Wiring Diagram for the Cessna Citation V

ASSEMBLY FUNCTIONAL TEST: To test the operation of the synchronizer in flight, first synchronize manually and turn the synchronizer switch to "FAN" or "TURBINE" position. Then slowly adjust the master engine power lever, in small increments, to increase and decrease rpm. In determining rpm range limits, turn the synchron- izer to "FAN" or "TURBINE" position. With the synchronizer in the "FAN" or "TURBINE" posi- tion, move the master engine power lever to a point which is close to the end of this limited travel. Turn the synchronizer "OFF". An unsynchronized condition will develop as the actuator moves to its mid-position. When the synchronizer is turned to "FAN" or "TURBINE" position again, synchroniza- tion will result. If the units do not become synchronized, the actuator has reached the end of its travel and must be recentered in this manner: 1. Turn the switch "OFF". 2. 3. Synchronize the engines manually. Turn the switch to "FAN" or "TURBINE" position. რო 3 i WOODWARD 56 1 WA ENGINE SYNCHRONIZER TYPE NUMBER FAA-PMA SWITCH MUST BE OFF FOR TAKEOFF AND LANDING. WOODWARD GOVERNOR COMPANY ROCKFORD, ILL. FT, COLLINS, COLO CONTROL BOX NO SERIAL HO 3. དང ་ ང་་་་ 12 13 14 8 GEWAAD SYNCHRONIZE ACTUATOR 10 3 15. Figure 6. Control Box and Assessories 4 11 16 WOX:10 CESSNA CITATION KIT 213522 and KIT 213541 PARTS LIST FOR CONTROL BOX AND ACCESSORIES Figure & Index No. Part Number 6-1 213723 -2 1630-956 (-2) (No Number) -3 1551-036 -3 213031 Name Assembly-Control Box…..... Connector 19 Pin (Male) - (Connector - 19 Pin) (Female).. Shaft Assembly - Flexible (Kit 213522 only) Shaft Assembly - Flexible Quantity 1 1 (1) 1 1 (Kit 213541 only) -4 1551-050 .Nut Hex -5 011661 -6 1355-041 .Retaining "C" Ring .Packing - 500 O.D. Preformed "O" Ring. -7 233062 Socket Connector .8 203233 Clamp Cable - -9. 213100 Actuator Assembly -Synchronizer.. -10 213009 .Cover - Actuator -11 No Number .Motor - Base ………………………. 1 1 1 1 1 1 1 1 (ATTACHING PARTS) -12 188736 -13 218345 -14 1028-872 .Screw .Washer .Screw 1 - No. 8 - Shakeproof 1 No. 8-32X.28 - (Self-tapping) .. 2 -15 057761 - .Wire Lock 1 -16 189906 .Screw - No. 8 32X.250 DR - Fillister .. 2 5 10 WOODWARD MAINTENANCE: GENERAL: When requesting additional informa- tion concerning operation and maintenance, or when ordering replacement parts, it is essential that the following information be included: 1. 2. Part number of the synchronizer system and control box (shown on nameplate). Bulletin number (this is bulletin 33113). 3. Part number and name or description of part. PREVENTIVE MAINTENANCE: No maintenance is required on the control box, actuator, flexible shaft assembly, or rod end trimming assembly, apart from visual inspection at the time of regular aircraft inspections and the procedure detailed below. Make sure that the electrical connections, flexible shaft, etc. are securely attached. Every 100 hours inspect the rod end trimming assembly, paying particular attention to the bearing. REPAIR: At the time of main fuel control over- haul, remove the flexible shaft assembly. Clean and lubricate shaft with Molykote lubricant. Also at this time remove the cover from the actuator. Apply Alpha-Molykote "G" to spiral grooves of the switch actuating disc at one end of the actuator motor. SPEED PICKUP: Follow Normal Servicing and Overhaul Procedures recommended by the manu- facturer of the tachometer generators. Figure 7. Actuator with Cover Removed 6 о WOODWARD ADJUSTABLE ROD END - TRIMMER ASSEM- BLY: Two different main fuel control lever rod-end trimming assemblies are in use. A typical configur- ation is shown in figure 9. At the time of fuel con- trol overhaul, the rod end assembly should be re- placed with an exchange unit: REMOVAL: 1. 2. 3. Disconnect the flexible rotary shaft assem- bly (figure 8) from the speed setting actua- tor. Disconnect the flexible rotary shaft assem- bly and the main fuel control linkage or power lever linkage from the adjustable rod end trimmer assembly. These rod end trimmer assemblies are lub- ricated with a baked-on dry lubricant which should not require any routine maintenance. If new lubricant is needed at any time, the rod end trimmer should be exchanged. REINSTALLATION: 4. Count the total turns available in the speed setting actuator motor and TURN TO THE CENTER OF ITS RANGE (turn clockwise or counterclockwise by inserting a screw- driver in the actuator drive and turning by hand). Recenter the rod end trimmer and connect the flexible shaft assembly to the actuator and rod end trimmer. Figure 8. Typical Flexible Shaft Assembly AFTER INSTALLATION IS COMPLETED, FUNCTIONALLY CHECK POWER LEVER RIGGING AS FOLLOWS: A. Maximum Power Check and Flight Idle Check. 1. Rotate the splined shaft in the rod end trimmer assembly by hand and count the total number of turns available (attach the flexible shaft and turn the free end). RE- TURN IT TO THE CENTER OF ITS RANGE. 1. Synchronizer "OFF." 2. Operate both engines on the ground at 65%. 3. Turn synchronizer to "FAN" or "TURBINE" position. 2. 3. With the adjustable rod end trimmer assem- bly centered, reinstall on the power lever bellcrank linkage or on the lever linkage of the fuel control just as you would with a standard rod end. Again manually rotate the rod end trimmer to one end of its travel. Move the power lever through its entire range and observe the fuel control speed adjusting lever to be certain it hits both maximum and minimum rpm stops. Manually rotate the rod end trimmer to the opposite end of its travel and again move the power lever through its en- tire range. This assures that the aircraft rigging allows "stop-to-stop" travel with any possible rod end trimmer setting. 4. 5. 6. Slowly (15-20 seconds) advance the slave power lever to 70% allowing the adjustable rod and trimmer to adust to its longest length. (Engines will be out of synchronization as you have exceeded the trimming range). Leave the master engine at 65% and the synchronizer in the "FAN" or "TURBINE" position. Advance the slave power lever to 100% and determine that you can get 100%. Pull synchronizer circuit breaker. Retard power lever to idle and determine that the engine does not shut down. Reset synchronizer C/B. 7 WOODWARD 7. 8. Turn synchronizer "OFF", reset slave engine to 65% and manually synchronize. IF YOU DID NOT REACH 100% AT MAXIMUM POWER, OR IF THE ENGINE SHUT DOWN AT IDLE, YOU WILL HAVE TO RERIG. Adjust the rod end trimmer back on the threaded power lever rod to decrease length. If it is necessary to rerig, you must again accomplish the cutoff check, item 8B., after rerigging. NOTE: This check insures that the slave engine will not shut down with the power lever in the flight idle position and the adjustable rod end trimmer at its maximum length. Cutoff Check. B. 1. Operate both engines on the ground at 65% and turn synchronizer to"FAN" or "TURBINE" position. 2. 3. 4. 5. 6. Slowly (15-20 seconds) retard the slave engine to 60% allowing adjustable rod end trimmer to adjust to its shortest length. Engines will be out of synchronization as you have exceeded the trimming range. Leave the master engine at 65% and the synchronizer in the "FAN" or "TURBINE" position. Go to idle cutoff on the slave engine and be sure it will shut down. Restart slave engine and turn synchronizer "OFF" allowing adjustable rod end trimmer to center. IF THE SLAVE ENGINE DID NOT SHUT DOWN, YOU WILL PROBABLY HAVE TO RIG THE QUADRANT STOP IN THE COCKPIT TO GIVE MORE OVERTRAVEL ON THE SLAVE POWER LEVER. Figure 9. Typical Adjustable Rod End Trimmer Assembly CESSNA CITATION KIT 213522 and KIT 213541 PARTS LIST FOR ADJUSTABLE ROD END TRIMMER ASSEMBLIES FIGURE & INDEX NO. PART NUMBER 9-1 213447 9-1 5333-032 NAME Rod End Assy. – Speed Trimming (Kit 213522 only) Rod End Assy. - Speed Trimming (Kit 213541 only) 8 QUANTITY WOND ELECTRICAL TESTING: SYNCHRONIZER WIRING TEST: Before starting this test, be sure the control box is disconnected, the master switch is off, and the synchronizer cir- cuit breaker is pulled. Disconnect the rpm indica- tors to remove their resistance from the system during the electrical check. Make the following tests, using an ohmmeter on the pin receptacles of the 19 pin MS 3116 connector. Zero the ohm- meter and read on the X1 or X10 scale. CAUTION: Do not use a probe that overstresses. the receptacle. Insert and remove probe carefully. Failure to do so will result in loose pin connections and faulty synchronizer operation. DO NOT PLUG IN CONTROL BOX UNTIL THIS TEST HAS BEEN SATISFACTORILY COMPLET- ED. EVEN WITH THE SWITCH "OFF" THE CONTROL BOX COULD BE PERMANENTLY DAMAGED. 1. 2. • When the system meets all of the test values below, turn the master switch on and reset the synchronizer circuit breaker (CONTROL BOX must still be unplugged) and make the voltage check in Table 3. Check tachometer generator output with the engines running at any cruise rpm. In the "FAN" and "TURBINE” position, check po- tential between pin receptacles J and G, J and 3. 4. 5. A, and G and A. Also check potential between pin receptacles K and F, K and A, and F and A. Voltage must be a minimum of 10 volts at minimum cruise rpm, and a maximum of 21 volts at maximum cruise rpm. Voltages are RMS voltages as read on a 5000 ohm/volt a-c voltmeter. (Woodward Test Instruments 213606 and 213614 may also be used for this test.) If you do not obtain this voltage, re- place the tachometer generator. When the system complies with the specifica- tions above, the control box may be connected. If the synchronizer malfunctions now, the cause of the malfunction can probably be traced to the control box, or the mechanical function of the flexible shaft or speed trimmer. Check for a high friction level in the rod end trimming mechanism. Be sure to center the actuator and rod end trimming device before mating the flexible shaft. Malfunctions in the tach generating system that affect fan or tur- bine rpm indication will affect the synchroni- If rpm indication is normal but values checked here are not, check leads between the indicator and 19 Pin MS Connector. zer. In troubleshooting the system, check all pins to ground. A and H should show continuity, all others open. TABLE 1 STEP NO'S 1-6 Test for Defective Actuator STEP NO. LETTERS Centered 1 E & A Open circuit (high resistance) TEST BETWEEN RECEPTACLE With Actuator OBTAIN With Actuator Uncentered 180° Turn Clockwise (Facing Drive End) To Uncenter Turn Counterclockwise (Facing Drive End) To Uncenter 6.5 to 8.5 ohms ACTION (If Out of Limits) 6.5 to 8.5 ohms 2 E & C Open circuit (high resistance) 13 to 17 ohms 3 E & D Open circuit (high resistance) 4 D & A 6.5 to 8.5 ohms 6.5 to 8.5 ohms 5 D & C 13 to 17 ohms 13 to 17 ohms Closed circuit (0 to 1.0 ohms) Closed circuit (0 to 1.0 ohms) 13 to 17 ohms 6.5 to 8.5 ohms 13 to 17 ohms Bench Check the Actuator as shown on page 10. 6 C & A 6.5 to 8.5 ohms 6.5 to 8.5 ohms 6.5 to 8.5 ohms 9 WOODWARD TABLE 2 STEP NO'S. 7-12 Test for Defective Tachometer Generator STEP NO'S. 13-15 Test Aircraft Wiring STEP NO. TEST BETWEEN RECEPTACLE LETTERS 781 J & G J & A G & A Master Tachometer Generator System Master Tachometer Generator System Master Tachometer Generator System OBTAIN 12 13 w2=8 10 11 K & F K & A F & A Slave Tachometer Generator System Slave Tachometer Generator System Slave Tachometer Generator System H Aircraft Ground Closed circuit (zero ohms) ACTION (If out of limits) Repair wiring if at fault. Replace tach- ometer generator if at fault. 14 15 Aircraft Ground Aircraft Ground** Closed circuit (zero ohms) Open circuit (very high resistance) * Some equal resistance value in each of the circuits. Should not be shorted or open. Test both "FAN" and "TURBINE" positions. Trace wiring to deter- mine poor ground. Locate and correct the short circuit. ** B & aircraft ground will read some low resistance value if you cannot open the circuit breaker. If the synchronizer shares a circuit breaker with another circuit, you may read a resistance value of the other circuit. NOTE: If you are using the 213614 test instrument you will see 20-60 ohms on this check. To determine that this is not a power lead fault see that this resistance value is the same with the test instrument connected or disconnected. TABLE 3 Test for Supply Voltage and Polarity STEP NO. 16 STEP NO. TEST BETWEEN RECEPTACLE LETTERS 16 B & A BENCH TESTING OF THE ACTUATOR: 1. Make the tests in Table 4 using an ohmmeter on the pins of the disconnect. Zero the ohm- meter and read on the XI scale. 10 2. METER READING ACTION (If out of limits) Same as supply voltage and polarity of pin B must be positive and pin A must be negative. Trace wiring to determine fault or reversed polarity. Exchange the actuator if it does not meet these resistance values. If it does meet these values on the bench check, but did not meet values on page 9, the aircraft wiring must be at fault. Check for continuity of the four actuator leads. See Table 6, page 12. WA:0 TEST BETWEEN RECEPTABLE LETTERS D & C With Actuator Centered TABLE 4 Bench Test for Actuator OBTAIN With Actuator Uncentered 180° Turn Clockwise (Facing Drive End) To Uncenter 6.5 to 8.5 ohms Turn Counterclockwise (Facing Drive End) To Uncenter 6.5 to 8.5 ohms D & B D & A Open Circuit (high resistance) Open circuit (high resistance) Open circuit (high resistance) Closed circuit (zero ohms) 13 to 17 ohms A & C. 6.5 to 8.5 ohms A & B 13 to 17 ohms 6.5 to 8.5 ohms 13 to 17 ohms B & C 6.5 to 8.5 ohms 6.5 to 8.5 ohms 13 to 17 ohms Closed circuit (zero ohms) 6.5 to 8.5 ohms 13 to 17 ohms 6.5 to 8.5 ohms О TEST EQUIPMENT The following test equipment may be used to test the synchronizer system: 1. 2. 213606 (figure 10) is a simple test instrument that mates to the MS 3116 Connector. It has pulse indicating lights and jacks for checking voltages and resistance values only. (These readings are given on the wiring test above.) It can be built in the field from the diagram and parts list in figure 11. 213614 (not shown) is a more versatile piece of test equipment. It has pulse indicating lights, jacks for checking voltages and resistance values, and an oscillator system with which tachometer generator output may by simulated. This allows partially checking the control box without running the engines. 213614 can be purchased from the Woodward Governor Com- pany. If either test instrument is plugged into the system during flight (or ground) testing, the pulsing and direction of pulsing of the actuator will be indicated by the flashing lights of the instrument. Normal synchronizing action is such that the lights will flash alternately. A pulse in one direction may be followed by no action, one, or possibly two, pulses in the opposite direction. In most installations, the synchronizer will respond to a relative rotation of 240° between fans. For this reason it is seldom inactive for very long periods of time, and then only under ideal flight conditions with basically well-matched power plants. See V-42 (page 32) for a description of control box malfunction or system defects that can be detected by observing actuator pulse light activity. By observing actuator pulse light activity on 213606 or 213614 the control box or system de- fects listed in Table 5 can be detected. Figure 10. Woodward Test Instrument 213606 11 WOODWARD TABLE 5 STEP NO'S, 1-5 Pulse Testing for Control Box or System Defects MALFUNCTION 1. Double pulsing (both lights flashing simultaneously). CAUSE 1. a. Excessive voltage spikes on bus caused by generator or other electrical accessory. b. Malfunctioning control box. CORRECTION 1. a. Repair the offending accessory. b. Return to Woodward Governor Company for repair. Determine the malfunction with wiring check sheet. 2. Either or both lights on continuously. 2. Malfunctioning control box, 2. actuator, or wiring. 3. No pulsing activity. 3. Malfunctioning control box. 3. Determine the malfunction with the wiring check sheet or 213614 test instrument. 4. Excessive pulsing in one direction. 4. 4. Check for high friction level or misalignment in the flex shaft or rod end trimmer. 5. Excessive pulsing in both directions. Excessive torque required to trim the fuel control in one direction (this assumes the fuel control is equally respon- sive in each direction). 5. a. Excessive torque required to trim the fuel control in both directions. b. Excessive lost motion in the actuating cable from the power level to fuel control. The rod end trimmer is mov- ing the cable instead of the fuel control. c. Excessive fuel control hys- teresis requiring different arm positions depending on the direction or arm movement to reach the same rpm. 5. a. Check for high friction level or misalignment in the flex shaft or rod end trimmer. b. Remove all possible lost mo- tion in actuating cable and attaching bolts. c. Exchange fuel control. TABLE 6 TO CHECK AIRCRAFT WIRING WITH ACTUATOR REMOVED zero ohms MS 3116 F Pin A to aircraft ground MS 3116 F Pin C to aircraft ground MS 3116 F Pin D to aircraft ground MS 3116 F Pin E to aircraft ground 12 Open circuit (very high resistance) Open circuit (very high resistance) Open circuit (very high resistance) BOX: BANANA JACK: LAMP: PARTS LIST FOR 213606 SYNCHRONIZER TEST INSTRUMENT (1) Bud "MINIBOX" P/N CU-2106-HG (19) E. F. Johnson, type (black), Current Rating 10 amps, 9000 volt d-c P/N 108-900 (2) Drake Mfg. Company, Indicating Lamp, P/N 5131-038-304, WOWARD GROMMET: (1) HeyCo 8P-1 PLUG: (1) MS 3116 F 14-19P SOCKET: BULB: (1) MS 3116 F 14-19S (2) Miniature Flange - Base Lamp, 28 volt .04 amp., Mfg. by G.E. P/N 327,334. or 387 28 volt Maximum Lens - White, Mount- DIODE: (1) I/N 456 ing Hole .468" CABLE: Two 10 conductor, Plug V Belden 8456-100 (No. 22 AWG strand- ed wire) U T S R P N K J H G Diode F E Grommet D C B A 3116F-14-19P 3116F-14-19S Socket A B C D E F G H J K N P R S T U v Banana Jack Light & Lamp (2) Each Figure 11. Diagram of Woodward Test Instrument 213606 13 Box