TM 55-1510-202-10

DD Form 781-5 Aircraft Flight Report and Maintenance Record - Accessories Data • DD Form 781-6 Aircraft Flight Report and Maintenance Record )- Aircraft Summary DD Form 781-7 Aircraft Flight Report and Maintenance Record - General Mission Classifications - Mission Symbols DD Form 829 Historical Record for Aeronautical Equipment DD Form 829-1 Historical Record - Technical Instructions Compliance Record DD Form 829-2 Historical Record - Significant Historical Data 2-2 .. ~55 - 1510-202-10 ) Chapter 1 Sec ti on IT 2-3 Chapter 1 Section ll 2-4 T~55-1510-202-10 TN E AIRCRAFT • • • L-19A, L-19E, TL-19A, TL-19E, TL-190 ) Figure 1-1. ) ) T~55-1510-202-10 Chapter 2 Section I S:ECTIO~ I 1-1. THE AIRCRAIT. 1-2 . The aircraft, manufactured by Cessna Aircraft Company, is an all metal high wing, two place (tandem) monoplane. The aircraft is powered by a Continental six cy Und er, horizontally opposed, air cooled engine. It is a multi-purpose aircraft used primarily f or re co nnais- sance-obs e rvation , as a primary and advanced trainer and for instrument training. Although basically designed as a landplane, the aircraft can be converted to a sea- plane with the installation of floats and seaplane fins. 1-3. TRAINER VERSIONS . 1-4. The IT L-19A A and the TL-19D A a ircraft are specifically designed for use as instrument trainers. In addition to the complete set of controls and instru- ments within th e pilot's compartment, the student's co mpartment provides adequate controls and a comp le- ment of instruments necessar y for the various phases of instrument fli g ht instruction. All TL-19A A and TL-19E 4. aircraft are designated as primary and advance train ers and are modified versions of L-19A A and L-19E A aircraft. The modifi cation in clud es the relocation and addition of equipment in both the front and rear compartments to improve the flight train- ing capabilities. 1-5. DI~ENSIONS . 1-6. The overall dimensions of the aircraft under nor- CHAPTER 2 DESCRIPTION ' mal conditions of gross weig ht and tire inflation are as follows: Wing Span Over-all length Height to top of cab in 1-7 . GROSS WEIGHT. . . 36 feet 25 f eet 9 1/2 inches 7 feet 6 inches 1-8 . The normal gross weight of th e aircraft is as follows: aircraft A and A normal gross weight is 2100 pounds, aircraft A and 4. normal gross weight is 2165 pounds and aircraft A normal gross weight is 2400 pounds. 1-9. SPECIAL FEATURES. 1-10. The special features of this aircraft are: one piece spring steel landin g gear struts that minimize ground looping tendencies, a simple contro l lock that locks the rudder, elevators and ailerons in neutral and also applies the parking brake, a flush retractin g lift handle (figure 1-3) in the tailcone that ca n be extended for hoistin g or retra cte d flush with the fuselage skin when not in us e. On aircraft A A A, the rear rud- der pedals are hinged and ca n be folded flat against the cabin floor when not in use. Brake action on these pedals is transmitted mechanically to the forward brake pedals and thereby down to the main wh eel brakes . On aircraft A 4., the rear pedals do not fold, and are equipped with separate hydraulic brake cylinders. Air- MAIN DIFFERENCE TABLE ITEM WING FLAPS CIRCUIT BREAKER PANEl PROPEllER L _19A L- 19E TL_19A TL-19E Manually operated on aircraft t and Electrically Electrically Electrically electrically operated Operated Operated Operated 01 aircraft t lower right Ia lower right 11 instrumnt panel lower left side instn•e•t paul lower left side aad on right side of nder fro at side aad 01 right side of 11der froat side woltage regulator wiadow woltage regalator wiadow cower COYir Fill Pitch Fill Pitch Fill Pitch Fill Pitch t AIRCRAFT 50.1327 THRU 53 ·8067 EXCEPT AIRCRAFT MODIFIED PER TM 1·1L-19A-247 t AIRCRAFT 53·8068 AND ON AND AIRCRAFT MODIFIED PER TM1-1L-19A-247 Figure 1-2. TL19D Electrically Operated lower left side 11der froat side wtadow Coastut Speed 1-1 Chapter 2 Section I T~55-1510 - 202 - 10 GENERAL ARRANGEMENT AND SERVICING DIAGRAM RECOMMENDED FUEL : SPEC . NO. MIL-F-5572 . GRADE 80 ALTERNATE FUEL : SPEC. NO . MIL-G-3056 GRADE 80 OIL SPEC . NO . MIL-L-6082 GRADE: 1100 ABOVE 0 ° C 1065 BELOW 0° C HYDRAULIC FLUID : SPEC. NO. MIL-0 - 5606 ~EFT NAVIGATION LIGHT (RED) MAIN FUEL TANK TAIL NAVIGATION LIGHT (WHITE) FLUSH RETRACTING LIFT HANDLES (2) ____, AUX. FUEL 'rANK FILLER AUX. FUEL TANK ------ . WING STRUT TIE DOWN RING (ONE EACH WII\Jr.\--- RIGHT NAVIGATION LIGHT (GREEN) BRAKE MASTER CYLINDERS (2) ROTATING BEACON LIGHT A:t: AAA L---EIRAI~E MASTER CYLINDERS (2) A .A. :J: AIRCRAFT A 50-1327 THRU 53-1067 EQU IPPED WITH ROTATING BEACON. 1-2 Figure 1-3. • ) 0 T~55-1510-202-10 Chapter 2 Section I craft A is equipped with a constant speed propeller. 1-11. MAIN DIFFERENCES TABLE . 1-12. The main differences between series of aircraft presented in this manual are shown in figure 1- 2. 1-13. ENGINE . 1-14. The aircraft is power ed with a Continental six cylinder, horizontally opposed, air-cooled engine. The model designation on aircraft A A A A is 0-470-11 and on aircraft A is 0-470-15. Approximate standard sea level maximum horsepower rating for both engines is 213 horsepower at takeoff power. The engine controls consisting of throttle, mixture control lever and car- buretor air control lever, are mounted on two quadrants (figure 1-4). The front quadrant is located on the left side of the fuselage slightly forward of the front seat. The rear quadrant is located in a like position just forward of the rear seat. These quadrants are mechan- ically inter-connected between the front and rear sta- tions to provide simultaneous movement of the engine controls. 1-15. THROTTLE. 1-16. The throttle (figure 1-4) is the outboard lever in each quadrant and is mechanically connected to the carburetor by a flexible push-pull type control. The full forward position of the throttl e is OPEN and the full aft position is CLOSED. On a ircraft A A A , each throttle incorporates two radio switches within the handle, one for interphone communication and one for radio transmission . 1-17. CARBURETOR. 1-18. The carburetor is mounted to the intake mani- fold on the underside of the engine. It is an updraft, single-barrel, pressure-in jection type carburetor that incorporates a manually operated mixture valve. The basic purpose of the carburetor is to meter fuel ac- curately in proportion to the amount of air being con- sumed by the en gine. 1-1 9. MIXTURE CONTROL LEVER. 1-20. The mixture control lever (2, figure 1-4) on each quadrant enables the front or rear crew member to reg- ulate the fuel-air mixture to the engine to ol:tain efficient engine operation and maximum fuel ecooomy. Positions for each mixture control lever are RICH and LEAN. The RICH p os ition is full forward, full aft is LEAN and manual l ea ning is accomplished by placing the control between the RICH and LEAN position. The front mix- tur e control lever is e quipp ed with a spring-loaded lock. When either the front or rear mixture control l eve r is moved forward, the lock is automati ca lly re- l ea s ed . However, before the mixture cont rol lever can be moved aft toward LEAN, the lock must be re- leased by pressin g forward on th e lock lev e r of the front mixture control lever. The mixture control lever, when pulled full aft, sh uts off all fuel flow at t he car- buretor to stop the engi ne. 1-21. CARBURETOR AIR CONTROL LEVER. 1-22. The inboard lever on each engine control quad- rant is the carburetor air control lever (4, figure 1- 4) . On aircraft A A the carburetor air lever positions are labeled RA~ FILTERED AIR (forward position) and HEAT (aft position). On aircraft A A A , the carburetor air lever positions are labeled RA~ FIL- TERED AIR (forward position) and ALTERNATE AIR (aft po sition). The lever enables either the front or rear crew member to control the temp erature of air entering the carburetor thereby maintaining efficient engine operation under all flying conditions. When the lever is in the RAM FILTERED AIR position, ram air is admitted to the carburetor through the air intake - s coop on the front lower side of the cowl (see figure 1-5). When the lever is moved to the HEAT position on aircraft A A or to the ALTERNATE AIR position on aircraft A 4. A a gate valve c loses off the ram-air intake opening from the carburetor. With the gate valve closed, a partial vacuum is create d in the ca rburetor air box, causing a spring-loaded valve to open auto- matically. Thereby allowing the hot air surrounding the engine cylinders to enter the carburetor . ~~~UJIONI The carburetor air control lever should be set only in the RAM FlLTERED AIR or HEAT posi- tion on aircraft A A or ALTERNATE AIR positi on on aircraft A A A . Do not use any interm edia te positions. With the lever in any intermediate position, th e gate valve in the car - buretor air box is partially closed, restricting the entrance of ram filt ered air into the carbure- tor. However unless the gate va lve is com - pletely closed, the partial vacuum produced in the carburetor air box is not adequate to open the spring-loaded va lve which permits the en- tran ce of heated air into the air induction sys- tem. This results in the engine putting out less power because it is not getting its normal air supply. 1-23. ENGINE COOLING. 1-24. Air for engine cooling en ters through an opening lo ca ted in the upper part of the nose cowling . The cooling air passes over the engine and exits through an opening ,in the aft portion of the lower cow ling. The vented areas are always open and can not be controlled from the cockpit. 1-25. IGNITION SYSTEM. 1-26. The engine is equipped with a high-tension, dual ignition system firing two spark plugs in each cylinder. The high voltage required to ignite the fuel air mixture is supplied by two engine driven Bendix Scintella mag- netos. Control of the magnetic circuit is obtained by use of a conventional rotary type magneto switch mounted on the front instrument panel. 1-27 . IGNITION SWITCH. 1-28. The engine ignition switch (22, figure 1-7), con- trols the dual (magneto) ignition system. Th ere ar e four switch positions designated counterclockwise: BOTH, L, R, and OFF . The engine is started and 1-3 Chapter 2 Section I T~55-1510-202-10 ENGINE CONTROL QUADRANT II - II ----6 ---1 t 2 ----3 ---9 ~-- --2 ---4 -3 ---4 ----5 AIRCRAFT A A AIRCRAFT A 1. THROTTLE 2. MIXTURE CONTROL LEVER 3. MIXTURE CONTROL LEVER LOCK (PILOT'S QUADRANT ONLY) 4. CARBURETOR AIR CONTROL LEVER 5. ENGINE CONT~OL QUADRANT 6. MICROPHONE SWITCH 7. INTERPHONE SWITCH 8. WING FLAP SWITCH (PILOT'S QUADRANT .ONLY AIRCRAFT A A) 9. PROPELLER CON~RO~ LEVER AIRCRAFT AA Figure 1-4. 1-4 ) ... n ) ) T~55-1 5 10-202-10 Chapter 2 Sectio n I I RAM FILTERED AIR . f: __ CARBURETOR AIR CONTROL LEVER --- --- ALTERNATE AIR \ I RAM FILTERED AIR ·x: )·,, .!1__ -~-- -- CARBURETOR AIR CONTROL LEVER ----- { - FILTERED AIR CODE - COLD AIR - HEATEDAIR SYSTEM SPRING LOADED VALVE RAM AIR RAM AIR SOURCE FOR HEAT POSITION __.----.- SPRING LOADED VALVE '--~r- CARBURETOR AIR FILTER Figure 1-5. operated in the BOTH position. The Land R positions are for checldng purposes only. 1-29. E~ERGENCY MAGNETO SWITCH A A. 1-30. An emergency magneto switch (21, figure 1-17) is mounted on the cabin ce ili ng j ust forward of the fuse- lage rear spar for use by the instructor in the r ear seat of primary and advanced trainers. The switch, labeled E~ERGENCY ~AG, is ON in the rearward pos iti on and OFF in th e forward position, and may be u sed to switch both magnetos OFF, regardless of the position of the ignition switch on the instrument pan e l. The swi t ch is equipped with a guar d which prevents it from being pla ce d in th e OFF position when the gua rd is c los ed. [~~~TIONI Do not place either the ignition switch or the emergency magneto switch in the OFF position unless stopping the engine is desired. The OFF position of either switch will ground the mag- netos, thus stopp in g the engine . 1- 31. ENGINE PRI~ER SYSTE~ . 1-32. Th e engine primer system is provided as a means of s upplying fuel directly to the cylind ers to aid in en- gine starting . 1- 5 Chapter 2 Section I 1-6 T~55-1510-202-10 CABIN FORWARD VIEW AIRCRAFT A A ~2 ~--3 13---- --4 -------5 '--7 AIRCRAFT A A 10-- ~rPfwM§j 9--- 7 ) Figure 1-6 . (Sheet 1 of 2) ) T~55-1510-202-10 AIRCRAFT A 1. INSTRUMENT PANEL 2. REAR VIEW MIRROR A A 3. MICROPHONE SWITCH AA 4. WATER RUDDER RETRACTION HANDLE HOOK (FLOAT PLANES ONLY) 5. RIGHT CABIN HEATER OUTLET 6. CONTROL LOCK 7. WATER RUDDER RETRACTION HANDLE (FLOAT PLANES ONLY) A A 8. CONTROL LOCK ENGAGING PIN 9. BATTERY 10. LEFT CABIN HEATER OUTLET 11. VOLTAGE REGULATOR RHEOSTAT (BEHIND CHECK LIST) 12. CHECK LIST 13. CONTROL STICK Figure 1-6. (Sheet 2 of 2) Chapter 2 Se cti on I 1-7 Chapter 2 Section I T~55-1510-202-10 FRONT INSTRUMENT PANEL Figur e 1- 7. (Sheet 1 of 2) 1- 8 n AIRCRAFT A A AIRCRAFT A ) T~55-1510-202-10 " ) 1. RADIO CALL PLATE 2. WING FLAP POSITION INDICATOR 3. FUEL PRESSURE GAGE 4. OIL PRESSURE GAGE 5. LOADMETER 6. COMPASS LIGHT RHEOSTAT SWITCH 7. Oil TEMP . INDICATOR 8. TACHOMETER 9. CIRCUIT BREAKERS 10. CYLINDER HEAD TEMP. GAGE 11 . ENGINE PRIMER HANDLE 12. DEFROSTER & PILOT HEAT KNOB 13. FUEL PUMP SWITCH 14. LANDING LIGHT SWITCH 15. NAVIGATION LIGHT FLASHER SWITCH 16. NAVIGATION LIGHTS SWITCH 17. ROTATING BEACON liGHT SWITCH. A t 18. PITOT HEAT SWITCH 19. BATTERY SWITCH 20 . GENERATOR SWITCH 21. STARTER BUTTON 22. IGNITION SWITCH ) Fi g ur e 1- 7. (Sheet 2 of 2) 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42 . 43. 44. Cha pter 2 Section I AIRCRAFT A A CLOCK TURN AND SLIP INPICATOR CABIN HEAT KNOB ALTIMETER AIRSPEED INDICATOR VERTICAL VELOCITY INDICATOR DROP SHACKLE EMERGENCY SAlVO SWITCH DIRECTIONAl INDICATOR SUCTION GAGE ATTITUDE INDICATOR PILOT'S INSTRUMENT PANEl COMPASS CARD HOLDER STANDBY COMPASS FREE AIR TEMP. GAGE COVER PlATE MANIFOLD PRESSURE GAGE AZIMUTH INDICATOR COURSE INDICATOR MARKER BEACON POWER SWITCH AND VOLUME CONTROl MARKER BEACON INDICATOR LIGHT NAY. RADIO CONTROl SWITCH LIGHT COMM. RADIO CONTROl SWITCH-LIGHT 1- 9 Chapter 2 Section I T~55-1510-202-10 REAR INSTRUMENT PANEL ~ 2 3 ~ . ::=-~~ 0 tr.r~-.or\\\ 18. LF AND MANUAL LOOP CONTROL PANEL OR LF NAVIGATION (ADF RADIO COMPASS) CONTROL PANEL. 19. MANIFOLD PRESSURE GAGE 20. AZIMUTH INDICATOR 21. FUEL LOW PRESSURE WARNING LIGHT AIRCRAFT A 1. FUEL PRESSURE GAGE 2. COMPASS 3. CLOCK 4. SUCTION GAGE 5. DIRECTIONAL INDICATOR 6 6. ATTITUDE INDICATOR 7. VERTICAL VELOCITY INDICATOR 8. TURN AND SLIP INDICATOR 9. ALTIMETER 10. TACHOMETER \ 11. AIRSPEED INDICATOR 12. RADIO CALL PLATE 13. COMPASS CARD HOLDER ~ \ 14. REAR INSTRUMENT PANEL LOCKING AR ~ 15. VHF NAVIGATION CONTROL PANEL (MOVE UP TO SWING 16. COMM RADIO CONTROL PANEL BACK) SWITCH-LIGHT 15 25 17. NAY RADIO CONTROL SWITCH-LIGHT AIRCRAFT A 16 17 8 19 22. WING FLAP POSITION INDICATOR 23. COURSE INDICATOR 24. MARKER BEACON INDICATOR LIGHT 25 . VOLUME CONTROL MARKER BEACON 1-10 Figure 1-8. PANEL FOLDS BACK FOR PASSAGE TO REAR SEAT LOCKING ARM (MOVE UP TO SWING PANEL BACK) T~55-1510-202-10 Chapter 2 Section I 1-33. ENGINE . PRI~ER. 1-34. The engine primer is a manual, plunger type primer. A fore and aft movement of the engine primer handle (11, figure 1-7) pumps raw fuel into the six cylin- ders . The handle is normally FULL IN and LOCKED. The handle is turned counterclockwise to unlock or clockwise to lock. 1-35. STARTER SYS TE~. 1-36. A starting system, operating on 28 volt de cur- rent from the bus is provided for the engine. The start - ing system consists of a starter button and a direct drive starting motor located on the accessory section of the engine. An external power source should normally be used for starting the eng ine although the aircraft bat- tery may be capable of starting the engine, depending on its state of cha rge, etc. 1-37. STARTER BUTTON. 1-38. A press type starter button (21, figure 1-7) ener - gizes the electric starter motor. Th e starter button, mounted on the lower ce nter portion of the instrument panel, is housed within a circular re cessed cup to pre- vent inadvertent operation. When the starter button is pressed, a solenoid connects the starter to the 28 volt de bus. Electrical power for energizing the starter may be supplied by the aircraft battery, but an external power source should be connected for the purpose, when- ever possible, to conse rve mttery life. The starter but- ton is protected by a circuit breaker (figure 1-11). 1-39. TACHOMETER. 1- 40. An electric tachometer (8, figu re 1-7) showing engine rpm, loca ted on the front instrument panel, is a self-generating instrument and requires no power from the aircraft electrical system. Aircraft A A have an additional tachometer (10, fig w· e 1-8) provided on the rear instrument panel. 1-41. CYLINDER HEAD TE~PERATURE GAGE. 1-42. The cylinder head temperatw·e gage (10, figure 1-7), located on the front instrum e nt panel, is cali- brated in degrees centigrade, with a range of 0°C to 350°C in 50° increments. It is an electrical instru- ment; however, its sole source of power is generated by a thermo couple mounted on number four engine cyl- inder and therefor requires no power from the air- craft e l ectrical system . 1- 43. ~ANI FOLD PRESSURE GAGE . Aircraft A. 1- 44. ~ifold pressure gages (38, figure 1-7; 19, fig- gure 1-8) are located on the extreme right hand side of both the front and rear instrument panels directly above t he tachometer and are calibrated in inches of mercury . 1- 45. PROPELLER. Aircraft A A. A A . 1-46. The aircraft is equipped with a ~cCauley two- blade f ixed pitch, all metal propeller. No pr ope ll er controls or indicators are provided for this installation. 1-47. PROPELLER . Aircraft A. 1-48. The engine drives a two blade constant speed, controllable pitch, all meta l McCauley pr ope ller. A propeller governor, controlled from either compa rt- ment, maintains a selected rpm, regardless of varying air loads or flight attitude . The governor increases the propeller blade angle by directing pressurized en- g ine oil to a piston in the propeller hub. The aero- dynamic force on the propeller blades is utilized to pull the blades into low pitch . The governor assembly, containing a gea r driven oil pump, is mounted on the rear section of the eng ine. With a fixed th rottle set- ting, the propeller has a gove rning range (full increase to full decrease) of from approximately 2600 rpm to 2100 rpm. 1-49. PROPELLER CONTROL LEVER. Aircraft A . 1- 50 . Engine rpm is determined by the setting of the propeller control lever (9, figure 1-4) on the throttle quadrant in each compartment. The quadrant is labeled RP~ with marked positions; DECR aft position and INCR forwa rd position . The position of the propell er control lever determines the setting of th e propeller governor by mechanical linkage . 1-51. OIL SUPPLY SYSTE~ . 1-52. Oil for engine lu br ication and on aircraft A pro - pell er governor operation is supplied from a sump mounted on the bottom of the engine. Oil is picked up by the engine driven pressure pump, forced thr ough the oil therm os t at , oil cooler, and then through the engine and on aircraft A the engine driven propeller governor . When the oil is below 72°C the thermostat will cause the oil to bypass the oil cooler . Oil from the engine and on aircraft A propeller gover nor re- turn to the sump by gravity flow. The oil filler neck is located on the left rear side of th e eng in e (figure 1- 3). Ten U.S. quarts are required to fill the sump a nd an additiona l one half quart is required for the oil coo ler and cmmecting li nes . The oil supply is measured by a dip sti ck (figure 1-3) located just forward of the oil filler neck on the left side of the engine. No oil system controls are required on the aircraft. See fig- ure 1-3 for oil specificatio n and g rade. 1-53. OIL PRESSURE GAGE. 1-54. An oil pressw·e gage (4, figure 1-7) is installed on the front instrument panel and indi cates oil pressure to the engine in pounds per square in ch and is a direct pressure operated gage. 1-55. OIL TEMP ERATURE INDICATOR. 1-56. The el ectrical, resistance type, oil tempe rature indicat or (7, figure 1- 7) mounted on the front instrument panel is calibrated in degrees Centigrade and ranges in increme nts of 10°, from - 70° C to + 150° C. The indicator receives its power fr.om the 28 volt de bus and is protected by a circuit break er (figure 1-11). 1- 57. FUEL SUPPLY SYSTEM . 1-58. FUel is supplied to the engine from two aluminum 1- 11 Chapter 2 Section I T~55-1510-202-10 FUEL QUANTITY DATA (U. 5. GALLONS) USABLE FULLY EXPANSION TOTAL VOL.TANKS NO. FUEL-EACH SERVICED-EACH SPACE-EACH EACH MAIN 1 20.5 21.0 0.5 21.5 AUX . 1 20.5 21.0 0.5 21.5 Figure 1-9. fuel tanks, a main fuel tank located in the inboard end of the left wing, and an auxiliary fuel tank similarly located in the right wing (see figure 1-3). From these tanks, fuel flows through a fuel selector valve, an auxi- liary fuel pump, a fuel strainer and an engine driven fuel pump to the carburetor. A vapor return line from the carburetor carries excess fuel and vapor back through the rear half of the fuel selector valve to the tank being used. A drain valve is incorporated in th e fuel strainer and in each fuel tank to drain any water or sediment that may collect in the system. The auxiliary fuel pump is provided with a drain which opens to the outside surface of the cabin skin just forward of the auxiliary fuel pump. In e7ent of pump seal failure, any fuel escaping through the seal will flow overboard instead of entering the pump motor where it would create a fir e hazard. Rec- ommended and alte rnate fuel specifications and grade s are noted on figure 1-3. 1-59. FUEL SELECTOR VALVE. 1-60. A rotary type fuel selector valve is incorporated in the fuel system . The fuel selector valve handle (2, fig- ure 1-15), which contro ls through mechanical linkage the fuel selector valve, has three positions: ~N TANK, AUX. TANK and FUEL OFF. The ~IN TANK and AUX. TANK positions allow fuel to flow from the main tank and auxiliary tank respectively to the engine. The FUEL OFF position sea ls both tanks off from the rest of th e fuel system and allows no fuel to pass beyond the selector valve. The va lve is designed so that the fuel flowing through the vapor return line is routed back into the fuel tank from which fuel is being used. The fuel selector valve is located on the left side of the fuselage at the wing root and is acc~ssible from either the front or rear seat. 1-61. AUXILIARY FUEL P~P SWITCH. 1- 62. An auxiliary fuel pump switch (13, figure 1-7), on aircraft A A is located in the lower right section of the front instrument panel and on aircraft A A A th e switch (8, figure 1-12), is located on the sw itch and c ircuit breaker panel below the left front window. The switch is labled FUEL P~P and has two posi- tions : ON (up position) and OFF (down position). On aircraft A A an additional auxiliary fuel pump switch (9, figure 1-17) is provided in the rear compartment . This switch is lo cated just forward of the rear shoulder harness lock handle. The switch is labled FUEL PUMP and has two p ositions; ON (forward position) and OFF (aft P0!3ition), and operates the auxiliary fuel pump in exactly the same manner as the switch in the front com - 1- 12 partment. The auxiliary fuel pump is used to build up pressure in the carburetor before starting the engine and during takeoff and landing. It is a lso used as an emergency source of fuel pressure if the engine driven fuel pump fails. When the auxiliary fuel pump is not in operation, fuel is bypassed around the pump through a bypass located in its base. The switch receives its power from the 28 volt de bus and is prote cted by a circuit breaker (figure 1-11). 1-63 . FUEL DRAIN VALVES. 1-64. Three, self-locking drain valves are provided in the fuel system. (see figure 1-10 .) A valve is lo- cated in the bottom of each wing tank and labeled "FUEL TANK DRAIN". One valve is incorporated in the fuel filter and is labeled "FUEL FILTER DRAIN". These valves are used to drain water and sediment from the fuel s y stem. 1- 65. FUEL QUANTITY INDICATORS . 1-66. A direct-reading, mechanically-actuated float- type fuel quantity indic a tor (3, figure 1-15; 5, fig- ures 1-16) is mounted in each fuel tank at the wing root. Eac h indicator shows, in relation to a full tank, the amount of fuel remaining in its respective fuel tank. The indicator is marked E, 1/4, 1/ 2, 3/ 4 and F. A red arc is painted on th e face of each indicator and is labeled NO TAKE-OFF to war n the pilot that the res- pective fuel tank is a lmo s t emp ty. 1-67. FUEL PRESSURE GAGE. 1-68. A fu~l pressure gage (3, figure 1- 7) for the en- gine is located on the front instrument panel and in - dicates fuel pressure to the engine in pounds per square inch. On aircra ft A a fuel pressure gage (1, figure 1-8) is a lso located on the rear instrum ent panel. 1-69. FUEL LOO PRESSURE WARNING liGHT. Air- craf t A. 1- 70. A fuel low pressure warning light (21, figure 1-8) is installed on the rear instrument panel, and will il- luminate to warn the s tudent in the event fuel pressure drops to 10psi or below. The warning light, which is located on the lower portion of the instrum en t panel, is normally OFF. The light is a press-to-test type and may be checked for continuity of the circuit by pres- sing the light in. The light receives its power from the 28 volt de bus and is prote cted by a circuit breaker (figure 1-11). .. T~55-1510-202-10 C hapter 2 Sec tion I ) AIRCRAFT FUEL SYSTEM ) MAIN TANK VENT FUEL TANK DRAIN VALVE ENGINE PRIMER HANDLE TO ENGINE CYLINDERS ' I / FUEL LOW PRESSURE _ 'i' _ WARNING LIGHT IJ. )r\ FUEL LOW PRESSURE ACTUATED SWITCH A FRONT FUEL PRESSURE GAGE REAR FUEL PRESSURE GAGE A ~~I FUEL '\ QUANTITY INDICATORS .................................... ...... FUEL STRAINER -...... AUX . TANK -............ ...... DRAIN VALVE USA81 E f Ull IN l[VIl FliGW T I O.S IA l. IACH n.MK VENT FUEL SELECTOR VALVE HANDLE FRONT AUX. FUEL PUMP SWITCH FUEL STRAINER DRAIN VALVE REAR - TO ENGINE CYLINDERS Fig ur e 1- 10. -- -· AUX. FUEL PUMP SWITCH AA ,------...----"-~ MAIN FUEL FLOW ~'~ VA POR RETURN I - I CHECK VALVE ELECTRICAL ACTUATION MECHANICAL ACTUATION 1- 13 Chapter 2 Section I T~55-1510-202-10 1-71. ELECTRICAL POWER SUPPLY SYSTE~. 1-72. The aircraft is equipped with a 28 volt direct current electrical power supply system (figure 1-11). The de system is powered by a 50 ampere engine driven generator. A 24 volt, 11 ampere-hour storage battery serves as a stand by power source to supply current to the de sys t em when the generator is inoperative or when generator voltage is insufficient to close the re- verse current relay. 1-73. EXTERNAL POWER RECEPTACLE. 1-74. The de power supply system can be connected to external power source for engine starting, or for ground checking the electrical system, through the external power receptacle (figure 1-3) located on the right side of the fuselage aft of the firewall . This receptacle is pr otected by a spring-loaded door. !CAUTION\ The battery switch must be in the OFF position when external power is connected to the air- craf t, as dama ge to the battery will result. 1-75. CIRCUIT BREAKERS. Aircraft A A . 1-76. All electrical circui ts, with the exception of the starter and oil temperature gage circuits, and the ex- ternal drop load circuit (some aircraft) are protected from overloads by manual reset push-pull type circ uit breakers (9, figure 1-7). These circuit breakers, la- beled "PUSH TO RESET" have luminous tips and are located on the instrument panel directly above the switch row. Should an overload occur in a circuit, there- s ulting heat rise will cause the circuit breaker to pop out and break the circuit. The circuit breaker may be pushed in to re-energize the circuit. However, the circui t breaker s hould not be held in if it opens the circuit a second time. Automatic reset circuit breakers are provided for the starter and oil temperature gage circui ts and for th e external drop load circuit. 1-77. CIRCUIT BREAKERS. Aircraft A A. 1-78. All electrical circui t s, with the exception of the ex t erna l drop load circ uit, are protected from overload by manual reset circuit breakers located in the lower aft portion of the switc h and circuit breaker panel (see figw·e 1-12). Should an overload occur in a c ir cuit, the resulting h eat ris e will cause th e c ir cuit breaker to pop out and break the circuit. The circuit breaker, labeled "PUSH TO RESET, PU LL TO BREAK", may be pushed in to re-energize the circuit. However, th e circuit breaker should no t be he ld in if it opens the circuit a second time. An automatic reset circuit break- er is provided for the externa l drop load circuit. 1-79 . CIRCUIT BREAKERS. Aircraft A. 1-80. All electrical c ir c uits, are protected from over- load by push-to-re set c ircuit breakers located in the l ower rear portion of the switch and circuit breaker panel (figure 1- 12). Should an over load occur in a cir- cuit the resulting heat rise wi ll cause the circuit breaker to pop out and bre ak the circuit. The circuit breaker 1-14 may be pushed in to re-energize the circuit. However, the circuit breaker should not be held in if it opens the circuit a second time. The circuit breakers are labeled "PUSH TO RESET, PULL TO BREAK". I~AUTIONJ Circuit breakers should not be pulled or reset without a thorough 'Wlderstanding of all the effects and results. Use of the circuit breakers can eliminate from the system some related warning system or interlocking circuit. A circuit breaker that continues to pop out after being reset, could result in an electrical fire and further attempts to reset it should be discontinued. 1-81. BATTERY SWITCH. 1-82. The battery switch (19, figure 1-7) on aircraft A A is located on the lower right side of the front instrument panel and on aircraft A A A the switch (10, figure 1-12), is located on the switch and circuit breaker panel under the left front window. The switch is used to disconnect the battery from the aircraft elec- trical supply system. The switch is marked BAT and has two positions, ON and OFF, which controls the cir- cuit accordingly. When the switch is in the ON posi- tion, the battery is connected directly to the 28 volt de bus. ff~UJ)ON\ The battery switch must be in the OFF position when external power is connected to the air- craft, as dam age to the battery will res ult. 1-83. GENERATOR SWITCH. 1-84. Th e ge nerator switch (20, figure 1- 7) on air - craft A A is located on the lower right side of the front instrument panel and on aircraftA A A the switch (9, figure 1-12) is located on the switch and cir- cuit breaker panel under th e l eft front window. The switch is marked GEN and has two positions , ON and OFF, and functions to con trol generator output to the 28 volt de bus. With the S'Vitch ON, a nd the engine operating a t 1200 -1250 rpm or above, the genera tor will supp l y direct curre nt to the 28 volt de bu s, thus relieving the drain on the battery. For normal opera- tion the sw itch is in the ON position at all times . The switch is protected by a circuit breaker (figure 1-11). Note On aircraft A A a bar is in sta lled across th e battery and generator switchs. This provision enabl es the switches to be turned off simultane- ous ly or operated individually . 1-85 . VOLTAGE REGULATOR RHEOSTAT. 1-86. The voltage regulator is pre-se t by the ground crew and ordi narily the pilot has no occasion to ad- j ust it. However, the regulator can be adjusted in fli g ht by means of a rheostat knob on the regulator. The regulator rheostat knob (11, figure 1-6) which can be reached from the front cockpit is on the left s id e of .. • ., ~55-1510-202-10 Chapter 2 Section I ' ELECTRICAL POWER SUPPLY SYSTEM BATTERY (24 VOLTS) OFF BATTERY SWITCH VOLTAGE GENERATOR REGULATOR ......---, OFF GENERATOR SWITCH REVERSE CURRENT RELAY EXTER NAL POWER RECEPTACLE t AIRCRAFT SO..l327 THRU 53-8067 E QU IPP ED WITH AN / ARC 60 RADIO. i" IRCRAEL.A-5(kl 32Z IHRU 53-8067 E QU IPPE D WITH ROTATING BE ACON. CIRCUIT BREAKER :f AIRCRAFT ~ S3-B068 AND ON AND AIRCRAFT MODIF IED PER TM I-I L-19A-247 u a AIRCRAFT AA AUXILIARY FUEL PUMP RADIO, AN / ARC-44 (A Al RADIO, AN / ARC-60 UHF tA + Al OR RADIO, AN / ARC TYPE 12 (.A) t----.,.. EXTERNAL DROP LOAD SYSTEM (FOUR SHACKLE SYSTEM) LA A> INDICATOR, TURN & SLIP LIGHT, MAGNETIC COMPASS f--._ LIGHTS, LANDING LIGHTS, INSTRUMENT (FRONT COMPARTMENT, RIGHT) LIGHTS, INSTRUMENT (STUDENT'S, INSTRUMENT TRAINER) LIGHTS, MAP (REAR COMPARTMENT) ROTATING BEACON (A t I LIGHTS , NAVIGATION LIGHTS , ARC-44 RADIO PANEL INTERPHONE LIGHTS , INSTRUMENT (FR ONT COMPARTMENT, LEFT) LIGHTS, MAP (REAR COMPARTMENT) ..,_..-ria-+--.. LIGHTS, MAP (FRONT COMPARTMENT) LIGHTS , RADIO PANELS PITOT HEATER STARTER MOTOR INDICATOR , OIL TEMP ERATURE WING FLAP, MOTOR t A~~ A > IND ICATOR, WING FLAP POSITION ~ A ~: A ) Fi g ure 1- 11. (Sh ee t 1 of 3) 1-15 Chapter 2 Section I T~55-1510-202-10 ELECTRICAL POWER SUPPLY SYSTEM GENERATOR t · AIRCRAFT 1-16 GENERATOR SWITCH VOLTAGE REGULATOR REVERSE CURRENT RELAY POWER SOURCE 56-2696 AND 56-4161 AIRCRAFT AA AUXILIARY FUEL PUMP LIGHTS, LANDING INDICATOR, OIL TEMPERATURE INDICATOR, WING FLAP POSITION LIGHTS, INSTRUMENT LIGHTS , MAP LIGHTS, RADIO CONTROL PANELS LIGHTS, SWITCH PANEL LIGHTS, MAGNETIC COMPASS LIGHT, ROTATING BEACON LIGHTS , NAVIGATION PITOT HEATER HOMING ANTENNA GROUP ----t---1~ INTERPHONE LIGHT, AN / ARC-44 RADIO PANEL 11·--~ RADIO, AN / ARC - 44 ,.,__ ___,~ RADIO, AN / ARC-60 UHF (,A t A.l w----1~ STARTER, MOTOR E CUIPP ED WITH AN / AR C 60 RADIO. Figure 1-11. (Sheet 2 of 3) • ) 0 ) T~55-1510-202-10 Chapter 2 Section I ELECTRICAL POWER SUPPLY SYSTEM AIRCRAFT A GENERATOR SWITCH VOLTAGE REVERSE CURRENT RELAY AUXILIARY POWER UNIT EXTERNAL POWER RECEPTACLE Figure 1-11. (Sheet 3 of 3) FUEL PUMP LANDING r---t~ LiuHT, FUEL LOW PRESSURE ~ARNING 1---t••NDICATOR, OIL TEMPERATURE t-.,...., .NDICATOR, TURN & SLIP _--t.., •NDICATOR, WING FLAP POSITION INSTRUMENT t-_,.·&.•uHTS, MAGNETIC COMPASS RADIO CONTROL PANEL AND ROTATING BEACON -......,. .&.I~HTS, SWITCH PANEL ,....._,.. 1\~DIO, ARC TYPE 12 OR UHF COMMUNICATION 1-17 Chapter 2 Section I T~ 55 -1510-202-10 SWITCH AND CIRCUIT BREAKER PANEL AIRCRAFT AA 1 2 3 4 5 6 1 a 9 10 - r• 0 • 0 0 @ a @ a @ 0 \=-=--~·-· 1 2 3 4 5 11 6 7 8 9 \ '$) ~ ' (i r •@~ @@@6@@~@ 12 1. COMPASS, SWITCH AND C IRCUIT BREAKER PANEL AND RADIO PANELS RHEOSTAT SW IT CH. 2. PANEL EDGE LIGHTS 3. NAV IGAT ION LI GHTS SW IT CH 4. RADIO CONTROL SW ITCH A .A. A 5 . ROTATING BEACON LIGHT SW ITCH 6. PITOT HEAT SWITCH Figure 1-12. 1- 18 10 11 AIRCRAFT A 7. LAND I NG LIGHT SWITCH 8. AUXILIARY FUEL PUMP SWITCH 9. GENERATOR SW I TCH 10. BATTERY SW IT CH 11. CIRC UI T BREAKERS 12. SWITCH GUARD • ) ) 0 T~55-1510-202-10 Chapter 2 Section I the voltage regulator, Clockwise rotation of the knob in- creases voltage, CO\mterc lockwise rotation decreases it, 1-87. LOAD~ETER . 1-88, The lo adme ter (5, figure 1-7) is located on the upper right portion of the front instrument panel. The l oa dmeter which consis ts of an ammeter, on which the scale has been calibrated to re ad from -0. 1 to 1. 25 times the generator related output, to indicate that proportion of generato r rated output being used. 1-89. FIJGHT CONTROL SYSTE~. 1-90. Conventional stick and rudder pedal controls are provi ded in both the front and rear com par tments to ope rate, by mechanical linkage, the primary flig ht con- trol surfaces (a ilero ns, rudder and elevators), The flight-adjustable trim tab on the right elevator is me- chanica lly actuated by manual operation of the elevator trim tab control wheel. A trim tab control wheel is provided on the left cabin wall adjacent to the front seat in all aircraft. A rear compartment trim tab con- trol wheel is provided on aircraft A A , The rudder and aileron trim tabs are adjustable on the ground only, When desired, the rear control stick can be removed and stowed on the rear compartment cabin wall. On aircraft A A A , the rear rudder pedals, when not in use, can be folded flat against the floor. 1-91, CONTROL STICKS. 1-92. Aileron and elevator con trol is maintained by dual control sticks on individual yokes, i nterc onnected to permit con tr ol of the aircraft using eit her control stick, The front control stick (13, figure 1-6) on air- craft A A houses a microphone switch (3 figure 1-6) within the contro l stick gr ip . The rear contro l stick (14, figure 1-17) is removable by pulling out the control stick rele a se knob and lifting the cont rol stick from its socket. On aircraft A A. a stowage strap and clip for storage of the rear control stick, when not in use, are provided on the left cabin wall of the rear com- partment. On aircraft A /);. A a similar stowage strap and clip are provided on the right cabin wall of the rear compartment . Note When insta lling the aft control stick in its soc - ket, be sure to have the slot in the base of the control slick facing aft. 1- 93 . RUDD ER PEDALS. 1- 94. Two sets of rudd er pedals are provided to me- chanically operate the rudder and the s teerable tail- wheel. The front pedals are lo cated just aft of the fire- wall adjacent to the cabin floor, and are equipped with brake master cylinders. The rear pedals are located just aft of the front seat. On aircraft A A. A , the rear pedals can be folded flat against the floor by pull- ing up on the locking pin of each pedal and pushing the ped a l down and aft (see figure 1-13). The pedals in this position do not interfere with the normal operation of the fro nt rudd er peda ls. The pedals can be raised to the operating position by pulling them up and forward. Toe pressure on these pedals for brake operati on is mechanically transmitted to the front peda ls which in turn hy draulically actuate the main wheel brakes. On aircraft A /);. the rear pedals do not fold and they are equipped with separate brake master cylinders . REAR RUDDER PEDAL POSITIONS LOC KING PIN (PIN SHOULD BE PULLED UP TO FOLD PEDALS) Figure 1-13. AIRCRAFT A A A UPRIGHT POSITION FOLDED POS ITION (PEDA L SHO ULD LIE FACE UP ON THE FLOOR) 1-19 Chapter 2 Section I ~55-1510-202-10 CONTROL LOCK CONTROL LOCK "ENGAGED" CONTROL LOCK "DISENGAGED'~ THE CONTROL LOCK ALSO SETS THE BRAKES F1 gure 1-14. 1-95 . ELEVATOR TRIM TAB CONTROL WHEEL . 1-96. An elevator trim tab control wheel (16, figure 1- 15) is located on the left cabin wall in all aircrait and is accessible from the front seat; an additional trim tab control wheel (16, figure 1-17) is lo ca ted on the left cabin wall of the rear compartment on aircrait A A equipped and designated as instrument trainers. The rear compartment trim tab control wheel is mechanically interconnected with the forward trim tab control wheel and operates in exactly the same manner. The trim tab control wheel is mechanically connected to the ele- vator trim tab by chains, cables and a screw-jack tab actuator. A trim tab position indicator is in each trim tab control wheel mechanism indicating the nose attitude of the aircraft. The labeled indicator positions are NOSE UP, NOSE DOWN and TAKEOFF. 1-97. CONTROL LOCK. 1-98 . A simple positive control lock (figure 1-14} for rudder, elevators and ailerons, is located on the cabin floor in front of the forward control stick. The lock is a welded "U" shaped tube that pivots inside the front rudder pedal torque tubes . Locking and unlocking of 1-20 the controls is accomplished by a single operation. The controls can be LOCKED by lifting the lock from the floor and engaging it with the steel pin attached to the forward control stick. The controls can be UN- LOCKED by disengaging the control lock from the pin and lowering the lock to the floor. The control lock also sets the parking brakes. 1-99. WING FLAPS. Aircrait A 50-1327 thru 53-8067 except aircraft modified per TM 1-1L-19A-247. 1-100. The wing flaps are partial span, single-slotted trailing edge type and extend from the aileron to the fusela ge on each wing. The wing flaps are manually operated by a wing flap lever mounted on the cabin floor adjacent to the left cabin wall. Manual operation of the lever to the selected setting actuates the wing flaps to the desired degree of extension. 1- 101. WING FLAP LEVER. Aircraft A 50-1327 thru 53-8067 except aircraft modified per TM 1-1L-19A- 247. 1-102. The wing flaps are controlled by a wing flap lever (13, figure 1-15} mounted on the floor between • ) ) T~55-1510-202-10 Chapter 2 Section I the front seat and l eft cabin wall. The manual operated l ever is mechanically connected to the wing flaps by a flexible control cable. The lev er is operated by depres- sing a thu mb button on the leve r and moving the l ever to the desired flap setting. By r e leasi ng the thumb button, the flap l ever can be locked to provide 0, 30, 45 and 60 de g ree flap p osi tion. 1-103. WING FLAPS. A irc raft A 53-8068 and on and aircraft modified per T~1-1L-19A -24 7 and aircraft AA A A . 1-104. The wing flaps are parti a l span, single - s lotted trailing edge type and e xtend from th e aileron to th e fuselage on each wing. The wing flaps are electrically operated by a wing flap switch to any setting between zero and 60 degre es. A flap position indicator on the instrument pane l shows the position of the wing flaps at all times. No emergency sys tem is provided f or operating the flaps. The wing flaps receive their el ec- trical power from the 28 volt de bus and the system is protected by a circuit breaker (figure 1-11). 1-105. WING FLAP SWITCHES. Aircraft A 53 - 8068 a nd on, and a ir craft modified per TM 1- 1L-19A-247 an d air craft A A A A . 1-106. On modified A aircraft and all airc raft A , the wing flaps are electrically operated by means of a thr ee -p osition, spring-loaded wing flap switch (10 , figure 1-15) mounted on the window s ill adjacent to the front engine co ntrol quadrant. The switch has two marked positions, FLAPS UP and FLAPS DOWN. The cen ter position of the switc h is the OFF p osi tion. The wing flaps ca n be lowered electri ca ll y to any setting, between zero and 60 degrees, and locked at that posi- tion by rel easing the switch and allowing it to return to the center OFF p ositio n. When the flap limits are reached, either up or down, the electrical ac tuator motor is automati ca lly turned off by th e limit switches. On aircraft A A A , the wing flaps are electrically uperated by e ither of two spring-lo aded, three posi- ti ·:>n switches. One sw itch {8 , figure 1-4) is mounted on the aft side of the front engine contr ol quadrant for use by the front occupant. The switch is labeled FLAP and has two marked positions, UP and DOWN. The cente r position of the switch is OFF. On aircraft A A , a switch (20, figure 1-17) is provided in the rear compartment on th e l eft window sil l for use by the rear occupant. The switch has two marked positions, FLAPS UP and FLAPS DOWN and overrides the front flap switch. The cente r positi on of the switch is OFF . On aircraft A , the rear compartment flap switch {26, figure 1-17) is mounted on the left side of th e rear en- gine control quadrant. The switch is spring -l oaded and is labeled FLAP with two marked positions UP and DOWN with the ce nter position being OFF. On airc r aft A , the front and rear flap switches are identical in operation being momentarily on in both the UP or DOWN position, howeve r, the front wing flap switch wi ll over - ride the rear flap swit ch. The tim e required to lower the wing flaps from zero to 60 degr ees is approximately seven and a half seconds; the time required to raise the flaps fro m 60 to zero degrees is apprCDdmately six and a half seconds. The wing flap switches rece ive their elec tri cal power from the 28 vo lt de bus and are pro- tected by a circuit breaker (figure 1-11). 1-107. WING FLAP POSITIONINDICATOR. Aircraft A 53-8068 and on and aircraft modified per TM 1- 1L-19A-247 and aircraft A A A A . 1-108. An el ectrically operated wing flap position in- di cator (2, fi gure 1-7) is provided on the front inst ru- ment panel. On aircraft A an additi onal flap position indicator (22, figure 1-8) is also provided for the student. The indicators are calibrated in degrees and show the position of the wing flaps at all times . The indicators receive their electr i ca l power from the 28 volt de bus and are prot ected by a circuit breaker (figure 1-11). 1- 10 9. LANDING GEAR SYS T E~ . 1-110. The landing gea r system consists of a fixed main landing gear and a steerable tailwheel. The main landing gear incorporates a single tapered spring -st eel leaf supporting each main wheel. The tailwheel is supported by a multlleaf spring . The tailwheel steer - ing arms are connected to the rudder by flexible cables and springs, and steering is controlled through norma l op era tion of the rudder peda ls. No landing gear co n- tr o ls or i nd i cators are required for this system. T o permit smoother and safer landing and takeoff opera - ti on on extremely r ough, soft and sa ndy fields, which are impractical for standard - gear-equipped aircraft, a tandem gear may be installed. 1-111. LANDING GEAR SYSTEM (SEAPLANE) . Air- craft A A. 1- 112. When the aircraft is used as a seaplane, floats are attached to fittings on the fuselage, and seaplane fins are installed at the tips of the horizontal stabili- zer. Retractable water rudde rs on the floats are con- nected to the rudder be ll crank to permit steering during taxiing. 1-113. STEERI NG SYSTE~. 1-114. St eering during ope rati ons is made possible by operation of the rudder pedals . The tai lwh ee l steering arms are connec t ed to the rudder by flexible cables and springs. The tailwheel is steerable through an arc of 16 degrees each side of neutral. Beyond this travel, the tailwheel becomes free - swiveling. 1- 115. STEERI NG SYSTE ~ (SEAPLANE) . Aircraft AA. 1-116. WATER RUDDERS. 1-117. Retractable water rudders are mounted at the aft end of each float to provide steering during seaplane taxiing. The water rudders a re connect ed by a system of cabl es to the rudder bellcrank; thus, norma l opera - tion of the rudder pedals operates the water rudder s . 1-118. WATER RUDDER RETRACTION HANDLE. 1-119. A water rudder retraction handle (7, figure 1- 6), located slightly to the right and in front of the forward control stick, is provided to manually raise and lower the water rudders. Flexible steel cab les connect the water rudders to the water rudder retrac- tion handle. The retraction handle is norma lly hooked 1-21 Chapter 2 Section I T~55-1510-202-10 FRONT COMPARTMENT ••• LEFT SIDE Figure 1- 15. (She et 1 of 2) 1-22 AIRCRAFT AA. AIRCRAFT A NOTE On aircraft IT A and aircraft A , the rear ins tr u- ment panel has been removed for clarity ) ) ) ~55-1510-202-10 Chapter 2 Section I AIRCRAFT AA 1. REAR COMPARTMENT VENTILATOR 2. FUEL SELECTOR VALVE HANDLE 3. MAIN FUEL TANK QUANTITY INDICATOR 4. RADIO JACK BOX 5. HEADSET 19 . REAR ENGINE CONTROL QUADRANT ( A AND A SHOWN ) 20. CONTROL STICK STOWAGE STRAP ( A AND A ) 21. ARC-44 RADIO DISTRIBUTION PANEL 6. MAP LIGHT 22. FRONT ARC -44 RADIO CONTROL PANEL 7. FRONT COMPARTMENT VENTILATOR 23. RADIO SWITCH PANEL 8. INSTRUMENT LIGHT 24. AUXILIARY LIGHT MOUNTING BRACKET 9. INSTRUMENT LIGHT RHEOSTAT SWITCH 25. SWITCH AND CIRCUIT BREAKER PANEL 10. WING FLAP SWITCH (At A ) 26. REAR ARC-44 RADIO CONTROL PANEL 27. VHF NA V IGATION CONTROL PANEL 11 . FRONT ENGINE CONTROL QUADRANT ( A AND A SHOWN) 12. MICROPHONE 28. LF AND MANUAL LOOP CONTROL PANEL OR LF NAVIGATION (ADF RADIO COMPASS) CONTROL PANEL 13. WING FLAP LEVER ( A t ) 14. SHOULDER HARNESS INERTIA REEL LOCK LEVER 15 . MANUAL LOOP CONTROL 29 . VHF OR UHF COMMUNICATION CONTROL PANEL 30. TRANSMITTER FREQUENCY CHART 31 . HEADSET -MICROPHONE 32. FRONT ENGINE CONTROL QUADRANT 16. ELEVATOR TRIM TAB CONTROL WHEEL 33 . WING FLAP SWITCH (A A AND A ) 17. RADIO CONTROL PANEL 34. REAR ENGINE CONTROL QUADRANT 18. WINDOW HANDLE 35. WING FLAP SWITCH t AIRCRAFT A 50-1327 THRU 53-8067 EXCEPT AIRCRAFT MODIFIED PER TM 1-1L-19A-247 t AIRCRAFT A 53-8068 AND ON AND AIRCRAFT MODIFIED PER TM1-1L-19A-247 Figure 1-15. (Sheet 2 of 2) 1-23 Chapter 2 Section I T~55-1510-202-10 FRONT COMPARTMENT RIGHT SIDE 3 5 Fi g ur e 1-16. (Sheet 1 of 2) 1-24 • ) AIRCRAFTA A AIRCRAFT A .. 0 ) ) T~55-1510-202-10 1. INSTRUMENT LIGHT RHEOSTAT SWITCH 2. INSTRUMENT LIGHT 3. FRONT COMPARTMENT VENTILATOR 4. FIRST AID KIT 5. AUXILIARY FUEL TANK QUANTITY INDICATOR 6. DOOR HANDLE 7. MAP AND FLIGHT REPORT CASE 8. DOOR EMERGENCY RELEASE HANDLE 9. ASH TRAY 10. UHF RADIO CONTROL PANEL 11. LF AND MANUAL LOOP CONTROL PANEL 12. ADF POWER SWITCH 13. ADF RADIO CONTROL PANEL 14. REAR COMPARTMENT VENTILATOR Figure 1-16. (Sheet 2 of 2) Chapter 2 Section I AIRCRAFTA A 1-25 Chapter 2 Section I T~55-1510-202-10 REAR COMPARTMENT••• LEFT SIDE 5 Figure 1-17. (Sheet 1 of 2) 1-26 AIRCRAFT A 3 AIRCRAFT A .. ) T~55-1510-202-10 Chapter 2 Section I AIRCRAFT A AA 1. MAP LIGHT 2. HEADSET 3. RADIO JACK BOX 4. INSTRUMENT LIGHT 5. SIDE WINDOW LATCH 6. INSTRUMENT LIGHT RHEOSTAT SWITCH 7. BLIND FLIGHT CURTAIN 8. SHOULDER HARNESS INERTIA REEL LOCK LEVER 9. AUXILIARY FUEL PUMP SWITCH 10. MICROPHONE 11 . ENGINE CONTROL QUADRANT ( A AND A SHOWN) 12. REAR COMPARTMF.NT VENTILATOR 13 . INSTRUMENT PANEL 14. CONTROL STICK 15. SEAT ADJUSTMENT LEVEL 16. ELEVATOR TRIM TAB CONTROL WHEEL 17. REAR SEAT 18 . HEADSET-MICROPHONE 19. MICROPHONE SWITCH A 20 . WING FLAP SWITCH A A 21. EMERGENCY MAGNETO SWITCH A A 22 . FOOT-OPERATED MICROPHONE SWITCHA 23. ARC-44 RADIO CONTROL PANEL 24. ARC -44 RADIO DISTRIBUTION PANEL 25. ENGINE CONTROL QUADRANT 26. WING FLAP SWITCH Figure 1-17. (Sheet 2 of 2) 1-27 Chapter 2 Section I T~55-1510 - 202-10 REAR COMPARTMENT ••• RIGHT SIDE AIRCRAFT A Note: The St ud e nt Pi lot's seat has been removed for clari ty . • FORWARD 1. VHF OR UHF COMMUNICATION 5. DATA CASE CONTROL PANEL 2. REAR COMPARTMENT VENTILATOR 6. ELECTRONIC EQUIPMENT 7. CONTROL STICK STOWAGE " 3. SIDE WINDOW LATCHES 4. ASH TRAY Figure 1-18. 1-28 0 () ) ) T~55-1510-202-10 Chapter 2 Section I to the water rudder retraction handle hook (4, figure 1- 6} during flight. The water rudders are UP when the retraction handle is in this position . By manually lowering the retraction handle to the cabin floor the water rudders are lowered to their operating pos ition . 1-120. BRAKE SYSTE~. 1-121. Single disc hydraulic brakes on the main wheels are conventionally operated by applying toe pressure to either the front or rear rudder pedals. Rotation of the pedals actuates the hydraulic brake cylinders, re- sultin g in a braking action on the main landin g gear wheels. The parking brake is set by engagement of the co ntrol lock. No emergency braking pr ov isions are provided on the aircraft. 1-122. BRAKE PEDALS. 1-123. Conventional toe-type pedals cons ist of the upper part of the front and r ea r rudd er pedals. A h ydra uli c brake master cylinder is mounted direc tly on each of the front brake pedal s . On aircraft A A A, the rear brake pedals are connected by flexible steel cables to the front brake pedals; thus, pressure applied to the rear pedals is mechanically tra nsmitted to the master cylinders on the front pedals and pr ess ure is applied at the wheel brakes. On aircraft A 4. the rear brake pedals are equipped with brake master cylinders, and pressure applied to the pedals is transmitted dire c tly to the main wheel brakes by the hydraulic s ys tem. 1-12 4. INSTRU~ENTS. 1-125. This paragraph covers only those instrum en ts which cannot be consit:ered to be part of complete sys- tems, such as fuel system, engine etc. For informa- tion regarding instruments that are an inte gr a l part of a particular system, refer to applicable paragraphs in this Section. 1- 126. FRONT CO~PART~ENT INSTR~ENTS. 1- 127. The fli ght and engine instruments are mounted on a s hock mounted instrument panel in the front com- partment with the excep tion of a free a ir temperature gage and a magnetic compass. The free air tempera - tur e gage is mounted on the windshield centerstrip. The magnetic compa ss is mounted on a bracket attached to th e windshield centerstrip just below the fr ee air temperature gage. 1-128. REAR CO~PART~ENT INSTRU~NTS. Air- craft IT A and aircraft A . 1-129. All instruments necessary for instrument train- in g are mounted on the rear instrument panel. Th e panel does not include the full complement of instru- ments pr ov ided on the front instrument panel; however, the instruments on th e rear panel are identical to cor- respondin g instrum ents on the front instrument panel. On aircraft A a fuel pressure warning li g ht, rather than a fuel pressure gage, is installed on the rear panel to minimize the presence of raw fuel and to eliminate a fire h azard in the cabin area . Th e rear panel, on whi ch all the instruments are located, is positioned just aft of the front seat. The panel is shock-mounted on a tubuler framework and is hinged at the left to allow the instrument panel to be swung aside for passage to the rear compartment. A locldng arm (see fi gure 1-8} on the lower right corner of the panel engages in the right sidewall to hold the panel in flight position. When the arm is disen gaged the panel may be swung aside. When the panel is swung all the way to the left to the stowed position, a spring clip holds it in place against the left sidewall. IWARNINGt Do not operate aircraft with rear instrument panel in the stowed position as it may int er f ere with operation of the engine controls . 1-130. ELECTRICALLY-OPERATED INSTR~ENTS. Aircraft A A A 4. . 1-131. Instrume nts operating on power from the air- craft 28 volt direct cu rren t electrical system include the turn-and-slip indicator, the wing flap position in- dicator (aircraft A .A and aircraft A A A , and the oil temperature g ag e. Thes e instruments (fig- gure 1-7 and 1-8) will operate when the battery switch is ON, or when generator output is sufficient when the ge nerator switch is ON. The tachometer and cyli n<ier head temperatur e gage s ystems are self-g enerating type and do not require power from the aircraft elec- trical power supply system. 1- 132. ELECTRICALLY OPERATED INSTR~ ENTS Aircraft A . 1- 133. Instrum ents operating on power from the air- c r aft 28 volt direct c urrent el ect ri ca l system includes turn and bank indi cator, wing flaps position indicator, marker beacon indicator light, radio compass azimuth indi cato r, and co urse indicator on both fr ont and rear instrumen t pan els. The oil temperature gage will op- era te when the battery switch is ON, or, with the ge n- erator charging, when the gene rat or switch is ON . With the battery switch ON, the marker beaco n indicator lights may be tested for continuity of their circuits by pressing the lights in. On early model aircraft A , both radio compass azimuth indicators are operative after turning on the battery switch and the ADF power switch which is located adjacent to the ADF control pan el on the right fuselage root rib and is accessible to the pilot. On later model a ir craft A, the radio com- pass azimuth indicators are operative after turning on the lnttery switch and the ON-OFF volume control knob located on the ADF control panel on the front and rear instrument panels . The course indicator on each panel is operative after turning on the battery switch and the OMNI contro l panel power switch . The front O~NI control panel (27, figure 1- 15) is the low er rear panel on th e left fuselage root rib. The rea r O~NI cont rol panel (15, fi gure 1-8} is mounted in the upper left hand corner of t he rear instrument panel. The tachometer and cylinder head t em peratur e gage systems are self - gene rating type and do not r equir e power from the ai r- craft el ectrical power supply system . 1-134. VACU~ OPERATED INSTR~ENTS. A. Aircraft 53 -80 68 a nd o n ond ai rc raft m odi fi ed p e r TMI . Il -1 9A -247 1-29 Chapter 2 Section I ~55-1510-202-10 1-135. Vacuum operated instruments provided in the aircraft are the attitude indicator and directional in- dicator. An attitude indicator (32, figure 1-7) and a directional indicator (30, figure 1-7) are mounted on the front instrument panel of all aircraft; and on air- craft IT A and aircraft A an attitude indicator (6, figure 1-8) and a directional indicator (5, figure 1-8) are mounted on the rear instrument panel. A suc- tion gage (31, figure 1-7) is provided oo the front instru- ment panel to indicate the amoWlt of vacuum being de- veloped by the engine -driven vacuum pump. No suction gage is provided on the rear instrument panel on air- craft A A. 1-136. PITOT STATIC SYSTEM. 1-137. The airspeed indicator (27, figure 1-7; 11, fig- ure 1-8), calibrated in mph, is located on the front in- strument panel; this indicator utilizes the difference between impact and static air pressure. The altimeter (26, figure 1-7; 9, figure 1-8) is calibrated in feet and incorporates a knolls man window. A vertical velocity indicator (28, figure 1-7; 7, figure 1-8) is calibrated in feet per minute. These instruments are located on the front instrument panel. These instruments utilize static air pressure oltained from static ports mow1ted on each side of the fuselage aft section. The pitot tube is moWlt - ed on the under side of the left wing. On aircraft IT A and aircraft A there is an additional airspeed indi- cator, altimeter and vertica l velocity indicator moWlted on the rear instrument panel. 1-138. STANDBY COMPASS. 1-139. The standby compass (35, figure 1-7) mounted on the windshield centerstrip is a standard type mag- netic compass to be used as a check on the directional indicator, or in the event of an emergency. Readings should be taken only during level flight since error may be introduced by turning or acceleration. A compass correction card is provided in the compass card holder (34, figure 1-7), indicating deviation, and is located directly below the compass. 1-140. CLOCK. 1-141. An eight day, stem woWld, clock (23, figure 1-7) is located on the front instrument panel. On air- craft A and aircraft A a clock (3, figure 1-8) of t he same type is located on the rear instrument pant!l. 1-142. EMERGENCY EQUIPMENT . 1-143. DOOR EMERGENCY RELEASE HANDLE. 1-144. A door emergency release handle (8, figure 1-16) is located just forward of the door on the right side of the cabin. The entire lower section of the cabin door can be jettisoned by disengaging the bottom end of the door emergency release handle and turning it clockwise. 1-145. HAND-OPERATED FIRE EXTINQUISHER. 1-146. A hand operated, carbon-tetrachloride, fire extinquisher (figure 1-19) is secured within a bracket on the back of the lower frame of the front seat. 1-30 1-147. FIRST-AID KIT. 1-148. A first aid kit (4, figure 1-16) is located on the fuselage right root rib. On aircraft A A the first aid kit is secured to snap studs located forward of the auxiliary fuel tank quantity indicator. On aircraft A A A the first aid kit is located aft of the auxiliary fuel tank quantity indicator. 1-149. CABIN DOOR. 1-150. A cabin door is provided on the right side of the aircraft for entrance and exit. The door is composed of two sections, the lower door section which is jet- tisonable in flight, and the upper door section which is a window hinged on the top edge and opens out and up. The lower section is hinged along the forward edge and opens like a conventional door. Handles are pro- vided on both the inside and outside of the lower door section. To open the window section of the door, rotate the handle down approximate ly 60 degrees Wltil the window swings free. The window can be held open by swinging it up until it engages a retaining stud located on the under surface of the wing. To open the door lower section, continue rotating the handle down Wltil the door is Wllatched. Do not exceed the maximum allowable speed with the window section of the door open. See Section V for limitation. 1-151. SEATS. 1-152. FRONT SEAT . 1-153. The front seat (figure 1-19) is moWlted on two rails in the front part of the cabin. A seat adjustment lever (figure 1-19) is provided on the right side of the seat. The front seat may be adjusted fore and aft by raising the lever and sliding the seat to the desired position. To lock the seat in this position, release the lever and move the seat fore and aft a short dis- tance until the seat locking pins engage in holes in the seat rails. On aircraft A A, a seat emergency re- lease pedal (figure 1-19) is incorporated on the front seat adjustment mechanism. The pedal positioned on the back right side of the front seat frame, enables the occupant in the rear seat to release the seat lock and push the seat forward as an aid to leaving the rear compartment. Toe pressure on the top of the pedal actuates the lock release mechanism. The front seat framework is constructed of welded steel tubing and an aluminum seat pan. Moisture resistant cloth mate- rial covers the seat back. A sponge rubber seat pad is attached to the seat with snap fasteners. 1-154. SURVIVAL KIT SEAT AIRCRAFf A A A A. 1-155. The regular front seat may be replaced with a seat using the same general framework, but equipped to accommodate a survival kit in the seat bottom. 1-156. REAR SEAT. Aircraft IT A and A. 1-157. A rear seat (figure 1-20), moWlted on two rails .. ) ) FRONT SEAT SEAT PAD (MAY BE REMOVED WHEN SEAT PACK PARACHUTE IS USED) FRONT SEAT EMERGENCY RELEASE PEDALA A ( PEDAL IS PUSHED FORWARD TO RELEASE FRONT SEAT LOCK . SEAT THEN MAY BE PUSHED FORWARD) FRONT SURVIVAL SEAT ADJUSTMENT LEVER--~ T~55-1510-202-10 Ch ap ter 2 Sec ti on I LEVER IS RAISED TO PERMIT FORE- AND - AFT \SEAT MOVEMENT ! ~-=-'- PILOT'S SEAT ADJUSTMENT LEVER SEAT PAD (MAY BE REMOVED WHEN SEAT PACK PARACHUTE IS USED) / FILLER (REPLACED BY SURVIVAL KIT WHEN KIT IS USED) NOTE Fron t k it seat m ay be in · -s ta ll ed in lieu of the front seat FRONT SURVIVIALKIT SEAT Figu re 1-1 9. 1-31 Chapter 2 Section I T~55-1510-202-10 REAR SEAT BACK CUSHION (MAY BE FOLDED OVER SEAT BACK WHEN BACK-TYPE PARACHUTE IS USED)-............._ ; · . --.............---+-.I I I I I AIRCRAFT IT A. AND A SEAT PAD (MAY BE REMOVl:D WHEN ~AT PACK PARACHUTE IS USED) SEAT ADJUSTMENT HANDLE UNLOC KED .,_______ LEVER IS LOCKED MOVED TO THE LEFT TO PERMIT FO RE AND AFT SEAT MOVEMENT Figure 1-20. to permit seat adjustment, is located in the rear com - partment. A seat adjustment lever (15, figure 1-17) is located centrally along the front of the seat frame- work. The rear seat may be adjusted fore and aft by pushing the adjustment l ever to the l eft and sliding the seat to the desired position. The seat is locked in this position by pulling the seat adjustment lever to the right as far as it will go, and at the same time moving the seat fore or aft a short distance until the seat lock- ing pins engage in the bracket holes beneath the seat. The seat framework is constructed of welded steel tubing and an aluminum seat pan. The seat back is covered with moisture-resistant cloth material. Sponge rubber filled pads cushion the seat back and seat pan. 1-158. REAR SEAT. Aircraft IT A and A A A. 1-1 59. The rear seat (figure 1- 21) is not adjustable. Sockets for installing the seat back are provided at each corner of the seat bottom frame . The seat back can be lifted from the rear retaining sockets and in- stalled in the front sockets if the rear seat occupant desires to sit facing aft. The seat may be replaced with a survival kit seat (figure 1-21) which is similar to the regular rear seat, except that a sheet-metal pan to hold a survival kit replaces the regular seat bottom. 1 - 160. SAFETY BELTS AND SHOULDER HARNESS. 1-161. A safety belt and shoulder harness, with asso- ciated inertia reel, is provided for each crew member. The s af ety belts are bolted to brackets on the fus elage 1-32 structure. The inertia reels are mounted under the floor aft of each seat . A two-position (LOCK and UN - LOCK) shou ld er harness inertia reel lock lever (14, figure 1-15 and 8, figure 1-17) is located on the left cabin wall adjacent to each seat. A positive latch is provided for retaining the lever at either position of the quadrant. By pressing down on the top of the leve r, the lat ch is released and the l ever may be moved from one position to another. In addition to locking th e shoulder harness manually the inertia reel will lock automatically under a 2 to 3 G load applied to th e aircraft, as in a crash landing . Ther e fore, it is necessary to lock the harness manually only durin g maneuvers and flight in rough air, or as an added safety precauti on in event of a forced landin g. Before a forced landing, all switches not readily accessible with the shoulder harness locked should be turned off before moving the lock lever to the LOCK position. If the harness is lo cked while the pilot is leaning for- ward, as he straightens up, the harness will retract with him, moving int o successive locked position as he moves mck against his seat. To unlock the harness, the pilot must be able to lean back enough to relieve the tension on the lock. Therefore, if the harness is locked while the pilot is leaning back hard against the seat he may not be able to unlock the harness without first re- leasing it momentarily at the safety belt (or by releasing the harness buckles, if desir ed). After automatic lock- ing of the harness, it will remain locked until th e lock )