INAZTEC OWNER'S HANDBOOK

Maximum Landing Weight (lbs) 4940 Empty Weight (Standard) (lbs) 2933 USEFUL LOAD (Standard) (lbs) 2267 POWER PLANT Engine (Lycoming) IO-540-C4B5 Rated Horsepower 250 Rated Speed (rpm) 2575 Bore (inches) 5-1/8 Stroke (inches) 4-3/8 Displacement (cubic inches) 541.5 Compression Ratio 8.5:1 Dry Weight (pounds) 402 2 671016 660215 75 SECTIONY THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONI LEVELING AND RIGGING (cont): SPECIFICATIONS (cont): FUEL AND OIL Rigging Instructions: Although the fixed flight surfaces on the Aztec obviously Fuel Capacity (U.S. gal) 144 * cannot be adjusted in position for rigging purposes, it may be Fuel, Aviation Grade (octane) 91/96 necessary on occasion to check the positions of these surfaces. Oil Capacity (U.S. qts) (each engine) 12 The movable control surfaces, with the exception of the flaps, *140 gallons usable all have adjustable stops, as well as adjustments on their cables or push-pull connections, so that their range of movement can be altered. The positions and travels of the various surfaces are as BAGGAGE follows: 1. Wings: 5° dihedral, washout 1° in 70" of distance along Maximum Baggage (lbs) Forward Compartment 150 the front spar. (Total washout approximately 2°.) Maximum Baggage (lbs) Rear Compartment 150 2. Stabilator: No dihedral. Incidence is 0° in relation to Baggage Space (cubic ft) Forward Compartment 17.4 horizontal. (Neutral position.) Baggage Space (cubic ft) Rear Compartment 23.2 3. Fin: Should be vertical and in line with centerline of Baggage Door Size (in) Forward Compartment 19.5 x 30.5 fuselage. Baggage Door Size (in) Rear Compartment 30 x 31 4. Ailerons: Travel - 30° up, 15° down. 5. Flaps: Travel - 50° down. 6. Stabilator 9° up, 9° down. DIMENSIONS 7. Rudder: Travel - 30° left and 35° right. Wing Span (ft) 37 For the purpose of adjusting the lateral trim on the Aztec, Wing Area (sq ft) 207.56 aileron tabs are incorporated on both ailerons. These tabs can Length (ft) 30.2 he bent to position the aileron in flight, changing the lateral Height (ft) 10.3 trim as desired. Wing Loading (lbs per sq ft) 25.05 Power Loading (lbs per hp) 10.4 Propeller Diameter (maximum) (in) 77 SERIAL NUMBER PLATE The serial number plate on the Aztec is located on the top LANDINGGEAR of the tail stinger underneath the rudder, or underneath the aft section of the airplane on the fuselage. The serial number of the Wheel Base (ft) 7.5 plane should always be used in referring to the airplane on Wheel Tread 11.3 service or warranty matters. 74 701001 660215 3 SECTIONI THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONY SPECIFICATIONS (cont): HC-E2YK-2RB or HC-E2YR-2RB LANDINGGEAR Temp. ° F Press. (psi) Temp. ° F Press. (psi) 100 188 30 165 Tire Pressure Nose 27 90 185 20 162 Main 46 80 182 10 159 Tire Size Nose (four ply rating) 600 x 6 70 178 0 154 Main (eight ply rating) 700 x 6 60 175 -10 152 50 172 -30 146 NOTE: Do not check pressure or charge with propeller in feather position. LEVELING AND RIGGING Leveling the Aztec for purposes of reweighing or rigging is accomplished as follows: 1. Partially withdraw the two machine screws located on the side of the fuselage just forward of the right stabilator. These screws are leveling points, and the airplane is longitudinally level when indicated by the leveling instrument placed on the screws. 2. Put the airplane on jacks to obtain the longitudinally level position. 3. To level the airplane laterally and with the airplane on jacks, place a bubble-protractor on a straight edge held along the front spar on the under surface of the wing. Obtain an indi- catian of five degrees dihedral on the protractor by lowering or raising the wing by the use of the jacks. After checking the first wing at five degrees dihedral, the opposite wing should be checked to make sure it has equal dihedral. 4 660215 701001 73 SECTION Y THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTION I fluid.) 15e" 2. If the filter is found to be in good condition and is not obstructed after being properly cleaned, reinstall filter. PROPELL RcShrReniCEthe propeller cylinder should be kept at the pressure specified on the placard located in the spinner cap or on the ese/ts 86 1/2" cylinder unit. The pressure in the cylinder will vary due to temperature change, increasing about 1/3 psi for each degree Fahrenheit increase in temperature. This effect of temperature should be taken into account when checking the pressure from time to time, as a misleading interpretation might otherwise be made. The air charge should be free from excessive moisture. Use dry D nitrogen gas if available. An excess of water in the cylinder may freeze the piston during cold weather. The Aztec may be equipped with HC-E2YK-2RB, HC-E2YR-2RB, HC-E2YK-2RBS, or HC-E2YR-2RBS propellers. The propellers with GS" 68" designations ending with "S" contain springs, to safeguard against an overspeed due to loss of the air charge. This spring produces sufficient force to control propeller rpm, within normal operating range, provided airspeed is reduced and power is applied slowly. When servicing propellers make certain that the propellers have the proper air charge, according to the following charts. CHAMBERPRESSURE REQUIREMENTS WITHTEMPERATURE 5°DillEORAL las HC-E2YK-2RBS or HC-E2YR-2RBS Temp. ° F Press. (psi) 100 74 a ys- 70 70 40 66 NOTE: 68 Do not check pressure or charge with propeller in feather position. 382 6/8" 72 701001 660215 5 THE PIPER AZTEC "C" SECTIONY FUEL AND OIL REQUIREMENTS Aviation grade 91/96 (minimum) octane should be used in the Aztec. The use of lower grades of fuel can cause serious engine damage in a very short period of time, and is considered of such importance that the engine warranty is invalidated by such use. The oil capacity of the Lycoming IO-540 engine is 12 quarts. It is recommended that engine oil and oil filter element be changed every 50 flying hours, sooner under unfavorable condi- tions. The minimum safe quantity of oil required is 3 quarts. The following grades are required for the specified temperatures: Temperatures above 60°F S.A.E. 50 Temperatures between 30°F and 90°F S.A.E. 40 Temperatures between 0° F and 70° F S.A.E. 30 Temperatures below 10° F S.A.E. 20 CARE OF AIR FILTER The injector air filters must be cleaned at least once every fifty hours and depending on the type of condition existing, it may be necessary to clean the filters daily. Extra filters are inexpensive and should be kept on hand and used for rapid replacement. The following cleaning procedure is recommended by the manufacturer of the filter: 1. Remove filter, inspect and clean by tapping it against a hard surface to remove grit, sand and dirt. (Do not blow out with an air hose, soak in oil, or cleaning Air Filter 660215 71 SECTIONY T HE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONll NOTE Do not use gasoline, alcohol, benzene, carbon tetrachloride, lacquer thinner, or window cleaning SECTION 11 sprays. 4. After cleaning, apply a thin coat of hard polishing wax. DESIGN INFORMATION Rub lightly with a soft dry cloth. 5. A severe scratch or mar can be removed by using jew¯ ENGINE AND PROPELLER eler's rouge to rub out scratch, smooth on both sides and apply wax. The Lycoming IO-540-C4BS engines in the Aztec are rated at 250 HP at 2575 RPM. These engines have a compression ratio of 8.5:1 and use 91/96 minimum octane aviation fuel. BATTERY SERVICE Both engines on the Aztec are equipped with a geared starter, alternator, vacuum pump, fuel injectors, two magnetos, shielded Access to the 12 volt, 35 ampere hour battery is obtained by ignition system, diaphragm fuel pump, propeller governor and an oil removing a quickly detachable access plate on the right side of thermostat. The left engine is equipped with a hydraulic pump. the nose section. The battery is installed in a sealed stainless Engine mounts are of steel tubing construction and incorporate steel box, opened by removing wing nuts. The box has a plastic vibration absorbing Lord mounts. Engine cowls are cantilever drain tube which is normally closed off with a clamp and which structures, attached at the firewall. Side panels are quickly removable should be opened occasionally to drain off any accumulation of by means of quick release fasteners. The nose section is split for quick liquid. removal. The battery should be checked frequently for proper fluid The exhaust system is a crossover type with exhaust gases directed level, but must be clean and outboard at the bottom of the nacelles in the area of the cowl flaps. tight. The battery and box The cowl flaps, located on the bottom of the engine nacelles provide should be flushed with soda additional cooling for ground operation or high temperature conditions. and water in the event of any They are manually operated by push-pull controls located in the cabin, seepage from the battery. on the fuel control anel located between the front seats. If the battery is not up Efficient aluminum oil coolers are mounted on a rear baffle of each to proper charge, recharge engine. Engine oil drainage is accomplished with quick oil drain valves starting with a charging rate located on the inboard rear corner of the engine crankcases. of 4 amps and finishing with The "Compact" Hartzell HC-E2YK-2RB, HC-E2YR-2RB, 2 amps. Quick charges are HC-E2YK-2RBS, or HC-E2YR-2RBS propellers are constant speed, full not recommended. feathering units which represent new concepts in basic design. They are low in weight with simplicity of design and ruggedly constructed. The propellers with designations ending in "S" contain springs, to Battery Installation safeguard against an overspeed due to loss of the air charge. This spring 68 660215 701001 6 SECTIONII THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONV produces sufficient force to control propeller rpm, within normal axle. The nose wheel is removed by taking off the hub nut and operating range, provided airspeed is reduced and power is applied withdrawing the axle bolt, the axle retainer cups, and the axle slowly. The propellers are controlled by the levers in the center of the from the nose wheel fork. control quadrant. Feathering of the propellers, which takes Tires are dismounted from the wheels by deflating the tube, approximately three to ten seconds, is accomplished by moving the then removing the wheel through-bolts, allowing the wheel halves controls fully aft through the low RPM detent into the feathering to be separated. In reassembling the wheels, care should be position. A propeller is unfeathered by moving the prop control ahead taken to torque the bolts properly, according to instruction on and engaging the starter. (See Section III, for complete feathering and the wheels and reassembling for proper balance. unfeatheringinstructions.) TIRE INFLATION FUEL INJECTION For maximum service from the tires, keep the Aztec main The Bendix RSA-5 Type Fuel Injection System installed in tire inflated to 46 lbs. and the nose tire to 27 lbs. When inflating the Aztec is based on the principle of measuring airflow and tires, visually inspect them for cracks and breaks. Reverse the using the airflow signals to operate a servo valve. The accu. tires on the wheels, if necessary, to produce even wear. All rately regulated fuel pressure established by the servo valve, Aztec wheels and tires are balanced before original installation, when applied across a fuel control (jetting system), makes fuel and the relationship of tire, tube and wheel should be maintained flow proportional to airflow. upon reinstallation. Out-of-balance wheels can cause extreme Fuel pressure regulation, by means of a servo valve, neces- vibration in the landing gear during take-off and landing. sitates only .a minimum fuel pressure drop through the entire metering system. This makes it possible to maintain metering pressure above vapor forming conditions, and at the same time does not require a high inlet fuel pressure. An inherent feature CARE OF WINDSHIELDAND WINDOWS of the Servo System is self-purging, which eliminates any possi- bility of vapor lock and the associated problem of difficult The windshield and windows are made of plexiglas and a certain amount of care is required to keep them clean and clear. starting. The Airflow Sensing System, which is incorporated in the The following procedure is suggested: Servo Regulator, consists of the throttle body containing the 1. Flush with clean water and dislodge excess dirt, mud, throttle valve and venturi. The differential pressure between the etc., with your hand. entrance and the throat of the venturi is a measurement of air 2. Wash with mild soap and warm water. Use a soft cloth entering the engine. These pressures are applied to an air or sponge. (Do not rub.) diaphragm in the Servo Regulator to create a force across the 3. Remove oil, grease or sealing compounds with a cloth diaphragm. A change in power will change the airflow to the en- soaked in kerosene. gine which in turn will change the force across the air diaphragm in the Servo Regulator. The air diaphragm in the Servo Regulator converts the 7 701001 660215 67 SECTIONY THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONII In the event the oleo strut slowly loses pressure and exten- airflow measuring signals into an air metering force. Fuel inlet sion, the most probable source of trouble is the air valve attach¯ pressure is applied to one side of the fuel diaphragm and the ment to the leg, or the core of the air valve. These parts should pressure of the fuel, after it passes through the fuel control be checked first to determine whether or not air leaks are oc- (metered fuel pressure), is applied to the other side of the dia- curring. If hydraulic fluid is evident on the exposed chrome phragm. This creates a force across the diaphragm which is plated oleo strut, the "O" rings on the piston tube bearing units referred to as fuel metering force. Relatively low airflow signals may need to be replaced. develop high fuel metering forces by virtue of the diaphragm areas selected. The requirement for low airflow signals makes possible the use of a relatively large venturi which keeps engine BRAKE SERVICE induction system air losses to a minimum. During idle operation, when air intake is too small to create pressure differential re- The brake system is filled with MIL-H-5606 (Petroleum quired for operation of the diaphragm, a constant head idle spring base, red) hydraulic brake fluid. This should be checked at is used to operate the diaphragm and supply the required fuel every 100 hours inspection and replenished when necessary for idle. Do not use vegetable base brake fluids (blue) when refilling The fuel control system, which is also incorporated in the the system. When it is necessary to add fluid, open the left nose Servo Regulator, consists of an inlet fuel screen, a rotary idle access panel, exposing the brake reservoir. Then add fluid to valve and a rotary mixture control valve. The idle valve is ad- the reservoir, bringing the fluid to the indicated level. justable to obtain good idling characteristics without affecting If it is necessary to bleed the brake system to get air out of metering at higher power settings. The mixture control valve the lines, fluid should be added under pressure at the bleeder gives full rich mixture on one stop and a progressively leaner attachment on the brake unit• mixture as it is moved toward the idle cut-off stop. The setting No adjustment of brake clearances is necessary on the incorporated in the fuel control system is worked out to meet Aztec brakes. If after extended service, braking action requires the engine requirement for all power settings without compro- too much movement of the toe mise. The full rich stop defines sea level requirements, and pedal, new brake linings can the mixture control provides altitude leaning. easily be installed by re- The Flow Divider, which is mounted on top of the engine, moving the four bolts which is provided as a fuel distributor point. Six individual lines are attach the brake units,- then connected to the Flow Divider, then routed to the cylinders. The replacing the brake linings Flow Divider contains a spring loaded positive shut-off valve held in place by brass rivets. and is ported to accurately divide fuel flow to the nozzle lines. Main wheels are quickly Located in each cylinder are the airbleed nozzles. The removed by first cutting the continuous flow airbleed nozzles incorporate provisions to elim- safety wire and removing eight inate the adverse effect of low manifold pressure at idle. Through bolts to drop the brake lining. this, lines can be maintained full of fuel to provide good dis- Remove the dust cover, hub tribution and acceleration characteristics. Actual fuel metering cap, cotter pin and axle nut. is provided by the Servo Regulator, not the nozzles, which Brake Reservoir The wheel will slip off the permits leaner operation for economy and longer engine life due 66 660215 660215 8 SECTIONII THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONY to uniform cylinder head temperatures. The steering arms from the rudder pedals to the nose wheel Installed in the instrument panel is a Fuel Flow Indicator. steering torque shaft arm are adjusted at the rudder pedals or at This instrument is connected to the Flow Divider and monitors the torque shaft rollers by turning in or out the threaded rod end fuel pressure. The instrument converts fuel pressure to an accu- bearings. Adjustmentis normally accomplished at the forward end rate indication of fuel flow in gallons per hour, percentage of of the rods, and should be done in such a way that the nose wheel cruise power, and properly leaned mixture for take-off at various is in line with the fore and aft axis of the plane when the rudder altitudes. pedals and rudder are centered. Alignment of the nose wheel can be checked by pushing the airplane back and forth with the rudder centered to determine that the plane follows a perfectly straight NOTE line. The turning are of the nose wheel is 15 degrees in either direction and is factory adjusted at stops on the bottom of the An increasing or abnormally high fuel flow in. forging. The turning radius is twenty-eight feet. dication is a possible symptom of restricted In adjusting the steering arm stops, care should be taken to injector lines or nozzles. see that the nose wheel reaches its full travel just after the. rudder hits its stops. This guarantees that the rudder will be Induction air for the engine enters a large air duct at the allowed. to move through its full travel. rear of the bottom cowl. The air is directed through a filter and Adjustable rod end bearings are present on each hydraulic on to the Servo Regulator. An alternate air source is incorporated cylinder that actuate the landing gear struts. These rod ends should to provide airflow to the engine in case the normal flow of air be set so that the cylinders move the landing gear retracting links through the filter is restricted. The alternate air door is spring just far enough to engage the spring loaded down locks and make loaded and will remain closed during normal operation. In case contact at the stops. Too much extension of the adjusting screws of normal airflow restriction, the suction from the engine will will overload the links, and too little extension will prevent the open the door. The door can also be operated manually by a sepa- links from traveling to the required past-center position. rate push-pull control for each engine located on the control Incorporated with each gear assembly is a micro-switch pedestal. which closes after full movement of the gear is down. The down switches are connected individually to green indicator lights on the pedestal. The up switches are in series and make contact FUSELAGE AND WINGSTRUCTURES after each gear door is closed. When this circuit is complete, the amber "gear up" light on the pedestal lights up. The micro- The Aztec fuselage is a composition of four basic units; the switches must be adjusted carefully so that contact is made just sheet metal tail cone, cabin section, nose section, and the steel as the gear and gear door reaches the required position. tubular structure which extends from the tail cone to the nose Located in the control pedestal below the throttles are three wheel. The steel tube unit is intended to withstand the high micro-switches. These switches operatethe warninghorn(located loads imposed on the center section region of the airplane, and in the pedestal) and the red light in the gear handle. When one provides an extra safety factor in this area. throttle is retarded and the gear is up, the red light in the gear Finish on the tubular unit, as on all steel tube structures handle will flash. When both throttles are retarded, and gear is is zinc chromate primer with synthetic enamel. up the warning light and horn will operate. 9 660215 660215 65 SECTIONY THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONII The operation of the landing gear oleos is standard for the The wing structure is lightweight but rugged, and consists air-oil type; hydraulic fluid passing through an orifice serves as of a massive stepped-down main spar, a front and rear spar, the major shock absorber while air compressed statically acts as lateral stringers, longitudinal ribs, stressed skin sheets, and a a taxiing spring. The piston tube has a total travel of 8", and readily detachable wing tip section. The rectangular plan form about 3" of tube should be exposed under normal static loads, of the wing permits the use of many interchangeable parts and All of the oleos are inflated through readily accessible simplifies the construction while providing for excellent sta- valves on the top of the unit, at the front. The nose wheel unit bility and performance characteristics. is steerable through the rudder pedals, and incorporates a shimmy The wings are attached to the fuselage steel tubular struc- dampening device at the bottom of the outer housing. All major ture with fittings at the sides and in the center of this structure, attachments and actuating bearings are equipped with grease and the main spars are bolted to each other with high strength fittings for lubrication of the bearing surfaces, and should be butt fittings in the center of the fuselage, making in effect a lubricated periodically. (See Lubrication Chart.) continuous main spar. This arrangement combines high strength To add air to the oleo struts, a strut pump is attached at the and lightweight qualities, since heavy wing hinge fittings on air valve and the oleo pumped up until 3" of piston tube is ex- the spars and fuselage are eliminated and an elaborate carry- posed with normal static weight on the gears. To add oil, first through structure through the center section of the fuselage is release all the air through the valves, allowing the oleo to extend no longer needed, fully. Next remove the air valve and fill the unit through this opening. Compress the oleo again to within 1/4 inch of full com- pression, allowing excess oil to overflow and working out trapped LANDING GEAR air. Then reinsert the valve core and pump up the strut. If a landing gear oleo has been completely emptied of oil All three landing gear units on the Aztec incorporate the during servicing, the following procedure should be used to refill same soft acting air-oil struts, and contain many directly inter- it, to make sure that no air remains trapped in the unit. First, a changeable parts. (See Section V, for gear maintenance.) clear plastic tube should be attached to the valve stem, from Main wheels are 600 x 6 Cleveland Aircraft Products units which the core has been removed. The other end of the tube with disc type brakes and 700 x 6 tires with an eight ply rating. should be placed in a container of hydraulic fluid. When the oleo The nose wheel is a Clevela'nd 600 x 6 model fitted with a is extended, fluid will be sucked into the oleo cylinder. The 600 x 6 tire with a four ply rating. All tires have tubes. (See oleo should be compressed and extended until it is full of fluid Section V, for tire service.) and no more air bubbles appear in the plastic tube. About one Main gear brakes are actuated by toe brake pedals on the pint of fluid is required to fill the oleo. 1eft set of rudder pedals. Hydraulic brake cylinders located in To check shimmy of the nose wheel, if it should develop, front of the left rudder pedals are readily accessible in the cock- tighten the bolt on the dampening device at the base of the nose pit for servicing. Toe brakes for the right side are available as wheel forging. The bolt should be tightened just enough to keep optional equipment. A brake fluid reservoir, which is connected the nose wheel from moving freely, but not enough to require to the brake cylinders with flexible lines provides a reserve of excessive pressure to move the wheel by hand. It may be neces- fluid for the brake system, and is mounted on the fuselage sary to remove shims from the shimmy dampening collar to permit structure inside the left nose access panel. (See Section V, for tightening of the device. brake service.) 64 660215 660215 10 SECTIONII THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONY Parking brake valves, operated by a control on the left side of the instrument panel, are installed ahead of SECTIONY the forward cabin bulkhead and are also serviced through GENERAL MAINTENANCE the left nose access panel. The nose wheel is steer- able through a 30 degree arc, HYDRAULIC SYSTEM SERVICE through use of the rudder pedals. As the nose gear re- The hydraulic system is filled through a filler tube located tracts, the steering linkage inside the left nose access panel. Only petroleum base hydraulic becomes disconnected from fluid, MÏL-H-5606, should be used. Control Pedesta I the gear so that the rudder To add fluid to the system, remove the cap from the filler pedal action with the gear retracted is not impeded by nose gear neck and fill the system completely while holding the filler tube operation. extension level. Then turn the elbow on the filler tube down until The position of the landing gear is indicated by four light the excess oil has drained out. bulbs located on the pedestal. When the three green lights are on, all three. Jegs of the gear are down and locked; when the amber light is on, the gear is entirely up and enclosed by the LANDING GEAR SERVICE gear doors. When no light is on, the gear is in an intermediate position. GEAR INDICATION LIGHTS ARE AUTOMATICALLY In jacking up the Aztec for landing gear and other service, a DIMMEDWHENTHE POST LIGHT CONTROL IS TURNED ON. jack kit (available through the Piper Distributor Service Depart- A red light in the landing gear control knob flashes when ment) should be used. This kit includes two hydraulic jacks and the gear is up and either one of the throttles is pulled back, a tail support; jacks are placed under jack pads on the front wing When both throttles are closed beyond a given power setting, spar, and the tail support attached to the tail skid, appraximately 12 inches of manifold pressure with wheels not Approximately 250 lbs. of ballast should be placed on the down, the landing gear warning horn sounds. base of the tail support to hold the tail down. Then the jacks To guard against inadvertent retraction of the landing gear should be raised until all three wheels are clear of the floor. on the ground, a mechanical latch, which must be operated The right and left landing gear units on the Aztec are com- before the landing gear control can be moved upward, is posi- pletely interchangeable by reversing the torque links on the tioned just above the control lever. The control knob is in the gears and changing the anti-retraction valve. The oleo unit on shape of a wheel to differentiate from the flap control knob, the nose wheel gear contains parts that are also entirely inter- which has an air-foil shape. There is also an anti-retraction changeable with the oleo parts on the main gears, although the valve located on the left main gear which prevents a build-up oleo housing forging and the fork and axle are different on the of hydraulic pressure in the retraction system while the weight nose wheel unit. The torque link parts and all inside components of the airplane is resting on its wheels. are identical on both nose and main gears. 11 660215 660215 63 THE PIPER AZTEC "C" SECTIONII A tow bar is provided with each airplane. When not in use, it is stowed in the forward baggage compartment. When towing with power equipment, caution should be used not to turn the nose gear beyond its 30 degree are as this may cause damage to the nose gear and steering mech- anism. HYDRAULIC SYSTEM The hydraulic system is used for the extension and retrac- tion of both the landing gear and flaps. The operation of these units is accomplished by the landing gear and flap selectors of the hydraulic control unit which is housed within the control pedestal under the engine controls. Pressure is supplied to the control unit from an engine-driven pump mounted on the left engine. To effect extension or retraction of the gear and flaps, the controls which protrude through the face of the pedestal are moved from the center "OFF" in the desired direction. When the selected component is fully extended or retracted, hydraulic pressure within the control unit forces the control back to a "Neutral" or "Off" position, which allows the hydraulic fluid to circulate freely between the pump and the control unit. Also, it isolates the activating cylinders and associated lines from the hydraulic fluid supply. This prevents complete loss of fluid in the event of a leak in the lines between the control tinit and the component or at the actuating cylinders. The return of the control handle to the "OFF" position is also a secondary indication that the components have reached full extension or retraction. The landing gear position lights and the flap indi- cation should be used as primary indications. Gear retraction and extension will occur normally in 14 to 16 seconds. Flap operation requires about 4 seconds. The emergency hydraulic hand pump, which is integral with the control unit, is used to obtain hydraulic pressure in 660215 12 SECTIONII THE PIPER AZTEC "C" SECTION V - :° $ o" GENERAL MAINTENANCE Hydraulic System Service . . . . . . . . 63 Landing Gear Service . . . . . . . . . 63 Brake Service . . . . . . . . . . . . 66 Tire Inflation . . . . . . . . . . . . 67 Care of Windshield and Windows . . . . . . 67 Battery Service . . . . . . . . . . . 68 Fuel and Oil Requirements . . . . . . . . 71 Care of Air Filter . . . . . . . . . . . 71 Propeller Service . . . . . . . . . . . 72 Leveling and Rigging . . . . . . . . . 73 Serial Number Plate . . . . . . . . . . 74 13 660215 660215 THE PIPER AZTEC "C" SECTIONII event of failure of the hydrau- lic pump on the left engine. To operate the emergency pump, the handle should be extended to its full length by pulling aft and positioning the control handle as desired, 30 to 40 up and down pump strokes are required to raise or lower the landing gear. of t hFe a nedmenrg necay , ei ansl en of the hydraulic system should occur due to line breakage or Anti-Retraction Valve hydraulic control unit malfunction, an independent CO2 system is available to extend the landing gear. Included on the left main gear is an oleo actuated by-pass valve which makes it impossible to retract the landing gear while the weight of the airplane is on the gear. This valve is open when the oleo strut is compressed and by-passes all hydrau- lic fluid, on the pressure side of the system, to the return side, preventing any pressure build-up in the retraction system. When the oleo strut is extended as in flight, or when the aircraft is on jacks, the valve is closed permitting the system to operate in the normal manner. CONTROL SYSTEMAND SURFACES Dual flight controls are provided in the Aztec as standard equipment. All controls are light, yet solid and effective in flight at all speeds down through the stalling speed. The nose wheel is steerable on the ground through the rudder pedals. All control surfaces are cable controlled and are conven- tional sheet metal structures, fitted with aluminum hinges and needle bearings. The flaps are actuated by a hydraulic 660215 14 SECTIONll THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONIV cylinder located in the right side of the cabinwall.Access PA-23-250 by thh recylinader isthobtapihneld A ZTECC stered interior panel directly aft of the entrance door, under TUEL- ABBRAT3©UTTUCT the side windows. The ailerons and rudder are connected by cables with the control wheel and rudder pedals. The rudder has a servo tab which also acts as -100 o a directional trim tab, actu- Overhead Trim Control ated by a crank in the center g ·200 -10 of the forward cabin ceiling. The horizontal tail is a stabilator, with an anti-servo tab which also acts as longitudinal trim tab, actuated by a larger 100 crank adjacent to the rudder tab crank in the center of the for- ward cabin ceiling. The stabilator provides extra stability and controllability with less size, drag and weight than with con- ventional horizontal tail surfaces. eo leo FUEL SYSTEM ir 140- Four thirty-six gallon flexible fuel cells located outboard of go the engines provide fuel storage in the Aztec. The cells should be kept full of fuel during storage of the airplane to prevent 110 accumulation of moisture, and to prevent deterioration of the og lio - cells. For storage of more than ten days without fuel, the cells $ a loo - should be coated with light engine oil to keep from drying out. The fuel system in the Aztec is simple, but completely so -s.- effective. Fuel can be pumped from any tank to both engines, ao 0.15 1.06 0.07 0.118 O.09 0.1 through use of the engine-driven and/or electric fuel pumps. For normal operation, fuel is pumped by the engine-driven FUEL-AIR RATIO pumps from the tanks directly to the adjacent fuel injector. The fuel valves can be left on at all times and the crossfeed left in 15 660215 680701 62 SECTION IV THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTION ll Power Chart, Lycoming IO-540-C the off position. Electric auxiliary fuel pumps, located in the engine nacelles, are installed in by-pass fuel lines between the tanks and the engine-driven pumps. The electric pumps can be used to provide pressure in the event of failure of the engine- driven pumps. They are normally turned on to check their oper- ation before starting the engines, turned off after starting, to check engine-driven pumps and left on during take-off and land- ing, to preclude the possibility of fuel pressure loss due to pump failure at critical times. If one of the engine-driven pumps fails, the electric pump to that engine can be turned on to supply the fuel. However, if desired, the fuel can be pumped by the operating engine-driven pump to the failed pump engine simply by turning on the cross- feed. The good pump will then be supplying both engines from its tank. If this tank runs low on fuel, fuel can be drawn from the opposite tank by turning on the electric pump on the failed pump side, leaving the crossfeed on, and turning the fuel valve on the empty side off. Then the electric pump on the failed pump side will be supplying both engines from its tank. Fuel can thus be used from one tank or the other, by shut- ting off one main valve and turning on the crossfeed, to balance fuel loads or for other purposes. For all normal operation, it is recommended that fuel be pumped directly from the tanks to their S38d ONY dN3 01S d 3SHON teSpective engines, with the crossfeeed ofe valve controls and crossfeed control are located in the fuel control panel between the front seats. Two electric fuel gauges in the engine gauge cluster on ¯¯ ¯ the instrument panel indicate the fuel quantity in each tank. The electric fuel gauges in- dicate the fuel quantity in the tank selected by the fuel selector handle, located in Fuel Selector 59 660215 660215 18 SECTIONII THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONIV the fuel control box. The electric fuel pump switches are on the lower left side of the instrument panei· PA-23-250A crossfeed line drain valve control is mounted on the front face of the fuel control panel box. This valve should be opened AZTEC C occasionally, with the crossfeed on, the left electric fuel pump an, and then the right electric fuel pump on to allow any water that might accumulate at that point to be drained out. The heater -- ÀLT[\T ) (@¾ $[\@¾(}[\À T -- fuel control is also placed on the fuel control panel, so that fuel to the heater can be turned off if necessary' THISCHART SEDULD BEUSEDTO The fuel strainers and fuel line drain valves are located in DETERMINE DENSITf ALTITUDE the inboard sides of the main wheel wells. They are fitted with -- FROMEXISTING TEMPERATURE quick drains and should be drained regularly through their small ANDPRESSURE ALTITUDE CONDITIONS access ports. In order to check the fuel system for possible FORUSEWITHPERFORMANCE CHARTS moisture content, each fuel cell quick drain valve should be opened and drained and the quick drain valve on the fuel strainer should be opened and drained. This procedure should be ac- complished at the three quick drain valves located in each main wheel well. Fuel screens are provided at the tank outlets, in the injectors and in the fuel filter bowls. " Idle cut-offs are incorporated in the injectors and should TESMPAFNDAARUDRE "' always be used to stop the engines. This is accomplished by pulling the mixture control levers to the rearmost position. 18000 ELECTRICAL SYSTEM 12000 The electrical system for the Aztec includes a 12 volt 35 8000 amphere hour battery, enclosed in a sealed stainless steel bat- tery box. (See Section V, for battery service.) Two 12 volt 70 " ampere alternators are installed as standard equipment. They 4000 ' " are paralleled by the use of one voltage regulator to control field voltage of both units. Also, incorporated in the system is " "' an over-voltage relay. Its function is to open and remove field SL " voltage to the unregulated alternators in the event of a failure -40 -20 o 20 40 00 80 100 of thevoltage regulator,thus preventing an over-voltage condition TEMPERATURE, °F which could damage the electrical equipment. As an added safety feature, to provide for complete dual 19 660215 660215 58 SECTION IV THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONII PA-23-250 AZTEC C -.I <t lilllllllll ACCÐ1@ÐAVE - ST©PMSTANCÐ O°FLAPS ACC.TO80MPH 90 AMPC/P a PAVEI LEVEL RUNWAY 3800 amrlo cir 2400 2000 1260000 so AMPc/P c BOO I O 20 40 60 80 100 5200 4800 4400 4000 3600 0 5 10 15 TEMPERATURE °F GROSSWEIGHT-LBS. HEADWIND-MPH 57 660215 660215 20 SECTION!! THE PIPER AZTEC "C" THE PlPER AZTEC "C" SECTIONIV system reliability,an auxiliaryvoltage regulator and over-voltage relay has been installed. Each set of regulators and relays is PA-23-250 controlled by a switch located on the pedestal. The switch is placarded "Voltage Regulator Selector", "Main", and "Aux- AZTEC C iliary". The switch should normally be in the "Main" position. The operation of the alternators may be checked by an ammeter switch located directly under the ammeter. lAW 3WS 3STANCE Electrical switches for the various systems, including the --- VS master switch, are located on the lower left side of the instru- ˾$377À1797 Ë ment panel. The circuit breakers, located below the electrical DISTANCE OVER50 FT.OBSTACLE 50° FLAPS switches, automatically break the electrical circuit if an over- SPEEDAT50 FEET86 MPH --- load should occur. To reset the circuit breakers simply push in _ O WISNDEED ATTOUCHADOE LEVELMRUH A the reset button. It may be necessary to allow approximately two minutes before resetting the breakers. Corrective action should be taken in event of continual circuit breaker popping. The alternator circuit breakers, mounted on the same panel, are of the switch type and should not be turned off while the engines are running. Instrument lighting is provided by two spot lights (equipped gang with red lenses) installed in the center of the cabin ceiling. These lights are operated by a rheostat switch which is located directly aft of the lights. The lights are turned on with the first 6000 movement of the rheostat knob and the light intensity increased by further rotation of the control. Provided as optional equipment are individual post lamps mounted on the panel adjacent to each 4000 instrument. These lights are controlled by a rheostat switch located on the panel with the other electrical switches. Opera- 2000 tion of the rheostat is the same as for the spot lights. Located in the cabin ceiling just aft of the windshield, on both the right and left sides, are two map lights equipped with clear SL ' lenses. Each light is operated by the switch located adjacent to the unit. For the passengers, reading lights are installed over each seat. A separate switch is incorporated for each of these units. 1400 1000 1600 1700 1800 1900 2000 An overhead light is installed in both the forward and aft LANDING DISTANCE (FT.) baggage compartments that will turn on automatically with the opening of the baggage door and turn off with the closing of the 21 660215 671016 56 SECTIONIV THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONll door. Should the forward baggage door not be completely closed PA-23-250 and latched, a red warning light labeled "Door Ajar", located adjacent to the master switch will show an indication .of this AZTEC C hazard when the master switch is on. Illlll1||1\ LAN 3¾©93§TAUCE©WEB 5® TEET-- CAUTION TOUCHDOWN SPEED68 MPN BARRIER SPEED86 MPH Do not leave either baggage compartment door PAVED LEVEL RUNWAY open for extended periods. 50° FLAPS The starter switch is located immediately above the parking brake handle on the extreme left side of the instrument panel. 2200 This switch is spring loaded and locks in the center "Off" position. To operate, pull on the switch lever and hold to left or right as desired. After starting, release the switch and it will 2000 return to the off and locked position. As optional equipment for starting, an external power re- 1800 ceptacle is available. FINISH 1400 All aluminum sheet components of the Aztec are carefully MAXIMUMLANDING T.---- 1200 finished inside and outside to assure maximum service life. 494o Both sides of all pieces are alodine treated, and sprayed with -- zine chromate primer. External surfaces are coated with durable looo acrylic lacquer in attractive high gloss colors. The application of primer to interior surfaces prevents corrosion of structural ¯ ¯ and non-structural parts where inaccessible for normal main- 800 tenance. O 20 40 60 80 100 4800 4400 4000 3600 O 5 10 15 TEMPERATURE °F GROSS WEIGHT-LBS.HEADWIND-MPH 55 671016 660215 22 SECTIONII THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONIV INSTRUMENT PANEL The instrument panel of the Aztec has been designed to accommodate all of the customary advanced flight instruments on the left side in front of the pilot, and all required engine instruments on the right side. Provisions for extra instruments have been made in both sections. The flight instrument group is shock mounted in an easily removed sub-panel. All instruments are accessible for maintenance by removing the instrument ac- cess panel over the instruments. Also the right and left instru- ment panels have been constructed so that they may be removed if desired for ease of maintenance. The Artificial Horizon and Directional Gyro in the flight group arevacuum operated through use ofvacuum pumps installed on both engines. A check valve is installed inthe vacuum systeni so that in case of a pump failure the system will automaticall continue to operate on the remaining vacuum source. The Turn and Bank is an electrically operated instrument and serves as a standby for the Gyros in case of vacuum system failure. The Mi vacuum gauge in the engine instrument group should indicate 4.8 to 5.1 inches of mercury suction, required to operate the gyros when drawing air through the central filter system. Two recording tachometers are provided to eliminate the g, need for constant reference to aircraft and engine log books. An engine instrument cluster, at the bottom of the engine group, includes two oil pressures, two oil temperatures, two cylinder head temperatures and two fuel quantity gauges. The gauges in - this cluster can be replaced individually by removing the column of four gauges in which the defective unit is incorporated, then detaching the proper gauge from this column. 23 660215 680701 54 DENSITY ALT TUE-FT. o o o -I 1 15 38 35 34 33 32 31 30 29 28 27 28 25 4 23 22 1 20 13 8 17 1 1. STARTER SWlTCH 10. MAN1FOLD PRESSURE 19. SUCTION GAUGE 28. AUDIO SELECTOR 2. STALL WARNING 11. TACHOMETER (LEFT ENGINE) 20. TRANSPONDER 29. VERTICAL SPEED 3. MARKER BEACON INDICATOR 12. TACHOMETER (RIGHT ENGINE) 21. MIXTURE MONITOR 30. CLOCK 4. AIRSPEED 13. FUEL FLOW GAUGE 22, INSTRUMENT CLUSTER 31. SWITCH/BREAKER PANEL s. DIRECTIONAL GYRO 14. TURBO DIL PRESSURE 23. FLAP POSITION 32. TURN AND BANK 6. OMNI COUPLER 15. DE1CER AMMETER 24. VHF RADIO, NAV 1 33. ALTIMETER 7. ARTIFiclAL HORIZON 16, MEATER SWlTCM 25, VHF RADIO, NAV 2 34. ALTIMATIC PILOT 8. ADF 1NDICATOR 17. ALTIMETER 26. DISTANCE/SPEED INDICATOR 35. DOOR AJAR LIGHT 9. ADF RADIO 18. AMMETER 27. OMNI INDICATOR 36. PARKING BRAKE -- SECTIONII THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONIV RADIO EQUIPMENT PA-23-250 In the standard model of the Aztec, provisions for radio installations include dual microphone and headset jacks, a AZTEC C microphone and headset mounting bracket, a loud speaker, wiring to these units and panel space for at least four radio sets. I Radios, in different combinations, are available and are specifi- - $0 - cally chosen to provide in the Aztec all of the most recent radio developments normally desired in this type of aircraft. Located to the rear of the forward baggage compartment is a shelf to provide ample room for the installation of power supplies' 7500AFSEEED OAN TRFUUEEAICR EUDFO2NO60 M27HAAT etc. for the various radios that are installed. SEATS All seats in the Aztec are constructed of steel tubing, with no-sag springs and foam cushions. The front seats are adjustable 14eoo fore and aft through a seven inch range by operation of a release control on the front of each seat. The right front seat is also is adjustable aft beyond the normal range to provide ease of entry 12000 to the pilot's seat. Both front seats are easily removed by taking out the lower bolts in the stop plates at the rear of the seat structure, swinging the stop plates laterally and sliding the loooo seats forward off their tracks. The rear seat area is equipped with two individual bucket type seats and a couch type seat across the full width of the 0000 cabin which will accommodate two people. To remove the two rear bucket seats, stop plates on the track are taken off, and goog the seats moved fore or aft as required to disengage from their tracks. The rear seat can easily be removed for added cabin space. The back of the seat is removed first by pulling it for- 4000 ward, then lifting it out. The bottom of the seat is pulled forward to disengage pins at the rear, then pushed back to disengage ENROUTE DISTANCE·STATUTE MILES seat supports from the floorboards. The four reclining seats are provided with headrests. 25 660215 660215 52 SECTIONIV THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONII BAGGAGE COMPARTMENTS PA-23-250 There are two large bag- AZTEC C gage compartments,each com- partment is placarded for 150 | \ l 1 1 \ \ pounds. The forward compart- §3 (LM ment provides 17,4 cubic feet of space accessible through a rectangular door measuring EUSBTY ALTBTUU 19.5 x 30.5 inches. The rear LEFTENGINE INOPERATIVE compartment has a volume of FLAPSANDGEARRETRACTED 23.2 cubic feet with a 30 x 31 COWL FLAPSOPEN inch door hinged on the for- 14000 ward side. Rear Baggage Door CABIN FEATURES 12000 Arm rests for front and middle seats, coat hangers, ash trays, 18000 a cigarette lighter, a map drawer, reading lights and pilots map pocket are all standard. The cabin door and baggage doors are equipped with locks. The locks on both baggage doors are op- sooo erated by one key, while the cabin door has a separate key. eooo HEATING AND VENTILATING SYSTEM The flow of air for cooling or heating the Aztec cabin is 4000 controlled by the five knobs on the cabin air control panel lo- cated at the bottom of the control pedestal. 2000 The left control regulates air flowing to the front seat through the heater system and the second knob from the left con- trols air flowing to the rear seat through this system. The middle SL knob controls the heater thermostat. The second knob from the 0 200 400 800 80 80 108 110 right is the defroster control and the right hand control supplies additional cold air to the front seat through a vent on the bulk- RATEOFCUMB(FT./MIN.) R/CSPEEDlAS head. Cabin air enters the heater system through an inlet below 51 660215 660215 26 SECTIONIl THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONIV the landing light, and when the heater is not in operation, the inlet can serve as a source for cool air by pulling out the heater PA-23-250 controls. A 35,000 B.T.U. Janitrolheater installed in the nose section AZT ECC furnishes a source of hot air for cabin heating and windshield defrosting. Operation of the heater is controlled by a three position gg g switch located on the right side of the instrument panel, labeled gg "FAN", "OFF" and "HEAT". The "FAN" position will op- erate the vent blower only and may be used for cabin ventilation GEAR ANDFLAPSRETRACTED on the ground or windshield defoggirig when heat is not desired. COWL FLAPSOPEN For heat the manual heater fuel valve located on the fuel selector panel must be on and the three position switch turned to "HEAT". This will start fuel flow and ignite the burner simultaneously. With instant starting and no need for priming, heat should be felt within a few seconds. Regulation of heat, airflow and defroster operation is con- trolled by the push-pull knobs on the cabin air control panel. The middle knob is connected to an adjustable thermostat which makes it possible to select a desired temperature of heated air through a wide range. Cabin temperature and air circulation can be maintained by 16000 using various combinations of knob settings, to suit individual desires. To minimize the feeling of drafts, a low air 12eoo flow-high heat combination should be used. Windshielddefrostingmay 8000 be regulated by various settings of the defroster knob 4 and in severe windshield fogging or icing conditions, it may be desirable to re- SL strict the heater air, since 0 400 soo 1200 isoo 2000 so luo 119 12e this will drive more air through the defrosters. RATEOFCUMB(FT./MIN.] R/CSPEEDCIAS Heating And Yent Controls When heat is no longer 27 660215 660215 50 DENSITY ALTITUDE (FT.j o Ill\ll os O% o E 2: H AS RAlR INLET HEATING AND VENTILATING SYSTEM m 3. FRESH AIR OUTLET 4. HEATER AlR INLET 5. HËATER AIR OUTLET 6. DEFROSTER OUTLET 7. CABIN VENT CONTROL 8. DEFROSTER CONTROL 9. THERMOSTAT CONTROL 10. REAR SEAT HEAT CONTROL 11. FRONT SEAT HEAT CONTROL 2 12. HËATER FUEL VALVE 13. CAB1N EXHAUST OUTLET il 11 CD - SECTION Il THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTION IV desired, the three position switch may be turned to the "OFF" position and the manual fuel valve closed. It is desirable that PA-23-250 when the heater has been operating with the airplane on the ground, to turn the switch to "FAN" for several minutes to cool AZTEC C the heater and then to turn it to the "OFF" position. Heat may be supplied to warm the cabin before flight by 1 | | | | l i I i turning on the master switch, the left auxiliary fuel pump, and $ ËYÀNËË starting the heater. It should not be used in such a way as to $$ $Ÿ«$Ë$ÏÀËiË deplete the battery. LIFT-OFF SPEED80MPH The cabin heater uses gasoline from the left main fuel tank BARRIER SPEED97 MPH when the crossfeed is off and from both tanks when the cross. \ FLAPSRETRACTED aseo feed is on. PAVEDLEVEL RUN'IAY Located in the heater is a heat limit switch, which acts as a safety device to render the heater system inoperative if a 3400 malfunction should occur causing excessively high temperatures. This control is located in the down-stream end of the vent jacket, with the reset button on the heater shroud. It is reached only through the access panel in the left side of the nose section to insure that the malfunction causing the overheat condition is corrected prior to further heater operation. 2800 For fresh air ventilation, an air scoop is mounted on the dorsal fin which draws air into the cabin through overhead vents / \ \ \ \ 22eo in the ceiling. Each individual vent is adjustable for desired air flow as well as a master control regulating air from the right and left air source. These two knobs are located in the ceiling just ison aft of the windshield. Air is exhausted through an outlet on the floor of the aft baggage compartment. 1400 TO OBTAIN TAKEOFF DISTANC - F l PLOT TEMPERATURE AND PlESSUI E AL11TUDE AT A 2 TRANSFER TO B ON 5200 GR 155WE GHT LINE -3 TRANSFER PARALLEL TO RiiFERENCE LINE TO C AT 1000 PROPER GROSS WEIGHT 4 TRANSFER TO D ON D-WINDLlNE -5 TRANSFER PARALLEL TO REFERENCE LINE TO E AT PROPER WIND 6 READ TAKEOFF DISTANCE AT F allillilt SOO O 20 48 80 80 100 5200 4800 4480 4000 3880 0 5 18 15 TEMPERATURE °F GROSSWEIGHT-I.BS. HEADWIND-MPH 29 660215 660215 48 THE PIPER AZTEC "C" SECTIONII NOTES 660215 30 SECTION IV PERFORMANCE CHARTS Take-off Distance Over 50-Foot Obstacle . . . 48 Take-off Distance vs Density Altitude . . . . 49 Climb Rate vs Density Altitude . . . . . . 50 Single Engine Climb Rate and Airspeed . . . 51 Single Engine Service Ceiling vs Distance Traveled............ 52 True Airspeed vs Density Altitude . . . . . 53 Range vs Density Altitude . . . . . . . . 54 Landing Distance Over 50 Feet . . . , . . 55 Landing Distance vs Density Altitude . . . . 56 Accelerate - Stop Distance. . . . . . . . 57 Altitude Conversion Chart . . . . . . . . 58 Power Chart, Lycoming IO-540-C Series . . . 59 Normally Aspirated Fuel Consumption . . . . 60 Power Setting Table, Lycoming 10-540-0 Series . 61 Fuel-Air Ratio . . . . . . . . 62 680701 SECTIONIII OPERATING INSTRUCTIONS Preflight.............. 31 Starting.............. 32 Warm-Up and Ground Check . . . . . . . 33 Take-Off. . . . . . . . . . . . . . 34 Stalls .............. 35 Climb .............. 36 Cruising. . . . . . . . . . . . . . 36 Approach and Landing . . . . . . . . . 37 Stopping the Engines . . . . . . . . . 38 Emergency Procedures . . . . . . . . . 38 Ground Handling and Mooring . . . . . . . 44 Weight and Balance . . . . . . . . . . 44 Operating Tips . . . . . . . . . . . 45 Radio Operation . . . . . . . . . . . 46 660215 THE PIPER AZTEC "C" SECTION III A separate three position audio selector switch is provided for each receiver. Each receiver audio output may be connected to either the speaker or the headset. In addition they may be placed in the "OFF" or standby position. To receive audio through the speaker from the Marker Beacon and DME, the top radio must be in operation. This radio need not be on when headphones are connected to the Marker Beacon or DME. Two or more sets may be simultaneously connected to either the headset or speaker position by placing the selector switches in the desired combination. For example, the A.D.F. and the top radio may be selected to operate on the speaker and the lower radio may be selected for headset operation. If desired the pilot may listen to the speaker and the copilot the headset. 753 709 47 730226 SECTION III THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONIll 10. Remember that when the post lights are on, the gear position lights are very dim. 11. Before starting the engines ascertain that all radio switches, light switches, and the pitot heat switch are in the off position so as not to create an overloaded condition when the starter is engaged. SECTlON Ill 12. The trim tab on the Aztec is very responsive and a small OPERATING INSTRUCTIONS adjustment in trim control gives a rapid trim change attitude. 13. A high fuel pressure indication on the fuel flow indicator is a possible indication of restricted airbleed nozzles. 14. The shape of the wing fuel tanks is such that in certain PREFLIGHT maneuvers the fuel may move away from the tank outlet. If the outlet is uncovered, the fuel flow will be interrupted and a temporary loss of The following safety procedure instructions must become power may result. Pilots can prevent inadvertent uncovering of the an integral part of the pilot's operational routine and preflight outlet by having adequate fuel in the tank selected and avoiding inspection. maneuvers which could result in uncovering the outlet. Given below is an outline for preflighting the Aztec: Normal takeoffs are not to be made when the tank selected is 1. Ignition and battery switches "OFF". less than one-quarter full. 2. a. Check for external damage or operational interference Running turning takeoffs should be avoided as fuel flow interruption may occur when the tank selected is less than half full. - - - - - - - 2 - - - - - - - - Prolonged slips or skids in any pitch attitude or other unusual or abrupt maneuvers which could cause uncovering of the fuel outlet must be avoided when the tank selected is less than half full. RADIO OPERATION 6 Communication and navigational equipment controls are located in the center of the instrument panel. Associated auxiliary switches are - - - - - - - 2 --- - - - located on a separate panel to the lower left of the radio stack. Circuit il il breakers for the radios are located below the radio stack. All sets are turned "ON" by the switch located on the control head 1 I of each particular unit, with the exception of the marker beacon and glide slope power switches which are located on the Audio Selector '------3----4 4---- 3 ---- Switch Panel. After power is supplied, the pilot may wish to operate one of the two transmitters by moving the transmitter selector switch to the --¯¯¯¯ ¯¯¯¯¯ proper position. The switch is located on the selector switch panel. L --- 5 ---3 46 753 709 660215 31 730226 SECTIONIII THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTION III to the control surfaces, wings or fuselage. OPERATING TIPS b. Check for snow, ice or frost on the wings or control surfaces. In the operation of the Aztec, as in that of any other type of 3. a. Check fuel supply, airplane, there are a few points of technique and information that apply b. Check fuel cell caps and covers for security (adjust particularly to this model. The following Operating Tips may be helpful caps to maintain tight seal). in the operation of the Aztec: c. Fuel system vents open. 1. Learn to trim for takeoff so that only a very light back 4. a. Landing gear shock struts properly inflated (approxi- pressure on the wheel is required to lift the airplane off the ground. mately 3" piston exposed). 2. Due to the very rapid feathering action of the propeller on the b. Tires satisfactorily inflated and not excessively worn. Aztec, it will be necessary when feathering during ground check to c. Drain fuel strainers and lines. move the propeller control in and out of feather position very quickly d. Cowling, landing gear doors and inspection covers in order to prevent the RPM from dropping more than 500 RPM and properly attached and secured, causing excessive manifold pressure. e. Propellers free of detrimental nicks. 3. On takeoff, do not retract the gear prematurely. The airplane f . No obvious fuel or oil leaks. may settle and make contact with the ground because of lack of flying g. Engine oil at the proper level. speed, atmospheric conditions or rolling terrain. 5. a. Windshield clean and free of defects. 4. The best speed for takeoff is at about 80 MPH under normal b. Tow-bar and control locks detached and properly conditions. Trying to pull the airplane off the ground at too low an stowed. Check that baggage doors are secured. airspeed decreases the controllability of the airplane in event of engine 6. a. Upon entering the airplane, ascertain that all controls failure. (Minimum controllable single engine airspeed is 80 MPH.) operate normally. 5. In high density areas where high traffic pattern speeds are b. Check that the landing gear selector and the other necessary or when it is advantageous to extend the gear, it is permissible controls are in their proper position. to extend the landing gear at speeds up to 150 MPH; however, it is c. Close and secure the cabin door, recommended the landing gear should normally be extended at speeds d. Check that required papers are in order and in the below 150 MPH. airplane. 6. Flaps may be lowered at airspeeds indicated in the Airplane Flight Manual. To reduce flap operating loads, it is desirable to have the airplane at a slower speed before extending the flaps. STARTING 7. Before attempting to reset any circuit breaker, allow a two to five minute cooling off period. Starting Engine When Cold: 8. Always ascertain position of landing gear by checking the gear 1. Magneto switches - "ON". position light. 2. Electric fuel pump - "ON". 9. To prevent tripping the overheat lockout switch and to get 3. Open throttle 1/2 inch. best service life from the heater components, it is recommended that 4. Mixture full rich. Return to idle cut-off after fuel flow the heater switch be turned to "FAN" about two minutes before indicated. Engine primed. stopping the engines and turning off the master switch. This is normally 5. Engage starter. done during taxiing after landing. 32 660215 753 709 45 730226 SECTION III THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTION III e. Recover power and airspeed· 6. Mixture full rich when engine fires. 7. Check oil pressure. Other conditions, take-off, landing approach, and general 8. Electric fuel pump - "OFF". low altitude flight, will require action at the discretion of the pilot. If engine does not fire within 5-10 seconds, disengage starter and reprime. 7. Emergency Exit Window: Provided in the left side of the fuselage adjacent to the left Starting Engine When Hot: center seat is an emergency exit window. The window is sealed 1. Magneto switches - "ON". when installed and should be removed onlyin case of emergency. 2. Electric fuel pump - "OFF". To remove window: 3. Open throttle 1/2 inch. a. Remove plastic placard· 4. Mixture in idle cut-off. b. Turn handle. 5. Engage starter. c. With hands apart on bottom sill, apply a steady sustained 6. Mixture full rich when engine fires. pressure outward until window is dislodged. 7. Check oil pressure. GROUND HANDLINGAND MOORING Starting Engine When Flooded: 1. Magneto switches - "ON". The Aztec should be moved on the ground with the aid of 2. Throttle full open. the nose wheel steering bar provided with each plane and in- 3. Mixture - idle cut-off. stalled in the baggage compartment- 4. Electric fuel pump - "OFF". Tie down ropes for mooring the airplane can be fastened to 5. Engage starter - retard throttle and advance mixture the wing tie down rings and at the tail skid. when engine fires. The aileron and stabilator controls should be secured by means of a safety belt or control locks to prevent control surface Starter manufacturers recommend that cranking periods be damage. The rudder is held in position by its connections with limited to thirty seconds with a two minute rest between cranking the steerable nose wheel and does not need to be secured except periods. Longer cranking periods will shorten the life of the under unusually high wind conditions. starter. WEIGHT AND BALANCE WARM-UPAND GROUND CHECK It is the responsibility of the owner and pilot to determine As soon as the engines start, the oil pressure should be that the airplane remains within the allowable weight vs. center checked. If no pressure is indicated within thirty seconds, stop of gravity envelope while in flight. For weight and balance data the engine and determine the trouble. (If a very cold temperature see the Airplane Flight Manual and Weight and Balance form exists (10° F or below) a little longer period of time may be supplied with each airplane. necessary.) 44 680701 660215 33 SECTIONIII THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONIll Warm up the engines at 1000 to 1400 RPM for not more than is located beneath a small cover plate under the pilot's seat. two minutes in warm weather, four minutes in cold weather. Avoid When this control is pulled, CO2 flows from a cylinder under the prolonged idling atlow RPM as this practice may result infouled floorboards through separate lines to shuttle valves adjacent to spark plugs. The magnetos should be checked individually with the gear extension cylinders. The gas pressure opens the shuttle the propeller at minimum blade angle(maximum RPM).Set throttle valves, allowing CO2 to -ter the gear cylinders, extending the to produce 2200 RPM. The drop should not exceed 125 RPM. gears. The difference in drop off between both magnetos should not exceed 50 RPM. WARNING Operation on one magneto should not exceed 10 seconds. The propeller controls should be moved through their com- The landing gear control on the selector valve plete ranges during the warm-up to check for proper operation, must be in the "down" position when the gear then left in the full low pitch positions. Full feathering checks extender control is pulled, in order to allow the on the ground are not recommended because of the excessive gear to be extended properly. vibration caused in the power plant installation. However, feath- ering action can be checked by running the engine between 1000 The Emergency Gear Extender should only be used when all and 1500 RPM, then momentarily pulling the propeller control other means of lowering the landing gear have failed, and only into the feathering position. Do not allow the RPM to drop more when the gear can be left down for landing. than 500 RPM. Also do not feather the propeller on the ground when operating at a high manifold pressure. CAUTION The electric fuel pumps should be turned off after starting or during warm-up to make sure that the enginedriven pumps are When the Extender has been used, the landing operating. Prior to take-off the electric pumps should be turned gear or flaps must not be actuated hydraulically on again to prevent loss of power during take-off should an in any way until the extension system has been engine-driven pump fail. The engines are warm enough for take- returned to its normal condition. off when the throttle can be opened without engine faltering. Do not take-off with a dead battery as some voltage is needed to 6. In-Flight Cabin Door Closing Procedure: excite the alternator. In the event the cabin door is inadvertently unlocked in TAKE-OFF flight or should the handle not be pushed forward and locked Before take-off the following should be checked: before take-off and becomes dislodged from its latching mech- 1. Seat belts fastened. 7. Flaps set. anism, the following procedure has been determined to be prac- 2. Seats locked in position. 8. Trim set. ticable for closing the cabin door while in flight, assuming 3. Controls free. 9. Mixture rich. * adequate altitude has been attained. 4. Fuel on- 10. Propeller set, a. Retard throttles. 5. Cowl flaps open· 11. Engine gauges normal. b. Reduce airspeed to 90 MPH or less. 6. Electric fuel pump on. 12. Door locked. c. Open storm window (left of pilot). d. Close door. 34 680701 660215 43 SECTIONlli THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONIll restarted. During a normal take-off, with the full power at 2575 RPM d. Single engine operation must be practiced only with a and full rich mixture, the pointer on the fuel flow meter will sta- well qualified twin engine rated pilot, familiar with Aztec.char- bilize between the sea level mark and the red line. This setting acteristics and procedures in one of the pilot's seats. gives a slightly rich mixture to aid in cooling the engine and is recommended for normal take-off at sea level. 4. Emergency Landings: *When taking off from a high altitude field, (example 4,000 On a wheels-up landing, the airplane will tend to settle feet), the mixture should be leaned to obtain maximum power. down at the rear when the landing speed is decreasing, and full This is done during the pretake-off check. Apply full throttle, forward control wheel pressure should be used to hold the tail then move mixture control towards the lean position until the fuel up as long as possible. The flaps should not be extended be- flow pointer has stabilized atthe 4,000 foot mark,1ocated approx- cause they will contact the ground first, causing damage to the imately at the 18 gallon mark. Leave the mixture in this position flap and thewing.The propellers should befeathered and stopped and proceed with the take-off. Caution should be used when in a horizontal position. Fuel valves and electrical switches operating with the mixture leaned so that the engine is not should be turned to off position, overheated. A wheels-up landing should only be made during an emer- After the take-off has proceeded to the point where a landing gency when the surface is too soft or too rough to permit a can no longer be made wheels-down in event of power failure, gear-down landing, or when an emergency water landing is the wheels should be retracted. When the wheels are up, the necessary, throttles should be brought back to climbing power, 24 inches of manifold pressure, and the RPM reduced to 2400. Minimum single 5. Emergency Landing Gear Extension: engine speed (80 MPH) should be attained before take-off. Should the left engine or engine-driven hydraulic pump fail, extension of the landing gear or flaps is accomplished by supplying hydraulic pressure with the manual hydraulic STALLS pump. With the gear or flap control in the desired po- All controls are effective at speeds down through the sition, 30-40 strokes of the stalling speed, and stalls are gentle and easily controlled. pump handle will raise or EMERGENCY BEAREITENDER lower the landing gear, and 12 strokes will raise or ex- STALL SPEED TABLE tend the flaps. In the event of hydraulic Configuration (Power Off) system failure caused by a line breaking or the powerpak Gear and Flaps Up 74 MPH malfunctioning, the landing gear can be lowered by using Gear and Flaps Down (Full) 68 MPH the Emergency Gear Extender. Emergency Gear Extender The control for the extender These figures are at gross weight of 5200 lbs. 42 660215 660215 35 SECTION III THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONIII Lazy eights and chandelles may be performed provided a g. To prevent shake, close throttle until propeller is com- 60° angle of bank or a 30° angle of pitch is not exceeded. pletely out of feather. h. Resynchronize engines. CLIMB If the engine has been inoperative for several minutes, particularly in low temperatures, prime by turning the boost The best rate of climb is obtained at 120 MPH, but to give pump "ON" and moving the mixture control forward until the a high forward speed as well as a good rate of climb, a cruising first indication of fuel pressure, then return to "lDLE CUT- climb speed of 135 MPH is recommended. Turn the electric fuel OFF". Leave boost pump "ON" and start as in (c). pump off after climb out. The standard Aztec, operating at gross weight under opti- mum conditions of turbulence and pilot technique, and under CRUISlNG standard conditions of temperature and altitude, has a single engine absolute ceiling of 6400 feet at 5200 pounds and maximum The revised cruise power concept applicable to the Aztec "C" obtainable power. permits more efficient use of the available horsepower with no de- Under ideal conditions, the Aztec can be expected to main- crease in warranty. Simplified power management allows a more tain approximately the stated maximum altitudes, When adverse constant manifold pressure and eliminates continual reference to conditions of turbulence, temperature, altitude, pilot technique, power charts. The following cruise settings are recommended: or airplane condition or equipment is encountered, the absolute MP RPM Altitude Speed ceiling will be reduced. These factors must be taken into con- Normal 26 2400 4000 210 sideration in the single engine operation of any twin engine Intermediate 24 2400 6000 208 airplane. Economy 24 2200 6400 204 Pilots of this airplane should remain reasonably proficient Long Range 20 2200 10,200 195 in single engine flight. In many cases, "simulated" single engine operation (zero thrust condition, approximately 10 inches of manifold pressure and 2200 RPM) will be preferable, but Refer to Power and Performance charts for other power actual single engine operation should be practiced occasionally. settings. Do not exceed 27 inches of manifold pressure below The following precautions should be exercised in actual single 2300 RPM or 25 inches of manifold pressure below 2000 RPM. engine flight: To INCREASE power, first increase RPM; then increase a. Do not feather a propeller if there is reason to suspect manifold pressure. that the starting characteristics of the eng,ine are not normal and To DECREASE power, first decrease manifold pressure; that restarting in the air may be difficult or impossible. then decrease RPM. b. Do not feather a propeller in conditions of temperature, To obtain the desired cruise, set the manifold pressure and altitude, weight or turbulence which may prevent single engine RPM according to the power setting table. flight at altitudes well above the local ground elevation. For information on leaning procedure see Avco Lycoming c. Do not feather a propeller at any time when conditions Operator's Manual. of terrain or other conditions may prevent the airplane from reaching an airport easily, in case the dead engine cannot be 36 680701 661031 41 SECTIONll! THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTIONIII pump if left engine is out). If enough altitude has been reached for reaching the airport with the gear extended, leave the landing APPROACH AND LANDING gear in the down position. d. Maintain a best rate of climb airspeed of 102 MPH. e. Trim directionally with rudder trim- - Duringthe approach,the gear can be lowered atspeeds under f . As the airport is approached for landing, reduce power 150 MPH and the flaps at speeds listed on the landing check list on the good engine and gradually retrim with the rudder tab· below. As the speed decreases, the flaps can be lowered slowly When it is obvious that the airport can be reached easily, lower i to counteract pitch trim changes and little or no trim will be nec- the landing gear and check the indicators to make sure it is essary. Normally about 12 inches of manifold pressure should be down and locked. Maintain a little extra altitude and speed maintained to give a reasonable approach angle. RPM should be during the approach, keeping in mind that the landing should be left at high cruising RPM or approximately 2400. This propeller made right the first time, and that either undershooting or over- setting gives ample power for an emergency go-around and will shooting may require the use of full power on the good engine, prevent over-speeding of the engines if thethrottles are advanced making control more difficult. Lower the flaps at the last moment sharply. The mixture control should be kept in full rich position if desired. to insure maximum acceleration if it should be necessary to open throttle again. NOTE The amount of flap used during landings and the speed of the airplane at contact should be varied according to the wind, the landing surface, and other factors. It is always best to con- If the left engine is inoperative the gear and flaps must be pumped down by hand. tact the ground at the minimum practicable speed consistent with landing conditions. Normally, the best technique for short and slow landings is to use full flap and a small amount of power, holding the nose 3. Unfeathering up as long as possible before and after ground contact. In high It is not recommended that propeller feathering and unfeath- wind conditions, particularly in strong crosswinds, it may be ering be practiced on the ground because of the excessive desirable to approach the ground at higher than normal speeds, vibration that occurs in the engine installation. In flight, feath- with half or no flaps. ering should be practiced only to familiarize the pilot with the proper procedures. To unfeather a propeller in flight, the fol" Landing check list: lowing technique is recommended: a. Turn fuel "ON". • 1. Mixtures "RICH". b. Mixture control to idle cut-off. 2. Electric fuel pumps "ON". c. Propeller control forward to cruise setting. , 3. Fuel selectors on proper tanks. d. Turn electric fuel pump "ON". 4. Propellers at high cruising RPM. e. Rotate engine with starter until it will windmill by 5. Landing gear "DOWN" (under 150 MPH), check green itself. indicator lights on, landing gear warning horn off, and flashing f . Ignition switches to "ON". 40 661031 680701 37 SECTIONIll THE PIPER AZTEC "C" THE PIPER AZTEC "C" SECTION lil red light in gear handle off. moderate power settings, the propeller on the dead engine should 6. Flaps full down or as desired. be feathered by pulling the throttle to idling position and the Full Flap 125 MPH (max) prop pitch control back fully; then the mixture should be set at 1/2 Flap 140 MPH (max) idle cut-off and the ignition off. Best single engine performance 1/4 Flap 160 MPH (max) will be obtained with the dead engine wing held up about 3 degrees higher than level to help counteract the tendency to When selecting less than full flap, the flap selector handle turn in that direction. must be manually returned to neutral position when the desired amount of flap has been extended. Due to the immediate response of the flap operating mechanism, partial flap positions can be CAUTION best obtained by successive rapid cycling of the flap selector handle. If the left engine has failed, the hydraulic pump If, for any reason, it becomes necessary to "go-around" will not be functioning. If it is necessary to apply full power, retract the landing gear, and put the flaps up lower the landing gear or flaps with the left as quickly as possible. engine dead, the hydraulic hand pump located in the pedestal is used. (See 5, this section.) STOPPING THE ENGINES 2. Featheting: During the landing roll, the flaps should be raised, the The Hartzell feathering propellers can only be feathered heater turned to "FAN", and the electric fuel pumps off. After while the failed engine is rotating, and not if the engine drops parking, the radios should be turned off and the engines stopped below 1000 RPM, because the centrifugalforce due to rotation is by pulling the mixture controls aft to idle cut-off. The throttles necessary to hold out a stop-pin which keeps the propeller from should be left full aft to avoid engine vibration while stopping. feathering each time the engine is stopped on the ground. There- Then the ignition and master switches must be turned off, and fore, if an engine freezes up, it will not be possible to feather the parking brakes set. its propeller. In that case, single engine flight can be maintained with the dead engine propeller unfeathered, although a noticeable decrease in single engine performance will take place. EMERGENCY PROCEDURES If an engine failure occurs during take-off tun, the power on the good engine should be cut and the airplane stopped 1. Engine Failure: straight ahead. If it occurs after leaving the ground, but with An engine failure on the Aztec during cruising flight pre- sufficient landing area still ahead, a landing should be effected sents very minor operational problems. As the engine loses immediately. If no landing can be made directly after the failure, power, a slight yaw in the direction of the dead engine will the following steps should be followed: occur, which can be corrected easily with the rudder or the a. Apply full power to good engine, rudder trim tab. While the plane is slowing down to the single b. Feather dead engine. engine cruising speed of about 138 MPH at low altitudes and at c. Retract landing gear and flaps, if extended (using hand 38 660215 660215 39 Power SettingTable(Cruise) - Lycoming Model10-540-¢485, 250 HPEngine 9Q Normal Intermediate Economy Long Range Cruise Cruise Cruise Cruise Approx 210 HP Approx 190 HP Approx 175 HP Approx 140 HP RPM MP RPM MP RPM MP RPM MP 2400 26.0 2200 26.0 2200 24.0 2100 21.0 2300 25.0 2300 23.2 2200 20.0 2400 24.0 2400 22.4 2300 19.3 1. To maintain constant Power, correct manifold pressure approximately 0.17" Hg. for each 10°F variation in induction air temperature from standard altitude temperature. Add manifold pressure for air temperatures above standard; subtract for temperatures below standard. 2. To determine fuel consumption for these power settings refer to the Fuel Consumption Chart. 3. When using Hartzell Propeller HC-E2YK-2RB/8465-7R or HC-E2YK-2RBS/8465-7R or HC-E2YR-2RB/8465-7R or HC-E2YR-2RBS/8465-7R with IO-540-C4BS engine.DO NOT EXCEED 27" MANIFOLD PRESSURE BELOW 2300 RPM or 25" BELOW 2000 RPM. -I THE PIPER AZTEC "C" SECTIONIV PA-23-250 AZTEC C ©Ð¾A11YAS DBATE FUELC©WSUN70©W LYC©¾3d©M©©Ð13©=§4©=CâЧ COMPRESSION RATIO 8.50:1 SPARK TIMING 25°BTC FUELINJECTOR BENDIX MODELRSA-5AD1 MIXTURE CONTROL-MANUAL TOBEST ECONOMY ORBESTPOWER ASINDICATED 21 FUELGRADE,MINIMU WER 18 15 45 11 BES1POWER / r 10 MIXTURESETTING BESTECONOMY Lr8 100 120 140 160 180 200 220 240 260 ACTUAL BRAKE HORSEPOWER 660215 60 THE PIPER AZTEC "C" SECTIONY HOURSLUBRICANT LUBRICANTHOURS RUDDERHINGES ANDHORN 100 5TABILATOR& RUDDER STAABATDR & RUDDER 25o SEEMCAUULLEON 4) RIGHT& LEFT 100 HYDRAULlCFLUID LEVEL 100 (SEE NOTE 1) STABILATORANDRUDDER FILTER (AN6234) TRIMMECHANISM 100 HYDRAULICSY5TEM- 100 REPLACE ELEMENT STABILATOR& RUDDER COWLFLAP DOORS CONTROL PULLEY 100 t 110000LONDRROULECOULUEMN BAGGAGEDOOR& MAINDOORHINGES 100 BRAKERESERVOIR 100 (SEE NOTE 1) ELEOY EFLLLAC R LN GES RIGHT & LEFT 100 NDSEWHEEL 100 STEERING HINGESMAINGEAR DOE0ACHRIGHT& LEFT 100 100 GEAGEDOOR MAINLANDINGGEAR NOSEWHEELGREASE GREASEFITTINGS 100 FITTINGS R 10 000 WHE L DREAEINNOANED2REFlLL 50 100 SEAHTADJLUEFTMENTS INDUCTIONAIR FILTER 100 HR. MAIN& NOSE PROPELLER GREASE RIGHT & LEFT ¿LANDING GEAR DOOR FITTINGS (SEE NOTE 4) TORQUE TUBES 4 EACH 100 (5EE NOTE 3) NOTES LEGEND CAUTION3 1. OLEO STRUTS POWERPACK RESERVOIR ANDBRAKE RESERVOIR - Q MIL-G-23827 GREASE, AIRCRAFT, INSTRUMENTS, 1. DO NOT USE A HYDRAULICFLU1D WITHA CASTORDIL OR ESTER FILL PER INSÍRUCTIONS ON UNIT OR CONTAINER,OR REFER TO GEAR ACTUATORSCREW BASE. SERVICE MANUAL,SECTION [L L/ MIL-L-7870 OIL-GENERAL PURPOSE LOW 2. DO NOT OVER-LUBRICATEPEDESTALCONTROLS. 2. INTERVALSBETWEENOIL CHANGESCAN BE INCREASEDAS MUCHAS TEMP. LUBRICATION 3. DO NOT APPLY LUBRICANTTO RUBBERPARTS. 100%ON ENGINESEQUIPPED WITHFULL FLOW(CARTRIDGETYPE) l¯] MIL-L-3545 GREASE-LUBRICATIDNHIGH 4. UNDERNO CIRCUMSTANCESSHOULOTHE CABLES FROMTHE 01L FILTERS - PROVIDEDTHE ELEMENT IS REPLACED EACH 50 TEMPERATURE COCKPIT TO THE REAR OF THE FUSELAGEBE LUBRICATEDAS HOURSOF OPERATION. O MIL-H-5606 HYDRAULICFLUfD(RED) THIS MAYCAUSESLIPPAGE. 3. PROPELLER-REMOVE ONE OF THE TWOGREASE FlTTINGS FOR EACH SAE 50 ABOVE 6 F A1RTEMP 5. REMOVEALL EXCESS GREASEFROMGREASEFlTTINGS. BLADE. APPLY GREASETHROUGHFITTING UNTIL FRESH GREASE SAE 40 BETWEEN30"F AND90-F AIR TEMP APPEARS AT HOLE OF REMDVEDFITTING. SAE 30 BETWEENOF AND 70-FAIR TEMP 4. INDUCTIONAIR FILTER - CLEAN AIR FILTER PER SERVICE MANUALOR SAE 20 BELOW10 F AIR TEMP OWNER'SHANDBOOK..REPLACE WHENNECESSARY.. 5. LUBRICATIONPOINTS-W1PE ALL LUBRICATIONPOINTS CLEAN OF OLD SEE LYCOMINGSERVICE INSTRUCTIONSNO. 1014 GREASE, OIL, DIRT, ETC. BEFORE RELUBR1CATING. FOR USE OF DETERGENT OIL. 680701 69/70 SECTION II DESIGN INFORMATION Engine and Propeller . . . . . . . . . 6 Fuel Injection . . . . . . . . . . . . 7 Fuselage and Wing Structures . . . . . . . 9 Landing Gear . . . . . . . . . . . . 10 Hydraulic System . . . . . . . . . . . 12 Control System and Surfaces . . . . . . . 14 Fuel System . . . . . . . . . . . . 15 Electrical System . . . . . . . . . . 19 Finish . . . . . . . . . . . . . . 22 Instrument Panel . . . . . . . . . . . 23 RadioEquipment. . . . . . . . . . . 25 Seats . . . . . . . . . . . . . . 25 Baggage Compartments . . . . . . . . . 26 Cabin 13eatures . . . . . . . . . . . 26 Heating and Ventilating System . . . . . . 26 660215