. (Figures No. 9.1 to 9.6 inclusive).
Note: The important control maintenance and reparation actions on voltage regulator, alternator
and starting engine must be effected on specifically authorized workshops.

WIRING DIAGRAM
FIGURE 9.1.

WIRING DIAGRAM
FIGURE 9.2

WIRING DIAGRAM
FIGURE 9.3.

WIRING DIAGRAM
FIGURE 9.4

WIRING DIAGRAM
FIGURE 9.5

WIRING DIAGRAM
FIGURE 9.6


CHAPTER 10 - INSTRUMENTS
10.1.DESCRIPTION ............................................................................................. 10-2

10.2.PNEUMATIC SYSTEM OF INSTRUMENTS (Fig 10.1) ..................................... 10-2
10.3.ALTIMETER ................................................................................................ 10-3
10.4.AIR SPEED INDICATOR ............................................................................... 10-3
10.5.MAGNETIC COMPASS ................................................................................ 10-4
10.6.TACHOMETER ............................................................................................ 10-4
10.7.PRESSURE INSTRUMENT AND OIL TEMPERATURE ..................................... 10-5
10.8.AMMETER ................................................................................................. 10-6
10.9.INSTRUMENTS REPLACEMENT. GENERAL .................................................. 10-6
10.10. OPTIONAL EQUIPMENT .......................................................................... 10-6

10.1 - DESCRIPTION
The instruments system of the aircraft is composed of flight instruments, engine instruments and
fumigation instrument.
Flight instruments are composed of: altimeter, speed indicator and magnetic compass.
Engine instruments are: Tachometer, oil temperature indicator and oil pressure indicator.
Fumigation instrument is the manometer of pump.
10.2 - PNEUMATIC SYSTEM OF INSTRUMENTS (Fig 10.1)
This system is composed by the tube and system of static pressure intake. Its function will send
information to the speed indicator and altimeter about static and dynamic pressures, which will result
in speed and altitude of the aircraft.
PITOT SYSTEM: Consists on one Pitot tube located on the intrados of the left side wing and an
associated tubes system. Pressure of the air impact is transmitted through this antenna to the speed
indicator on the instruments panel.
STATIC SYSTEM: Consists on one static intake located on the fuselage´s tail cone. It is connected
directly with the speed indicator and altimeter through tubes and unions.
1. Airspeed indicator
2. Pitot Line
3. Static line
4. Pitot tube
PITOT AND STATIC SYSTEM IF-2018-54589590-APN-DNSO#ANAC
Figure 10.1
Page 10-10-2 REV 0:01-10-2018 Página 106 de 124
10.3 - ALTIMETER
Altimeter indicates the altitude over the sea level on foot. A barometric window allows for graduate
the reference altitude through a knob located on the right side of the quadrant.
The altimeter consists of a sealed diaphragm which is connected to the needles through a mechanical
transmission. The box instrument is connected with the static system, so that when static pressure
decreases because of altitude effects, the diaphragm is expanded causing the movement of the
needles through the mechanical transmission.
TROUBLE SHOOTING

 Improper calibration  Replace instrument
Excessive scale error
adjustment
 Replace instrument
Excessive needles oscillation  Faulty mechanism
 Remove the loss on the
static system and control
High or low reading  Failures in the pipe the alignment of the pilot
tube
 Insufficient  Replace instrument

Knob of hard adjustment
lubrication
Needles sideslip with knob  Replace instrument
 Lack of transmission
movement
 Adjust the screw of the
 Knob sideslips on its knob if floppy. Replace
Knob floppy or lost
axis instrument.
Protector glass floppy or broken  Ring sealed hard
Numbers deleted or discolored  Old instrument
Barometric scale and reference  Wear of the  Readjust needles according
marks out of synchronism with transmitter to CA-43-13.
needles mechanism
 Remove the lines of both
instruments and flow tubes
Altimeter locks with altitude  Water or restriction
from cockpit to the static
change on the static line
intakes
Needles move when aircraft  Water in the static  Idem to the previous point
turns line
10.4 - AIR SPEED INDICATOR
Indicates the speed of the aircraft on the trajectory through IF-2018-54589590-APN-DNSO#ANAC

the air. The speed will be the differential
pressure read between pitot tube and static pressure. The instrument has its diaphragm connected to
the pitot tube and its box connected to the static system; as the aircraft increases its speed, the

dynamic pressure increase too, causing a diaphragm expansion. The mechanical system captures this
movement and produces the displacement of the needles. The quadrant of the instrument is
calibrated on MPH and KNOTS (miles per hour and Knots), containing also the limiting marks for a
safety aircraft operation.
TROUBLE SHOOTING

Needle oscillates  Faulty mechanism  Replace instrument
High indication  Loss on the static  Replace instrument. Annul the

system loss
Low indication  Loss on the static  Annul the loss. Realign the
system. Pitot is not pitot.
aligned
Speed varies with the  Water on the pitot  Disconnect the system´s lines
turns of the aircraft system and flow from the cockpit to
the pitot.
10.5 - MAGNETIC COMPASS
The magnetic compass is located on its own box. The correction card is located on the support
mounted in the instrument.
TROUBLE SHOOTING

Quadrant excessive error.  Compass is not properly  Compensate
compensated. External magnetic instrument
interference
Quadrant excessive  Insufficient fluid  Replace instrument
oscillation
Very low quadrant  Weak magnets quadrant.  Replace instrument
Excessive friction on the bearing.
Broken bearing
Fluid loss  Beveled screws looses. Broken  Replace instrument
glass. Sealing gasket defective
Discolored quadrant  Old instrument  Replace instrument
Quadrant does not move  Screws that move the magnets of  Replace instrument
when is compensated compensation are damaged
10.6 - TACHOMETER

This instrument is connected to the box of the engine accessories through a flexible axis and provides
speed reading of rotation of the engine on RPM. It also has a mechanism of time registry on the engine
operation in hours and minutes.
TROUBLE SHOOTING

There is no permanent reading or  Axis broken, floppy axis  Replace flexible axis.
it´s insufficient Adjust terminals
Needle oscillates on excess  Curve very close on  Route the flexible again
flexible
Indication varies on the climb  Excessive movement in  Replace instrument
the centrifugal
mechanism
Needle is locked in any position  Excessive lubricant fluid  Replace instrument
especially in cold weather inside the instrument
10.7 - PRESSURE INSTRUMENT AND OIL TEMPERATURE

This instrument indicates the pressure and temperature of oil generated in the engine´s lubrication
ducts.
Note: Also two individual instruments of pressure and temperature can be installed.
TROUBLE SHOOTING

Excessive error at zero  Needles loosens shaft.  Replace instrument
Bourdon deformed or
not flexible
Excessive error of scale  Wrong calibration  Replace instrument
Excessive needles  Air into the capillary. No  Disconnect the capillary, fill
oscillation correct adjusting of with light oil. Control for leaks.
pressure relief valve. If fault persists, clean and
adjust the relief valve
Sluggish operation of  Relief pressure valve  Clean and control the valve
needles or there is no open
indication

10.8 - AMMETER
This instrument measures the output current available in the alternator to supply the electrical
systems, including the demand for battery charge.
TROUBLE SHOOTING
See Chapter 9 (Electrical Systems)
10.9 - INSTRUMENTS REPLACEMENT. GENERAL
Due to all instruments are mounted on similar form, a general description of their replacement and
installation as a guide will be done.
It must be worked with special care and attention for the treatment of the instruments.
a) Perform the disconnection of the instruments from their respective pipes and cables.
b) Remove the screws holding each instrument
c) Remove the instruments.
10.10 - OPTIONAL EQUIPMENT

On Laviasa Puelche III model series can be installed an Instrumental Screen Type MVP-50P to replace
the engine´s instruments (10.6 and 10.7) allowing pilots to accurately monitor dozens of engine and
systems parameters.


Página 112 de 124

CHAPTER 11 - AGRICULTURAL EQUIPMENT
11.1.DESCRIPTION ............................................................................................. 11-2

11.2.SPRAY SYSTEM DISMOUNTING (FIG. 11.1) ................................................. 11-2
11.3.SPRAY SYSTEM MOUNTING ....................................................................... 11-4
11.4.BOOMS REMOVAL (FIG. 11.2) .................................................................... 11-4
11.5.BOOMS MOUNTING .................................................................................. 11-4
11.6.HOPPER REMOVAL (FIG. 11.3) ................................................................... 11-4
11.7.HOPPER MOUNTING ................................................................................. 11-4
11.8.HOPPER REPARATION ............................................................................... 11-7
11.9.HOPPER CLEANING .................................................................................... 11-8
11.10.INSPECTION ............................................................................................. 11-8
11.11.SPRAY SYSTEM CLEANING ....................................................................... 11-8

11.1 - DESCRIPTION
In the PA-25, the hopper of plastic reinforced with fiberglass is the main component of the dispersal
system. It has a liquid capacity of 150 gallons (568 liters) or 180 gallons (681 liters). The hopper is
anchored to the upper tubes of the fuselage by means of bolts forming the fairing between the fuel
tank and the cockpit. On the lower part of the hopper is installed the sub-tank constructed entirely of
stainless steel, where is mounted the emergency discharge door, constructed of cast aluminum alloy.
This emergency discharge allows to drain the totality of the liquid on the hopper in less than 5
seconds.
The command of the discharge door is located on left of the pilot´s seat and has an adjustable stop
with caliper to control the opening of the door.
Pressing the upper button of the command lever can be fully opened the door for the emergency
discharge.
The output pressure and flow are controlled by a three-way valve located in front of the throttle lever.
Agitation of the liquid from the hopper is achieved with the three-way valve; the maximum agitation is
achieved when the command is on closed position.
The fan of spray pump has a brake that is used by a command “T” located on the right side of the
cockpit.
The fluid quantity on the hopper is easily determined by comparing the level with the lateral marks of
the hopper on ground. In flight the pilot can determinate it by observing through the transparent
peep-hole of the hopper from the pilot´s seat.
The spray pump is located under the fuselage, forward the landing gear and anchored on a base of
easy removal.
The filter of the spray system is located on the center of the union of the main bars (booms) and can
be cleaned removing its caps and washing carefully the filter element.
11.2 - SPRAY SYSTEM DISMOUNTING (FIG. 11.1)
a) Disconnect from the spray pump the command cable of the brake fan (7).
b) Loose the clamps (16) of the flexible unions of entry and exit to the spray pump.
c) Remove the secure plate (3).
d) Move backward the pump with pedestal (2).
e) Unscrew and remove the nut (26) and disconnect the three-way valve´s command.
f) Loose the clamps (18)
g) Dismount the three-way valve
h) Dismount the fuselage´s lower fairing to access to “T” tube.
i) Disconnect the union (47) of the spray pressure indicator.
j) Dismount the screws of the engagements (51).
k) Loose the connection clamps of the “T” tube to the booms (where fumigation nozzles are inserted).
l) Dismount “T” tube.

REV 0:01-10-2018
SPRAY SYSTEM ASSEMBLY
FIG. 11.1

11.3 - SPRAY SYSTEM MOUNTING
Proceed on inverse way to what is indicated on point 11.2.
11.4 - BOOMS REMOVAL (FIG. 11.2)
a) Loose the clamps (4).

b) Unscrew and dismount bolts of the boom clamps.
c) Dismount the booms.
11.5 - BOOMS MOUNTING
11.6 - HOPPER REMOVAL (FIG. 11.3)

a) Dismount the vent tube located on the front part.
b) Dismount the coupling of the quick load tube, located on the rear of the hopper.
c) Dismount the opening command of the emergency discharge outlet.
d) Fully dismount the sub-tank (11)
e) Unscrew and remove the six bolts of engage of the hopper to the fuselage.
f) Dismount the torque tube of command lever.
g) Remove the hopper raising until it is released from the fuselage.
11.7 - HOPPER MOUNTING


REV 0:01-10-2018
SPRAY BOOMS ASSEMBLY.
FIGURE 11.2

HOPPER AND SUBTANK. ASSEMBLY.
FIGURE 11.3

REV 0:01-10-2018
11.8 - HOPPER REPARATION
a) The surface of fiberglass to repair must be completely dry, free of oil, dust or any strange material.
b) The size of the surface prepared for repair must be extended from 3 to 6 inches beyond the
damaged area, depending on the size and location of the damage.
c) If the fissure or hole does not extend through the entire wall, reparation must be done only over
the damaged surface.
d) If fissure or hole extends through the entire wall, reparation must be done on the two sides of the
wall, interior and exterior.
e) Use a grinding wheel for sanding the area to be repaired. If fissure or hole does not extend through
the entire wall, remove the material of the surface until the fissure or hole disappear.
f) If fissure or hole extends through the wall, cut and remove the surrounding area to rupture, this
will cause an alive of tensions to prevent futures damages of fissures propagations. Continue
sanding the interior and exterior of the wall until expose the first cloth layer of fiberglass.
NOTE
“The best result on reparation is achieved working at a temperature approximate to 20°C”.
g) Apply generously with a soft brush resin ATLAC 382 over the reparation zone.
h) Apply alternatively layers of cloth of fiberglass of 330 grams x square meter and fiberglass, taking
care of overlap the layer coming in approximately 1 inch. Soak up each layer with resin.
CAUTION
“Apply brush or pass the roller after every layer is located; this operation removes the
locked air and excess of resin”.
i) Apply enough number of layers until reaching the original density of the wall.
j) The curing period is from 3 to 5 days at a temperature of 20°C. This period may be shortened with
the use of heat lamps, giving local heat to a temperature that does not exceed 65°C for a period of
3 to 4 hours, then, cure at environment temperature for a period of 8 to 10 hours.

11.9 - HOPPER CLEANING
Hopper must be carefully washed after each working day, using clean cold water and detergent. After
washing, leave the hopper´s cover and the sub-tank open for good ventilation and drying. It is a good
practice washing the hopper with cold water regularly on some hour’s periods.
11.10 - INSPECTION
a) Inspect the interior of the hopper daily for evidences of chemical attacks.
b) Inspect the surface for roughness or deterioration of the resin. Examine carefully for evidences of
fissures the zones of attachment and central zones of the hopper sides.
c) Inspect the hinge of the hopper cover and the door seal for safety and condition.
11.11 - SPRAY SYSTEM CLEANING
a) Wash the interior of the hopper with clean water making sure of cleaning the solids accumulated
on the corners. After washing, leave the door opened to achieve a good ventilation and fully drying.
b) Remove the caps of the booms.
c) Dismount the filter of the system.
d) Connect a hose on one end of the booms and make the water runs.
e) Clean and mouthwash the filter with clean water, if it continues locked, clean with bristle brush.
NOTE
When filter is stopped, the pressure on the booms decreases, this fact may be detected
observing the pressure falling on the cockpit indicator, keeping speed and opening of the
three-way valve constant.

REV 0:01-10-2018

Página 122 de 124

CHAPTER 12 - AIRWOTHINESS LIMITATIONS
Main landing gear (spring type model) life limit:_______________________ 2000 hrs
According to CTS 1109 21 (A), Airworthiness Limitation was stablished by airworthiness instruction
specified in LAVIA report LA-R-0118 approved by ANAC
ANAC APPROVAL:


REV 0:01-10-2018
República Argentina - Poder Ejecutivo Nacional
2018 - Año del Centenario de la Reforma Universitaria
Hoja Adicional de Firmas

Informe gráfico
Número: IF-2018-54589590-APN-DNSO#ANAC
CIUDAD DE BUENOS AIRES

Viernes 26 de Octubre de 2018
Referencia: MANUAL DE MANTENIMIENTO DEL PA-25
El documento fue importado por el sistema GEDO con un total de 124 pagina/s.
Digitally signed by GESTION DOCUMENTAL ELECTRONICA - GDE

DN: cn=GESTION DOCUMENTAL ELECTRONICA - GDE, c=AR, o=MINISTERIO DE MODERNIZACION,
ou=SECRETARIA DE MODERNIZACION ADMINISTRATIVA, serialNumber=CUIT 30715117564
Date: 2018.10.26 14:49:00 -03'00'
Francisco María OSCIAK

Asistente técnico
Dirección Nacional de Seguridad Operacional
Administración Nacional de Aviación Civil
Digitally signed by GESTION DOCUMENTAL ELECTRONICA -

GDE
DN: cn=GESTION DOCUMENTAL ELECTRONICA - GDE, c=AR,
o=MINISTERIO DE MODERNIZACION, ou=SECRETARIA DE
MODERNIZACION ADMINISTRATIVA, serialNumber=CUIT
30715117564
Date: 2018.10.26 14:49:04 -03'00'

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MAINTENANCE MANUAL

PUELCHE I, II AND III MODEL SERIES

PAWNEE B, C AND D MODEL SERIES

LA-MM-PA-25E Rev 0 Mendoza, Argentina. October 2018

LAVIASA DOCUMENT Nº. LA-MM-PA-25E

© 2018 by Laviasa. All rights reserved

“Laviasa” and “Puelche” are registered trademarks of LAVIA ARGENTINA

For additional information:

Page ii Página 2 de 124

Rev Nº Issue Data Date inserted Inserted by

Página 3 de 124 Page iii

LIST OF EFFECTIVE PAGES

CHAPTER PAGE DATE REV CHAPTER PAGE DATE REV

Page iv Página 4 de 124

Página 5 de 124 Page v

1. Pawnee Model 235 corresponds to PA-25-235 S/N 25-2000 to 25-2985 inclusive.

Page vi Página 6 de 124

CHAPTER 1 - GENERAL ......................................................................................... 1-1

CHAPTER 2 - SERVICING AND LUBRICATION ........................................................ 2-1

CHAPTER 3 - CHAPTER 3. INSPECTIONS – LIFE LIMITED COMPONENTS ................ 3-1

CHAPTER 4 - STRUCTURE AND LANDING GEAR .................................................... 4-1

CHAPTER 5 - FUEL SYSTEMS................................................................................. 5-1

CHAPTER 6 - FLIGHT CONTROLS........................................................................... 6-1

CHAPTER 7 - MOUNTING AND SETTING ............................................................... 7-1

CHAPTER 8 - POWER PLANT AND PROPELLER ...................................................... 8-1

CHAPTER 9 - ELECTRICAL SYSTEMS ...................................................................... 9-1

CHAPTER 10 - INSTRUMENTS............................................................................. 10-1

CHAPTER 11 - AGRICULTURAL EQUIPMENT ....................................................... 11-1

CHAPTER 12 - AIRWOTHINESS LIMITATIONS ..................................................... 12-1

Página 7 de 124 Page vii

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Page viii Página 8 de 124

1.1 - AIRCRAFT DESCRIPTION............................................................................... 1-2

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1.1 - AIRCRAFT DESCRIPTION

1.2 - AIRCRAFT DIMENSIONS

Dimensions PA-25-260 PUELCHE III

DIMENSIONS CHART FIGURE 1.1

Page1-2 REV 0 :01-10-18 Página 10 de 124

LAVIASA PA-25-260 PUELCHE III (THREE VIEWS)

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1.3 - INSPECTION DOORS

The airplane may be leveled as follows:

1.5 - TYING THE PLANE

1.6 - WALKWAY, HANDHOLD AND STEP

1.7 - TOOLS AND TEST EQUIPMENT

1.8 - SERIAL NUMBER PLATE

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CHAPTER 2 - SERVICING AND LUBRICATION

2.1 - SERVICING ................................................................................................... 2-2

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Refuel the aircraft following these instructions:

a) Set to OFF the master key.

2.3 - DRAINING WATER FROM THE FUEL SYSTEM

2.4 - OIL RECHARGING

Page 2-2 REV 0:01-10-2018 Página 16 de 124

2.5 - BATTERY SERVICING