Pa 24 Service Manual

PIPER AIRCRAFT CORPORATION
753 516

servIces
PA+2COMANCHE
Service Manual
CARD 1OF 3
PA-24-180
PA-24-400
PA-24-260 (TURBOCHARGED)
1Al
.:
NOTE
PLEASE INSERT THE FOLDOUT PAGES, LOCATED AT THE END OF THIS MANUAL,
IN THEIR PROPER NUMERICAL SEQUENCE PRIOR TO USING THE MANUAL .
WARNING
ne information contaluecl in this manual II
perlodlcaOy revised. Piper Aircraft Corpontlon
uri" an users of tbls manual to keep It current.
Contact your nearest Piper Aircraft Corporadon
distributor to arrance for a subscription to future
revisions.
NOTE
Revision serviceis avanable in aeroftcbeformat onl,.
PIPER COMANCHE SERVICE MANUAL

AEROFICHE EXPLANATION AND REVISION STATUS
Service manual information incorporated in this set of Aerofiche cards is arranged in accordance
with general specifications of Aerofiche adopted by the General Aircraft Manufacturer's Association.
Information compiled in this Aerofiehe service manual is kept current by revisions distributed periodically.
These revisions supersede all previous revisions, are complete Aerofiche card replacements, and supersede
Aerofiche cards of same number in set.
Identification of revised material:
Revised text and illustrations are indicated by a black vertical line along the left-hand margin of the
frame, opposite revised or added material. Revision lines indicate only current revisions with changes and
additions to existing text and illustrations. Changes in capitalization, spelling, punctuation, indexing,
physical location of material, or complete page additions are not identified by revision lines.
Revisions to Service Manual 753 516 issued August 18, 1972are as follows:
Revisions Date AeroflChe Card Effectivity
PR76062S June 25, 1976 I, 2, 3, and 4
PR771003 October 3, 1977 I
PR780403 April 3, 1978 I, 2, and 3

PR790910 September 10, 1979 I, 2, and 3
PR810410 April 10, 1981 I, 2, and 3
\
PR821101 November I, 1982 I, 2, and 3
IR860921 September 21, 1986(Interim) I
INTERIM CHANGE
Revisions appear in Table1111 of card I.
There are no other changes included in
this maintenance manual. Pleasediscard
your current card 1 and replace it with
this revised one. DO NOT DISCARD
CARDS 1, or 3.
The date on Aerofiche cards must not be earlier than date noted for respectivecard effectivity. Consult latest
card in this series for current Aerofiche card effectivity.
IA1
TABLE OF CONTENTS
AEROFICHE CARD NO.1
GRID NO.
I INTRODUCTION 1A1S
II HANDLING AND SERVICING 1A20
III INSPECTION 1014
IV STRUCTURES '" " 1E6
V SURFACE CONTROLS 1F1 3
VI LANDING GEAR AND BRAKE SYSTEM , 1H19
AEROFICHE CARD NO.2
VII POWER PLANT PA-24- 180 . . . . . . . . . . . . . . .. . . . . . . . .. 2A10
VilA POWER PLANT PA-24-250 AND PA-24-260 2C2
vns POWER PLANT PA-24-400 2E18
VIIC POWER PLANT PA-24-260 (Turbocharged) 2G7
VIII FUEL SYSTEM " 2112
AEROFICHE CARD NO.3
IX ELECTRICAL SYSTEM 3AB
X HEATING AND VENTILATING ,. 3F6
XI INSTRUMENTS 3F16
XII ELECTRONICS 3H1
lA3
PIPER SER\'ICE MA't'AL

The dc-ignauon P ,\-24-1 XO, PA-2-l-250, P,-\-2-l-2hO. PA-24--l00 and PA-24-2hOT in the nomenclature ,\1
thi ... manual pertains to the PA-2-l Comanche \\ ith the following. engine installations:

PA-2-l-250
PA-2-l-2Nl
PA- 2-l--l00
P-\-2-l-2hO t Turbochurgcd t
O-J()O-A
0-540-A or 10-540-(
0-540-E or 10-540-D or 10-540-'
10-120-A
10-540-R IA5
lA4
PIPER COMANCHE SERVICE MANrAL
LIST OF ILLLJSTRATIO'S
Figure
Aerofiche
Grid '0.
1:\24
18\
182

IR4
IA5
I AI Ii
1817
I BII'
1
I
1('1
1('1
I('ti
1(9
IC9
1(11
1(11
IC:!O
IC10
101
102
103
104
105
lOti
107
lOX
109
1010
1011
lDI2
10lJ
1017
10lH
1019
IE9
1E 12
IA5
2-1. Three-View of Comanche and .
2-2. Three-View of Comanche PA-24-260. Serial Xos. 24-4000 to 24-42411.
to 24-4199 .
2-). Three-View of Comanche PA-24-260 Serial 'os. 24-4247.24-4)00 to
24-4782. to incl. .
2-4. Three-View of Comanche PA-24-400 .
2-5. Three-View of Comanche PA-24-260 Serial 'os. 24-4R04 and up .
2-t.. Acce- Panels and Plates PA-24-1 250. 211O. Serial' os. 24-4000
to 24-424ti. 24-4241' to 24-4299 .
2-7. Access Panels and Plates PA-24-260 Serial 'os. 24-4247.24-4)00 and up .
2-1\. Access Panels and Plates PA-24-400 .
Torque Wrench Formula .
2-9. Jacking Arrangements .
2-10. Weighing .
2-11. Leveling Airplane PA-24-180. 250. 260 Serial Nos. 244000 to
24-424ti. to 24-4299 and PA-24-400 .
2-12. Leveling Airplane PA-24-2tiO Serial 'os. 24-4247. 24-4)00 and up .
2-13. Landing Gear Strut Exposure .
2-14. Brake Reservoir PA-24-180. 250 Serial 'os. 24-1 to 24-2298 incl. .
2-15. Brake Reservoir PA-24-180. 250 Serial Nos. 24-2299 and up. PA-24-260
and PA-24-400 .
2-16. Fuel Strainer and Drain PA-24-180. 250. Serial 24-2299 and up.
and PA-24-260 .
2-17. Fuel Selector and Drain PA-24-400 .
2-18. Oil Suction Screen .
2-19. Oil Pressure Screen .
2-20. Lubrication Chart PA-24-180 and PA-24-250 .
2-2\. Lubrication Chart PA-24-260 .
2-22. Lubrication Chart PA-24-400 .
2-23, Control Column Lubrication (PA-24-180. 250. 260 & 400) ; .
2-24. Step Lock Mechanism Lubrication (PA-24-180. 250. 260 and 400) .
2-25. Flap Track Lubrication (PA-24-180. 250. 260 and 400) .
2-26. Nose Landing Gear Lubrication (PA-24-400) .
2-27. Nose Landing Gear Lubrication (PA-24-180. 250 and 260) .
2-28. Stabilaror Lubrication (PA-24-180. 250. 260 and 400) .
2-29. Rudder Control Lubrication (PA-24-180. 250. 260 and 4(0) .
2-30. Bellcrank Lubrication (PA-24-180. 250. 260 and 400) .
2-31. Propeller Lubrication (PA-24-180. 250. 260 and 400) .
2-32. Main Landing Gear Lubrication (PAf-24-180. 250. 260 and 400) .
3-1. Typical Muffler Fatigue Areas '.' .
3-2. Exhaust System Inspection Points CPA-24-180. 250 and 400) .
3-3. Exhaust System Inspection Points (PA-24-260) .
4-1. Landing Light Installation .
4-2. Wing Attachment Fittings .
Revised: 11/1.
Figure
PIPER COMANCHE SERVICE MANt'AL
LIST OF (cont.)
Aerofiche
Grid xo.
Revised: 11/1/82
4-1
4-4.
4-5.
4-6.
4-7.
4_7
a.
4-"b.
4-"c.
4-X.
4-9.
4-10.
4-11.
412.
4-1:.
4-14.
5-1.
5-la.
5-2.
5-3.
5-4.
5-5.
5-6.
5-
1
.

5-9.
510.
5-11.
5-12.
5-13.
0-1.
6-2.
6-3.
6-4.
6-5.
6-6.
6-7.
6-8.
6-8a.
6-8b.
6-8c.
Flap Roller Installation (Electrically Operated) .
Aileron Bearing Installation .
Door Installation .
Door l.ockins Mechanism PA-24-250. Serial 'os. 24-2844 to 24-3284 .
Door Locking Mechanism PA-24-250. Serial 'os. 24-3285 and up. PA-24-200
and PA-24-400 .
Stabilator Balance Weight .
Checking Stabilator Free Play .
Checking and Balancing Rudder .
Fuselage Skin Diagram PA-24-IXO. PA-24-250 and PA-24-260. Serial '0".
24-4000 to 24-4246. 24424X to 24-4299 .
Wing and Empennage Skin Diagram PA-24-180. PA-24-250 and PA-24-260.
Serial '0.,. 24-4000 to 24-4246. to 24-4299 .
Fuselage Skin Diagram PA-24-260. Serial 24-4247. 24-4300 and up .
Wing. and Empennage Skin Diagram PA-24-260. Serial Nos. 24-4247.24.4300
and ur .
Fuselage Skin Diagram .
\\ ing and r mpennage Skill Diagram PA-24400 .
Typical Acce Holes .
Control Column Installation .
Correct Method of Installing Rod End Bearings .
Aileron Control Installation .
Installation of Bellcrank Checking Tool .
Aileron Adjusting Points .
Flap Control Installation .
Determining Rudder Position .
Checking Rudder Travel .
Rudder and Rudder Trim Controls .
Clamping Rudder Pedals in Neutral Position .
Stabilaror and Stabilator Trim Controls .
Checking Stabilator Travel in Up Position .
Stabilator Adjustment Points .
Special Fabricated Tools .
Gear Oleo Strut. Serial 'os. 24-1 to 24-214 incl. .
Xose Gear Oleo Strut Assembly PA-24-180. PA-24-250. Serial 'os. 24-215 and up.
PA-24-260 and P A-24-400 .
Landing Gear Installation .
Clamping Rudder Pedals in Position .
Rudder Pedals at 'eutral Angle .
Installations of Plumb Bob Attachment Tool and Alignment Jig .
Nose Gear Installation PA-24-260 and PA-24-400 .............................
Main Gear Oleo Strut Assembly : .
Main Gear Side Brace Link Travel .
Main Gear Side Brace Bearing Tolerance " .
Main Gear Side Brace Link Tolerance .
lA6
IEI4
IE 14
IE 17
If IX
I EI9
IE::;4
IF2
IF5
IFfl
I Fi
IF!'
IF9
IFIO
IFII
I FI2
IFI9
IF::!)
IG2
IG4
IG4
IG6
IGI5
IGI5
IG If'

IG21
IHI
IH4
IHI6
IH24
115
1110
1113
1113
1114
1116
1120
1122
1121
\123
PIPER COMANCHE SERVICE
LIST OF (com.)
Figure
Aerofiche
Grid \0.
1./2
Uti
Ir
1.1 I ()
1.11
1.1('7
1.l1!'
IJ 19
1.114
IKI
IK1
IK3
IK5
IKti
IKX
IK9
I K 10

IKI4
I KI5
IKI6
IKli
IA7
\lain Landing Gear Installation (left) .
Adjustment of Main Landing Gear Drag Link .
Aligning Main Gear .
Landing Gear Retraction System .
Landing Gear Retraction Transmission Assembly .
Landing Gear Retraction System Installation .
'ose Gear Drag Link Clevis .
Landing Gear L'p limit Switch. , .
Torque Wrench and Adapter Installation. Serial Xos. 24-1 to 24.4781 incl.
14-471'4 to 24-480J incl. .
Torque Wrench and Adapter Installation. Serial Nos, 24-478J. 244804 and up .
Landing Gear Down Safety Lock Installation .
Landing Gear Warning Switch Installation .
Landing Gear Warning Indicator .
\osc "'heel Assernblv " .
Main Wheel Assernblv (Cleveland] PA-24-180 and PA-24-250 .
Main Wheel Assembl;' (Cleveland) PA-24-260 and PA24-400 .
Main Wheel Assemblv (Goodrich) PA-24400 .
Brake Assembly (Cleveland) PA-24-180 and PA-24-250. Serial
14-\ to 14-3295 .
Brake Assemble (Cleveland] PA-24-180 and PA-24-250. Serial
14-3196 and up. PA-14-260 and PA-24400 .
Brake Assembly (Goodrich) PA-24-400 .
Replacing Brake Disc .
Bleeding Brakes .
Bra ke System Insta lIation P A-24-180 and PA-24-250. Serial"!'; as. 24-1 to
142174 incl.. 24-2176 to 24.:2298 incl. I K IH
Brake System Installation PA-24-180 and PA-24-250. Serial '0S. 24-2175.
24-2298 and up. PA-24-260 and PA-24-400 IKI9
Brake Cvlinderlnstallation ; . . . . . .. . . . . . . .. . . . . . . . . . . . . . . . . I K21
Brake Master Cylinder PA-24-180 and PA-24-250. Serial 1\05. 24-1 to
14-2174 incl.. 24-2176 to 24-2298 inc.......................................... IK23
Parking Brake Valve. . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . III
Brake Master Cylinder PA-24-180 and PA-24-250. Serial Nos. 24-2175
14-1299 and up:PA-24-260 and PA-24-400.................................... I U
Brake Cylinder Installation I L4
Fabricated Plumb Bob Tool 11.7
Fabricated \ose Wheel Alignment Jig. . . . . . . .. . . . .. .. . . . .. . .. . . . . .. . . . . . . . I1.X
Fabricated Spanner Wrench......................................... .... . ... 11.9
Inspection of Rod End Bearing....... . . . . . . . . . .. .. ... . .. . .. .. . . .. . .. . . . . . . . . I 1 II
Main Gear Wear Limits.................................................... I L14
\ose Gear Wear Limits :. . . . .. . . . . . . . . I Lito
Propeller Installation (McCauley) . . . . . . . . . . . . . . . . . . .. . .. . . . . . . . . . . . . 2A 14
Typical Nicks and Removal Method 2A 15
Propeller Installation (Hanlell)..............................................
Revised: 1111.
6-9.
6-10.
6-11.
6-11.

6-14.
6-15.
6-16.
6-19.
6-10.
6-11.
6-11.
6-13.
6-14.
6-15.
6-10.
6-27.

o-JX.
.
6-40.
6-41.
ti-41.
ti-43.
7-1.
71.
7-J.

6-J I.

to-JJ.
PIPER COMANCHE SERVICE MASt"AL
LIST OF ILLl1STRATlO'S (cont.)
Aerofichc
Grid '0,
Revised: It /1/82
figure

7-5.
7-fl.
7-fla.
7-7.
7-H.
7-9.
7-10.
7-11,
7-1
7-13.
7-14,
7-15.
7-1 ft.
7-17.
7A-I,

7A-4.
7A-5.
7/,\-(,.
7A- -:.

7A-9,
7A-IO.
7A-II.

7.'\-14.
7A-15.
7A-lh.
7A-li.
7A-IX,
7A-19
1A-20.
7 I.
7
7
7B-1.
7B-1.
7B-J.
78-4.
7B-5.
Woodward Propeller Governor Adjustment Points .

Hartzell Propeller Governor Adjustment Points .
Engine Installation (PA-24-IXO) .
Cockpit Control Spring Back .
Carburetor .
Magneto Inspection .
Lead Positioning .
Impulse Coupling .
Magneto Timing Marks .
Timing Pointer .
Timing Plate Installed on Breaker Compartment .
Breaker Compartment With Cast Timing Marks .
Engine Timing Marks .
Ignition System Retard Breaker Magneto Installation .
Removing Seized Spark Plug .
Propeller Installation (McCauley) PA-24-250 .
Typical and Removal Method .
Propeller Installation (Hartzell] PA-24-250 .
Engine Installation PA-24-250 .
Engine Installation PA-14-160. Serial 'as. 24-4000 to 244782 inel. and
to incl. .
Engine Installation PA-24-2flO. Serial 'os. 24-4783 and 24-4804 and up .
Carburetor .
Schematic Diagram of RSA Fuel Injector System (PA-24-250 & PA-24-260) .
Idle and Mixture Adjustment (Fuel Injector) .
Fuel Air Bleed 'OllIe .
Magneto Inspection _ .
Lead Positioning .
Impulse Coupling .
Timing Pointer .
Timing Plate Installed on Breaker Compartment ' .
Breaker Compartment with Cast Timing Marks .
Engine Timing Marks ,
Removing Seized Spark Plugs .
Propeller Installation .
Typical 'icks and Removal Methods .
Propeller Governor Adjustment Points .
Engine Installation (PAp:24-400l .
Schematic Diagram of RSA Fuel Injector System (PA-14-400l .
lAS

2BI
2B5

:2 Bl'
2B9

28 In
2810
2811
2B\I
2B12
2B15
281'"
2C7
2el<
2CIO
2('12
2CIf,
:2CI7
2C21

20
7
2DII
2014
2016
2DI7
1DI9
2020
2020

2D21

2D24
2E2
2E4
1E22
1E2J
2F1
1FJ

Figure
LIST OF ILLUSTRATIONS (eont.)
Aerofiche
Grid ;'1;0.
7B6.
7B-7.
7B-8.
7B9.
7B-IO.
7B-11.
7B-12.
7813-
7B-14.
7B-15.
7C- t.
7C-2.
7C-l
7C-4.
7C5.
7C-6.
7C-7.
7C-8.
7C-9.
7C-10.
7C-11.
7C12.
7C13.
7C-14.
7C15.
7C16.
7C-17.
8-1.
8-2.
8-1
84.
8-5.
8-6.
8-7.
8-8.
8-9.
8-10.
8-11.
8-12.
8-13.
8-14.
8-15.
8-16.
8-17.
Idle Speed and Mixture Adjustment (Fuel Injector) , 2F10
Fuel Air Bleed Nozzle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F12
Magneto Timing Marks.................................................... 2FI4
Reworked Plain Washer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F 14
Filed Notch on Cam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F I5
Installation of Rotor Holding Tool and Timing Pointer. . . . . . . . . . . . . . . . . . . . . . . . 2FI 5
Alignment of Cam in Inspection Hole........................................ 2FI6
Engine Timing Marks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2F17
Ignition System Retard Breaker Magneto Installation 2F20
Removal of Seized Spark Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F22
Propeller Installation. .. .. . . .. . . .. .. . . . .. . .. . .. .. . .. .. 2G12
Typical Nicks and Removal Methods. . .. . . ... .. ... . . .. . .. . . . ... 2G13
Propeller Governor ........................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2GIS
Engine Installation (PA-24-260 Turbocharged)....... .. . .. . .. .. 2G22
Schematic Diagram of Turbocharger System.. . .. . .. . .. 2G23
Schematic Diagram of RSA Fuel Injector System (PA24-260 Turbocharged)...... 2H7
Fuel Injector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2H9
Fuel Air Bleed Nozzle " . . . . . . . . . . . . . . . . . . . 2H10
Contact Points... . . . . . . . . . . . . . . . . . . 2H12
Rotor Holding Tool Installed ,. 2H14
Timing Kit Installed....................................................... 2HI.
Aligning Timing Marks Single Contact Assembly Magneto ,. 2H1
Forming Leads in Breaker Compartment 2HIS
Engine Timing. Marks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2H16
Magneto Timing Marks '.' . .. . .. . .. . . . . 2H16
Removing Frozen Spark Plug '" '" . . . . .. .. 2H19
Turbo Oil Flow Check ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H22
Fuel Cell Installation (Main Installation) .................................... 2114
Fuel System Schematic PA-24-l80 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2115
Fuel System Schematic PA-24-2S0. Serial Nos. 24-105 to 24-2298 .. .. 2116
Fuel Svstem Schematic PA-24-2S0. Serial Nos. 24-2299 and up and PA-24-260 2117
Fuel System Schematic PA-24-260 (Turbo)... . . . . . . 2118
Fuel System Schematic PA24400 " . . .. . 2120
Bayonent Fasteners. . . . . . . . . . . . .. . . . .. . . . . . . . . . . .. . .. . . . . . . . . . . . . . . . . . .. 2121
Button Fasteners 2121
Checking Sender Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2124
Checking Fuel Gauge , .......................... , , 2124
Three Position Fuel Valve PA24180 and PA24-2S0. . . . . . . . . . . . . . . . . . . . . . . . . . . 2J3
Five Position Fuel Valve PA-24-2S0 and PA-24-260... . .. . .. .. . 2J5
Fuel Valve and Filter PA-24-400. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J5
Fuel Strainer Disassembled PA24-400 2J7
Bendix Plunger Fuel Pump (Early). . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2J9
Bendix Plunger Fuel Pump (Late) 2J9
Exploded View Bendix Rotary Fuel Pump '. 2J 12
lA9
REVISED: 4/1.
PIPER SERVICE MANl'Al

LIST OF ILLliSTRATIO,S (cont.)
Aerofiche
Grid 'no
Figure

9-1.
9-:!.
9-).
9-4.
9-5.
9-ft.
9-

9-9.
9-10.
9-11.
9-12.
9-D.
9- J.t.
9-15.
9-1 ft.
9-17,
9-IX,
9-19.
9-20.
9-21.
9-22.
,
9-24.
9-25.
9-:!6,
9-2'1.
9-:!7a.
9-2":'b.
9-:!'7c.
9-:!7d.
9-:!7e,
9-2:1.
9-:!7g.
9-27h,
Primer Pump (Carburetor Induction System) , .
Fabricated Fuel Quantity Transmitter Checking Jig .
Generator and Starter Wiring System .
Sectional View of Generator , , , .
Wiring Circuit of Three Unit Regulator .
L'se of Rimer File to Clean Contact Points, .
Voltage Regulator Air Gap Check and Adjustment , .
Adjusting Voltage Regulator Settings .
Checking Voltage Setting. Fix-ed Resistance Method .
Checking Voltage Setting. Variable Resistance Method , .
Cutout Relay Air Gap Check and Adjustment , . ,
Cutout Relay Point Opening Check and Adjustment .
Checking Cutout Relay Closing Voltage ,
Adjustment of Cutout Relay Closing Voltage .
Checking Current Regulator Load Method .
Checking Current Lead Method. Jumper Lead Method , ..
Alternator and Starter Wiring System , , .
Cross Sectional View of Alternator .
Checking Rotor ." .
Slip Ring End Frame. , .
Checking Stator , , .
Checking Diodes .
Brush Holder Assembly .
Exploded View of Heat Sink Assembly , .
Checking Alternator Output .
Volt-Ohmmeter Test .
Jumper Connection .
Regulator Checks .
Relay Test .
Exploded View of Alternator " .
Alternator and Starter Wiring System Schematic (Prestolite) .
Removal of Rectifier .
Removal of Slip Ring End Bearing .
Removal of Drive End Head .
Removal of End Head Bearing .
Testing Rotor for Grounds , . , .
Testing Rotor for Shorts .
2.115
:!Jll'
3AI3

3BI

3B.t

385
385

3BI I

3BI4

3817
381X

3820
3822
3823
38D

3824
3el

lAtO
Revised: 11/ 1/82
Figure
PIPERCOMANCHE SERVICE MA!'il'AL
LIST OF ILLl;STRATlO,S (cont.)
Aerofiche
Grid ,\().

:!7j.
9-27k.
9271.
9-27m.
9-27n,
9-270.

9-171.1.
9-:nr.
9-:!7s.
921<.
9-19.
9-19a.
9-19b.
9-29c.
9-29d.
9-19t.:.
9-19i.
101,

10-3.
10-4.
10-f,.
to7.
II-I.
12-1.
Installation of Bearing .
Installation of Rectifier .
Terminal Assembly .
Slip Ring End Bearing Assembly .
Testing Alternator .
Brush Installation .
Internal Wiring Diagram .
Regulator Diagram .
Testing Regulator .
Application of Overvoltage Control .
Test ing 0\ ervoltage Control .
'o-l.oad Test .
Lock-Torque Test .
Exploded View of Gear Reduction Starting Motor .
Turning Starting Motor Commutator .
Tcosting Motor Armature for Shorts .
Testing Motor Fields for Grounds .
'o-Load Test Hookup .
Stall-Torque Hookup .
Cabin Heater. Defroster and Fresh Air System PA-24-180 and PA-24:!50.
Serial' os. 14-1 to 24- I251 .
Cabin Heater. Defroster and Fresh Air Svstem PA-24-180 and PA24-150.
Serial' os. 14-1152 to 24-219M : .
Cabin Heater. Defroster and Fresh Air System PA-24-180 and PA-24-250.
Serial 'os. 24-2299 and up .
Cabin Heater. Defroster and Fresh Air System PA-24-260. Serial 'os.
24-4000 to 24-4146. 24-4248 to 24-4299 .
14-4247. 24-4300 to 24-4782 inclusive: 14-4784 to 24-4803 inclusive .
Cabin Heater. Defroster and Fresh Air System PA-24-400 .
24-471:0. 244804 and up .
Instrument Panel , .
Avionics Antenna Locations .
NOTE
Refer to Electrical System Schematics Index at 3D7

3C3

4

.1Cl'o
3CQ

3C12
3CI4
3C17
3CJf
.1(1-:'
3(lloi
II'
3F9.
3FIO

3FI:!
3FI5
3F24
3H5
IAII
Revised: ttl.
Table
LIST OF TABLES
Acrotichc
Gnd
II-I
II-II
II-IIA
II-Ill
11-1\'
II-v
II-v I
11-\'11
11-\111
111-1
\'-1
\'11
\'1-1
vI-II
\'1-111
\'1-1\'
\'11-1
\'II-II
\'II-111
\'IIA-l
\'IIA-II
\'IIA-lIl
v11 B-1
\' 11 B-lI
\'11C-\
\'IIC-IA
\'lIC-lI
\'111-1
\'111-11
\'111-\II
\'11 I-I\'
IX-I
IX-II
\XlIA
I\:-\II
ix-tv
I\:-v
1\.-\'1
1\.-\'11
x1-I
XI-\I
\:1-111
XI-I\'
x1-v
X\-\'\
\:\-\'11
Lead ing Particulars and Principal Dimensions , . , . ,
Recommended 'ut Torques (Inch Pounds) , .
Flare Fitting Torques , , .
Indicated Oxygen Cylinder Pressures for Given Ambient Temperatures , .
Inspection Report - Overhaul Time Limits (Oxygen System Components) .
Trouble hooting Chart (Oxygen System) , .
Recommended Lubricating Oils .
Decimal Equivalents Millimeters , , , .
Lubrication (Special \nstructions) " " .,.,
Inspection Report .. ,., , ,., .. "
Control Surface Travel And Tension , , .
Troubleshooting Chart (Surface Controls) , , , , .
Torque For Effective Wrench Length , , ..
Troubleshooting Chart (Landing Gear and Brake System) " .
Main Gear Wear Limits , , .
'ose Gear Wear Limits , .. , ,.
Propeller Specifications (PA-24-180) , .
Timing Data , .. , . , , , , , , .
Troubleshooting Chart (Engine) (PA-24-180) , , , .
Propeller Specifications (PA-24-250 2(0) , , .
Timing Data " , ,. , .
Troubleshooting Chart (Engine) (PA-24-250 2(0) , , . ' .
Propeller Specifications (PA-24-40m .
Troubleshooting Chart (Engine) (PA-24-400) .. , , ,.,., ",.
Propeller Specifications (PA-24-160 Turbocharged) ,., .
Troubleshooting Chart (M ixture Control Indicator) , , .
Troubleshooting Chart (Engine - Turbocharged) , , .. , .
Specifications. Duke ModeI414Q..00-218 Electric Fuel Pump .. , ,.
Flow Versus Pressure Chart at 14 V,D.C. , , .
Pump Pressures (Fuel Injection) , , , .. , , . , .
Fuel System Troubleshooting , , .
Alternator Checks , , .
Circuit Load Chart (Models Prior To 1970) .
Circuit Load Chart (Models 1970 And Later) , .
Lamp Replacement Guide , . , .
Index Electrical Svstern Schematics , .
Electrical Wire Coding , .
Electrical Svrnbols , , .
Troubleshooting .
Vacuum Svsrern , , .
Directional Gyro Indicator , , , ..
Gyro Horizon Indicator , .
Rate Of Climb Indicator ,.,.
Altimeter .
Airspeed Tubes And Indicator , _ , .
Magnetic Compass , , , , .
IRI'
IRI9

ICI5
ICIX
1("19

ID20
lFI5
IH5

115
I\. 1,:\
1L15
2\ 19
:8 \I

2EH
:r-:l
:G2
2GII'
:H2
211
2.1 1
2.1 I.;
2.1 15
2.117

,:\07

REVISED: 11/1/82
IAl2
LIST OF TABLES (eont.)
Table
Aerofiche
Grid 1'0.
XI-VIlI
Xl-IX
XI-X
XI-XI
XI-XII
Xl-XIII
XI-IV
XI-V
XlI-I
Manifold Pressure Indicator .
Tachometer .
Engine Oil Pressure Gauge .
Fuel Pressure Gauge .
Turn And Bank Indicator ...............................................
Oil Temperature Indicators .
Fuel Quantity Indicators .............................................
Fuel Quantity Indicator .
Index - Electronic Installation Schematics .................................
3GI2
3GI3
3G13
3GI4
3GI5
3G17
3GI8
3GI9
3D7
REVISED: 4/10/81
tAt3

lA14
INTENTIONALLY LEFT BLANK
SECTION I
INTRODUCTION
Paragraph
Aeroficbe
Grid \0.
I-I. General......... A16
1-3. Scope Of Manual Alb
1-7. Description............................................................... A16
1-9. Wing.................... A16
1-10. Empennage...................................................... AI6
I-I I. Fuselage.................................................... A16
I I ~ Landing Gear AI6
1-13. Hydraulic Systems.... . A16
1-14. Engine And Propellers............................................. AI6
1-15. Fuel System ~ All
1-16. Flight Controls................................................... A17
1-17. Radio........................................................... AI7
I-IS. Cabin Heater. Defroster. And Fresh Air System. .... . .. . . . . . . .. . . . . . . A1'7
1-19. Instrument And Autopilot Systems.................................. A1'7
ISSl'ED: 8/18/72
tAl5

SECTION I
INTRODUCTION
1-1. Gala.
12. This manual conains sct'Iice and maintenance irlsuue:t:ions for the Piper PA24 Comanche (Figure
1-1). dcsiped and manufaCtUred u a venatile aircnft in the penonal and businas aviation field. by the
PiperAimVt Cotporation. Lock Haven. PClUllYIVUlia.
1-3. Scope Of Maaual.
14. Sections II and 111 comprise the service pan: of this manual. wbereas Seet:ions IV throuah XII comprise
the maintenance instructions. The service iDscructions include p'0llDd handlint. servicm,. and inspection.
The maintenance instrUctions for each system include troublahooan" ranoval and iDsullation of
components. and COlTC'Ctive mamteMJlce and tcstinl; each major system of the aircn.ft is covered in I
separate section
15. Only qualified personnel should perform the operations described in this manual.
~ The description of the airc:rait included in this section is limited to ICDera1 infomation: however.
FiBures 12 throulh 1-10 lives specific extcma1 dUnCftlions. Table IHI lisa the IClldm, particulan and
principal dimensions.
17. Dacription.
1-8. The Piper PA-24 Comanche is I four place. (optional 5th and 6th seats arc available in the P.'o2....260.
Serial Sos. 24-4300 and up) sinllC'"CDIine. loW"Wi"l monoplane of all metal construction. Paragraphs 1-9
through 1-19 provide descriptions of the major components and systems.
19. Wm,. The laminar flow win, is of allmeta1 stresICd1k.in. tilU-eantilcvcr. lowwing desip. consisting of
two willi panels bolted tOiether at the ccntCf of the fusclqe. The winJ tip areremovable. The ailerons an:
cable and push rod controlled and are statically and dynamically balaaccd. The trailin, edp wing flaps are
manually or electrically operated.
HO. Empamap. The CtnpeftDqe consists of the f1l1. stabilators. and stabilator trim tabs. The rudder and
stabilators ate dynamically and statically balanced.
111. Fuselap. The tilse1ate consists of three baic units: the eftlinc section. the cabin section. Uld the
sheet-metal tail cone.
1-12. Landini Gar. The landinggcu is an electrically operated tricycle IQI'. consiRinr of a nose wheel
and two main wheels.
113. Hydraulic Systems. The brake system is operated by a hand lever or by toe brakes.
114. EnJinc And Propellers.
INTRODUCTION
ISSUED: 8118n2
lA16
I
EqiDa PropcUm Honepower Ocaae
I
I
i PA24-180 O3600A Huaell HC92ZX-8D 180 91196
McCaulry ZD36C14
PA2...Z50 0540-A HaraeU HC-8ZXXID 250 91/96
[Q.54O-C or HCAZXX-l
McCauley 2DJ6C28
I
PA24-260 0-540-E HC-c2YXIA or 260 91/96
1Q.540-D. N HC-cZYX-lB
I
I
PA-Z4-400 1Q.72o-A HCA3VX-4 400 100/130
I
PAZ4-Z60 "C" 1<r5040-N HeEZVR-lB 260 91/96
[Q.S40-R HCE2YR1BF 260 100/130
115. Puel System. The fuel system on the PA-Z4-11Oconsilb of nro rubber cells in the winp. one engine
driven pump. and one electrical auxiliary pump. On the PA-2....Z$O the fuel system is similar. with the
exception that there are two electrical auxiliary PwbPS in addition to the CJIIiDc driven pump and two
auxiliary fuel ceUs as optional equipment. The fuel system on the PA-24-260 has two fuel cd1s u standard
equipment. twO fuel cells as optional equipment. one eDJine dtiYCft pump and two eleetric auxiliary fuel
pumps with carburetor equipped e.a or one electric auxiliary plUllp with fuel injection enpnes. The
PA.Z"-400 syRem consistS of four fuel cells. one CftpC dricn pump and one elecaic auxiliary pump.
116. PU....t Conaoll. The fllsht controls arc conventional equipment. consisrinl of a control wheel which
operates the ailerons and stabiJatOl'S. and pcdais which operate the rudder. Duplicate contrOls areprovided
for the copilot.
1-11. Radio. Provisions for radio installations consist of microphone and headset jacks and mounting
bracken. I loudspeaker. necessary winn" and panel space for It last four radios.
1-18. tabiD Heater. Detro'Uf. ADd Frail Air SyRnl. Heater air for the cabin and defrostct is obtained
directly from the exhauSt system muffler shroud. On the PA-Z4-180 and PAZ4-250 fresh air is obtained
through intakes It the cowl, and an air intake at the top of the fuxJace providinl air to the
individual scats through the air line type overhead vena. On the PA24-Z60 and PA-204-400 fresh air is taken
from the lcacling edge of each wing to the forwud portion of the cabin and throulh 1ft intake located on
the dorsal fin directing air throuth overhead ventS.
1-19. InstrUment .-\bd AutoPilot Systeml. Provisions for inltnUnent installation include panels for engine
instruments and ldvance flight instrUments. :u wdl u for 1ft AutoPilot system .which consists of four
principal pam: a modified directional gyro. a modified JYfO horizon. Ii motor-driven actuator, and an
amplifier.
INTRODUCTION
ISSUED: 8/18n2
tAl7

THIS PAGE INTENTIONALLY LEFT BLANK

tAt8
THIS PAGE INTENTIONALLY LEFT BLANK
lA19
SECTION II
HANDLING AND SERVICING
Paragraph Acrofiche
Grid '0.

1-).
1-4.
1-5.
2-6.
1-7.
:>7a.
1-l<.
1-9.
1-11.
2-30.
2-40.
1-41.
1-44.
Introduction .
Dimensions .
Weight and Balance Data .
Serial 'umber Plate .
Access and Inspection Provisions .
Tools and Test Equipment .
Torque Requirements .
Torque Wrenches .
Handhold and Walkwavs .
Ground Handling : .
1-10. Introduction to Ground Handling .
1-IOa. Torque Wrenches .
2-11. Jackinz .
1-11. \\"eightng .
2-1). Leveling .
2-14. Mooring .
2-15. Parking: .
1-16. Locking Airplane .
2-17. Towing .
1-Il<. Taxiing .
External Power Receptacle .
2-10. Operation of External Power Receptacle .
Cleaning .
1-21. Cleaning Engine Compartment .
Cleaning Landing Gear .
2-14. Cleaning Exterior Surfaces .
1-15. Cleaning Windshield and Windows .
1-16. Cleaning Headliner. Side Panels and Seats .
2-17. Cleaning Carpets .
Servicing ' .
1-29. Introduction to Servicing .
Landing Gear Svstern ".................
I. Servicing Landing Gear .
Oleo Struts ..............................................................
1-n. Servicing. Oleo Struts .
1-34. Filling Oleo Struts .
1-J5. Inflating Oleo Struts .
Brake System .
1-:P. Servicing Brake System .
2-3l<. Filling Brake System Reservoir .
2-39. Draining Brake System .
Tires .
1-41. Servicing Tires .
Power Plant .
Sen icing Power Plant .
Propeller .
IA12
IA12
1.-\22
IA21
IA11
1.-\11
IA13

1.-\13
1.-\13
1.-\23
tBIX
1823
1813
1824
IC1
IC1
IC3
IC3
IC3
K3
IC3
IC4
lC4
IC4
IC4
IC5
IC5
IC5
lC5
1C5
ICo
lCo
ICo
IC6
lCi
res
ICt\
ICt\

IC9
tC9
1(9
'IC9
ICIO
REVISED: 11/1/82
lA20
2..0.
~ 8
2-52.
2-54.
213.
2-14.
PIPER COMANCHE SERVICE MANUAl
2-45. Savic:inc Ptopeller . . . . . . . . . . . . . . . . . . . . . . . . . . . .. ICIO
Induction Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ICIO
2-47. Scrvic:i.allnduetioa Air Filea' ....................... ICIO
Fuel System ............................................ ICIO
2-49. FiDiDt Fud TIDks . . . . . . . . . . . . . . . . . . . . . . . ICIO
250. DIIiJUDI Fuel Valve aDdSU'lincrs . . . . . . . . . . . . . . . . . . . . . . . . . . . ICn
2St. DraiDiD, Fuel Sysccm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Ie12
Elec:trica1 Systan ........................................ ICl2
253. Scmcial E1ecuica1 Sysmn . . . . . . . . . . . . . . . . . . . . . . . . . . . .. ICl2
OzyJco Systelll ........................................ ICl2
255. DscripaoD of Oxyp Syscem . . . . . . . . ICU
2-56. Troublesbooq. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ICl2
2-57. Oxypn System Safety PrecaatioDS . ICU
2-58. Fillina Oxypn CyliDder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. IC13
2-59. IlIIpcetion aDdOverhaul Time Limits . . . . . . . . . . . . . . . . . . .. ICl4
2-60. TCItiq for Leaks .................................. IC15
2-61. . Maintenance................... . . . . . . . . . . . . . . . . . . . . ICl5
2-62. ClaDiD, Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IC15
2-63. Ranewa1 of 0XYFn Cytinder and Repa1tor .. . . . . . . . . . . . . . . ICl6
2-64. IDlU1lationofOxypn Cyuder &Dei Rcp1ator ICl6
2-65. Reaum! of Filler Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ICl7
2-66. l-.llatioa of filler Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ICI7
2-67. Rcmewal of PraIUte GIIlF ............................. ICl7
2-68. InsuUaaoa of Prasure GIUF ICl7
2-69. Ranovl1 of Oudets ................................. ICl7
2-70. IDSUllation of Ouam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ICl7
271. Purging Oxypn system ......................... ICl8
2-72. CleaoinlofFaccMasks tCl8
Lubrication ICl9
Oil Systems <ElJIine) ............................. ICl9
215. Savicins Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. lCl9
276. Dramn. Oil Swnp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . icrs
2-77. Fillint Oil Sump .................................. ICl9
2-78. Oil Screen (SllCtion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IC20
279. Oil ScreeD (Pra:sure) .................... IC20
280. Oil Filta' (FuU Flow) ................................. tClI
2-81. Rceommadadons for CbuaFnI Oil IClI
282. Lubrication IDIUllctions IClI
283. Application of Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IC2l
2-84. Application of Grcuc ................................ IC2l
285. Lubrication Chart .............................. ICll
tA21

SECTIO!' II
Al'4D
2-I. Introduction. This section contains routine handling and servicing procedures that are most frequently
encountered. Frequent reference to this section will aid the individual by providing information such as the
location of various components. ground handling procedures. routine service procedures and lubrication.
When any system or component requires service other than the procedures outlined in this section. refer to the
appropriate section for that component.
2-2. Dimensions. The principal airplane dimensions are shown in Figures 2-1 thru 2-5 and are listed in
Table II-I.
23. Weight and Balance Data. When figuring various weight and balance computations. the weight and
empty weight center of gravity of the airplane may be found in the Weight and Balance Form of the Airplane
Flight Manual.
2-4. Serial !':umber Plate. (Refer to Figure 2-6.) Theserial number plate on the various PA-24 model aircraft
can be found at one of the following locations: On the inside of the baggage compartment door. on the upper
right side of the firewall (engine side). on the fuselage adjacent to the left side of the tail skid.
2-5. Access and Inspedion Provisions. The access and inspection provisions for the airplane are show n in
Figures 2-6 thru 2-8. The component to be serviced or inspected through each opening is identified in the
illustration. All access plates and panels are secured by either metal fasteners or screws. The floor panels
may be removed by first removing the desired seats. then sliding the carpet edges from under its retainer strips.
lifting the edges and removing the carpet attaching screws. Remove the carpet. thus exposing the floor panel
attaching screws. To enter the aft section of the fuselage. remove the lower rear baggage compartment
upholstery panel by removing the attaching screws.
CAUTIO!'
Before entering the aft section of the fuselage. be sure the airplane is
supported at the tail skid.
2-6. Tools and Test Equipment. Because of the simplicity and easy accessibility of components. few special
tools outside normal shop tools will be required. Tools that are required may be fabricated from dimensions
given in the back of the section that pertains to a particular component.
REVISED: 4/3/78
tA22
HANDLING AND
2-7. Torque Requirements. The torque values given in Table II-II are derived from oil-free cadmium-Pie
threads and are recommended for all airframe installation procedures where torquing is required. unk
otherwise noted in sections where other values are stipulated. Engine torque values are found in the latest
revision of Avec-Lycoming Service Bulletin No. 268. Propellertorquevaluesarefound in Sections VIl. VilA.
VIlB and VIlC of this manual. Table 1I-IlA lists the torque values for flared fittings of various sizes and
materials.
2-7a. Torque Wrenches. Torque wrenches should be checked daily and calibrated by means of weights and a
measured lever arm to make sure that inaccuracies are not present. Checking one torque wrench against
another is not sufficient and is not recommended. Some wrenches are quite sensitive as to the way they are
supported during a tightening operation. Any instructions furnished by the manufacturer must be followed
explicitly.
CAUTION
Do not overtorque fittings.
NOTE
When flared fittings are being installed, ascertain that the male
threads are properly lubricated. Torque fittings in accordance with
Table 1l-11A.
When it is necessary to use a special extension or adapter wrench together with a torque wrench a simple
mathematical equation must be worked out to arrive at the correct torque reading. Following is the formula
to be used: (Refer to Figure 2-8a.)
2-8 Handhold and Walkways. A fixed handhold is located on the right side ofthe fuselage. above the re...
window. Walkways of four parts Devoe non-skid compound and one part black enamel are painted on the
right wing and flap.
CAUTION
Avoid damage to the wings by stepping only on the walkway.
2-9. Ground Handling.
2-10. Introduction to Ground Handling. Ground handling covers all essential information governing and
handling of the airplane while on the ground. This includes jacking, weighing. leveling. mooring. parking.
towing and taxiing. When the airplane is handled in the manner described in the following paragraphs.
damage to the airplane and its equipment will be prevented.

REVISED: 4/10/81
tAl3
ooaa
2113
.....---150'---.;.;.;..,
5 OIH!IltAL
\t--_llO..

M.14.dO I 14.' '"' " u
t--------Z9. l/4..
.... 24.110 1141 ,",14. UtI I/1lC1..1
......-------Z9. l/Z----------4
..14 .110 114 In- &NO ..... ,
--------Z9. --4
,......-----
431
1-. ------------------.
FIGURE 2.1. THREEVIEW Of CCMANQ4E PA,80 .... PA.ZSO

HANDLING ANDSERVICING
REVISED: 413/78
lA24

_---150-;","--_
STA.IS.'"

I
,. OIHEDRAL '
':t!
ll'l
SI
-

1- W
1>-

:*
'5:
15

Z99 il
w

a
..., III
FIOURE 2-2. THREE VIEW OF COMANCHE PA.24-2IO
S.i.1 NOI. 24-4000 to to 24-4219
HANDUNG AND SERVICING
REVISED: 413/78
181
11"
----,....----

-115/f'-
i
.....r
-----4313/4"----....;;;.----------__
. nr---
I

I II
...-------3131/1,..'--------1 I
FIGURE 23. THREEV1EW OF COMANCHE PA24e2lO
Seri.. Nos. 24-4247, 24-4300to 24-4782, 24-471& 24 .103 incl.
REVISED: 413178
IB2
..
"
'OIHEDRAl.
..
"
150"--_
~ - - - - - . 3 - i - - - - ~ ~ - - - - - - - - - - . . . ,
uu
PIPER COMANCHE SERVICE MANUAL.
FIGURE 24. THREEVIEW OF COMAN04E PA.:M0400

REViSED: 413/7&
IB3

----12 ...---
-----3SI1.1S..,---------------_
-----....._-
I
T l ...
c ~
-1'1.12"-
-------25' 1.22" -------
FIGURE 25. THREEVIEW OF COMANCHE P A ~ a o
Serilll NQL 24-0'783. ae 'SOl ..d up
REViSED: 4/3178
IB4
'"ll 1'''''11
IUUllC' All Sl(IIOI IWII '1111------
LICCACI ("'U'.'I' ,"t" "1"
LICUCI (1llI'1I1.,., 000.
... '!ilL U
'lllll'UTI
ISlILI
"---AU" HUeu
Wler.PUIl
III! '''AID t ~ 'III(L
In.-alit 'lfU SII..,
Figure 2-6. Access Panels and Plates

PA-24-l80. PA-24-2S0 and PA-24-260, Serial Nos. 24-4000 to 24-4246. 24-4248 to 24-4299
lR5
REVISED: 4/3/71
TABLE II-I. LEADING PARTICULARS AND PRINCIPLE DIMENSIONS
MODEL
ENGIl"E
PA-24-180 PA-24-250
Carburetor Induction
Manufacturer
Model
FAA type certificate
Rated horsepower. RPM:
Full throttle
Oi\, SAE number
Oil sump capacity
Fuel. aviation grade. minimum octane
Carburetor. Marvel-Schebler
Fuel injector. Bendix
Magnetos (2). Scintilla:
left
Right
Left
Right
Magneto timing
Magneto point clearance
Spark plugs (shielded):
Spark plug gap setting
Firing Order
Tachometer drive. ratio to crankshaft
Starter:
Delco-Remy, 12 volt
Prestolite, 12 volt
Generator. Delco-Remy:
12 Volt (35 Amp)
12 Volt (50 Amp)
Generator voltage regulator. Delco-Remy
12 volt (35 amp)
12 volt (50 amp)
Fuel pump drive
Avee-Lycoming Avec-Lycoming
0-360A IA or 0-360-A ID 0-540-A1AS-: 0-540-A I B5.
0-54D-AIC5 or 0-540-AID5
286 295
180 HP @ 2700 RPM 250 HP @ 2575 RPM
See Table II-VI See Table II-VI
8 qts, 12 qts,
91/96 91'96
MA-4-5 MA-4-5
S4LN-21 I S6LN2P. S6LJ\-21
4
S4LN-20' S6LN-20
3
S6LN-21
4
S4LN-2oo
2

S4LN-204
2
S6LN-204
s
25 degrees BTC 25 degrees BTC
0.018 j: 0.006 in. 0.018 :t. 0.006 in.
(6) (6)
(6) (6)
1-3-2-4 1-4-5-2-3-6
0.5:1 0.5:1
1109689 11095II
1101900 1101900
1101915 1101915
1118704 11 18704
1119224 1119224
Plunger Plunger
I. D-360A 1A
2 0-360-AID
3. D-S40-AIA5
4. O-SAO-A 185. 0-540-,4, 10
5.
6. Refer 10 laleSI revision of lycoming Service Instruction So. 1042.
REVISED: 4/10/81
IB6

TABLE II-I. LEADI?'G PARTICULARS AND PRINCIPAL DIMENSIO?,S (cont.)
MODEL PA-24-250
Fuel Injected
PA-24-260
ENGI?'E
Manufacturer Avec-Lycoming Avec-Lycoming
Model IO-540-C IB5 0-54Q-E4A5
FAA type certificate IE4 295
Full throttle 250 HP @ 2575 RPM 260 HP @ 2700 RPM
Oil. SAE number See Table II-IV See Table II-IV
Oil sump capacity 12 qts. 12 qts.
Fuel. aviation grade. min octane 91;96 91;96
Carburetor. Marvel-Schebler MA-4-5
Fuel injector. Bendix RSA-5ADI
Left S6LN-200 S6LN-200
Right S6LN-204 S6LN-204
Magneto timing 25 degrees BTC 25 degrees BTC
Magneto point clearance 0.018. 0.006 in. 0.018 J:. 0.006 in.
Spark plugs (shielded): (6) (6)
Spark plug gap setting (6) (6)

Firing Order 1-4-5-2-3-6 1-4-5-2-3-6
Tachometer drive. ratio to crankshaft 0.5:1 0.5: I
Starter:
Delco-Rerny 12 volt 11095II 11095II
Prestolite. 12 volt MZ-4206
Generator. Delco-Remy:
12 volt (35 amp) 1101900
12 volt (50 amp) 1101915
Generator voltage regulator. Delco-Remy .
12 volt (35 amp) 1118704
12 volt (50 amp) 1119224
Alternator. Delco-Rerny 12 volt (70 amp)
1100660 or 1100717
Alternator voltage regulator. Delco-Rerny
9000590
Alternator overvoltage relay. Delco-Remy
1115831
Alternator. Prestolite 12 volt (70 amp)
Alternator voltage regulator. Prestolite
Alternator overvoltage relay. Prestolite
Fuel pump drive
Plunger Plunger
6. Refer 10 latest revision of Lycoming Service lnstruction So. 1042
IB7
REVISED: 4/10/81
TABLE II-I. LEADING PARTICULARS AND PRINCIPLE DIMENSIONS (cont.)
MODEL
PA-24-260
Fuel Injected - Serial Nos.
24-4783, 24-4804 and up
PA-24-260
Fuel Injected - Serial Nos.
24-4000 to 24-4782. 24-4784 to
24--4803 inclusive
ENGINE
Model IQ-S40-N lAS IQ-S4D-D4AS
FAA type certificate IE4 IE4
Oil, SAE number See Table II-IV See Table II-IV
Oil sump capacity 12 qts 12 qts.
Fuel aviation grade:
Minimum octane 91/96 91/96
Fuel injector. Bendix RSA-SADI RSA-SADI
Left S6LN-200 S6LN-200
Right S6LN-204 S6LN204
Magneto timing 25 degrees BTC 25 degrees BTC
Magneto point clearance 0.018 0.006 in. 0.018 . 0.006 in.

Spark plug (shielded): (6) (6)
Spark plug gap setting: (6) (6)
Firing Order 1-4-S-2-3-6 14-5-2-3-6
Tachometer drive. ratio to crankshaft O.S: I 0.5:1
Starter:
Delco-Remy, 12 volt 1109511
Prestolite. 12 volt MZ-4206 MZ4206
Generator. Delco-Rerny:
12 volt (35 amp)
12 volt (SO amp)
Generator voltage regulator. Delco-Remy:
12 volt (3S amp)
12 volt (50 amp)
Alternator. Delco-Remy 12 volt (70 amp) 1100660 or 1100717
Alternator voltage regulator. Delco-Remy 9000590
Alternator overvoltage relay. Delco-Remy 1115831
Alternator. Prestolite 12 volt (70 amp) ALX8421
Alternator voltage regulator. Prestolite VSF7203
Alternator overvoltage relay. Prestolite XI7621
Fuel pump drive Plunger Plunger
6. Refer 10 late'l revis.on of Lycoming Service Instructions ~ 1042.
lR8
HANDLING AND SERVICI'
REVISED: 4/10/81

TABLE II-I. LEADING PARTICULARS AND PRINCIPLE DIMENSIONS (cont.)
MODEL PA-24-26O Turbo PA-24-400
ENGINE
Model 10-54()"RIA5 IO-72Q..AIA
FAA type certificate IE4 IEI5
Oil, SAE number See Table II-VI See Table II-VI
Oil sump capacity 12 qts 17 qts
Fuel aviation grade:
Minimum octane 100; 130 100; 130
Fuel injector. Bendix
RSA-5ADI RSA-IOADI
left S6lN-1209 S8LN-701
Right S6LN-1208 S8LN-705
Magneto timing 25 degrees BTC 20 degrees BTe
Magneto point clearance 0.016 .1 006 in. 0.019 i 0.001 in.
Spark plugs (shielded): (6) (6)
Spark plug gap setting (6) (6)
Firing Order 1-4-5-2-3-6 1-5-8-J.2-6-7-4

Tachometer drive, ratio to crankshaft
0.5: 1 0.5: 1
Starter:
Delco-Remy, 12 volts 1113471
Prestolite, 12 volt
Generator. Delco-Rerny:
12 volt (35 amp)
12 volt (50 amp)
Generator voltage regulator, Delco-Rerny
12 volt (35 amp)
12 volt (50 amp)
Alternator. Delco-Remy 12 volt (70 amp) 1100660 or 1100717
Alternator voltage regulator, Delco-Rerny 9000590
Alternator overvoltage relay, Delco-Remy 1115831
Alternator. Prestolite 12 volt (70 amp) ALX8421
Alternator voltage regulator, Prestolite VSF 7203
Alternator overvoltage relay, Prestolite XI7621
Fuel pump drive Lear Seigler RG17980 lear Seigler RG-17980
6. Rc:fcr to latest reVISIOn of lycominl Service Instruction 1041.
IB9
REVISED: 4/10/81
TABLE 111. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (cont.)
MODEL PA-24-180 PA-24-250
FUEL SYSTEM
Inboard (main) fuel cells
Capacity (each)
Unusable fuel (each)
Outboard (auxiliary) fuel cells
Capacity (each)
LANDING GEAR
Type
Shock strut type
Fluid required (struts and brakes)
Strut exposure (exposure under static load)
Wheel tread
Wheel base
Nose wheel travel
Wheel. Nose
Wheel. Main
Brake type
Tire. Nose
Tires. Main
Tire pressure. Nose
Tire pressure. Main
OVERALL
Gross weight
Gross landing weight
Two
30 U.S. gal
2 U.S. gal
Electrically operated
Combination air and oil
MIL-H-5606
2.75 in.
9 ft. 8 in.
6 ft. 6.62 in.
Left 20. Right 20
Cleveland 38501
Cleveland 30-70, Serial Nos.
24-1 to 24-3306
243307 and up
Cleveland 3000250. Serial
Nos. 24-1 to 24-3295
24-3296 and up
6:00 x 6, 4 ply rating
6:00 x 6,4 ply rating
27 psi
27 psi
25501bs.
25501bs
Two
30 U.S. gal
2 U.S. gal
Two
IS U.S. gal
MILH-5606
2.75 in.
9 ft. 8 in.
6 ft. 6.62 in.
Left 20. Right 20
Cleveland 38501
Cleveland 30-70, Serial Xos.
24-1 to 243306
Cleveland 40-58. Serial ~
24-3307 and up
Cleveland 3000-250. Serial
Nos. 241 to 24-3295
243296 and up
6:00 x 6, 4 ply rating
6:00 x 6. 6 ply rating
27 psi
42 psi
2800 lbs 9 or 2900 lbs 10
2800 lbs 9 or 2900 Ibs 10
9. Serial Sos. 24-1. 2 ~ 103 10 24-2002 incl. 2 ~ 2 4 to 2"2298 incl.
10. Serial :\OS. 24-2003. 24-2299 and up.
IBI0
HANDLING AND SERVIC.
REVISED: 4/10/81
PIPER COMASCHE SERVICE MANrAL

TABLE II-I. PARTICL'lARS A'O 01 (cont.)
\10DEL
Fl'El SYSTE\1
Inboard (ma in) fuel cells
Capacitv (each)
L'nusable fuel (each)
Outboard (auxiliary) fuel cells
Capacity (each)
Inusable fuel leach)

Shock strut type
Fluid required
(struts and brakes)
Strut exposure
(exposure under static load)
\\' hee 1 tread
Wheel base
\ose \\ heel trav el
Wheel. \ose
Wheel. Main
Brake ty pe
Tire. \oslo:
Tires. \1ain
Tire pressure. \ose
Tire pressure. \Iain
O\'ERAll
Gross weight
Gross landing weight
PA-24-260
Serial Nos. 24-2400 to
244782, 244784 to 244803
inclusive
Two
30 L'.S. gal
2 L'.S, gal
T\\o
15 L,S. gal
2.75 in.
9 ft. Min,
6 ft. 6.62 in,
left 20
c
. Righ t 20
c
Cleveland 3850 J
Cleveland 40-84
Cleveland 30-41
27 psi
42 psi
2900 Ibs II or 3100 Ibs
2900 Ibs 11 or 2945 Ibs Ie
PA-24':!60
Serial 'os. 24-4
and up
Two
30 L'.S. gal
'1 L". S. gal
Two
15 LS. gal
MIl-H5606
2.75 in. \ose. 2.50 in. \tain
9 ft. 8 in.
6 ft. 6.62 in.
left 20". Right 20
c
Cleveland I
Cleveland
27 psi
42 psi
32001bs.
3040lbs
II "([1.1: ,." : .. .. C_ 1<' :J..J:JI> me! to :J.J:qq met

I:, 't
h
III mel. h.l :-l--I.l\O':\ incl.
IBll
HANDLll\G SER\'ICI'G
RE\"ISED: 4/10/81
PIPER COMANCHE SERVICE MANl:AL
TABLE II-I. LEADI\G PARTlCtLARS A;\D P R I ~ I P l DIME\SIO\S tcont.)
\10DEL
Fl'EL SYSTE\1
Inboard (maim fuel cells
Capacity reacht
l.nusable fuel (each)
Outboard (auxiliary) iuel cells
Capacity (each)
Lnusable fuel (each)
L.-\ xDI :'\G GEAR
Type
Shock strut type
Fluid required
tstrust and brakes)
Strut exposure
(exposure under static load)
Wheel tread
Wheel base
\ose \\ heel tr avel
Wheel. \ose
Wheel. Main
Brake type
Tire. :'\ose
Tires. Main
Tire pressure. Xose
Tire pressure. Main
O\'ERALL
Gross weight
Gros.. landing "eight
PA-24-400
Two
30 L'.S. gal
3 U.S. gal
Two
35 U.S. gal
MIL-H-5606
2.50 in.
9 ft. 8.375 in.
6 ft. 6.62 in.
Left 20. Right 20
Cleveland 38501
Goodrich 3-1038-1
Cleveland 40-90
Goodrich 2-8521 Serial Xos.
26-2 to 26-129 incI.
Cleveland 30-23 Serial Xos.
26-130 and up
42 psi
42 psi
36001bs.
36001bs.
HAN"OLING A'O SER\'ICI.

REVISED: 4/10/81
IB12
PIPER COMANCHE SERVICE MANl'Al

TABLE 11-1. LEADI:\G PARTlCL:lARS Al\D (cont.)
\10DEL
PROPELLER
Manufacturer
Type
Hub model. McCauley
Hartzell
Blade model. McCauley
Hartzell
Diameter. McCaule\
Hartzell .
Diameter. min .. Mcf'aulev
Hartzell .
Blade Angle (low pitch)". \1cCauley
Hartzell
Blade Angle (high pitch)". McCauley
Hartzell
Control governor
Governor model. Woodward
Hartzell
McCauley or Hartzell
Constant speed (two blades)
:!D 36C 14
HC-92ZK8D
D-2101 78KM-4
8447A-12A
74 in.
72 in.
72 in.
70.5 in.
12.7 . 0.2
13
27.5
17
Woodward or Hartzell
210305
D 1-5
IB13
PA-24-250
McCaul(\' or Hartzell
Constant' speed (tWO blade" I
2D 36C28
HC-82XK I D or HC-A2\K-1
D-2286 80M M-6
V8433:\-7
74 in.
'n in.
73 in.
76 in.
15.7 Z 0.2
14.5 .10.15'"
32 .1 0.5
31 to 33
Woodward or Hart/ell
A210305
8-4-2
HANDLING A!'iD
REVISED: 4/10/81
PIPER COMANCHE SERVICE MANt:AL
TABLE II-I. PARTICl:LARS A:\D tconr.)
HC-A2VK-l HC-C2YK-1 A or
HC-C2YK-IB
8467-7R
77 in. 77 in.
s
76 in. 75 in.
14.5 .: 0.15 15
31 to 33 32 to 34
Hartzell Hartzell
A2J030S
B-4-2 F-4-4 or F-4-4A
MODEL
PROPELLER
Manufacturer
Type
Hub model. McCauley
Hartzell
Blade model. McCaule\'
Hartzell .
Diameter. '\1cCauley
Hartzell
Diameter. min .. McCaule\'
Hartzell .
Blade Angle (low pitch!". Mcf'auley
Hartzell
Blade Angle (high pitch)", McCauley
Hartzell
Control governor
Hartzell
PA-24-250
Fuel Injected
Hartzell
PA-24-260
and
Fuel Injected - Serial
24-4000 to 24-4782. 24-4784 to
24-4803 incl.
Hartzell
angk at In ,,,diU',
II, If It become- t" reduce the propeller diameter below "" Inches. IN maintenance rebalancing purposes. a placard stalin!! -'A\ Oldconunuous
operation between and rpm above inche-, manifold pressure" must be displayed ncar the manifold pressure
HANDLING AND SER\"Icl
REVISED: 4/10/81
IB14
TABLE II-I. LEADING PARTICULARS AND PRINCIPLE DIMENSIONS (cont)

MODEL PA-24-260 PA-24-260 Turbo PA-24-400
Fuel Injected - Serial
Nos. 24-4783.
24-4804 and up
PROPELLER
Manufacturer Hartzell Hartzell Hartzell
Type Constant speed Constant speed Constant speed
(two blades) (two blades) (three blades)
Hub model. McCauley
Hartzell HC-E2YR-IB HC-E2YRIB or HC-A3VK-4
HC-E2YR-IBF
Blade model. McCauley
Hartzell 8467-7R 8467-7R V8433-7
Diameter. McCauley
Hartzell
77 in. 77 in. 77.25 in.
Diameter. min .. McCauley
Hartzell 75 in. 75 in. 75.25 in.
Blade angle (low pitch)?
McCauley
Hartzell 15 13.5 + .31-.0 14
Blade angle (high pitch)'

McCauley
Hartzell 32 to 34 32 to 34 36
Control governor Hartzell Hartzell Hartzell
Hartzell F-4-4A F-4-4A F-4-J
CONTROL SURFACE TRAVELS
Refer to Section V.
CONTROL SURFACE CABLE TENSIONS
7. Blade angle al 30 in. radius

REVISED: 4/10/11
IBIS
2110
fllS(LAI( AfT SfCTIIIl ACtUS PLAn

/
"
..fill. 'AlIl accESS PUTt
ISEAL I
.. AIEL ,. fIJI. pun
ISEAl,
..-IEW:llAlIl
BU. pun
- Willi ACClSS 1I0U cow. PlAn
PA-24-260. Serial Nos. 24-4247, 24-4300 and up
HANDLING AND SERVICI.
REVISED: 4/3
IB16
21.1
URsl""n
fUSUA51 1fT51tllOI ICCISS '1111----
CUI 1111151155101 ICCISS I l ~
Sill
IUIUIIt fUll III1A ,cms ,UII
SUl
"---Ill'" IIHCIlIII
_SPIt I'" 'UTI
1111' accln lOll ca'" PUll
IKIlI lifT ICCISS '1111(
_ - lifT fOllII. ICCUS '1II1l
. II..,t" l C ~ s.",
OIl fllil
ICtUS 'UII

PA-24-400
REVISED; 4/3/78
IB17
2-IOa. TORQl'[ Torque wrenches should be checked dailv and calibrated bv mean!'.
weights and a measured lever arm to make sure that inaccuracies are not present, Checking one torque wren
against another is not sufficient and is not recommended. Somewrenchesarequitesensitiveastothewa\thev
are supported during a tightening operation. Any instructions furnished by the manufacturer must be folio\\cd
explicitly.
When it is necessary to use a special extension or adapter wrench together with a torque \\ rench. a simple
mathematical equation must be worked out to arrive at the correct torque reading. Following is the formula to
be used: (Refer to Figure 2-8a.)
T ;:; Torque desired at the part.
A ;:; Basic lever length from center of wrench shank to center of handle or stamped on \\ rench or listed
for that model wrench.
B ;:; Length of adapter extension, center of bolt to center of shank.
C ;:; Scale reading needed to obtain desired torque (T).
The formula: C;:; A x T
EXAMPLE
A bolt requires 30foot-pounds and a 3 inch adapter (one-quarter of
a foot or .25') is needed to get at it. You want to know what scale
reading it will take on a one-foot lever arm wrench to obtain the 30
foot-pounds at the bolt.
C ;:; I x 30 or C =30 ;:; 24 ft.-Ibs.
Remember. the 3 inch adapter must be projecting 3 inches straight
along the wrench axis. In general. avoid all complex assemblages or
adapters and extensions of flex joints.
T
IB18
REVISED: 11/1/82
Figure Torque Wrench Formula
HANDLl1\'G AJ'llID SERVin.

TABLE II-II. xur TORQUES
Torque (self-locking fasteners) - Add thefriction torquefrom Chart Afor sizes 8through 7 I{ito the
recommended torque from Chart B to get the final torque. This would be the actual reading on the
torque wrench.
Torque (castellated and non-self-locking nuts) - Use only the torque given in Chart B. Unless other-
\\ ise specified. \\ hen castellated nuts are used with a cotter pin on moving joints. do not torque the
nut. Turn the nut onto the bolt until proper grip is established and alignment with the cotter pin hole
is achieved. Then install the cotter pin.
b.
TORQl'E The torque values given in the following tables are recommended for all
airframe installation procedures where torquing is required. unless otherwise noted in sections where other
values are stipulated.
The importance of correct application cannot be overemphasized. Undertorque can result in unnecessary
wear of nub and bolts as well as the parts they are holding together. When insufficient pressures are applied,
uneven loads will be transmitted throughout the assembly which may result in excessive wear or premature
failure due to fatigue. Overtorque can be equally damaging because of failure of a bolt or nut from over-
stressing the threaded areas. The following procedures should be followed to assure that the correct torque is
applied:
a.

a.
b.
c.
d.
e.
f.
g.
Calibrate the torque wrench periodically to assure accuracy; recheck frequently.
Ascertain that the bolt and nut threads are clean and dry (unless otherwise specified by the manu-
facturer). If the bolt or nut is specified to be lubricated prior to tightening. the torque range should
be reduced 50 percent.
lse a bolt length long enough to prevent bearing loads on the threads. The complete chamfer orend
radius of the bolt or screw must extend through the nut.
Inique torques specified in the text of this manual supersede the torques given in Charts A and B.
Refer to the latest revision of Lycoming SSP 1776 for torques on parts used on Lycoming engines.
A maximum of two A'960 washers rnav be added under the bolt heads or nuts to correct for
variations in material thickness within tolerances permitted.
Limitations of the use of self-locking nuts. bolts and screws including fasteners with non-metallic
inserts are as follows:
I. Fasteners incorporating self-locking devices shall not be reused if they can be run up using
only fingers. They may be reused if hand tools are required to run them up. providing there is
no obvious damage to the self-locking device prior to installation.
Bolts 5 16 inch diameter and over with cotter pin holes may be used with self-locking nuts.
;\uts with non-metallic locking devices may be used in this application only if the bolts are
free from burrs around the cotter pin hole.
J Do not use self-locking nuts at joints which subject either the nut or the bolt to rotation.
4. 'ever tap or rethread self-locking: fasteners. Do not use nuts. bolts or screws with damaged
threads or rough ends.
RE\'ISED: 11/1/82
IB19
HANDLING AND SERVICISG
TABLE II-II. RECOMMP'OEO TORQl'ES (cont.)
CHART A CHART B
BOLT FRICTION DRAG
SIZE TORQUE flNLBS )
S" 15
10 18
1/4 30
5/16 60
3/8 80
7/16 100
"APPLICABLE TO COARSE THREADS ONLY
REVISED: 11/1/82
IB20
COARSE THREAD SERIES
BOLTS
St.1 T.nsion
AN 3 thru AN 20
AN 42 thru AN 49
AN 73 thru AN Bl
AN 173 thru AN 186
MS 20033 thru MS 20046
MS 20073
MS 20074
AN 509 NK9
MS24694
AN S25 NK525
MS 27039
NUTS
SteelT.nlion Steel Sh..r
AN 310 AN 320
AN 315 AN 364
P.N 363 NAS 1022
AN 365 MS 17826
NAS 1021
MS20364.
MS 17825
MS 21045
MS 2036S
MS 20500
NAS 679
Nut-bolt Torqu. Limits TorQu.Limits
lil'
in-lb. in-Ibs
Min. M.ll. Min. Mill.
8 -32 12 lS 7 9
10 -24 20 25 12 15
114-20 40 SO 25 30
5116-18 80 90 48 5S
3/8-16 160 185 95 110
7/16-14 23S 255 140 155
112-13 400 480 240 290
9/16-12 500 700 300 420
5'8-11 700 900 420 540
3'4-10 1.150 1,GOO 700 950
7/8- 9 2,200 3,000 1,300 1.800
1 -8 3.700 5.000 2,200 3.000
1-118-8 5.500 6.500 3,300 4,000
1-114-8 6,500 8.000 4.000 5,000
HANDLING AND SERVIn.

TABLE It-II. RECOMME:\DED xtr TORQl'ES (cont.)
FINE THREAD SERIES
BOLTS BOLTS BOLTS
S,... Tension St..1T."lion Aluminum
AN 3 ,hru AN 20 MS 20004 ,hru MS 20024 AN 30D thru AN 2000
AN 42 ,hru AN 49 NAS 144 thru NAS 158 AN 17300 ,hru AN 18600
AN 73 ,hru AN 81 NAS 333 'hru NAS 340 AN 50900
AN 173 thru AN 186 NAS 583 thru NAS 590 AN 5250
MS 20033 'hru MS 20046 NAS 824 thru NAS 644 MS 270390
MS 20073 NAS 1303 thru NAS 1320 MS 2469400
MS 20074 NAS 172
AN 509 NK9 NAS 174
MS 24694 NAS 517
Steel stlRr bolt
AN 525 NK525
MS 27039 NAS 464
NUTS NUTS NUTS
Steel Tension S1ft1Sheer S.'T,nliOn S.ISh. Alum. TenliQn Alum.She.
AN 310 AN 320 AN 310 AN 320 AN 3650 AN 3200
AN 315 AN 364 AN 315 AN 364 AN 3100 AN 3640
AN 363 NAS 1022 AN 363 NAS 1022 NAS 10210 NAS 10220
AN 365 MS 17826 AN 365 MS 17826
NAS 1021 MS 20364 MS 17825 MS 20364
MS 17825 MS 20385
MS 21045 MS 210lIl5
MS 20365 NAS 1021
MS 20500 NAS 679
NAS 679 NAS 1291
Nutbol, Torque Limits Torque Limits Torque LimitS Torque Limit. Torque Limits Torque Liml11
lize in.lbl inlbl inlbl in-Ibl in-lbl inlbl
Min. Max. Min. Mu. Min. Mex. Min. Mex. Min. Mex. Min. Mex.
8 -36 12 15 7 9 5 10 3 6
10 -32 20 25 12 15 25 30 15 20 10 15 5 10
1/4-28 50 70 30 40 80 100 50 60 30 45 15 30
5116-24 100 140 60 85 120 145 70 90 40 65 25 40
3/8-24 160 190 95 110 200 250 120 150 75 110 45 70
7116-20 450 500 270 300 520 630 300 400 180 280 110 170
1/Z-2O 480 690 290 410 770 950 450 550 280 410 160 260
9116-1S 800 1,000 480 600 1.100 1.300 850 800 380 !i8O 230 360
5/8-18 1,'00. 1,300 660 780 1.250
'.550
750 950 550 870 270 420
3/4-'6 2.300 2.500 1.300 1.500 2.860 3.200 1.600 1,900 950 1.250 560 880
7/8-14 2.500 3.000 1,500 1,BOO 3.550 4,350 2.100 2.&90 1.250 1,100 750 1,200
1 -14 3,700 4,500 2,200 3.300 4.500 5.500 2,700 3.300 1.600 2,400 950 1.500
"
11/8-12 5.000 7,000 3.000 4.200 6.000 7.300 3.600 4.400 2.100 3,200 1,250 2.000
11/4-12 9,000 11,000 5,400 8.800 11.000 13.400 6,800 B,ooo 3,900 5,IDO 2.300 3,650
..
RE\'ISED: 11/1/82
IB21
HANDLING AND
TABLE FLARE TORQL' ES

TORQL'E r\CH-POl: xD
Il'HI\,(j AU \lI\l'\1 ALLOY STEEl. TUBI\G HOSE E\D FITTI\(j
OD rtar: I-TARE -\\n FLARE A\,D
I\CHES IOO(i1 OR "\D /O()1x A\D IOOtd HOSE ASSEMBliES
;
I
\1 1\,/\1 l' \1 \1AXI\1l'\1 MI\I\1LJM MAXIMl'\1 MAXI\11 \1
i
-
I
I
16 90 100 7(1 I
!
I
IIII
I
I 4
(is I.l5 ISO 711 1.'11
i 5 16
hi} XII I xn :WO x5 1;>;(1
I
J 8

125 270 Joo 100
,
I
.,
1511 250 500 210
I
5 8 200 .lSO flSO 700 JOO
!
i
J 4
I
Joo 500 'lUll I(KIll SOO
i
I
i
50(1 7(111
I
I:!OIl 141111 7110 I J 50
,
I-I 4 (i00 9110
i
I
I-I
.,
(ion 'lOO
I
4 I
i
2
I
..
ADDED: 4/10/81 HANDLING AND SERVICI.
IB22
PIPER COMANCHE SERViCE MANUAL

FIGURE~ JACKING ARRANGEMENiS
HI. j-.=Idn.. nu: airplane is provided with a jack pad OD each n.in spar just outboard of the nWn
landing gClt and support position by makinl use of meWI skid. (Refer to FiprI: 29.) To jack the airplane.
proceed as follows:
a. PLac:e the jacks under the jack pads.
b. AtUA:h the tail support to the rail skid. PIKe approximately 400 pouDds of ballast on the suppOrt
to hold the taU down.
CAUTJON
Be sure to apply sufficiau WI support ba1lut: otherwise the airplane
will tip forward and faU 011. the iuIC. DOse s t i o ~
c. Raise the jacks C'lealy until aU three wheelscleu the floor.
212. Weitbial. (Refer to Fipre 210.)
a. Block the main ,car oleo saua in there fully exteDdcd posicion abd the nose gear It 2.50 inches
extcnsion. Indatc all tires to the required preuura. (Refer to Table II-I.)
b. PLac:c the aircarft on three iDdividua.l scales by posiQoaint a ramp of the samc hqht as the sales
being used in front of each landinl gearwheel. Position the s.::a1. in front of the ramps and tow the aircra...:r:
ontO the scales. (Refer to Paragnph 217 for towin. procedures.> Remave the runp so they will not
interfere with the swcs. Levd the aircraft per insauetions pYe1\ in Puqraph 213.
Co Proceed to wCl,h the aircmft in accordance with insuuct:ions Bivenin maniaiJ AC 43.13-1A.
REVISED: 413na
IB23
FIGURE 2-10. WEIGHING
213. LcvcIiDI. (Refer to Fipre 2-11 and 2,12.) The aircraft may be leveled wbile on jacks or durinl the
'ftichinB procedure. (Ilefer to Panp'apb 212 for wGihiDl-)
L To lonpaadinally level the aitc:rUt. putiaUy withdraw the twO Krewl on tbc side of the
fuacJate. R.cfe to Filum 2-11 or 2-12 for the lneUrlllocuion on lIle pamcular aitc:nft bani serviced. Usc
a level lon, eDOulJb to cncnd accrou the twO ICI'e'W badL
b. To pUt the aircraft on ja.cks. refer to hnpapb 2-11.
c. To put the aircraft in a lonpaadinally level pOliaoD for ..iDa or riainI. first block the mairl
JUI' oleo sauD to their full extension and the DOle sear to 2.S0 inches.
Non
All tires should beat normal idatiOD prasure.
Deflate the ROle wbeel tift uti! the lCV'el poaitioll isobtained.
d. To lucra.lly lCV'd the airaaft. pl&ce & level over cbc bulkhead to which the bllPF door lUDIC
brackets an: attached or on the hat lCClionc1wlDd of me (1NW1ll bulkhead. (Refer to Fipres 2-11 or 212
for the panicu1at location of the airaaft bciq serviced.) Should cquipmem or ocher obades binder
pl&cint the level directly on the channel. UK two spacers of equalleDp bccwem the Icvelilld the channel
to brinl the level above any abRac1es.
e. To put the aircraft into a laceral1y level position, raise or Iowa' aile wiJlI by adjulti,. the jacks or
if the aircraft is on the Ifound or on scales by deflatiD, the appropriate tire IUnil an lCcun.te level readinc is
obtained.
REVISED: 4/3/78
1824
eo
Al79
PIPR COMANCHE SERVICE MANUAL
A111
~
e ; J J W ~ _
..
L.at.,.lly
e
AU9
FIGURE 2-11. LEVELINGAIRPLANE
PA-24-180. 250. 210. 51,. Noa. 24-4000 1DZI 4241.24-42"" a-aztIlftd P ~
\
e
FIGURE 212. LEVELING AIRPlANE
PA.24-2IO. s.n. Nos. 24042'7. 2404300 and u"
ADDED:413ns
lCl
z.t4. MooriDJ. The airplaDe sbowd be moored to insure its immovability. protection &.tid security under
various wa.ther conditions. The foUowiDa procedure Jives the iDscructions for proper moonn, of the

L Had the airplane into the wind. if p-"lc.
b. Lock the ailetOll &.tid. Rabilator coacrols \lIiJlI the troDt scu belt or contrOl surflcc blocks.
e, Block the wbeels.
d. Secure tieo-dOWft ropa to die triDt tie-dowD riap &ad die tail skid at approximately
antics to the pound. Lewe suffic:icDt sladr. to avoid dam. to the aircraft wbca the ropes contraCt due to
moirture.
CAUTION
Uscsquare or bowlineknoa. Do not II. slip knots.
NOTE
Additioaai prepantioDS for bitb winds include _. tie-dOWD ropes
from the laDdinar forks, &.tid sccurin. the nuidcr.
e. lftltall pitot tube cover. if pOllible.
2-15. hridIl,. Whca parltinB the &irp1&.tle. insure that it is sufficiendy proteaed apinst advme weather
conditions &Ild pracnG no dUlp!' to other aircnft. Wbea parlUnc the airplane for &Dy lcacm of time or
ovcmiIht. it is recommended that it be u in Puapapb 2-14.
a. To park the airplane. bead it into cDe wiDd. if potIiblc.
b. Set the parki,. brake by applyin, tow pralllfC apiast the top of the brake pedals or pWl back on
the brake lever IDd at the same time pl&1l Ollt on the brake "Too handle. located at the left of the conaol
panel. To relcue the paritiDI brake, apply toe prasure on the pedals IIld push in on the parkina brake
bandle.
NOTE
To prewnt dun.lce to brake c:lrum, CU'C should be taken wben sea:int
btakcs that are overheated or duriDI cold wacher wben aCCllmulated
moisane mayfrene the brake.
REVISED: 413/78
lC2

PIPERCOMANCHE SERVice MANUAL

2-16. LodciD, AirpIuJe. The cabin and bdoon are provided 1rith a key lock. The same key can be
U$ed to opcnte both door locks.
2-17. Towill.. The airplane may be moved by uUl the nose ....beel tOWiaclsnaq bit pnwided, or power
equipment that will not damaF or c:aue ceca n:rai.a to the DOte JCII' IIICIDbly. On PA24-UO. 250 and
260 alr:n.ft with SaiI1 Numbers 24-4000 to 24-4246. 24004241 to 24-4299 uad PA24-400 the stCcriDi b.
is stoWed OD the uadcrside of the haabdf in dle bcomparunmt:_ On PA24-260 Serial Sumbcn
24-4247, 2404299 and up it is anached to the forwvd secUon of the maiD spv COer.
CAUTtON
Wbm towing with power equipmGlt. do Dot tum the DOse tar beyond
ia 20 dqrecs ill either direc1::ion from ccDter. u this will result in
ciamaseto the DOIC par uu1StccriDc mcchlDilm.
2-18. TaxDa,. Before mcmpQnI to taXi the airpiaDe, FOUnd pcnoancl should be checked out by a
qualified pilot or other responsible person. Enpne sun::iftJ and shut-down procedures should be covered IS
wdl. WbeD it is ucertained that the propeller back blut and taXi ueu U'C clear, apply power to start tbe
wei roU and perform the foUowinl checks:
L Taxi forward a few feft and apply bnkes to dftftmiDc their cffcc:tiwncss.
b. Taxi with propeller set in low pitch. biIb RPM seu:iDI.
c. While taxiiq. make slisbt tums to ucenain the effeetiWDCII of steerinI.
ci. Observe win, clearances when taXiin, ncar buildiDp or ocher atiorwy objccu. If possible. nation
a guide outside the airplane to obKr'Yc.
e. When taxiinI on uneven ground. look for holes and nns.
f. Do not operate the ellline at hilb RPM .heD I"IUlning up or wtiinI over around cODtainiDg loose
stones. gravel or any loolCmaterial that maycauJC damq'e to propeller blades.
2-19. Examal Power Rccepadc.
2-20. OpaatiOD of Exmmal Power beepable. The extcmal POWCl' reccpude on PA2..180. 250 and 260
airpla.nc:s with Serial Numbers 24-2299 to 24-4246 iDduliYe. 24-4248 to 24-4299 inclusive aDd PA24-400
Serial Numbers 26--2 and up. is located 011 the l'iIht side of dle fulellle aft of 1lUi0D 151. On PA-24-260
airplane with Serial Numbers 24-4247, 24-4300 to 24-4104 aDd up. it is located OD the right side of the
engine naceUe JUSt forward of the firewall. Wbeft IlliDI the eXDmW power receptacle for starting or
opcntion of a.ny airplane equipment. place the muter switch in die OFF poIitiOD before iDscrting or
rcmO'ling the power plug. The power connectOr plUI UlC'mbly isltorcd in the b.....e companmCftt.
HANDLINGANDSERVICING
REVISED: 4/3178
lea
121. Oeeoi,.,
222. CaDiaI ED.... BeforeclaDinc the eJIIiDe computmalt, place &strip of cape on the
D'IIpetO vans to pft'Valt my solWDt from enama, thae llDia.
L Place a la.rp pill under the cqiDe to c:ateb WUlC.
b. With the CllliDe cowtiJll relDOftd. sprayOf' bru" the capae with IOlftJIC or & mixture of solvent
aDd IS daimi. It may benccaary to bftllb aras dwwere sprayed wliae heavy paR aDd dirt
depOlia havecollectediD order to c1C:&1l than.
CAtmON
Do Dot spny solftbt iDeo the puaator or altml&ZOr. arter, or lit
iDukcs.
Co Allow the solve:nt to remain on the c:qjDe hum five to tal IIlUlU_ then rime the cugine clean
with additional solVCllt and allow to dry.
CAutJON
Do not operate cnlJiDe uDtil ezcea solvat hIS evaporued or othcnrilc
been removed.
d. Remove the protl:c1ivc cowen &om the mapnDl.
Co Lubricarc controls. bt:IriDt surfaces, ftc . pet l.ubricaUOll Cb.c. FilUre 220 thru 222.
223. aaaiDs l,andiDI Gar. Beforec1euUD1 the landinl par. place & plutic cover or similar malerial over
the wheeland blUe usembly.
a. Place a pan under the acu to catch wate.
b. Spray or brush the par area with sotveDt or & mixmrc of solvent and IS daiNd. 1t may
be necesury to brush areu mal were sprayed wheft heavy sreuc aDddin: deposia have collected in order
to clean them.
c. Allow the solvent to remain 00 the aar fonn me to ten miDutcs. then rinse me gear with
additional solvent and aUow to dry.
d. Remove the cover from the wheel and remove the catCh pUl.
e. Lubricate me 'eu' per lubrication Cb8't., Fipre 121.
224. CaD.. Exlaior 5..... ne airplane sbouid be wIShed with & mild soap and warcr. harsh
abruive or alkaline soaps or detaplCC5 uKd OD paiDted or pluac surfaces could make scratches or calise
cOn'osion of meal S1Irfac:CS. C""cr areas whece daN", solutioo could C&1lIC damatc. to WISh the air?lanc.
the foUowin, procedure may be used:
CAunON
When hosing down aircraft avoid directinl water in the fuel tank
vents. drain tubes and around the sealed cover plates and filler ,cap
access openinp.
Revised: 9 10 79
lC4

a. Flush away loose dirt with water.
b. Apply cleaning solution with a rag. sponge or soft bristle brush.
c. To remove stubborn oil and grease. use a cloth dampened with naptha.
d. Where exhaust stains exist. allow solution to remain on the surface longer.
e. Any good automotive wax may be used to preserve the painted surfaces.
Soft cleaning cloths or chamois should be used to prevent scratches when cleaning or polishing. A heavier
coating of wax on the leading surfaces will reduce the abrasion problems in these areas.
2-25. Cleanine Windshield and Windows.
a. Remove dirt. mud. etc.. from exterior surface with clean water.
b. Wash with mild soap and warm water or an aircraft plastic cleaner. Used a soft cloth or sponge using
a straight rubbing motion. Do not harshly rub surfaces.
c. Remove oil and grease with a cloth moistened with kerosene.
NOTE
Do not use gasoline. alcohol. benezene, carbon tetrachloride.
thinner. acetone. or window cleaning sprays.
d. After cleaning plastic surfaces. apply a thin coat of hard polishing wax. Rub lightly with a soft
cloth. Do not use a circular motion.
e. A servere scratch or mar in plastic can be removed by using jeweler's rouge to rub out the scratch.
Smooth both sides and apply wax.
f. Ta improve visibility through windshield and windows during flight through rain. a rain repellent
such as REPCON should be applied to the windshield and windows. The surfaces of the windshield
and windows treated becomes so smooth that water beads up and readily flows off the surface.
Apply this product in accordance with the manufacturer's instructions.
2-26. Cleaning Headliner. Side Panels and Seats.
a. Clean headliner. side panels and seats with a stiff bristle brush and vacuum where necessary.
b. Soiled upholstery, except leather. may be cleaned by using an approved air type cleaner or foam
upholstery cleaner. Carefully follow the manufacturer's instructions. Avoid soaking or harsh rubbing.
CAUTION
Solvent cleaners require adequate ventilation.
c. Leather material should be cleaned with saddle soap or a mild soap and water.
2-27. Cleaninl Carpets. Use a small whisk broom or vacuum to remove dirt. For soiled spots. use a
non-inflammable dry-cleaning fluid.
2-28. Servicing.
2-29. Introduction to Servicinl. Servicing the airplane includes the replenishment of fuel. oil, hydraulic
fluid. tire pressures, lubrication requirements and other items required to completely service the airplane.
REVISED: 4/10/81
lC5
})O. Landing Gear System,
PIPER COMANCHE SERVICE MANl'AL
2-) I. Senicinx Landing Gear. The landing gear consisting of tires. brakes. oleo strut assembly. drag links.
do" n loeb and gear doors should be visually inspected to determine proper strut extension. possible
hydraulic tluid leakage, security and condition of all related components. Minor service is described in the
following paragraphs. and detailed service and overhaul instructions are listed in Section VI.
MAIN
FIGl'RE 213. LASDING GEAR STRl'T (EXPOSl'RE)
Oleo Struts.
Servicing Oleo Struts. The air-oil type oleo strut should be maintained at proper strut tube exposures
for best oleo action. (Refer to Figure 2-13.) These measurements are taken with the airplane sitting on level
surface under normal static load. (Empty weight of airplane plus full fuel and oil.) If the strut has less tube
exposure than prescribed. determine whether it needs air or oil by rocking the airplane. If the oleo strut
oscillates with short strokes (approximately one inch) and the airplane settles to its normal position within
one or two cycles after the rocking force is removed. the oleo strut requires inflating, Check the valve core
and filler plug for air leaks. correct if required. and add air as described in Paragraph 2-35. If the oleo strut
oscillates with long strokes (approximately three inches) and the airplane continues to oscillate after the
rocking force is removed. the oleo struts require fluid. Check the oleo for indications of oil leaks. correct if
required. and add fluid as described in Paragraph 2-34. For repair procedures of the landing gear and or
oleo struts. refer to Section VI.

Deflate strut air pressure before disassembly.
REVISED: 4/3/78
lC6
HA!'iDLISG A!'iD SER\'ICl.
PIPERCOMANCHE SERVICE MANUAL

234. FiI1iDI Oleo Strua. To 6U the nose or main ,ar oleo saut with fluid (MILfH606), whether it be
only the additiol1 of I small amount or if the unit has been completely emptied and will require I largc
amount, it should befilled as follows:
WAANING
Do not release air by removint the mgt valve core or filler plq.
Depras thc valve core pin wu:il stnlt chAmber plelalre bu diminished.
CAUrtON
Dirt Uld foreip partida form around the filler piup of me landirc
,eu struts. therefore. before attemptillJ to mnove mae piup. me tops
of the struts should be cleaned with compraRCI air a.adJor 'Nidi a dry
type solvent.
a, Placethe airplane on jacks. (Refcno Jackinl. Parapapb 211.)
b. Placc a pan under tbe acar to catch spillqe.
c. At the filler plUJ. relievc air prellUrc from the saut housin, chamber by ranovinJ the cap from
the air valve and depraaiq the valve core.
d. There are twO methods by which the stNt chuabcr may be fUled and these ate u follows:
First Method:
1. Remove the valve core from the filler plua at the top of the DOR Jar strut housirc or at the
tOP inboard side of the main ,car housing. Allow thc filler pllll to razap insaJJed.
2. Amc:b one end of a clean plutic hose to the valve seem of the 6Uer pluS and submCl'Jc the
other cnd in a cOllwncr of hydraulic fluid.
NOTE
An air-alht COftllectioll is nccaury bccwccn the plutic Nbc aDd the
valve sum. Without such a connection, a small aDlOUllt of air will be
sucked into the oleo strut durinl aeh sequacc, rclUltinl in an
inordi.D..ue uaount of air bubbles Uld .. proloapd flllinJ operation.
3. Fully compress and exrcnd the saue thus drawifta fluid from the fluid coallUncr and expdlil'll
air from the smn chamber. By watchilll the fluid pus throup the plutic hose. it can be determined when
the strut is full and no air is present in the chamber.
4-. When air bubbles cease to flow throqh the hose. compress the strut fully and remove the
hose from the valve stem.
5. With the strut compreslCd. remove the rl1lcr plUJ to determine that the fluid level is visible up
to the bottom of the filler holc.
REViSED: 413/78
lC7
PIPER COMANCHE SERVlCE MANt:AL
6. With the oleo strut fully compressed. reinstall the core in the filler plug and the plug in the s.
housing and tighten. -
Second Method:
I. Remove the filler plug from the top of the nose gear strut housing or at the top inboard side
of the main gear housing.
2. Raise the strut piston tube until it is fully compressed.
J Pour fluid from a clean container through the filler opening until it reaches the bottom of t he
filler plug hole. (Air pressure type oil container may be helpful.)
4. Install the filler plug finger tight. and extend and compress the strut two or three times to
remove air from the housing.
5. Remove the filler plug. raise the strut to full compression and fill with fluid if needed.
6. With the oleo strut fully compressed. reinstall filler plug and tighten.
e. With the airplane raised. retract and extend the gear strut several times to ascertain that the strut
actuates freely. The weight of the gear fork and wheel should extend the strut.
f. Clean off overflow of fluid and inflate the strut as described in Paragraph 2-35.
g. Check that fluid is not leaking around the strut piston at the bottom of the housing.
2-35. Innating Oleo Struts. After making certain that an oleo strut has sufficient fluid. attach a strut pump
to the air valve and inflate the oleo strut. The gear struts should be inflated to provide correct extension with
normal static load. (Empty weight plus full fuel and oil.) (Refer to Figure 213.) Rock the airplane several
times to ascertain that the gear settles back to the correct strut position. (If a strut pump is not available. the
airplane may be raised and line pressure from a high pressure air system used. Lower the airplane and while
rocking it. let air out from the valve to bring t he strut down to t he proper extension.) Before capping the valve.
check for valve core leakage.
2-36. Brake System.
2-37. Servicing Brake System. The brake system incorporates a hydraulic fluid reservoir through which the
brake system is periodically serviced. Fluid is drawn from the reservoir by the brake cylinders to maintain the
volume of fluid required for maximum braking efficiency. Spongy brake pedal action is often an indication
that the brake fluid reservoir is running low on fluid or air in the system. Instructions for filling the reservoir
are given in Paragraph 2-38. When necessary to repair any of the brake system components. or to bleed
system. refer to Section VI.
2-38. filling Brake System Reservoir. (Refer to Figures 2-14 and 215.) The brake system reservoir should
be filled to the level marked on the reservoir. with the fluid specified in Table II-I.
2-39. Draining Brake System. To drain the brake system. connect a hose to the bleeder fitting on the bottom
of each main gear brake assembly and place the ends of the hoses in suitable containers. Open the bleeders
and slowly pump the brake lever or brake pedals until fluid ceases to flow. To clean the brake system. flush
with denatured alcohol.
REVISED: 4/3/78
lC8
HANDLING ~ SERVICI.
... r.. l,.... -- --
_ j (1 -- ---;,.-
- - -- - - - -
7
-
----
PIPER COMASCHE SERVICE MANl"Al
FIGt'RE 214. BRAKE RESERVOIR

PA24-180 and PA-242S0. Serial
!'ios. 241 to 24-2298 inclusive
FIGt:RE BRAKE RESERVOIR
PA2....180 and PA24-2S0.
Serial Nos. 2....2299 and up.
PA2....260 and
2-40. Tires.
241. Servicing Tires. The tires should be maintained at the pressure specified in Table Il-l. When checking
tire pressure. examine the tire for "ear. cuts. bruises and slippage.
2-42. Power Plant,
Servicing Power Plant. Regularly check the engine compartment for oil and fuel leaks. chafing of
lines. loose wires and tightness of all parts. For cleaning of the engine compartment. refer to Paragraph
2-22. Maintenance instructions for the Power Plant may be found in Section VII thru vile of this manual
and in the appropriate manufacturer's manuals.
REVISED: 4/3/78
lC9
HASDLlNG ASD SER\'ICI:"OG
2-44. Propell&r.
2-4'. SerYiciaI Propeller. The propeller blades. spillner IIId viIibIc bub surfaca should be claDed and
iDspecteci frequelldy for dunaF. c:ncks and oilleabp. Nicki mould be rcmOftd from the ladiaJ edae of
the blada ill accordUlce with applicable 'AA rep1adoaa or illlUUcacn. foulld ill 5cc1:ioas VII dlm VUe.
The face of each blade should be pUnted wbal nec-.ry tricb flat pline: to reard Jl&re. To prevent
corrosion. wipe sudaces with liFe: oil orwu; The bIada sboult becbedred tbat they turn freely on the
bub pilot tube by rockin, die bladea backaDd form dlroap. die stiPt freedom allowed by me pitch chanp
mechaailm. Lubrieue the propeller at 100 bout iD..... ill accordIIIcz with the L1abricadonChut. 'ilures
Z20 thN 222. AIcenain propeUcr is chilled to die proper c:.baanbc:r pressure. AdditionaJ. service
information for die propci1cr may be found in SecDons vn thra vne.
Z-46. lDducDoQ Air Fater.
Z-47. ScmcialladuClioD Air FU. Due to the 'lViftY of power plana ued on the various PAZ4 model
U'planes. refer to the Power Plant Section (VII dmI VIIO for the puticular iDdue:tion airfiltcr heine
serviced.
2-48. Fuel Synems.

2-49. FiDinI FuII!:l Taub. Observe all requited precautions for baacllinl pIOline. Fill the fud tanks with
fuel specified in Table 11-1. On the PAZ4-1'0. to obtain the saadanl fuel quuacity of,O,allons total, or
2' pUOQl per tank. the cells are filled only to me bottom of the filler neck. which cxc:ends into the fuel
cell about 1 inch. To obtain the SWldard plus mcrvc quam:ity of 60 pIloas. the cd1s are filled to the tOPof
the filler neck. On the PA-Z,..Z50and PAZ4-Z6O, to obtain the ftIDdud fuel quantity of 60 gaUons total.
or 30 pllODS per tank, the fuel cells arc complerdy 6lled. if auxiliary fad cells are insu11ed (15 pl. ea.) the
fuel quantity is incrcued to 90 pUons. On the PA'24-400, to obtain stilldard fuel quantity of
approximately 100 pUons, 6I1 both inboud cells completely and the outboard cells I.IDtiJ fuel appears at
the bottom of each fuel cell when 'ppcarinI throup me fsUer neck. To obuin standard plus reserve. 130
gallons. fill the outboard cells completely.
CAUTION
Accumalation of water in the fuel tanks could cause rouah engine
operation or complete power loss if the water freezes during cold
weather operation. Therefore. to keepcondensation infuel tanks at a
minimum. refuel the aircraft after each flight.
HANDUNG ANDSERVICING
Revised: 9 10 79
lelO

PIPER COMASCHE SERVICE MANl"AL
FIGt'RE 216. rttt, STRAINER AND DRAIN

PA-2+180 and PA-2+250. Serial Nos,
2+2299 and up. and PA2+260
FIGt:RE 217. FrEL SELECTOR AND DRAIN
PA2+400
2-50. Draining Fuel Vain and Strainers.

a, On PA-:!4-180 and PA-24'::!50 aircraft bearing Serial ~ o s 24-1 to 24-2298 inclusive. the fud
strainer. equipped \\ ith an easy drain valve is mounted under the right forward section of the fuselage, The
fuel strainer drain (Figure 216) on PA-24180 and PA-24-250 aircraft bearing Serial ;\os, 24-2299 and up and
PA'::!4-260 aircraft is located in the cabin floor just aft of the fuel selector valve and is drained by opening the
access door and moving the easy drain valve handle to the aft position, Draining is accomplished within the
cockpit. A transparent plastic tube is attached to the drain valve and extends through a hole in the bottom of
the fuselage, Flow of the fuel is observed by means of the transparent tube and should cease as observed
through tube when the handle is released. On the PA-24-400 (Figure 2-17). the fuel is drained from the cockpit
by lifting up the red knob located in t he center of the fuel selector. Thefuel strainer should be drained regularly
to check for water or dirt accumulations.
b. The procedure for draining the right and left tanks and lines is to open the easy drain valve for a
few seconds with the fuel tank selector valve on one tank. Then change the fuel selector to the opposite tank
and repeat the process. allowing enough fuel to flow out to clear water from the fuel line as well as the fuel
strainer. The same procedure will apply when auxiliary fuel cells are installed by simply selecting the right and
left auxiliary fuel tank,
~ O T
During cold weather operation. if the sediment bowls drain slower
than normal or not at all. it could be an indication of ice at the drain
and the aircraft should be hangered to thaw out. and drained
thoroughly.
REVISED: 9/10/79
ten
HANDLI!'lG AND SERVICING
151. Draining Fuel System. Drain the fuel from the system by opening the drain valve at the bottom of.
fuel strainer bowI. or removing the bowl.
1-52. Electrical System.
2-53. Servicing Electrical System. Servicing the electrical system involves adding distilled water to the
battery to maintain correct electrolyte level. checking cable connections and checking for any spilled
electrolvte that would lead to corrosion. The securitv of all electrical connections should be checked a- well
as the operation of all lights. general condition of 'generator or alternator and starter. All electrical wires
should be inspected for chafing and bare wires. For detailed information on this system. refer to Section IX
of this manual.
1-54. System.
1-55. Description of Oxygen System. The oxygen system for the PA-24 consists of an oxygen linder and
regulator. filler vain. pressure gauge. outlets and masks and an 0]'\ OFF control mounted on the instrument
panel. The stationary cylinder is located aft of the baggage area on the left side ofthe fuselage. The cylinder
used is an ICC or DOT 3AA 1800 classification with a 63 cubic foot capacity at a working pressure of 11'00
psi. High pressure oxygen is routed from the cylinder and regulator to the pressure gauge mounted in t he upper
ponion of I he aft cabin bulkhead. Low pressure oxygen is routed from the cylinder and regulator to the OUI Jets
and masks whenever the control knob is pulled to the position. Each outlet has a spring loaded valve
which prev ents the now of oxygen until a mask hose is engaged into the outlet.
2-5tl. Troubleshooting. Troubles peculiar to the oxygen system are listed in Table II-V along \\ ith probable
causes and suggested remedies.
2-57. System Safety Precautions. The utmost care must be exercised in servicing. handling and
inspection of the oxygen system. Comply with the following precautions:
a. Keep all oxygen system components free from oil. grease. gasoline and all other readily combustible
substances.
b. Do not allow foreign matter to enter the oxygen lines.

The presence offoreign matter in the high pressure lines can cause an
explosion. When coming in contact with oxygen equipment keep
hands. tools and clothing clean - hospital clean.
HANDLI!I\G ASD SERVIn.
icu
REVISED: 11 /1/82
c. "ner attempt to repair or repaint oxygen equipment.
d. Keep fire and heat away from oxygen equipment. Do not smoke while working with or near oxygen
equipment. and take care not to generate sparks with carelessly handled tools when working on the oxygen
system.
e. Never allow electrical equipment to come in contact with the oxygen cylinder.
f. Lse Ribbon Dope Thread Sealant (Perrnacel 412) on male ends of fittings only. Wrap thread in
direction of thread spiral. beginning with the second thread on the fitting. Avoid getting any sealant mto the
lines.

TABLE I\OICATEO OXYGE\ CYU\OER PRESSl"RES
FOR GIVE' TEMPERATURES
I\OICATED CYU\OER PRESS.
OF PSI
110
100 19].5
90 1890
SO IK45
70 \tWO
60 1155
50 1710
40 1665
2-5R. Filling Oxygen Cvllnder, The filler valve for the oxygen system is accessible through a door located
on the left side of the fuselage just aft of the rear window.
a. To fill th, oxygen cylinder. open the access door. remove the cap from the filler valve and attach
the filler ho .... e from the oxygen recharge unit to the filler valve. Ascertain that all fittings are free from oil.
grease. dirt. etc.
\OTE
If the airplane's oxygen cylinder pressure is below 50 psi. the system
should be purged as descri bed in Paragraph 71.
b. To obtain the correct filling pressure for the oxygen cylinder at various ambient temperatures a
chart ha .. been included for your convenience. The pressures given are not exact. but sufficiently accurate for
pract ical purposes of \\ orking pressure between 1800 and 2400 psig cylinders. The cylinder should be a110\\ ed
to cool to a .... tabilized temperature after filling before checking against the figures given in Table It-III.
c. When using a recharge unit consisting of one supply cylinder. slowly open the valve of the supply
unit and allow the oxygen to transfer.
d. When using a recharge unit consisting of two or more supply cylinders (cascade storage systerm, it
i.. recommended that the following procedure be used:
REVISED: 4/3/78
icu

PIPER COMANCHE SERVICE MANt"AL
I. Before opening any valves, check the pressure remaining in the airplane's oxygen cylinder.
i" st ill pa nlv cha rged. note the pressure indicated on the cylinder gauge. Then open and close each \ alve on th,
ca ... cadc storage ... ... tern and determine which cylinder has the lowest pressure. When found. if this cylinder has
a pressure lower than the oxygen cylinder in the airplane. do not attempt using it forfilling. Lse the storage
cylinder that has a pres!>urc higher than the airplane's cylinder but lower than the others.
"'l Open the valve on only the one storage cylinder with the lowest pressure. When the pre-sure
indicated on the airplane's oxygen gauge and charging gauge has become equal. close the valve of the ... torage
cylinder. then go In the storage cylinder with the next higher pressure and repeat the procedure.
J. If. after using the last storage cylinder. the airplane's oxygen system is still not fully charged. a
full storage cylinder should be put in place of a cylinder with the lowest pressure and used in the same manner.
4. A good deal of oxygen will remain in the large cylinders used in the cascade system after filling
only one of the linders, but such remaining oxygen will be at a pressure something less t han the 1l<00 pound "I.
which i"l not sufficient pressure to completely refill another aircraft cylinder. although it will refill ..evcral
smaller cylinder...
5. It is not economical, even on a three or four-cylinder cascade system. to begin recharging with
oxygen at b ... than .'\00 psi pressure in the 300 cubic foot bank of cylinders. So. use JOO cubic foot cylinder...
dow n In approximately JOO psi. then return for refilling. In two-cylinder systems. use to approximately
600 pvi, then return for filling.
C'. When the pressure gauge on the recharge unit or in the airplane reaches 1800 psi. close the pressure
regulator valve on the recharge unit. Disconnect the filler hose from the filler valve. replace the protective cap
on the filler valve and close the access cover. Check cylinder pressure against chart after cylinder temperature
... tabilize ....
2-59. Inspection and Overhaul Time Limits. It is recommended that inspection and overhaul be conducted
an FA.-\ Approved Station of the manufacturer. Scott Aviation. The following checks and chart gi.
recommended inspection and overhaul time for the various parts of the oxygen system.
a. ThC' oxygen tinder can be identified by the ICC or DOT identification stamped on the cylinder.
The standard wciuht cvlinder lice or DOT :lAA 1800) must be hvdrostatic tested at the end of each 5 vear
period. The cylinder (ICC or DOT :lHT 1850) must be tested every 3 years. The month and vear
of the la... t test is stamped on the cylinder beneath the lec or DOT identification.
h. The outlets should be checked for leakage both in the non-use condition. and for leakage around an
inserted connector.
c. The high pressure gauge may be checked for accuracy by comparing its indicated pressure with
that of a uauue of known accuracv.
d. nspection of the regulator may be effected by introducing into an outlet a mask connector to which
is attached a 100 psi gauge. With one other outlet flowing through a plugged in mask. the indicated regulator
output pn:"... urc ... hall he not less than 45 psig at sea level with 200 psig supply cylinder pressure. It should be
noted that the permissible leakage through the I 16 diameter vent hole in the side of the upper regulator
hou... ing i... 10 I;C min. maximum. when the regulator is turned on. There shall be no external leakage any where
on the regulator when il is turned off. All fittings shall be leak free.
ADDED: 4/3/78
lC14

HA:'\DLlNG SER\'ICT\G
PIPERCOMAl\CHE SER\lCE MAJi'l"AL

TABLE lI-I\'. - OVERHAl'L TIME LIMITS
PARTS I"SPECTIO" O\'ERHAl'L
Regulator 300 Flight Hrs. 5 Yrs,
Pressure Gauge 300 Flight Hrs. 5 Yrs,
High Pressure Lines 300 Flight Hrs.
Low Pressure Lines 300 Flight Hrs.
Outlets (Cabin) 300 Flight Hrs. 5 Yrs.
External Recharge Valve Each Use Replace Every 5 Yrs,
Masks Each Use Replace as 'ecessary
2-60. Testing for Leaks. Apply detector fluid type CD-l solution or its equivalent. The solution should he
shaken to obtain suds or foam. The suds or foam should be applied sparingly to the joints of a closed system.
Look for traces of bubbles. '0 visible leakage should be found. Repair or replace any defective pans and
retest system. With the system pressurized to service pressure. further tests can be made. The rate of any leak
should not exceed one percent of the total supply per 24 hour period. All traces of the detector fluid should be
wiped off at the conclusion of the examination.
:!-t'1. Maintenance.
a. Check that all lines have sufficient clearance between all adjacent structures and are secured in
place. Also. check the cylinder to be sure it i... securely mounted.
b. Check the cvlinder for the ICC or DOT identification number and for the date of the last FAA
inspection and test. .
c. If cylinder is completely empty. it must be completely disassembled and inspected in an FAA
approved facility before recharging.
d. Any lines that are defective should be replaced with factory replacements.
e. Clean all lines and fittings as described in Paragraph 2-62.
f. I se Ribbon Dope Thread Sealant (Permacel a l Z) on male end.. of fittings only. Wrap thread in
direction of thread spiral. beginning with the second thread on the fitting. Avoid getting any sealant into the
line ....
g. Refer to FAA Manual AC 43.13-1 A for more service details.
Cleaning Operations. To rernov e oil and grease from tubing and fittings. one of the following cleaning
method... may be used:
a. First Method:
I. A vapor degreasing with stabilized trichlorethylene conforming to specification MIL-T-7703
shall be u... ed.
ADDED: 4/3/78
icis
HASDU'G A'D SER\'ICiSG
PIPRCOMANCHE SERVICE MANUAL
2. Blow tubin, clan and dry with a mam of clean. dried. filtered air. CaR sb&II be taken to
insure that the interior of the tubiq aad fittinp are thOl'Oqhly c:laDed.
b. Second Method:
1. Flush with naplha .:onfonDinl to specificaQon TT-N95.
2. Blow claD aDdcity off all som:at widl Willa' pumped air.
3. Flush with aDct-iciq fluid coafonDiDt to specification MILPS66 or UlhydrouJ ethyl alcohol.
4. Rinse thoroUfhly widl frab water.
5. Dry thorouihly with a stram of dean. dried. water pumped air or by beatiJll at a
temperature of 2S0 to 300 F for a suilable period.
6. The solvents may be reuedprovidcd they do not bec:ome czCCSlivdy contaalinated with oil.
This condition shall be deunniDed u foUows:
(a) Evaporate 100 lIIillilitm of die liquid to dryness in a weiJhcd IIw dish. Evaporation may
be accomplished by ha.tiDt at 200 F for one-ba1fhour.
(b) After evaporuion. cool andwcip the raidue. The solVlC'Dt shall not be used if the residue
exceeds 100 miUiJrams in WCPt.
c. Third Method:
1. Flush with hot inhibited a1bliDe daDer until flee from oUlDd creuc.
2. Rinse tborouply with frab water.
3. Dry tboroufhly with a meam of clean. dried. water pumped air or by honn, at a
tcrnperuure of 2S0 01 to 300 F for a suiDble period.
2063. Rcmoll1 of 0xyJcn Cy......d Replamr. The cyliDder md replator arc Iocued on the left side
of the fuselqc aft of the bqpce IRa at Ration 157.
a. Remove the accas pand from the rear wall of the t.aPce compartment to pin access to the
cylinder and rqulator. On w"lana with serial numbers 24-4-100 a.nd up which havethe 5th and 6th scats
installed. it is necessary to remove the scatS aDdthen the back accaa pand.
CAUTION
Be Nrc the valve on the cyliDdcr is c10Icd before disconnec:tin, any
lines from the rcplator.
b. Disconnect the control cable from the rcp1&tor.
Co Disconneer the tiDa from the rqulator.
d. Loosen and separate the clamps holdm, the cyUDder in place.
c. The cytiDder can be removed by fsnt slidiq it b&dt to remove the safety cable.
2 6 ~ laIallMiODof Oxypn Cylinder aad RqaIator.
a. With the rqulator attaChed to the cylinder. place it intO the airplane through the: access openiftIJ
with the regulator facin, forward. Be careful not to bump the rqulator ami cylinder dUM, installation.
b. Install the safety cable around the cylinder neck and position the cylinder so the rqu1ator aligns
with the control cable and pressure lines.
c. Secure the cylinder in place by connec:tq and tilhtcniDI the twO damps.
d. Conneer the pressure lines and COD1Z'ol cable to the regulator.
e, Install the acens panel on rear wall of blCPle area.
REVISED: 4/3nB
J C16

2-65. Removal of Filler Valve.
L Remove the access pane) from the rot wall of the bag. compartment. In airplanes wich serial
numbers 24-4300 and up which have 5th and 6th satI iDIa11cd. remove the sao and then the acCCS1 panel.
b. Open the valve access door loeated OD me left side of the fuseJace and mnove the cap ftom the
valve.
Co Be sure the cylinder valve is cloted anddiscoancet the liIle from the fiDer valve.
d. Remove the duee nua. wabers UIcl SCftWI boldilll the fiBer nAve in place and remove valve
dlro. the accell door.
2-66. lftRIl1ation of PUler Valft.
L Place the valve into pOIition tbr0Ulh the &CceII doorand ICCllft: in place with screws, washers and
nutS.
b. Insull the c:apon valve and close the access door.
c. Connect the (iller line to the valve.
d. Insull the access panel to the rear wall of the batpp compllUllCllt and any sCats which may have
been removed.
c.
Remove the access panel on the relt wall of the bIaaIe compartmGlt.
b.' Disconnect the firtinl from the back of the prallll'e PUle.
LooseD and reDlOl/e the mainer nut and clamp llolctma the .....e in place.
d. Remove the PIlF from the front of the panel.
2-68. Insta1latioa of Pre.ure Gau.
a. Place the gaup into the panel from the front and secure in place with damp and fCUiner nut on
the back of the gauae. Be sure the saUte is positioned properly before tifllteninJ the clamp.
b. Reconnect the fittiftl at the rear of the pup:.
c. Install the accas panel OD the rat wall of the baaPae compartment.
2-67. Removd of Pr_ure ea. AscauiD char the concrol nAve is dOled aDd there is no pmmre in the
system.
L
2-69. RemovUof Oudcu.

a. UsinI a suitable spanner wrench. remove the outer half of the outlet.
b. Remove the screws holdq the trim panel aDd remove the panel.
c. The outlet can now be removed from the low pressure tiDe.
2-70. lDIalJaDoa of Oudea.
a, Apply seaJatlt to the ma.leend of the fittin,.
b. Connect the outlet to the low prctIUR line.
c. Position the mm panel and secure with screws.
d. Position the outer half outlet and secure with a suitable spanner wm'Icb.
e. Torque the fittings into the outlea approximately 30 inch-pounds. Do not over torque u this
could damqe the outlet.
REVISED: 4/3/78
lC17
PIPER SERVICE
2-71. Purging Oxygen System. The system should be purged whenever the cylinder pressure falls hell1\\.
psi or if any lines are left open for any length of time. Also. whenever there are any offensiv e odors present. .
will be necessary to purge the system. l.'se the folio.... ing procedure:
a. Park the airplane in a '0 SMOKI,G area.
b. Keep all doors and windows open.
c. Be -ure all electrical systems are shut off.
d. Connect the oxygen recharging unit to the filler valve.
e. Plug the oxygen masks into the outlet valves and turn on the system.
f. Set the recharging unit pressure regulator to deliver 50 psi and let the system purge for one hour. II
any odor is ... till present. repeat the procedure for one or more hours. If the odor persists after the -econd
purging. replace the cylinder.
1-72. Cleaning of Face The di ..posable masks are designed for one-time use and require no
maintenance. The pilot's and copilot's masks can be cleaned as follows:
a. Remove the microphone from the mask.
b. Remove the sponge rubber discs from the mask turrnets. Do not use soap to clean sponge rubber
discs. as this would deter iorae the rubber and gi\ e off unpleasant odors. Clean in clear water and squeeze drv.
c. Wash the rest of the mask with a very mild solution of soap and water,
d. Rinse the mask thoroughly to remove all traces of soap,
e. Make sure the sides of the breathing bag do not stick together while drying. as this may decrease
the life of the rubber in the bag. The mask can be sterilized with a solution of 70 percent alcohol.
TABLE II-\". TROl'BLESHOOT"G CHART (OXYGE'
Trouble Cause Remedy
'0 indication of pre-sure Cylinder empty or leak in Charge system and check
on pressure gauge. ..ystem has exhausted for leaks.
pressure.
Pressure gauge defective. Replace pressure gauge.
Pressure indication normal Oxygen cylinder regulator Replace regulator assernbly
hut no oxygen flowing, assembly defective.
Ottcn-iv I.' odors in Cylinder pressure below Purge the oxygen
gen. 50 psi, Foreign matter system. Refer to Pa ra-
has entered the svstern graph 2
671.
during previous servicing,
ADDED: 4/3/78
leIS
SER\"ICI.

273. Lubric:u;iOD.
2-74. Oil SY"_ (Enpne).
2-75. 5crYiciDI Oil System. The enpne oil levd should be checked befon: ach fliIht &ad chaapd after
each $0 hours of encme operation. DuriDJ oil c:banF, the oil SCftCft(s) should bemnoved aDdclc:aDcd aDd.
when inst&lled. the oil f11m c:araidIe replaced. ltlterVa1s between oil cb..... CID be iDcreued as much as
100% on enpses equipped with fun flow (canridfe type) oil Bten provided the element is each
50 hours of operation. Removal and clanin, of sere.. may be fouad in PUllftpbs 278 and 279. The
enpne manufacturer does not recommend oils by brand IWIICL Use a quality btlDd Aviation Glade Oil of
the proper season viscosity. For iIlfonnation on the use of dempnt oil, refer co Pulpaph 2-81 and/or
Lycomillg Service InstrUction Lm:er 101....
CAI1I'ION
Do not incroduce any trade additive to the basic lubricant unless
recommended by the enline manufactUrer.
27.6. DrainiDJ Oil Sump. To drain oil Nmp, prvvide a suitable container with a minimum capacity of 8
q\LlJ'tS.
a. Remove the oil drain a.ceess plate from bottom of the ftIIine cowl.
b. Remove oil dtain Plul from bottom of the eopne sump. It is recommended the eriline bewumcd
to operating temperature to inlUre complete dn.ininl of the oil oil.
2-71. FUM,OU Sump. The oU sump should normally be filled with oil to the 8 U.S. quart mark on the
engine dipstick. The specified grade of oil may be found in Table lIyt, the Lubrication Qart, or on each
engine oil filler access door. To savice the eftline with oil. open me quick release leCDS door on the left
side of each engine cowling and remove the oil filler cap with dipstick.
TABLE 11.v1. RICOMMENDED LUlAlCAnNG OILS
Aviation
A".,.,. AMbi."t
Graci. Oil Air T....,.,.tvr.
SAE SO Above 60 F
(16- C)
SAE 40 30- F to 90e F
C to 32- C)
S.o\E 30 0- F to 70 F
C to 21- C)
SAE 20 Below 10 F
(12- C)
REVISED: 413na
1C19
FIGURE z.,.. OILSUCTION SCREEN
FIGURI 2-'" OIL",USUAE SCREEN
Z-78. 00 ScNen (SumoD). The sucUon SaeeD located in the boaom of the sump to the right of the air
induction inlet showd be cleaned at each oil chlftF to rcmcwe my accumulation of slu. and to examine
for meta.i filings or chips. If metal panides are fouDd in the SCften. the mciae should be examined for
intemal damace. The suction screen isremoved from the .mp by cauins the safety wire and removing the
hex had p1u. Clean and inspect the scee:n IIld paket IIld replace the' psket if over compressed or
damqed. To eliminate ciamlce to the oil scrcm. place it inside the recess in the bex ,bead plul before
insertinc the assembly into the bottom of the sump. Care IINSt be aerciIa:l to enable che. screen to enter
the oil suction tube imide the sump. (Refer to Fipre Z-18.) When eenain that the screeD isproperly seated.,
ticbten the plUC. If the plUI seems .t:. this will iDdicate that the is not properly seated. aDd must
be c1isasIemblcd and the above procedure repeated. After iDscal1ation. afety the hex had p1ue with
MSZ0995oC41.
2-79. Oil 5aeeD (Pn:slUft). The preaul'C screen locaud in a houanc on the "caaory cue of die engine
betwet:n the mIgDCCOs. should be cleaned at each oil chaar to remove my accumulation of sludce and to
examine for metal filinp or chips. If metal partides are fouDd in the lCI'eeD. the maine should be examined
for internal damace. The pressure saeen is rcmOl'ed by dilconDCcting the tempen.aue indicator wire lnd
removing the four hex had bola !:bat secure the screeDhousing to the c:ase. Clean and inspect the
screen. ReiDmll by fim uceruiDing that the screen fiu flush wim the bue of the housing. (Refer to Figure
2-19.) IDftalJ the screen md housinl to the acc:euory case I1IUat a new pee. Torque lttachinc bolu within
50 to 10 incb-pounds.
REVISED: 413/78
lC20
PIPER SERVICE
z-so. Oil Filter. (Full Flow.)
a. The nil filter clement should he replaced after each 50 hours of engine operation. This accompli-bed
rernox ing thc \C)I.'J;\\ ire from the holt head at the end of the filter houving.Joosening the bolt. and re mov 109
the filter from the adapter.
b. Bclore di-carding the filter clement. remove the outer perforated paper cover. and using a "harp
knife. cut through the fold" of the element at both ends. close to the metal caps. Then. carefully untold the
pleated element and examine ihc material trapped in the filter for evidence of internal engine damage -uch
a" chip" or particle" from bearings. In new or newly overhauled engines. some "mall particle of metallic
shaving-, might be found. The ...e art: generally of no consequence and should not be confused with particle-
produced impacting. abrasion or pre"... urc. Evidence of internal engine damage found in the oil filter
iustific... further examination to determine the cause.
. c. After the element has been replaced. tighten the attaching bolt within 20 to 25 foot-pound" of
torque. Lockwire the bolt through the loops 110 the side ofthe housing to the drilled head of the thcrrno-tatic
valve. Be -ure the lockwire i" replaced at both the attaching bolt head and the thermostatic oil cooler pa""
valve
2-xI. Recommendations for Changing Oil. (Refer to latest Lycoming Service Instruction '0. 10I..U
a. In engine" that have been operating on straight rriineral oil for several hundred hourv, a change to
add it iv e oil should be made \\ ith a degree of caution. since t he cleaning action of some additive oil" \\ ill tend
to 100"'l.'n sludge dcpo... its and cause plugged oil passages. When an engine has been operating on straight
mineral oil and i" known to be in excessively dirty condition. the switch to additive or compounded nil should
he deferred until alter the engine i" overhauled.
h. When changing from straight mineral oil to compounded oil. the following precautionarv "ter'"
... hould he taken:
I. Do not add additive oil to ... traight mineral oil. Drain the straight mineral oil from the engine
and fill with additive oil.
.., Do not operate the engine longer than five hours before the fir... t oil change.
Check all oil screen.. for evidence of sludge or plugging. Change oil every ten hour... if sludge
condition" are e\ ident . Resume normal oil drain period ... after sludge conditions improve.
lubrication Instructions. Proper lubrication procedures are of immeasurable value both as a means
of prolonging the ... en ice life of the airplane and as a means of reducing the frequency of extensive and
expen... ive repairs. The periodic application of recommended lubricants to their relevant bearing surfaces. a..
detailed in the following paragraphs. together with the observance of cleanliness. will insure the maximum
etficicncv and utmost service of all 010\ ing parts. Lubrication instructions regarding the locations. time
interval-. and pe 01 lubricants used may be found in the Lubrication Chart. Figures 2-20 thru To insure
the be ... t pO""lhle results from the application of lubricants. the following precautions should be observed:
a. l ...e recommended lubricants. Where general purpose lubricating oil is specified. but unavailable,
clean engine oil may be u...ed as a satisfactory substitute.
h. Check the components to be lubricated for evidence of excessive wear and replace them as
nece....... .
c. Rl.'mO\I.' all exce...., lubricants from components in order to prevent the collection of dirt and sand
in ubravive qua ntit ie... capable of causing excessive wear or damage to bearing surfaces.
RE\'ISED: 10/81
lC21
SERHCr'c.
Application of Oil. Whenever specific instructions for lubrication of mechanism.. requiring IUhricate_
are not available. observe the following precautions:
a. Appl) oil .. never more than enough to coat the bearing surfaces.
h. Since the cable .. are ..ufficicntly coated by the manufacturer. additional protection for the prc-
vention of corrosion is unnece ..sary.
c. Squeeze the magneto cam follower felts at regular inspection periods. If oil appear.. on Iingcr-. Jl'
not add oil. If the klt i.. dry. moisten \\ ith light oil.

81.' careful not to add too much oil because the excess will be throw n
off during operation and \\ ill cause pitting and burning of the
magneto points.
>X..l. Application of Grease. Ca re must he ta ken \\ hen lubricating bearings and bea ring surfaces \\ itha grca-c
gun to in..urc that gun i.. filled with new. clean grease of the grade specified fort he particular applicat 1()J1 bet ore
applying lubricant to the grease fittings.
a. Where a re..crvoir is not provided around a bearing. apply the lubricant sparingly and \\ rpc 011' an)
excess.
h. Remme wheel hearings from the wheel hub and clean thoroughly with a suitable solvent When
repacking with grea..e. be sure the lubricant enters the space between the rollers in the retainer ring Do nOI
puck the grease into the \\ heel hub.
c. l sc extra care \\ hen greasing the Hartzell propeller hub to avoid blowing the clamp ..kci-;
Remove nne grca"c fitting while applying grease to the other fitting.
Lubrication Chart. Each part of the airplane to be lubricated is shown in Figures >20 thru ".
included. i.. the type otlubricant to be used and the frequency of lubrication. Table 11\'111 contain' -pccia l
in..tructions pertaining to lubrication.
RE\'ISED: 4/10/81
icn
SERYlCl.

TABLE IlVlI. CECIMAL EQUIVALENTS
4THI &no. 1&... a. ..

T. , T. I .....
flUC" IPuc
''''1'.
,
.016 .02
*
f,i'
.031 .03 .794
;\
ia
.0.7 .OS 1.191
.062 .06 1.587
n
d-
.078 .08 1.984
.094 .09
j.- .109 .11 2.778
1
.125 .12 3.175
e
A.. .141 .14 3.572

.156 .16 3.969
ii-
.1n .17 4.366
.188 .19 4J62
i2-
if-
.203 .20 5.159
.219 .22 5.556

1
Ai.. .234 .23 5.s93
J'
.250 .25

.266 .27 6.747
9
64
.281 .28 7.144
32
;i
.297 .30 7.540
.312 .31 7.937
11
ji..
.328 .33 8.334
.344 .34 8.731

i-
if..
.359 .36 9.128
.375 .38 9.525

.391 .39 9.922
64
.406 .41 10.319
7
11.. .422 42 10.716
.438 .44 11.112

15
H-
.453 .45 11.509
!2
.469 .47 11.906
31
.484 .48 12.303
sa
.500 .50 12.700
4nt. .... h. sa. 64nl.
T.'
TOI
.....
fl....e..
u ... ,,.,.
H
.516 .52 13.097
.531 .53 13.494
,-I
Ii.. .547 .5S 13.891
.552 .56 14.288
H
.578 .58 14.684
.594 .59 15.081
B.. .609 .61 15.473
i
.625 .62 15.875
21
21-
.641 .64
!2
.656 .66 16.669
11
&-
.672 .67 17.065
11
.688 .69 17.462
B
8-
.703 .70 17.859
J19 .n 18.256
- -jI..
.734 .73 18.653
i
.750 .75 19.050

.766 .n 19.447
25
iJ4
.781 .78 19.844
!2
ij
!i-
.797 .80 20.241
.812 .8t 20.637
27
H..
.828 .83 21.034
3l
.844 .84 21.431
7
H-
.859 .86 21.828
!'
.875 .88 22.225
if
H-
.891 .89 22.622
.906 .91 23.019
li
H..
.922 .92 23.416
.938 .94 23.812
ji
H.. .953 .95 24.209
.969 .97 24.606
ij- .984 .98 25.003
1.000 1.00 25.400
REVISED: 4/3178
lC23
TABLE IIVIII LUBRiCATION SPECIAL INSTRUCTIONS

1. CLEANINGAND SERVICINGAIRFILTER REFER TOSERVICE MANUAL. POWERPLANTSECTION.FORAPPROPRIATEFILTER
AND INSTRUCTIONS. DEPENDING ON EXISTING CONDITIONS. IT MAY BE NECESSARYTO CLEAN THE FILTER DAILY OR
EVERY 5 HOURS
2, LANDING GEAR AND FLAP TRANSMISSIONS AND SCREWS IDENTIFYTYPEOFTRANSMISSION INSTALLED. DUKESHAS
LABEL ON TRANSMISSION HOUSING. DURA HAS PART NO. 1010250 STAMPED ON TRANSMISSION HOUSING
DISASSEMBLY AND CLEAN WHEN REASSEMBLING TRANSMISSION. ALL DUKES TRANSMISSION WITH:
a. DUKES NO, 4 LUBRICANT (PA24180. PA24250 AND PA24400I.
b. DUKES GREASE NO 2196- 74 1 (PA24260)
FILL DURA TRANSMISSION WITH MILG71 18 OR MILG23B27 GREASE. NO SUBSTITUTION IS ALLOWED IN EITHER
TRANSMISSION APPLY A THIN COAT OF MIL-G7118 OR MILL23827 GREASE ON ACTUATOR SCREWS TRANS
MISSIONS SHOULD BE DISASSEMBLED. CLEANED, INSPECTEDAND LUBRICATED AT EACH 500 HOUR INTERVAL OR
ANNUALLY ACTUATOR SCREWS SHOULD BE LUBRICATEDAT EACH 100 HOUR INTERVAL OR ANNUALLY.
3, OLEO STRUTS AND BRAKE RESERVOIR FILL PER INSTRUCTIONS ON UNIT OR CONTAINER OR REFER TO SERVICE
MANUAL. SECTIONII.
4. LUBRICATE FLAP TRACK WITH DUPONT'S ALL PURPOSESLIP SPRAY NO. 6611. FLAP ROLLERSAND TRACKS REQUIRE
CLEANINGAND LUBRICATIONAFTEREXPOSURETOANABNORMAL QUANTITYOFWATER, MUD. ETC. FLAPSWITH NYLON
ROLLERS WILL NOT REQUIRE LUBRICATION ON EITHER FLAP TRACKS OR ROLLERS. (FOR LUBRICATION OF EARLY
MODELS (PA241 BOAND PA242501 FLAP HINGES. REFER TO FIGURE 225.
5, FUEL SELECTOR VALVES,
a THREE POSITION FUEL SELECTOR VALVE (PA24-180 AND PA242501 LUBRICATE AS REQUIRED, REFER TO
LATEST SERVICE BULLETIN NO 354
b FIVE POSITION FUEL SELECTOR VALVE (PA24250 AND PA242601 LUBRICATE DURING OVERHAUL. WHEN
OVERHAULING. COAT ORINGS WITH "PETROLATUM" PURE OIL CO. CODE 5603.
c. FUEL SELECTOR VALVE (PA24400) LUBRICATE DURING OVERHAUL OF VALVE. NO INTERNAL LUBRICATION
SERVICINGRECOMMENDED.
6, SEE LATEST REVISION OF LYCOMING SERVICEINSTRUCTIONNO. 1014 FOR USE OF DETERGENT OIL
NOTES
WHEEL BEARINGS REQUIRE CLEANING AND REPACKING AFTERWATER EXPOSURETO AN ABNORMAL QUANTITY OF
WATER
2, BEARING AND BUSHINGS CLEAN EXTERIOR BEFORERELUBRICATING(EXCEPTSEALED BEARINGS).
3. LUBRICATIONPOINTS WIPE ALL LUBRICATION POINTSCLEANOFOLD GREASE. OIL, DIRT, ETC. BEFORE LUBRICATING.
4. MISCELLANEOUS DURING ROUTINEMAINTENANCE CHECKS. APPLY LUBRICANT TO MISCELLANEOUS LINKAGES
CAUTION
1, DO NOT USE A HYDRAULIC FLUID WITH A CASTOR OIL OR ESTERBASE.
2. DO NOT OVER LUBRICATE PEDESTAL CONTROLS AND COCKPITCONTROLS.
3. DO NOT APPLY LUBRICANT TO RUBBERPARTS.
4. REMOVE ALL EXCESSGREASE FROM GREASE FITTINGS.
REVISED: 4/10/81
lC24
PIPER COMANCHE SERVICE MANL'AL

COMPONENT
LUBRICANT FREQUENCY
1 STASILATOR TRIM TAB AND RUDDER HINGES MILL7870 100 HRS
2 BAGGAGE DOOR HINGES MIL-L-7870 100 HRS
3 STABILATQR TRIM PULLEY MIL-L7870 100 HRS
4. FLAP TRANSMISSION (2) MIL-G23827 500 HRS
I
j
5 FLAP CONTROL ARMS AND CABLE ENDS MIL-L787D 100 HRS j
6 FUEL SELECTORVALVE 15) MILG6032 400 HRS
j
i
7. BRAKE RESERVOIR(3) MILH5606 AS REQUIRED
j
1
B PILOT AND PASSENGERS SEAT TRACK MILL-7870 100 HRS I
!
9 AIR FILTER11) CLEAN 50 HRS
10. GOVERNOR. THROTILE AND MIXTURE CABLE ENDS MIL-L7870 100 HRS
11 ENGINE OIL SUMP (6) MIL-L-6082 50 HRS.
12 LANDING GEAR RETRACTION MECHANISM MIL-L7870 100 HRS.
13. LANDING GEAR RETRACTIONTRANSMISSION (2) M1L-G23827 500 HRS
14. AILERON HINGES. RIGHT AND LEFT MIL-L-7870 100 HRS
15 STAS'LATOR CONTROL CABLE ENDS AND
TRIM PULLEY MIL-L-7870 100 HRS.
65 FLAP CONTROL ROD ENDS. CABLE ENDS AND
BELLCRANK 8EARINGS MILL7870 100 HRS
Refer to Special Instrucnons on Table II-VIII
3'.7
Figure 2-20. Lubrication Chan PA-24-180 and PA-24-2S0
IDI
HANDLING AND SERVIClN(
REVISED: 4/10/8
COMPONENT LUBRICANT FREQUENC
1. $TABILATOR TRIM TAB AND RUDDER HINGES MILL.7870 100 HRS
2. STABIL.ATORTRIM PUL.L.EYS MILL.7870 100 HRS
3. BAGGAGE DOOR HINGES MIL.L7870 100 HRS
4. FLAP TRANSMISSION (2) MILG23827 500 HRS
5. STABIL.ATORTRIM PULLEY MILL7870 100 HRS
6. FLAP CONTROL. ARMS AND CABL.E ENDS MILL7870 100 HRS
7. BRAKE RESERVOIR(31 MILH5606 AS REOUIRED
B. PILOT AND PASSENGERS SEAT TRACK MIL-L.7870 100 HRS
9. AIR FIL.TER CL.EAN 50 HRS
10 GOVERNOR. THROTTLE AND MIXTURE CABL.E ENDS MILL7870 100 HRS
l1. ENGINE OIL. SUMP (4)" MIL-L6082 SOHRS
12. LANDING GEAR RETRACTION MECHANISM MILL7870 100 HRS
13. LANDING GEAR RETRACTION TRANSMISSION (2) MILG23B27 500 HRS
14. AILERON HINGES. RIGHT AND L.EFT MIL-L7870 100 HRS.
15. STABlLATOR CONTROL. CABLE ENDS AND
TRIM PULL.EY MILL-7870 icc HRS

63. FLAP CONTROLS ROD ENDS. CABLE ENDS AND
BELL.CRANKBEARINGS MILL-7870 100 HRS
64. FUEL. SEL.ECTOR VALVE (5)" MILG6032 400 HRS
REFER TO SPECIAL INSTRUCTIONS ON TABLE II-VIII
3'"
Figure 221. Lubrication Chart PA-24-260
ID2
REVISED: 4/10/81

COMPONENT
LUBRICANT FREQUENCY
1 STABILATOR TRIM TAB AND RUDDERHINGES MILL7870 100 HRS
2, RUDDER PULLEYS MILL7870 100 HRS
3 STABILATOR TRIM PULLEYS MILL7870 100 HRS
4 FLAP TRANSMISSION (2)" MILG23827 500 HRS
5 FLAP CONTROL ARMS AND CABLE ENDS MILL7870 100 HRS,
6 BRAKE RESERVOIR (31' MILH5606 AS REaUIRED
7 ENGINE OIL SUMP t61' MILL6082 50 HRS
8 PILOT AND PASSENGERS SEAT TRACKS MILL7870 100 HRS
9 AIR FILTER (1)" CLEAN 50 HRS
10, GOVERNOR, THROTILE AND MIXTURE CABLE ENOS MILL7870 100 HRS
"
LANDING GEAR RETRACTION MECHANISM MILL7870 100 HRS
12 LANDING GEAR RETRACTION TRANSMISSION (2)' MILG23827 500 HRS
13, AILERON HINGES, RIGHT AND LEFT MILL7870 100 HRS
14. STABILATOR CONTROL CABLE ENDS AND
TRIM PULLEYS MILL7870 100 HRS
61 FLAP CONTROL ROD ENOS, CABLE ENDS AND
BELLCRANK BEARINGS MILL7870 100 HRS
64 FUEL SELECTOR VALVE (5\" MILG6032 400 HRS
"REFERTO SPECIAL INSTRUCTIONS ON TABLE IIVIII,
31"
-,
Figure 2-22. Lubrication Chart PA-24-400
ID3
REVISED: 4/18/81
COMPONENT LUBRICANT FREaUENCV
1 ROLLER ATIACHMENT FiniNG MILL7870 100 HRS
2. CONTROLWHEELCHAIN. VERTICALAND HORIZONTAL Mlll7870 500 HRS
3 STABllATOR CONTROLTUBE BEARINGAND SQUARE
TUBE MOUNTING BEARING MILl7870 100 HRS
SKETCH A
3'"
....
Figure 2-23. Control Column Lubrication (PA-24-180, 250, 260 and 400)
ID4
REVISED: 4/10/81

COMPONENT ' tUBRICANT FREQUENCY
1 LOCK PIN. STEP M1L-G-23827 100 HRS.
2. STEP LOCK PULLEYSAND RELEASEARM PIVOT
BEARING MIL-L7870 100 HRS
3. FLAP STOP MIL-G-23827 100 HRS.
4 PIVOT POINT AND ROD END 100 HRS
............................... : .

3
PA24180 & PA-24250
'1'.
PA-24-260
SKETCH B
. ...
Figure 2-24. Step Lock Mechanism Lubrication PA-24-180, 250, 260 and 400)
IDS
REVISED: 4/10/81
COMPONENT LUBRICANT FREQUENCY
1. FLAP TRACK ROLLERS, STEEL OR NYLON MILL-7870 50 HRS
2. FLAP TRACK 11) ALL PURPOSE SLIP SPRAY
DUPONT NO. 6611 50 HRS
3. FLAP HINGE MILL-7870 100 HRS
PA24180. PA24-260
SKETCH C
PA24260 PA-24-400
3'"
t. OVERHEAD TRIM PULLEY - LUBRICATION ~ \ BE eXTENDED TO 250 HOURS WHEN DUSTY CONDITIONS ARE AT A MINIMUM
UNDER NO CIRCUMSTANCES SHOULD THE CABLES FROM THE COCKPITTO THE REAROF THE FUSELAGE BE LUBRICATED, AS THIS
MAY CAUSE SLIPPAGE.
Figure 2-25. Flap Track lubrication (PA-24-180. ,50, 260 and 400)
ID6
REVISED: 4/10/81

1. STEERINGROD END BEARING. STEERINGBELLCRANK
PIVOT BEARING. STEERINGARM BUSHING. GEAR
ALIGNING BUSHING MILL7870 100 HRS
2. DRAG LINK PIVOT
MlIG23827 100 HRS
3. NOSE GEAR DOOR HINGE. DOOR ACTUATING
MECHANISM. NOSE GEAR PUSH PULL ROD END
BEARINGS MILL7870 100 HRS
4 SHIMMY DAMPENER ROD ENDBEARING AND MOUNT MILL-7870 100 HRS
5 UPPERAND LOWER TORQUELINK CONNECTINGBOLT MIL-L-7870 100 HRS
6. WHEEL BEARINGS (2)' MIL-G-3545 100 HRS
7 UPPERAND LOWER TORQUE LINK BUSHINGS MIL-G-23827 100 HRS
B STRUT HOUSING ATTACHMENT BUSHINGS MIL-G-23827 100 HRS
9 GEAR OLEO STRUT FILLER (3'" MIL-H-S606 AS REQUIRED
'REFER TO SPECIAL INSTRUCTION ON TABLE II-VIII
31..
SKETCH 0
Figure ~ 6 Nose Landing Gear Lubrication (PA24-400)
1:l7
HANDLING AND SER"ICING
REVISED: 4/10/81
COMPONENT LUBRICANT
FREQUENCY
1. STEERING ROD END BEARINGS. STEERING
BELLCRANK PIVOT BEARINGS. STEERINGARM
BUSHING. GEAR ALIGNING BUSHING MIL-L-7B70 100 HRS
2, NOSE GEAR PUSH-PULL ROD END BEARING MILL-7870 100 HRS
3. STRUT HOUSING ATIACHMENTBUSHING. DRAY LINK
PIVOT AND ATIACHMENT BUSHING MILG23827 100 HRS
4, SHIMMY DAMPENER RODENDBEARING AND MOUNT MILL7B70 100 HRS
5 UPPERAND LOWERTORQUE LINK CONNECTINGBOLT MIL-L-7B70 100 HRS
6, WHEEL BEARING 12" M1LG3545 100 HRS
7, UPPERAND LOWER TORQUE LINK BUSHING MILG23827 100 HRS
8, NOSE GEAR, DOOR HINGES MILL7870 100 HRS,
9, GEAR OLEO STRUT FILLER (31- MIL-H-5606 AS REQUIRED
10 NOSE GEAR DOOR HINGE. DOOR ACTUATING
MECHANISM MIL-L7870 100 HRS
-REFER TO SPECIAL INSTRUCTIONS ON TABLE IIVIII.
6
10
1
.
.
-
6

3197
PA-24-260
PA.. 24..180 & PA24-250
SKETCH 0
Figure 2-27. Nose Landing Gear LUbrication (PA-24180. PA..24-2S0 and 260)
HANDLING AND SERVICI'
REVISED: 4/10/
108

1 BALANCE WEIGHT PIVOT BOLT MIL-L-7870 100 HRS
2, RUDDERCONTROL CABLE AND TRIM TUBE
END BEARINGS MILL7870 100 HRS
3, STABlLATOR TRIM TAB CONTROL ROD MIL-L7870 100 HRS
4, STABILATOR TRIM SCREW (2)" MILG3545 100 HRS
5, STABlLATOR TRIM MECHANISM MILL-7870 100 HRS,
6 RUDDERTRIM UNIVERSAL JOINT MILL7870 100 HRS
7 RUDDER BUNGEE CONTROL ROD, RUDDERTRIM
BUNGEE SCREW MILG-23827 100 HRS
"REFERTO SPECIAL INSPECTIONSON TABLE II-VIII
.. '"
FWD:
PA-24'80 PA24250 &. PA-242&O
2
4
FWD
ID9
Figure 2-28. Stabilator Lubrication (PA-24-180. 250. 260 & 400)
REVISED: 4/10/81
SKETCH E
PA-24t-400

COMPONENT LUBRICANT FREQUENC't
1. RUDDER PEDALS. CONTROL CABLE ENDS. STEERING
ROO ENDS MlL-L7B70 100 HRS
2. BRAKE ACTUATING MECHANISM. BRAKE
CYLINDER ENDS MILL7870 100 HRS.
3. RUDDER PEDAL TORQUE TUBES AND
BLOCK BEARINGS MILL7870 100 HRS.
4. CONTROL CABLES ENDS AND RUDDER PEDALS MILL7870 100 HRS.
3
-
..-
, -'p
.{

/ .. '. .'
'.. /
/
, "
/'
...._3
3
ALL MODELS EXCEPTPA24.260

SKETCH F
Figure 2-29. Rudder Control Lubrication 250, 260 & 400)
IDtO
REVISED: 4/10/81

COMPONENT
t
LUBRICANT FREQUENCY
1 AILERON PUSH-PULL ROD END BEARINGS. CONTROL
CABLE ATIACHMENT POINTS MILL-7B70 100 HRS
2. BELLCRANK PIVOT BEARINGS MIL-L-7B70 100 HRS.
31"
--.-....-r. ,
..
SKETCH G
Figure 2-30. Bellcrank Lubrication (PA-24-180. 250. 260 and 400)
inu
HANDLING AND SERVIC'NG
REVISED: 4/10/81
COMPONENT LUlfUCANT FREQUENCY
1. PROPELLER GREA.SE FITTING. RIGHT MILG23827 100 HRS
2. PROPELLER GREA.SE FITTING. LEFT MIL-G-23827 100 HRS
PA24-1S0 & PA24-260
SKETCH H
NOTE
REMOVE ONE OF THE TWO GREA.SE FITTINGS FOR EACH BLADE. APPLY GREA.SE
THROUGH FITTING UNTIL FRESH GREASE APPEA.RS AT HOLE OF REMOVED
FITTING

31'.
. ..
Figure 2-31. Propeller Lubrication (PA-24-180. 250. 260 & 400)
ID12
REVISED: 4/10/81

1 STRUT ATIACHMENT BEARING MIL-G-23827 100 HRS.
2. GEAR OLEO STRUT FILLER13)" MIL-H-5606 AS REOUlllED
3 RETRACTION CABLE END BEARING AND SIDE BRACE
ATIACHMENT BUSHING MIL-L-7870 100 HRS.
4. GEAR DOOR HINGE. RETRACTION ROO END
BEARINGS. TORQUE LINK CONNECTINGBOLT MIL-L-7870 100 HRS.
5. SIDE BRACE END BEARING AND PIVOT BEARING MIL-G-23827 100 HRS
6 SIDE BRACE MOUNT BEARING MIL-G23827 100 HRS
7 UPPERAND LOWER TORQUE LINK BUSHING MILG23827 100 HRS
8. WHEEL BEARINGS (2)" MILG3545 100 HRS
9 BUNGEE CORD ROLLERS MILL7870 100 HRS.
"REFERTO SPECIAL INSTRUCTIONS ON TABLE II-VIII
6
7
SKETCH I
4
1
\
\
9
3'"
Figure 2-32. Main Landing Gear Lubrication (PA-24-180, 250, 260 & 400)
mn
REVISED: 4/10/81
Paragraph
SECTION III
INSPECTION

Aerotichc
Grid \n.
Introduction IDI5
Recommended Lubricants ID15
Inspection Periods 1015
Inspection Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1015
Preflight Check , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1015
Overlirnits Inspection ", 101t>
Special Inspections , ,. 10lh
Inspection of Exhau..t Sy..tem , ID It>

Refer to Section \'1 for Inspection of Landing Gear Manual
Retraction System and Component Wear Limits.
Revised: 11/1/82
ID14


SECTIO' III
JI. Introduction. Thi .. section provides instructions for conducting inspections. These inspections are
de..cribed in paragraphs 34 and 3-5. Repair or replacement instructions for those components found to be
unserv iceable at inspection may be found in the section covering the applicable aircraft system.
When \\ or king on engines. ground the magneto primary circuit
before performing any operation.
Recommended lubricants. Refer to Recommended Lubricants. Section II. for lubrication ...en-icing
instruction....
Y-Y. Inspection Periods.
J.-l. Inspection Requirements. The required inspection procedures are listed in Table III-I. The in... pecuon
procedure i... broken dow n into major groups which are Propeller. Engine. Turbocharger. Cabin. Fu ... elage
and Empennage. Wing. Landing Gear. Operational Inspection and General. The first column in each group
lists the inspection or procedure to be performed. The second column is divided into four columns indicating
the required inspection intervals of 50 hours. 100 hours. 500 hours and 1000 hours. Each inspection or
operation i... required at each of the inspection intervals as indicated by a circle (0). If an Item is not entirely
accessible or must he removed. refer to the applicable section of this manual for instructions on how 10 gain
access or remove the item. When performing inspection use forms furnished by the Piper Factory Sen ice
Department. available through Piper Dealers or Distributors.
In addition to inspection intervals required in Table III-I a preflight
check must be performed as described in Paragraph 35.
Y5. Preflight. The airplane must be given a thorough preflight and walk-around check. The pilot and or
mechanic must include the preflight check as a normal procedure necessary for the safe operation of the
aircraft. Refer to the Pilot's Operating Manual for a listing of items that must be checked.
RE\"ISED: -4/3/78
ID15

PIPER SERVICE MANl:AL
LEFT BLANK
Overhmits Inspection. If the airplane has been operated so that any of its components havC' exceeded
their maximum operational limits. check with the appropriate manufacturer.
3-7. Special Inspections. The special inspections given in the following paragraphs. supplement the sc.
uled inspections as outlined in the Inspection Report. Table III-I. to include inspection of items \\ hicH
required to he examined at intervals not compatible with airframe inspection intervals. Typical of this type an...
a. Inspection is required because of special conditions or incidents that arise. and because oi these
conditions or incidents. an immediate inspection would be required to insure further safe night.
b. Inspection of airframe or components on a calendar basis. This type of inspection could often be
accomplished during the nearest scheduled inspection.
c. Specific definitive inspection on engines based strictly upon engine operating time.
d. Those inspections not completely covered in other sections of this manual. but outlined in the
In... pection Report and must be explained in more detail to give a clearer and complete inspection.
3-1\. Inspection of Exhaust System. (Refer to Figures 3-1 thru 3-3.) Inspection of the entire exhaust system.
including heat exchange shroud. muffler. muffler baffles. stacks and all exhaust connections must be rigidly
inspected at each 100 hour inspection. The possibility of exhaust system failure increases with use. It i.,
recommended that the system be checked more carefully as the number of hours increase. therefore inspection
at the ion hour period. that the exhaust system has been in use. would be 'more critical than one in the 100
hour period. The system should be checked carefully before winter operation when thecabin heat will be in usc.
ISSl'ED: 8/18/12
1D16

INSPECT fOIl CRACKS IN THESE AREAS
ONE CRACK IS C.AUSE FOR REJECTION
.SPEel Fill CUCKS II TItS AIU,-"",-_
FIGURE 31. TYPICAL MUFFLER FATIGUE AREAS
Removal of the tail pipe and stacks is required for inspection of the muffler baffle. Remove or loosen
all exhaust shields. carburetor and cabin heat muffs. shrouds. etc.. as required to permit inspection of the
complete system. Perform the necessary cleaning operations and inspect all external surfaces for dents. cracks
and missing parts. Pay particular attention to welds. clamps. supports and support attachment lugs. slip joints.
stack flanges and gaskets. Inspect internal baffle or diffusers. Any cracks. warpage or severe oxidation are
causes for replacement of the muffler.
If any component is inaccessible for a thorough visual inspection. accomplish one of the following:
a. Accomplish a submerged pressure check of muffler and exhaust stack at 10 psi air pressure.
b. Conduct a ground test using a carbon monoxide indicator by heading the airplane into the wind.
warming the engine on the ground. advancing the throttle to full static RPM with cabin heat valves open.
and taking readings of the heated airstream inside the cabin at each outlet (including rear seat heat outlet. if
installed). Appropriate sampling procedures applicable to the particular indicator must be followed. If
carbon monoxide concentration exceeds 0.005 percent or if a dangerous reading is obtained on an indicator
not calibrated in percentages. the muffler must be replaced. Check cabin heat outlets for cabin monoxide
after installation of new muffler.
ISS LED: 8/18/72
tDt7
INSPECTION
INNER SAFFLE
OUTER HOUSING
TASS - ...........
ALL WELOS AS INOICATEO 9Y ARROWS
ALL WELOS AS INOleATEe

BY ARROWS
INNER BAFFLE
ALL WELOS AS INOICATEO
BY ARROWS
OUTER I-lOUSING
INNER SAFFLE
OUTER
f=IGURE 3-2. EXHAUST SYSTEM INSPECTION POIN:r5
INSPECTION
ISSUED: 8/18/72
ID18
ALI.. WELOS AS INOICATEO BY ARROWS
PA.24-260 SERIAL 2"-4783, 24-48Q,& AND UP
WELDS AS INDICATED
BY ARROWS
PA.24.260 SERIAL NOS. 24-4000 TO
TO INCL.
'INNER SAFFL.E
OUTER HOUSING
BRlOGE pt..ATE
INspeCTION
ISSUED: 1/1&n2
PIGURE 3-3. EXHAUST SYSTEM INSPECTION POINTS
ID19
TABLE m..I.INSPECTlON REPORT
-NOTE-
All iluptIoru or opntltltnu"..", h pe1D171Wdlit etlClllluptIoII
illter1ll11 III lNIkated by drek (0).
Nature of Inspection
Inspection Time (hrs)
SO 100 SOO 1000
A. PROPELLER GROUP
I. Inspect spinner and back plate for cracks .................. 0 0 0 0
2. Inspect blades for nicks and cracks ......................... 0 0 0 0
3. Inspect for grease and oil leaks .................... 0 0 0 0
4. Lubricate per lubrication chart in service manual 0 0 0
S. Inspect spinner mountins brackets for cracks .............. 0 0 0
6. Inspect propeller mounting bolts and safety (check torque if
sa.fety is broken) III II II II II II " " " II '" ...... ill " .............. " .... Ii II .... II ...... " .... " 0 0 0
7. Inspect pitch actuating arms and bolts ................................ 0 0 0
8. Inspect hub parts for cracks and corrosion .............. 0 0 0
9. Rotate blades and check for tightness in hub pilot tube ....... 0 0 0
10. Remove propeller; remove sludge from propeller and crankshaft ...... 0 0
11. Overhaul propeller (see latest revision Hartzell Service Letter 61) ..... 0
B. ENGINE GROUP
WARNING:Ground magneto primary circuit before working on
engine.
NOTE: Read notes 8 and 19 prior to completing this
inspection group.
1. Remove the engine cowl ..................... 0 0 0
2. ~ e ~ and check cowling for cracks, distortion and loose or
0 0 0 mlilins fasteners .... "." III " ... '" .............. II ... II II II II .. II II II II II " .......... " " .. " " ......
3. Drain oil sump (see note S) ... 0 0 0 0
4. Clean suction oil strainer at oil change (inspect strainer for
foreign particles) ...... to II ... II II II II II " '" .... III '" " .......... II .... II II II II II ..... III .. " III " ....... '" 0 0 0 0
S. Clean pressure oil strainer or change full flow (cartridge type)
oil filter element (inspect strainer or element for foreign panicles) ......... 0 0 0 0
6. Inspect oil temperature sender unit for leaks and security ............. 0 0 0
Interim Revision: 9/21/86
ID20

INSPECTION
Inspection Time (hrs.)
50 100 500 1000
B. ENGINE GROUP (eont.)
7. Inspect oil lines and fittings for leaks. security, chafing,
dents and cracks (See 7 and 17) .... III ....... III ............... III"'. III ................. 0 0 0
8. Clean and inspect oil radiator cooling fins ................. " ......... 0 0 0
9. Remove and flush oil radiator ..................................... 0 0
10. Inspect rocket box covers for evidence of oil leaks. If found.
replace gasket: torque cover screws 50 inch-pounds (See Note 9) ......... 0 0 0 0
NOTE: Lycoming requires a Valve Inspection be made after every
400 hours of operation (See Note 10.)
I I. Inspect wiring to engine and accessories. Replace damaged wires
I
and clamps. Inspect terminals for security and cleanliness ............... 0 0 0
12. Inspect spark plug cable leads and ceramics for corrosion
and deposits ....................................................... 0
i
0 0 0
13. Check cylinder compression (Ref: AC 43. 131A) .......................
I
0 0 0
14. Inspect cylinders for cracked or broken fins ...........................
!
0 0 0
15. Fill engine with oil as per lubrication chart ........................... 0 0 0 0
I
16. Clean engine .................................................. 0 0 0
17. Inspect condition of spark plugs (Clean and adjust gap as
required. 0.015 to 0.018 or to 0.012. as per latest
I revision of Lycoming Sen ice Instruction Xo. 1042) ...... III III ...... III .................... III 0 0 0 I
. !"OTE:
If fouling of spark plugs has been apparent. rotate bottom
;
!
plugs to upper plugs.
18. Inspect ignition harnesses and insulators (High tension leakage
and continuity) .................................................. 0 0 0
19. Check magneto main points for clearance - Maintain clearance
i
I
at 0.018 .:t 0.006 .................................................... 0 0 0
20. Inspect magneto for oil seal leakage ..................................
0 0 0
2I. Inspect breaker felts for proper lubrication ........................ 0 0 0
22. Inspect distributor block for cracks. burned areas, and corrosion
and height of contact springs ......................................
0 0 0
23. Check magnetos to engine timing ....................................
0 0 0
24. Overhaul or replace magnetos (See Note 6) ............................ 0
25. Remove air cleaner screen and clean (Refer to Piper Service
Manual) ..........................................................
0 0 0 0
26. Drain carburetor and remove and clean carburetor inlet screen
or remove and clean fuel injector inlet screen. (Clean injector
nozzles as required) (Clean with acetone only) .....................
0 0 0 0
27. Inspect condition of carburetor heat or alternate air door
and box
.......................................... III ........... III ............. III III .. III 110 III 01 III ... " ........... " .. " ........... 0 0 0 0

TABLE III-I. INSPECTION REPORT (cont.)
ID21
REVISED: 11/1/82
1D22
REVISED. II/J/82
SO 100 500 1000
B. ENGINE GROUP (eent.)
28. Inspect intake seals for leaks and clamps for tightness ... II ........... ill."" ........ 0 0 0
i
29. Inspectcondition of flexible fuel lines (See ~ t 17) ....................
0 0 0
30. Replace flexible fuel lines (Sec '\:ote 17)
..... III .... III ........................ 0
31. Inspect fuel system for leaks ........................................ 0 0 0
32. Inspect and lubricate fuel selector valve (PA-24-180 and
250 per latest Piper Service Bulletin No. 354)
(See Note 13 & J5)................................................ 0 0 0
I
33. Clean screens in electric fuel pump(s) (Plunger type pump) .............. 0 0 0 0
34. Check fuel pumps for operation (Engine driven and electric) ........... 0 0 0
35. Overhaul or replace fuel pumps (Engine driven and electric)
(See Note 6)............................................... 0
I
0 0
36. Inspect vacuum pumps and lines ..................................... 0
i
0 0
37. Overhaul or replace vacuum pumps (See Note 6) ...............
I
i 0
38. Inspect throttle, carburetor heat or alternate air, mixture
I
I
and propeller governor controls for travel and operating
condition .......................................................
I
0 0 0
39. Inspect exhaust stacks, connections and gaskets (Refer to PA-24
Service Manual, Section Ill) (Replace gaskets as required) .............. 0

I
0 0
40. Inspect muffler. heat exchanger and baffles (Refer to PA-24
Service Manual, Section Ill) .. III ........ III ..... III ....... " ...... II ........ " " .......................... 0 0 0
41. Inspect bressher tube for obstructions and security ..................... 0 0 0
42. Inspect crankcase for cracks, leaks and security of seam bolts 0 0 0
43. Inspect engine mounts for cracks and loose mounting .................. 0 0 0
44. Inspect rubber engine mount bushings for deterioration
I
(Replace every 500 hours) .......................................... 0 0 0
45. Inspect all engine baffles for cracks ................................... 0 0 0
46. Inspect firewall for cracks .................................... 0 0 0
47. Inspect condition of firewall seals .................................... 1 0 0 0
i
48. Inspect condition and tension of generator or alternator drive
I belt ...... I ........ " ................ " oil It .... III 110 ................. III ... " .................................................. 0 0 0
49. Inspect condition of generator or alternator and starter ................. 0 0 0
SO. Lubricate all controls per lubrication chart in Service Manual ........... 0 0 0
5l. Overhaul or replace propeller governor (Refer to latest revision
Hartzell Service Letter No. 61) ......................................
0
52. Complete overhaul of engine or replace with factory rebuilt
(See Note 6)...................................................... 0
53. Reinstall engine cowl .............................................. 0 0 0
INSPECTI

50 100 500 1000
C. TURBOCHARGER GROUP
I. Inspect all air inlet ducting and compressor discharge ducting
for worn spots. loose clamps or leaks ................................. 0 0 0 0
2. Inspect engine air inlet assembly for cracks. loose clamps
and screws ........................................................ 0 0 0 0 I
3. Inspect waste gate housing. exhaust ducting, and exhaust I
stacks for signs of leaks or cracks .................................... 0 0 0 0
I
4. Carefully inspect all turbo support brackets. struts. etc .
for breakage. sagging or ,,'ear.............. , ......................... 0 0 0 0
5. Inspect all oil lines. fuel lines. and fittings for wear,
leakage. heat damage or fatigue {See :"ote 17) ..... 0 0 0 0
6. Actuate waste gate control: check spring pre-load and
examine control for any pending sign of breakage ...................... 0 0 0 0
7. Remove inlet hose to compressor and visually inspect !
compressor wheel .................................................. 0 0 0
I
I
8. Inspect the compressor wheel for nicks. cracks or broken
,
!
blades ............................................................ 0 0 0
!
9. Inspect for excess bearing drag or wheel rubbing against
I housing .......................................................... 0 0 0
I 10. Inspect induction and exhaust components for worn or damaged
0 0 0 ' areas. loose clamps. cracks and leaks ................................
I 11. Inspect turbine wheel for broken blades or signs of rubbing ............. 0 0 0
12. Inspect turbine heat blanket for condition and security .................. 0 0 0
13. Inspect rigging of exhaust waste gates ............................... 0 0 0
14. Inspect rigging of alternate air control ................................ 0 0 0
IS. Run up engine. check instruments for smooth. steady response ........... 0 0 0 0
16. Remove all Turbocharger components from the engine. Inspect
and repair or replace as necessary ................................... 0
D. CABIN GROUP
I. Inspect cabin entrance door. baggage compartment door
and windows for damage. operation and security ....................... 0 0 0
2. Inspect upholstery for tears ." ...... III ...... " ..... III III. II ............... "" .. 110" III". 0 0 0
3. Inspect seats. seat belts. securing brackets and bolts .................... 0 0 0
4. Inspect trim operation .............................................. 0 0 0
5. Inspect rudder pedals. brake pedals. and cylinders for
operation and leaks ........... III ... III ........ " " <II " ....... I ..... III III III III .. " .... " " 0 0 0
6. Inspect parking brake "" .................. <II" ........ Ill." .. """ .............. II II ..... 0 0 0
INSPECTION
ID23
REVISED: 11/1/81
ID24
RE ISED / /
SO 100 500 1000
D. CABIN GROUP (eont.)
7. Inspect control wheels, column, pulleys and cables
'" .. " ,. '" 'I) " .. " " 'III III ill 0 0 0
8. Check landing. navigation. cabin and instrument lights .. , .. : .. , . , , . , ... 0 0 0
9. Inspect instruments, lines and attachments
ill " " " .. " ................. III It " " " " " .... 0 0 0
I
10. Inspect instruments. central air filter lines and replace filter, .............
0 0 0
;
II. Inspect condition of vacuum operated instruments and operation
of electric turn and bank (Overhaul or replace as required) .. , . , .........
,
0 0
i
0
12. Replace vacuum regulator filter .....................................
I
0 0 0
13. Replace filters, if equipped, in gyro horizon and directional
I
gyro ........................................................... 0 0
14. Inspect altimeter (Calibrate altimeter system in accordance
with FAR 91.170, if appropriate) .................................... 0 0 0
IS. Inspect operation of fuel selector valve (See Note 14) ................ 0 0 0
, 16. Inspect oxygen outlets for defects and corrosion ..................... 0 0
I
0
. 17. Inspect oxygen system operation and components .................... 0 0 0
E. FUSELAGE AND EMPENNAGE GROUP
I
I. Remove inspection panels and plates ............................. 0 0
--
2. Check fluid in brake reservoir (Fill as required) .................... 0 0 0
I
3. Inspect battery. box and cables (Check at least every 30
I
,
days. Flush box as required and fill battery per instructions
i
I
in Service Manual) ............................................... 0 0 0
I
0
4. Inspect electronic installations .................................... 0 0 0
S. Inspect bulkheads and stringers for damage .......................... 0 0 0
I
6. Inspect loop and loop mount, antenna mount and electric
wiring .................................................... 0 0 0
I
7. Inspect E. L.1. installation and condition of battery and
I antenna (See latest revision Piper S/L No. 820) ....................... 0 0 0
i
8. Remove. drain. and clean fuel filter bowl and screen (Drain
;
I
and clean at least every 90 days) ..................................... 0 0 0 0
I
9. Inspect fuel lines, valves and gauges for damage and
operation (See Note 13)......................................... 0 0 0
10. Inspect security of all lines .......................................... 0 0 0
II. Inspect stabilator and stabilator trim tabs for security of
mounting, free play of components and ease of operation
(Refer to Service Manual) ......................................... 0 0 0
12. Inspect stabilator bearings, bungee, and stabilator trim horns
I
control rod and trim mechanism for security of installation,
I
damage and operation (Refer to latest Piper Service Bulletin
..
No. 464) ......................................................... 0 0 0
13. Inspect stabilator tip balance weight arm for cracks ... I ill .... III ......... " oil "' ...... 0 0 0
,
V :11 1 82
INSPECTI
PIPER COMANCHE SERVICE MANt"AL

TABLE Ill-I. I REPORT (cont.)
of Inspection
E. Ft"SELAGE AND EMPEl"NAGE GROl'P (cont.)
Inspection Time I hrs.)
50 100 500 1000
o 0
o 0
o 0
o
o 0
o 0
o 0
o 0
o I 0
o 0
14. Inspect fin front spar to fuselage attachment. per latest revision
of Piper Service Letter '0. 751 and AD 75-12-06 .
15. Inspect fin. rudder and stabilator surfaces for damages .
16. Inspect rudder and rudder tab hinges. horns and attachments
for security. damage and operation .
17. Inspect rudder trim mechanism operation .
18. Inspect all control cables and trim cables for correct cable tension.
and turnbuckles. guides, and pulleys for damage. operation and
safeties .
19. Replace rudder hinge bolts .
20. Inspect rotating beacon for wear. etc .
21. Lubricate per lubrication chart in Service Manual .
22. Inspect security and condition of Autopilot bridle cables and
c1am(l,S .
21 Reinstall inspection panels and plates .
F. WISG GROLP
I, Remove inspection plates and fairings .
., Inspect wing. aileron and flap surfaces for damage and loose
riv ets. and condition of wing tips .
3. Inspect condition of walkway .
4. Inspect aileron attachments and hinges for damage. looseness
and operation .
5. Inspect aileron balance weight and arm for security and condition .
6. Replace outboard aileron hinges with Aileron Outboard Hinge
Bracket Kit '0. 760 914 .
7. Inspect aileron cables for correct tension. pulleys. beUcranks and
control rods for corrosion. damage and operation .
R. Inspect flap attachments and hinges. or tracks and rollers for
damage. looseness and operation. Clean tracks and rollers. . . . . . . . . . . . . .. 0
9. Inspect flap cables. pulleys. step lock. bellcranks and rods for
corrosion. damage and operation .
10. Replace pins and or bolts used with aileron hinges and flap
hinges or tracks .
II. Lubricate per lubrication chart in Service Manual. . . . . . . . . . . . . . . . . . . . . . 0
12. Inspect wing attachment bolts and brackets (See Note 18) .....
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o 0
o 0
o 0
o 0
o 0
o
o 0
o 0
I
o 0
o
o 0
o 0
REVISED: 11/1/82
lEI

TABLE 111-1. INSPECTION REPORT (cont.)
50 100 500 1000
F. WING GROUP (eont.)
13. Inspect fuel tanks and lines for leaks and water .
14. Fuel tanks marked Jar capacity ........................... , .
J5. Fuel tanks marked for minimum octane rating .......................
16. Inspect switches to indicators registering fuel tank quantity .. " .........
17. Inspect fuel cell vents ..............................................
18. Inspect thermos type fuel cap rubber seals for brittleness,
deterioration .
19. Reinstall inspection plates and fairings ...............................
000
000
000
000
001 0
g , gig
G. LANDING GEAR GROUP
o I 0 I 0
I
0 I 0
o 0
000
000
000
o I 0 I 0
o 0 I' 0
000
000
o
o I
o i
g I
I
I
!
I
I
o
I
!
0,
O!
o
o
o
0
1
o
01
0
0,0
o 0
o 0
o 0
o 0
o 0
o
o
o I
0'
01
0'
o
o
o
o
o
o
o
o i
o
I I. Inspect oleo struts for proper extension. (Inspect for proper
II fluid level as required) ............................................
2. Inspect nose gear steering control ...................................
3. Inspect wheels for alignment .......................................
4. Put airplane on jacks .
5. Inspect tires for cuts, uneven or excessive wear and slippage .
6. Remove wheels. clean. inspect and repack bearings .
7. Inspect wheels for cracks, corrosion and broken bolts .
8. Check tire pressure (Refer to Service Manual).......................... 0
9. Inspect brake lining and disc for wear and cracks .
10. Inspect brake backing plates for cracks ..............................
11. Inspect condition of brake lines ...................................
12. Inspect condition of shimmy dampener .
13. Inspect gear forks for damage .
14. Inspect oleo struts for fluid leaks and scoring .........................
15. Inspect gears struts. attachments, torque links, retraction
I links and bolts for operation (See Note II) ..........................
16. Inspect torque link bolts and bushings (Rebush as required) ............
17. Inspect drag link bolts (Replace as required) .
18. Inspect gear doors and attachments .................................
19. Inspect warning horn and light for operation .........................
20. Retract gear - Check operation .
21. Retract gear - Check doors for clearance and operation .
22. Inspect emergency operation of gear (See latest revision Piper SI L 782) ..
23. Inspect landing gear motor, transmission and attachments .
24. Inspect anti-retraction system .......................................
25. Inspect position indicating switches and electrical leads for
security .
REVISED. 11/1/82
tE2
INSPECTI
I
j
50 100 500 1000
I
LANDING GEAR GROUP (eent.) iG.
,
I
, 26.
Inspect rubber assist bungee cords and check bungee arms :
for wear. cracks and/or deformation. (See Note 12) ... 41 ....... <II. III ........... " .......... 0 0 0
27. Lubricate per lubrication chart in Service Manual ....................... 0 0 0
28. Remove airplane from jacks ....................... " ................ 0 0 0 j
I
H. OPERATIONAL INSPECTION
I
I
I
I
:
I. Check fuel pump and fuel tank selector operation ...................... 0 0 0 0
I
2. Check indication of fuel quantity and pressure or flow
I
!
i gauges ........................................................... 0 0
I
0 0
i
I
3. Check oil pressure and temperature indications 0 0
!
0
I
0
I .......... a ill .... " .... <II. iii III ..........
!
4. Check generator or alternator output ................................. 0 0 0
I
0
I
5. Check manifold pressure indications ................................. 0 0
I
0 0
6. Check operation of carburetor heat or alternate air ..................... 0 0 I
0
I
0
7. Check operation of brakes and parking brake 0 0 I 0 0
I
41 ........ 4141 414141 ... 41" 41 ..... 41 .....
i
8. Check operation of vacuum gauge 0 0
I
0 0
I
............. 41 t ..... 01 iii ....... 41 ............ I
,
I
9. Check gyros for noise and roughness ................................. 0 0
i
0 0
\
i 10. Check cabin heat operation ........................................ 0 0
I
0 ! 0
I 11. Check magneto switch operation ..................................... 0 0 0
i
0
I
12. Check magneto RPM variation ...................................... 0 0 0 I 0
13. Check throttle and mixture operation ................................ 0 0 0
I
0
I
14. Check engine idle .................................................. 0 0 0
,
0 I
11S. Check propeller smoothness ........................................ 0 0 0 0
16. Check propeller governor action ..................................... 0 0 0 0
17. Check electronic equipment operation ................................ 0 0 0 0
18. Check operation of controls ......................................... 0 0 0 0
19. Check operation of flaps ......................................... 0 0 0 0
. 20. Check operation of Autopilot. including automatic pitch trim. and
i I. ~ ~ ~ ~ ~ ~ t r i Trim (See Note 16) ..................................
0 0 0 0
I
I
I
,
I. Aircraft conforms to FAA Specifications .............................
0 0 0 0
I
2. All FAA Airworthiness Directive complied with
0 0 0 0
41 .... 41 .... 011 ................. 41 ... 41 ... 41 ..
I
3. All Manufacturers Service Letters and Bulletins complied with ...........
0 0 0 0
i
4. Check for proper Flight Manual ............................... .
0 0 0 0
5. Aircraft papers in proper order ......................................
0 0 0 0
INSPECTION
TABLE 1111. INSPECTION REPORT (cont.)
lE3
REVISED: 11/1/82
NOTES:
I. Refer to the last card of the Piper Parts Price List - Aerofiche, for a checklist of current revisie
dates to Piper inspection reports and manuals.
2. All inspections or operations are required at each of the inspection intervals as indicated by a (0).
Both the annual and 100 hour inspections are complete inspections of the airplane, identical in
scope, while both the _ and 1000 hour inspections are extensions of the annual or 100 hour
inspection, which require a more detailed examination of the airplane, and overhaul or replace-
ment of some major components. Inspections must be accomplished by persons authorized by
the FAA.
3. Piper service bulletins are of special importance and Piper considers compliance mandatory.
4. Piper service letters arc product improvements and service hints pertaining to servicing the
airplane and should be given careful attention.
S. Intervals between oil changes can be increased as much as 100%on enaines equipped with full flow
(cartridge type) oil filters, provided the element is replaced each SO hours of opera-
tion. '
6. Replace or overhaul as required or at engine overhaul (for ensine overhaul, refer to latest revision
of Lycoming Service Letter L201).
7. Replace flexible oil lines at engine TBO per latest revision of Lycoming Service Bulletin 240.
8. Inspections given for power plant are based on the engine manufacturer's operator's manual
(Lycoming Part No. 60297-19). Any chanles issuedto the enaine manufacturer's operator's manual
supersede or supplement the instructions outlined in this report. occasionally, service bulletins
or service instructions are issued by Avco Lycomina Division that require inspection procedures
that are not listed in this manual. Such publications usually are limited to specific models and
become obsolete after corrective steps have been accomplished. All such publications arc available
from Avco Lycoming distributors, or from the factory by subscription. Consult latest revision of
Lycoming Service Letter L114 for SUbscription information. Maintenance facilities should
have an up-ta-date file of these publications available at all times. .-
9. Check cylinders for evidence of excessive heat indieated by burned paint on the cylinde
This condition is indicative of internal damage to the cylinder and, if found, its cause must b
determined and corrected before the aircraft is returned to service.
Heavy discoloration and appearance of seepage at the cylinder head and barrel attachment area
is usually due to emission of thread lubricant used during assembly of the barrel at the facotyr, or by
slight gas leakage which stops after the cylinder has been in service for awhile. This condition is
neither harmful nor detrimental to engine performance and operation. If it can be proven that
leakage exceeds these conditions, the cylinder should be replaced.
10. At every 400 hours of engine operation, remove the rocker box covers and check for freedom of
valve rockers when valves are closed. Look for evidence of abnormal wear or broken pans in the
area of the valve tips, valve keeper, sprinp and SPrinl seal If any iridications are found, the cylinder
and all of its components should be removed (including the piston and connectin. rod assembly)
and inspected for further damase. Replace any parts that do not conform with limits shown in the
latest revision for Service Table of Limits SSP 1776.
11. Refer to section VI of PA-24 Service Manual for proper inspection and wear limits.
12. Replace bungee cords every SOO houn in service or every three years, whichever occurs first.
13. For PA-24-400, refer to latest Piper Service Letter 8Sl.
14. Refer to latest revision of Piper Service Bulletin 354.
tE4
INSPECTIO'

NOTES (eont.)
IS. If the fuel selector valve has 400 hours or more total time in service, inspect valve within the
next 100hours of aircraft operation and every 400 hours thereafter. Inspect the valve inaccordcnce
with instructions in section VIII of the service manual and lubricate per lubricattion chan
in section II.
16. Refer to flight manual supplement for preflight and flight check, for intended function in all
modes.
17. Replace all Rajay turbo air. fuel and oil hoses upon condition or every five years.
18. Refer to and comply with Airworthiness Directive 8219-01.
19. Refer to VSP 69.

lES
INSPECTION
Paragraph
SECTION IV
STRUCTURE

Aerofiche
Grid '0.
REVISED: 11/1/82
4-1.
4-2.

4-21.
Introduction .
Description .
Removal .
4-4. Removal Of Wing Assembly .
4-5. Removal Of Wing Tip .
4-0. Removal Of Landing Light And Housing .
4-7. Removal Of Aileron .
4-X. Removal Of Flap IManually Operated) .
4-9. Removal Of Flap (PA-24-250 Electrically Operated And PA-24-200). .
4-10. Removal Of Flap. (PA-24-400) .
4-11. Removal Of Wing .
4-12. Removal Of Empennage .
RernovaI Of Rudder .
4-14. Rernova i Of Fin .
4-15. Removal Of Srabilator .
4-/0. Removal Of Stabilator Trim Tab .
4-17. Removal Of Fuselage Components .
4-/9. Removal Of Door Lock Assembly .
4-20. Removal Of Door Assembly .
Insrallat ion .
4-22. Installation Of Wing Assembly .
1nstallation Of Wing .
4-14. Installation Of Flap (Manually Operated) .
4-15. Installation Of Flap. (PA-24-250 Electrically Operated And (PA-24-260) .
4-26. Installation Of Flap. (PA-24-400) .
4-27. Installation Of Aileron .
4-2R. Installation Of Landing Light And Housing .
4-29. Installation Of Wing Tip .
4-30. Standard Pitot Tube .
4-31. Heated Pitot Tube .
Installation Of Empennage .
4-33. Installation Of Fin .
4-34. Installation Of Rudder .
4-35. Installation Of Stabilator .
4-3b. Installation Of Tail Fairings .
4-:n. Installation Of Fuselage Components .
Replacement Of Windshield .
4-39. Installation Of Cabin Door .
4-40.' Adjustment Of Door Locking Mechanism. IPA-24-:250. Serial 1"0s.
24-2844 to 24-3284) .
lE6
17
IH
IH
ID
lH
IE!'
IE9
IE9
IE9
IE 10
IE 10
IEIO
IE 10
IEII
IE II
I Ell
IEII.
IEII
IEII
IE IJ
IE 13
IE IJ

IE IJ
IEI4
IEI4
1EI5
IEI5
IEI5
IEI5
I EI5
lEIS
lEIS
IElb
116
110
1E16
IE17
IE 17
PIPER SERVICE MANl'AL

Aerofiche
Grid '11.

-l-41. Installation and Adjustment of Door Locking Mechanism PA-24-250
Serial 'os. 24J2H5 and up. PA-24-260 and PA-24-400 .
l n-rallation of ADF Loop Antenna (Fixed and Rotor Type) .
Installation of Marker Beacon Antenna .
Fiberglas Repairs .
Fiberglas Touch-Up and Surface Repairs .
4-41i. Fiberglas Fracture and Patch Repairs .
Structural Repairs .
4-4H. Repair of Stabilator (Horizorual Tail Surface) .
4-49. Repair of Rudder .
450. Balancing Stabilator (Horizontal Tail Surface) .
4-51. Checking and Balancing Rudder .
4-52. Aileron Balancing .
IV
'E II'
IE20
If20
I
IE 2()
IE21
I E22
I(2)
I E2.l
I
IF)
IF..
STRlTTl'RE
4-1. Introduction. This section covers the removal and installation procedures for the main structural
components. for checking and balancing the control surfaces and minor repairs. major structural repair"
are recommended" uhout contacting the manufacturer. Minor replacement of skins may be made prov iding
there is no internal damage. Minor repairs such as patching the skin. welding. etc.. may be made in
accordance \\ ith the methods. techniques and practices set forth in Federal Aviation Administration.
Advisory Circular 4). I)-IA. It may be necessary to cut access holes to make skin repairs in some areas of
the aircraft. Refer to Figure 4-14 for typical access holes.

Skin repairs must result in a surface which is as strong as the original
skin. (Refer to paragraph 4-47. Structural Repairs.)
RE\'ISED: II
lE7 STRl'CTl'Rl
NOTE
When totqum, various UlClftbties. IUDdatd torque Ydua are to be uNd
as found in Section 11 of this 1llUU&l or FAA AdviIory CircuJar
43.13--1A. wUcs' otherwise .tated in tbiJmanual.
The dilaacmblyI aucmblyI and riJIinI of component pam to die vulOU. eontrol surfaces can be
found in Section V of this manual
4-02. DacripDoD. The ItrUc:mfa of the PA-24 ate of meet aluminum. cOlllp/,etel.y primed with zinc
chromate and covered with acrylic lacquer on che eXWlior surfaces.
The fuselqe is an all meWsemi-monocoquc cOllRNcQon cOIIlpriled of bWkbads, SD"iDge1. Itiffenen.
and 10npauUnai beamsto .hich die GUm skiD is riveted.
Each win, airfoil section is a full c:antileva' lamina flow type. The fulllen,th beam type nWn spar is
joined with high strenfth butt fittinp in me center of the !ute mak:iDI in e:fft a conUnuous maiD
spar.
The an metal empcDDap FouP is a fvJ1 cumewr daipl coDIiftiDI of & vercical fin. rudder. and
.tabilator with ~ trim tab. The stabilator and vertical fm haft ",0 cbaDDellllaiD spm ruDDiq full length.
The subilator is attached to the fuscllce by & torque tube supported by beariq blocks.
4-03. Removal.
"'"'4. Removal Of W"ID, ~ d l l y The major subUlClDbiies of the wiDe may be remowd individually or the
wing may be removed as a unit. To remove the wiDe. & fuIeJap supportiq endle is required. also & wing
suppan.
.....5. Removal Of WiD,rap.
a. Remove the Kft'W. holdiq the win( ~ to the wq.
b. Pull the wing tip far alougb off to ciilconnect the ll&viptiOD light wire at the quidc.-disconncet
fittins; then remove the win. tip.
4--6. Removal Of x..diD1 LiFt ADd HoUliDt.
a. Remove wing cp.
b. Remove the sheet mew screw. from the luuIiDIliIht window .-mbly 0, Fipe .... 1.)
c. Remove the machine.crews and clamps (2) ho1dm, the lamp (3).
d. Pull the lamp forward and remove the eiecaic:a1leads (4) from relZ' of the lamp; then remove the
clamp.
e. To disassemble me Ianq light housin,. remove the screws located in the comers of the housing.
f. Make sure that the eleetrica1lcads to the lamp are disconnected prior to removal and chat the lamp
is not dropped when the front clamp and rear bracket arc separated.
STRUCTURE
ISSUED: 8/18172
1 E8

"'GURE 4-1. I.AMOIHG LIGHT IHSTALLAT10M
4-i. R.",o.oIOf AiI.ro...
a. DiscOIlnect the aileron cOIluol rod ar lbe iAboa aileroa hiAle.
b. Remove tbe binle bolts. kft$ling track of rhe location of the spacer wuhers.
e. Pull the aileron straipt off the willi to L;OW ~ h e cOWlter-weichr ee cl.ar.
1. Wi.....
2. Cl,
3. La.,
... Ilectrical L...,
5. ~ 'rock.t
6......."ti ...
4-1. R....ol Of III., (M..oUy 0,-").

a. Remove th.. ace..s plare to rho nap bellcraak located on the reaMUlder lide of rhe wing at
apl)roxillately rho center of rho nap.
b. Diaconnect the n.p control rod aDd boUerak. tetam sprilll at the bellcrank.
c. Remove the hiDle bolts.
d. P'lll th. flap straipt off tbe WillI-
4-9. R......I Of IIt.p. ('''24-250 Electrically O,.ro. AMI ' ..2....260)
a. Remove the acc:e plate to the nap beUcnak locatttd on the ,..,.uder side of rhe wina at
."roulDarely the coater of the n.p. R.lDove the .aiD par wHoI 11 splaab pan.
b. Located at rho rear iIlboard portion of the ript .tal ia a combtn.tioa nap rerum and step
lock.' 8y nterille throap the .h..l U. rei.....priAl tlDaioa .d diaonlO the ltel) lock.
In the left wina is a nap retum .prilll OIlly. role.. the sprilll t.siOIl.
c. Disconnect the nap control rod ad beUcnak retam .,rial at the bellcruk.
d. Under the iebo.rei end of the r i l h ~ nap i. acc..s plate to the stitt' lock return cable.
eack the adju.Unc nut off the cable nd. The left winl. discOllnect the nap rerum cable at the
leading edee of the nap.
STRUCTURE
ISSUED: 8/1ln2
1 e9
PIPER COMANCHE SERVIC! MANUAL
e. Remove the top rollers from the nap brackets. After the top rollers are removed. the nap
will swinK iorward allowing access for the removal of the lower relle-s. Remove the nap.
-4.-10. R.",ovol Of flop. (PA.2....4OO)
a. Remove the access plate to the n.p beUcrank located on the rearund.r side of the wing.
Remove the main lear wheel well splash pan.
b. A flap step lock Wlit is located at the rearinboard portion of the rilht winl. Enter through
the wheel well and rele... the Sprinl t.llsion Ind diAIl,ale the step lock.
c. Disconnect the nap control rod at the beUcrank.
d. Under the inboard end of the rilht nap is an access plate to the nip step lock ~ u
cable. Back the adjusting nut off the cable end. Remove the top rollers from the nap brackets.
The nap will swina forward allowinl access for removal of the lower rollers. I"emove the flap.
4-11. R.",oved Of Wing.
a. Remove wing root fairinls. all wing inspection panels. and the bottom fuselale access
panel.
b. Drain the ga. from the wing to be removed. (Refer to Drminl Fuel System. Section U.)
c. Drain the brake lines and reservoir. (Refer to Oraininl Brake System. Section U.)
d. Remove the front and r.ar seats.
e. Set the aircraft on jacks. (Refer to Jacking. Section Il.)
f. Remove front floorboara and main spar cover panels.
g. Disconnect aileron balance cables at IUeron beUcraaks and aUeron control cables at
center of fuselale.
HaTE
The afurm of the aileron bellcrank md splice sleeve of the aUeron
concrol cable is marked with red paint to iodicate correct cable hook
up. If the bellcrank or cable is not marked. mark before diacon
neeting. Use caution that the correct cables are marked.
h. Disconnect nap control cables at center of fuselage. (PA-24-180. PA-24-2S0 and
PA24-260)
i. Disconnect nap control cable from within the wing. (PA-24-400)
j , Disconnect the fuel lines at the wing butt.
k, Disconnect the airspeed lines.
1. Disconnect gear control cables from retraction :'IIechanism at main gear.
.. Disconnect brake line and electrical wiring.
n, Arranl. a suitable fuselap and winl support cradle. Remove wina jeks.
O. Remove the front and rear spar bolts. Within the fuseille. remove the main spar bolts at
the spar splice and side of fuselage.
p. Remove the wing.
4-12. Removol Of Em,enna9a.
-4.-13. Removal Of Rueleler.
a. Remove the tail cone fairing.
STRUCTURE
ISSUED: 8/18/72
1El0

b. Disconllect the navia.tion lipts at the wire quickoodisconnect.
c. Disconnect the control cables from the rudder hom.
d. Disconnect the rudder hom from the lower rudder hinee bracket.
e. Disconnect the two binee bolts and remove the rudder.
4-14. Romovol Of Fin.
a. Remove the tail faiMe and rudder. (Refer to paraaraph 4-013.)
b. Disconnect the anteana wire from the fusela.....mbly with the quickdiaconnect fitting
located at the lower forward position of the fin.
c. If the quickdisconnect is not installed. remove the aatenDa from the top of the fin and
separate the coDial cable ftom the IIltenna.
d. Connect a fish line to the coaxial cabl. before removing it from the fin to facilitate in-
stallation.
e. Remove the bolts at the reat attachmet bracket of the fin.
. Remove the bolts at the frOllt attachment bracket of the fm
4-15. Removal Of S.aDiloto,.
a. Disconnect the stabUator trim control rod.
b. Remove the bolt connectina the left and rieht stabitator tab.
c. Remove four bolts attachinc the stabilator to the torque tube.
d. Slide the stacilator from the torque tube.
4-16. Removal Of S.abila.o, Trim Tab.
a. Diseeanect the stabilator trim control rod.
b. Remove the stabUator trim hinge pin. Straighteninl the hinle pin to remove it may enlarae
the hinge pin holes. It is recommended to cut the hillie pins before removiftl IIld replace with
new pins.
Romoval Of Fusela,. Co",pononts.
4-18. The fusela.e is the basic structure. Repairs lDay be accomplished within the limitations
described in patalraph 4-2. to the fusela.e are pefll1issible if th.y do not involve
alterations to the primary structure. It is recommended that the manufacturer be cOfttacted for
information re.ardinl specific alterations proposed.
4-19. R.",oval Of Door l.ock A".",Dly.
a. Remove door latch assembly by removinl door trim upholstery and removinl screws' at
taching lateh plate and latch assembly to door.
b. Disconnect latch pull rod from inside cloor handle.
c. Remove complete latch assembly.
4-20. Ro",oval Of Do.r AllemDly.
a. Disconnect the door stop assembly.
b. Drive out the V 16" roll pin securing each door hinge pin.
c. Remove the door hinge pins and remove door. Do not let serrated plates drop out.
STRUCTURE
ISSUED: 8/18/72
1Ell
PIPER COMANCHE seRVICE MANUAL
'..
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FIGURE ...2. WING ATTACHMENT FITTINGS
STRUCiURE
ISSUED: 8/18172
1E12

4-21. Innall.tion.
+-22. Inna.l1ation Of Win, AlICmbly.
+-23. InsWlaaon Of Win,. (Refer to Fipre 4-2.)
a. Slide the win. pands into the fuldqe until the main winJ span butt apinst each other at the spar
center attachment fitting. Set the wi", panels on trades.
b. Atta,ch the win, panel rear spar to the attachment fican, on the side of the fusciale.
pmnissible gal' face of spar and fuselqe attachment is .010 (before ripteniftl nut}.
c. Attach the win, panel front spar to iu attachment fittiq. IftIG't the necessary spacer shims
wuhm.
d. Attach the lower spar attachment Strap aad the spar support tube uaembly to the bottom spar
c:apsrrip. No gap is permissible between spar spUceplates and capltrip.
e. Attach the upper spar attachment map and the sat support to the tOpspar capltrip with bolts.
f. Artaeh rear of spar center support tube ISIaftbly to the attachment bn.cket with a bolt.
g. Install upver rear and front spar attachment maps and the spar support tube to the spar web It
the jointure of the front wing syan.
h. Attach the upper spar cap bracket to outer sides of the fuJdqe frame and insu.ll the bolt.
1. Attach the lower spar cap to outer sides of fuse. frame and install bolts.
j. Tig!tten all attachment bolts. Torque bolts semriftl spar splice plates to capstrip to 13 to 24 foot
pounds and all other bolts use standard torque values.
k. From fuseiqe wembly, connect airspeed. fucJ. and brake lines &nd maiD ,ear control cables to
win, ?anels.
I. Connect aileron control cables.
m. Connect aileron balance cables to aileron beUc:ranks at outboard section of win, panels.
n. Connect the flap cables and safety.
NOTE
The flap control eabla for the PAZ4-4OQ are to be inserted into the
wing u the wiDJs are bciftl insu11ed on the fusel.
Installaaon Of Flap (Manually Opcrared).
a. Position tlap in place. lubricate (See Lubrication Chart. Section 11) and insuJ1 hin,e bolts.
b. Move the flap throulh its full mvel to ucertain that there is no bindiftl.
c. Connect the flap control rod and bcllcrank return sprinl.
d. Check tlap adjustments. (Refer to Rigiftl Of Flap. 'Section V.>
e. InstaU access plate and wheel well splash pan.
InsWlation Of Flap. (PAZ"ZSO Elecaica1ly Operated And PAZ"Z60.)
a. Ascertain that the flap control rod is installed to the fl.ap.
b. Position flap in place. lubricate flap rollers and tracks (See Lubrication Chart. Section II) and
install the lower roiler assemblies. (Reiet to Fil\lre ... 3.) When nylon rollers arc installed lubrication or
roilen and tracks is not required.
c. Swlftg the flap rearward and install the remaining roller assemblies. Move the flap through its full
travel to ascertain that there is no binding.
d. The right t1ap. insert the flap return lock cable end through the leading edge of the flap. The
left t1ap, connect the fbI' return cable to the leading edge.
e. Connect the Hap eonrroi rod and bellc:n.nkreturn sprina.
STRUCTURE
ISSUED: 8/18/72
1E13
AU1
@7

1. NUT
2. WASHER
3. SPACER
4 Sl'ACER WASHER
5. BOLT
a. WING FITTING
7. FLAP FITTlNG
a. BOLT
t. TRACK
10. ROLLER. NYLON
FIGURE 43. FLAP ROLLER INSTALLATION

(ELECTRICALLY OPERATED)
FIGURE 4-... AIL!RON BEARING
I"STALLATIOH
f. In the ri&ht winC, by nteMC throup the wbe.l well, draw the flap return step lock cable
and connect. Encace the step lock. In the l.ft willi CODliect the nap retum sprinl.
i Check nap riainl and adjustments. (Refer to RilPI Of Flap, Seetioa V.)
h. Install acce plates aad wheel weU splub pill.
"OTI
When inatl11inl nap roller., poaition apacer wuhera to aUow no
side bindina aad a.certain that the roller bushina' will roll free.
4-26. Installatian Of Flop. (''''24-400)
a. Ascertain that the nap control rod instaned on the flap.
b. Position the nap in place, lubricate the flap roUers aad tracka(Refer to Lubrication Chart.
Section II) and install the lower roUer ...embli . (Refer to tip. 4-3.)
c. Swing the nap rearward and install the remaining assemblies. \'love the Hap thzough its
full travel to ascertain that there is no bindina.
d. The right flao. inaert the ste; loCk cable tbrollch the ldinl edle.
e. Connect:he flap contml rod to the
f. Enter throll&h the riabt wheel well Md connect the step iock return sprina. Engage the
step lock.
I. Check flap riginl and adjustllleftt. (Refer to R!.a&inl Of Flap, Section V.)
h. Install acc... plates and wheel well splash pan.
4-2i. In'tallation Of AiI.ron.
a. Position the aileron. lubricate (R.fer to Lubrication Chart. Section II) and install the in-
board hinge bolt. (Refer to figure 4-4.) Install the outboard bolt. Place the spacer washers to
allow for best alignment of hinges. the aileron throuah its full travel to ascertain that there
is no binding.
STRUCTURE
ISSUED: 8/18/72
1E14

b. Connect the aileron control rod.
c. Check liging and (Refer to Rillillg Of Aileron, Section V.)
d. Install the access plate to the aileron beUcrlllk.
4-28. Installation Of LoncUn, Li,ht And Hou'in,.
a. Install the landing lipt hOlding. s.cunnl with screw. io each comer.
b. Connect the electrical leads to the back of the lamp and secure the lamp to the lDOWlting
bracket. Ascertain that the lamp will licht.
c. Install the landil1llipt window.
4-29. 'nstollettion Of Win, Tip.
. Connect the electrical leads. Aseertain that the position lipt will operate.
b. Place the winl tip on the winl. start all screws. then tichten.
4-30. Standard Pltot Tub. Attach the pitot and static lines to pitot tube ..sembly and illStall
the pitot tube assembly to the bottom of the left wine panel.
4-31. H.ot.el Pitot Tube.
a. Connect the quickdisconnect Cittin, on the wire for the heated pUot tube to the u.ociated
wine wires.
b. Attach the heated pitot tube assembly to the pitot tube mounting lItt on the bottom skin
of the left wing plIleI.
4-32. Installotion Of Ernp.nna,.
4-33. Installettlon Of Fin_
a. Position the fin on the top of the fu.elace aft section and aUgn the holes in the front
anachment plate with the hole. in the front attachment plate Oft the fuselaee. Alien the holes in
the rear :nountinc bracket of the fin with the holes in the rear attachment plate on the fuselage.
b. Install the bolts and screws on the forward anachmeDt plate and on the rear mountine
bracket of the fin assembly.
c. Install the receiver antenna in the fin tip if the radio equipment is installed in the air
piane.
d. Connect the receiver coaxial cable to the root of the fin ...embly if the receiver antenna
is installed on the fin.
e. Connect the overhead sensinc antenna between the fin assembly and tbe insulator on the
top of the fuselaee center section.
NOTE
The fin should be vertical and in line with the centerline of the
iuselage.
-+-34. Installation Of Rudel.r.
a. Align the two hinge brackets on the rudder with the hinees on the rear spar of the fin
and install the two hinee bolts.
b. Connect the rudder hom to the hinge bracket on the fuselage with a clevis bolt.
c. Connect the two rudder control cables to the rudder hom with clevis bolts.
STRUCTURe
ISSUED: 8118172
1E15
P!PER COMANCHE SERVICE MANUAL
NOTE
In the event that the lower rudder attachment bracket is ever removed
or replaced. insuJl the four attachment bola with the heads toward the
front of the airc:ra:ft.
4-35. InataU.llion Of Scabilator.
a. Slip the left stabilator on the stabilator torque tube and aliIn twO holes in the stabilator with holes
in the torque tube.
b. Secure the stabilator with two bola.
c. Install the right nabilator in a similar manner as the left stabilator.
d. Connect inboll'd tt&ili,. edges of the left and ",ht stabilator and iftl'Call the bolt.
e. Attach the stabilator trim rod ~ o the stabilator trim tabs and iNU1l the bolt.
f. If subiJator leadin, cdJe JUd are installed. check to see that reU' edges of IUlI'ds fit stlbilator
contour without any wrinkles or pps.
NOTE
Rig Empcnnace Group as described in Section V of this manual.
4-36. Installation Of Tail Fairinp.

a.. Install the fm root fairing.
b. Connect the quick-disconnect fircm, on the tail light wire before posiQoniD( the tail cone
uscmbly onto the fuselage rear bulkhead.
c. Attach the tail cone fairing.
olo-31. InsuU.rion Of Fusa.,e Componena.
+38. Replacement Of Windlftield. The windshield on the PA24 consists of two sections which may be
replaced as follows:
a.. Remove windshield outside collar fairin, by removing attaching screws.
b. Remove windshield divider mip by removing attaching machine screws andnuts.
c. Remove left or right upper interior windshield trim panel by removinJ attaching scrcws.
d. Remove left or richt interior fairing from windshield post.
e. Windshield can now be removed by pulling it out from channels.
NOTE
A damaged windshield should be saved since it CLn be used as a pattern
for drilling holes in a new windshield.
f. Grind new windshield to fit in windshield channels and grind half holes for screws to fit in
windshield divider strip.
g. Apply black electrical tape. Prntite number 163. over edges of windshield.
h. Apply .125 inch 3M Sealer number 1126. manufactured bv Minnesota ~ i n i n Mfg. Company.
between windshield and channeis.
I. Install new Windshield in windshield channels Ind allow .125 inch clearance bccween two sectiOns
of windshield at divider POSt to aJlowfor e:orpansion.
J: Install windshield collar.
STRUCTURE
ISSUED: 8/18/72
1E16

PIPER COMA!"CHE SER\'JCE :\1A't'AL

FIGl'RE 4 ~ DOOR I'STALLATlO'
k. Install interior trim panels.
I. Rctcr to Table 11-11 for proper torque, of attachment hardware.
4 : ~ 9 Installation of Cabin Door. The entrance door on the Comanche is made of formed aluminum
assemblies spot \\ elded together. This type of construction gives a ridged assembly. but still retains the
flexibility needed for proper fitting of the door.
When m... talling a new door. follow the procedure given below:
a. Temporarily mount the new door on the fuselage using two 10-32 bolts at the hinge points. As the
door will he removed from time to time during fitting. the bolts will make the door easy to remove.
b. Swing the door closed and check for alignment of the main door latch and the auxiliary latch with
their respective latch striker plate. If the door fails to align. remove it and reposition the two serrated door
hinge bushings. (See I. Figure 4-5.) Repeat the above procedure until the door is properly aligned.
c. Once the door is properly aligned with the door frame. the procedure of trimming and fitting the
door can he started. Ising a small pair of metal shears and a file. trim the door edges until there is an
approximate clearance of I l< inch between the fuselage skin edge and the door edge. (See Figure 4-5.1
d. After the door is fitted. use a short piece of I 4 inch diameter dowl and a hammer to contour the
edges of the door to align with the fuselage skin.
e. With the door removed use sandpaper to smooth the rough edges. Replace the door using the
required hinge pins. staked with roll pins. Install the door holding assembly. Apply a light coat of oil to the
latch assernblie....
4-40. Adjustment Of Door Locking Mechanism. (PA-24-::!50. Serial 'as. 24-2844 to ::!4-32R4) The
follow ing j, the procedure for adjusting the door latching mechanism on the Comanche. (Refer to Figure
4-tl.1
a. With only the door opening mechanism and handle installed. adjust rods (3)and (4) so that latches
(I) and (21 are fully extended when the door handle is in lock position (full forward): (I) retracted when
(2) is in closed position (neutral handle position - no force applied): and finally (I) and (2) retracted when
door handle is in open position (handle in full rear position.)
REVISED: 4/10/81
lE17
STRt'CTl'RE
:
1
..--, ;; .'u I ,
-- -JIll.IIlZCl:::!lmIlt:l:llll==:.....-===, --. -rQ1C::r::=======tr-
(
\.

..............
, __ 1. ,""-,';11
= a. 1.:1.,,, ,oa. "-,TCII
9 J. I,.OTCII
&. 1ol'W1JI IoATOO ..
S. IoKII
t. " ..
1. r..a.fOt ITII&,
0 ...
t. aoa. -1/11
10. -",An
11. a... M,A"'U.'
FIGURE 4-6. DOOR LOCKING MECHANISM
PA-24-250. Serial Nos. 24--2844 to 24--3284
b. Install lock assembly (5). using horizontal locator line. so the stop plate will contact rOL
(3) just before the rod (3) starts over the center. There should be a slight amount of free handle movement
at the locked position.
c. Adjust the automatic lock so that arm (6) will engage the spring loaded pawl on (7). move the stop
plate into the locked position. and then free itself of the pawl in its remaining motion. These actions are
accomplished during locking movement of the door handle.
d. Before the door may be opened. button (8) must be pulled up to allow the pawl on strap (7) to clear
ann (6) and return the lock to the unlocked position. Adjustment for this operation is made by bending
arm (6) and or strap (7). it is important to note here that button (8) must be free of excess friction in the
rubber grommet.
e. Now install rod (9) while the locking mechanism is in locked position. Adjustment should be made
so that the stop plate is completely unlocked before the forward tab on rod (9) engages plate (10). These
adjustments are made by bending the forward tab and secondary push rod on assembly (9).
STRlTTl:RE
lEIS
ISSl:ED: 8/18/72
4-41. Installation And Adjustment or Door Locking Mechanism. (PA-24-250. Serial Nos. 24-3285 and
up. PA-24-260 and PA-24-400) (Refer to Figure 4-7.)
a. Install the upper (1) and lower (2) latch assemblies.
b. Install latch cable assembly (3) and connect the clevis rod end to the upper latch. Allow approx-
imately three threads of the cable end exposed from the clevis. tighten the lock nut.
c. Lubricate and install latch plate (4). door lock release (7) and latch spring (5).
d. Lubricate and install the door handle shaft-plate assembly (6). With the latch plate in locked position.
draw the door handle up and to the rear allowing the pawl of the handle-plate assembly (0) to catch the latch
plate (4) as shown in Figure 4-7.
-----
2
1 UI't'ER DOOR LATCH
2. LOWER DOOR LATCH
3. UPPER LATCH CABLE
LATCH PLATE
I. ,,,.ING
e. HANDLE PLATE
7. DOOR LOCK RElEASE
e. CLEVIS
t. CAlLEnJBE
10. DOOR LATCH TUBE
11. COVIR PlATE
12. LOCK RELEASE TUBE
13. SIIRING
--
-
-
PIPER SERVICE
/
I
I
,
I 9
\.. -
fIGl'RE 4--7. DOOR LOCKING MECHANiSM

PA-24-250. Serial 24--3285 and up. PA-14--260 and PA24--400
e. Align the latch cable clevis end (8) boles with the lower hole of the handle-plate a"... Iii).
A... certain that the clevis pin will slip freely through these holes. Remove the pin and lake in one turn if
adjustment is with a cable that has been previously installed and two turns with a new cable.. Install the pin
and ... atety. Check that tube (9) will rotate freely.
e. Install door latch tube assembly (10). and pin. safety at the handle-plate asernbly. Install cover
(Ill and secure.
g. Install the latch tube clevis end to the lower latch assembly. Adjust the clevis to allow the inside
handle to operate when the outside handle is moved in and out through its three positions. The outside
handle should lock flush with its frame.
h. Install door lock release tube (11) and spring (.13). Adjust to allow the forward portion of the
outside handle to move out finger width when the rearward portion is depressed.
i. Check the operation of the latch handle and ascertain that the upper and lower latches (I and 1)
are fully extended when the door handle is in a locked position (full forward). the upper latch ( I) is retracted
when the lower latch is in closed position (neutral handle position. no force applied) and both latches are
retracted when the handle is in open position (full rear).
j. Ascertain that the flat portion of the door lock release tube ( 12) is 90
c
to the flat of the latch plate (4),
k. Lock all clevis rod ends and safety all pins. Install the door trim.
ISSt'ED: 8/18/72 STRlTTl'RE

lE19
4-42. Installation Of ADF L.o, Anto"ftll. (Fixed and Rotor type)
a. Locate the ADF loop anteana mountinc open.iq on the bottom of the fllSelace and conneet
the two antenna couplings to the unit from inside the fllSelace. This will pertain to both types
of antennas.
b. Place the corrector loop over U.- antenaa loop and install the foUl No. 8-32 mounting
screws, then install loop bousiftl with eilht"ft No. 8-32 _chi.. IC,....
c:. If the fixed type loop is \lied, instaUation will consist only of c:onnectiftl the antenna
leads and mou.ntinc unit to the fu..lap surface.
4-43. Instollotio.. Of Morlter B.aCOll A"te"fto.
a. )'fount the lIIlIrker beacon antenna on the bottOlb rur skin of the fus.lap forward section.
b. Connect the antenna leadin wire to tbB insulator mounted on the bottom rear skin of the
fUllelale.
4 ~ Fiber,las Repairs. The repair proc.dur. in this tDlnual will describe the methods (or
the repair o( fiberpu reinforced structure.. PIlralrapb 4-4S dHcribe. Touc:J!.up and SlUface
Repairs such as blisters, .n seams. delaminationa. cavities. __11 hole, and minor damaces
that have not harmed the fiberala. cloth material. PIlralraph 4-46 dHcribes Fracture and Patch
Repairs such as punctlUe. break. and holes that bave penetrated tnrOlllh the structure and darn.
aCed the fiberllas cloth. A repair kit. pan number 756 729. that will furnish the necessary
material for such repairs is available throulh Piper Aircraft Distributors.
HOTE
Very carefully foHow res in and catalyst mixine instructions
furnished with repair kit.
4-45. Fib.r,la. TouchUp And Surface Repelrs.
a. Remove wax. oil and dirt from around the damepd .,.a with acetone. :wethylethylketone
or equivalent and remove paint to 1"1 coat.
b. The damased area may be scraped with a fine blade knife or a pewer drill with a burr
attachment to rOl1lhen the bottom and sid. of the dalllllpd area. Feather the eelle surrounding
the scratch or eavity, Do not undercut the ed.e. (If the Icratch or cavity is shallow and pene
trates only the surface coat, continue to Ite, h.)
c. Pour a small amount of resin into a jar lid or on a piece of cardboard, just enouch to fill
the area being worked on. :\fix an equal amount of milled fib.rela with the resin. usinC a putty
knIfe cr stick. Add c a t a l ~ t accordiftl to kit instruction, to the resin and mix thorouchly. A
hypodermic needle :nay be used to inject leI into small cavities not requirinc fiberllas millings
mixed with the gel.
d. Work the mixture of resin. fibers and catalyst into the dameleel area. lISing the sharp
point of a putty knife or stick to press it into the bottom of the hole and to puneture any air
bubbles which mlly be present. Fill the scratch or hole above the surroundinc undamaged area
about It 16 inch.
e. Lay a piece of cellophane or waxed paper over the repair to cut off air and start the cure
of gel mixture.
f. Allow the gel to cure 10 to 15 minutes u.ntil it feels rubbery to the touch. Remove the
cellophane and trim flush with the surface. using a sharp ruor biade or knife. Replace the
STRUCTURE
ISSUEC: 8/18/72
1E20

cellol)b.,. an::l allow to cute completely for 30 minutes to uhour. The pitch will shrink aliahtly
below the structure sunace u it cure (If wax paper is ued. ucertaie wax is Iemoved from
surface.)
C. ROUlhup the bottom led edC- of tM hole with the electric burr attachment or rolllh sead
papet. Feather llole into .urrouedinc ,el coat. do not lIDd.rcut.
h. Pour out a .mall amount of mia4 catalyst and lIis thorOQlh1y, usinc I cuttincmotioR
rath.r than stimnc. Use no fibers.
i. USial the tip of a putty knife or fin,.r tipl, fill t. hole to about 1/16 inch above the
sutrOlIIldinc surface with tbe ..1 coat mixture.
i , Lay a piece of cellophane ewer the petch to stan the curia, process. Repeat atep f.
ttimminl patch _hen partially cured.
k. After trimlllinc the patCh. iaullediataly place another small Imout of ..1 coat 012 one edC'
of tbe patch and cover with cellopha. Then. usiaC I .qu..... or the back of a ruor blade.
sqU"Cee level with area surroWldinl the patch; le.ve the cellopbaae on patch for aae to two
hours or overnight, for complete cure.
1. Aft.r tepair has cured for 24 hows, saad petched a..a. ailll I saadiDI block with fine
wet sandpaper. Finish by primine. IClin saadinl and applyiq color coat.
4-46. Filter,lal Fracture AMI Pitch Re,.ira.
a. Remove wax. oil and dirt from aroUlld the de_pel IntI with acetone. _thylethylketone
or equivalent.
b. Usil1C a Itey hal. aa elec:tric saber .... or sharp knife cut away raaed edps. Cl,lt
back to sound material.
c. Remove paint three ineb.. back from around dalll8pd area.
d. Workinc inside the structure. bevel the eel... to appn:ntimately a 30 deCree ancle and
rOUlh-sand the hole and the area lround it, usilll 80 lrit dry ,-per. Feather back for about two
inches all .round the hole. This rouchetlS the surface for ItfOlll boad with patch.
e. Cover a piece of car.fboard or metal with cellopba Tape it to the outside of the strue-
ture. covering the hole completely. The cellophane should face toward the i,.ide of the structure.
If the repair is on a slulrp contour or shaped area, a sbeet of Iluminum for_d to a sill1ilar con-
tour lIlay be placed over the area. The aluminum showd also be covered with cellophane.
f. Prepare a patch of fiber&1u rut and cloth to cov.r an area two illChes laraer than the
hole.
&. "'ix a small alllOUl1t of resin .ad catalyst, enouch to be ..eli for one step at a time, ac..
cording to kit instNCtiOns.
h. Thoroulhly wet mat and cloth with catalyzed resin. Daub resin on mat first. and then on
cloth. Ylat should be applied apiat structures lurface with cloth on top. Both pieCH may be
wet out on cellophane and applied as a sanet-ich. Enoqb fibercl" cloth and lIIat reicforcements
should be I1sed to at least replace the amount of reinforce_Dts removed in order to maintain
the orilinel Sttenlth. If damace occurted as a stress crack, an extra layer or two of cloth may
be used to Strenlthen am.
l , L.ay patch over hole on inside of structure, cover with celloI' han. , and squeegee from
center to edges to remove all air bubble. and HaUfe lIdhesion around Idee of hal. Air bubbl.s
wtll show white in the patch and they should all be worad out to the edee. Remove excess resin
beiore it gels on the Plrt. Allow patch to Cure completely.
j. Remove cardboard or aluminum sheet from outside of hole and roulh-sand the I)_tch and
edge of hole. Feather edge of hole about two inches into- undaed area.
STRUCTURE
ISSUED: 8111172
1E21
k, Mask ara around hole with tape and paper to protect ""mee.,Cut I piece of fibCIJIW matabout
one inch larger than the hole and one or more pieces of fiberJiass doth two inches IUJer thoin the hole.
Brush catalyzed resin over hole. lay mat over hole and wet out with catalyzed rain. Use a ~ u b l n J action
with brush. Then apply additional layer or layers of fiberJluI doth to build up patch to the surface of
srrueture, Wet out each layer thOf'OUlhly with resin.
I. With a squeette or broad knife. work out all air bubblel in the pitch. Work from center to edge.
Pressinl patch finnly apinst the strUcture. AlJow patch to cure for 15 to 10 minutes.
m. As soon as the patch bqins to set up. but while still rubbery. take a sharp knife and CUt away
extra cloth and mat. Cut on ouaide edJe of fcatherina. Scrip cut edps of ItI'\I.CNt'C. Do this before cure is
complete. to save exna sandi",. Allow patch to cure ovcrrUtht.
n. Ualll dry 80 ,nt sandpaper on a power sander or sandi.. block. smooth patch and blend with
Nrroundiftl surface. Should air pockets appear while andina. puncture and fUl with catalyzed resin. A
hYl)odmnic needle may be used to rill cavities. Let cure and raand.
e. Mix catalyzed rain and work into. patch with r.,.en. Smooth carefully and work into any
awics.
p. Cover with cellophane and squCClft smooth. AUow to cure completely before removing
cellophane. Let cure and resand.
q. Brush or spray a coat of cawyzed resin to sal patch. Sand patch. fmish by priming. "ain sanding
and applying color coat.
NOTE
Brush aDd hands may be cleaned in solvents such as acetone or
methylethylketone. If solvents ate not available. a srro.. solution of
detClJC1lt and warer may be used
447. Sc:ucrural Repain. Stnacmral repair methods used must be made in accordance with the regulations
S('t forth in FAA Advisory Circular 43131. To wist in makina repain andlor rcplacemenu. Figures 4-08
thtu ... 13 identifies the type and thickness of various skin mucri&luscd. Never make a skin replacement or
patch plate from material other than the type of the oriJinal skin, or of a different thickness than the
original skin. The rCl'air must be IS srronc IS the oripnal skin. However, flexibility must be retained so the
surrounding areas will not receive extra stress.
It may be necessary to CUt access holes to make skin rcpain in some areas of the airplane. Refer to
Figure ~ l for rypicalaccess holes.
WARNINC
NO access holes are permitted in any control surfaces.
WAJtHINC
The use of patch plates for repairs of all movable tail surfaces is
prohibited. The usc of any finer material normally used for repair of
minor dena and/or muerials used for filling the inside of surfaces is also
prohibited on all movable tail surfaces.
STRUCTURE
ISSUED: 8/18/72
1E22
PIPER SERVICE
4-4X. Repair of Stabilator (Horizontal Tail Surface). Precautions must be taken when performing
maintenance and or repair- 10 the ... tabilator and ... tabilator trim tabs. Repairs mu... t be made in a manner
that maintain" the or: g. InaI configuration. strength. stiffness and weight distribution. Repair... are limited
to replacement 01 complete skin sections. ribs. hinges. spars. etc.. and paint.
During. the course of repair work being accomplished on the
... tabilat or. the complete ... tabilator, stabilator trim tab and trim
tab mechanism should be checked for "free play." Refer 10 Paragraph.
4-50 for complete details on checking for free play.
'0 repair... to the ... rabilator trim tab assembly are allowed. other
than replacement of hinges and painting. Should tabs require
repair... other than those stated above. replace with new parts,
4-49. Repair of Rudder. Precautions must be taken when performing any maintenance and or repair.. to
the rudder. Repair" must he made in a manner that maintains the original configuration. strength. stiffnl.' .. s
and weight drstribution. Repairs arc limited to replacement of complete skin sections. ribs. hinge.... 'par....
etc. and paint.
'0 repairs to the rudder are allowed. other than those stated above.
1 he ... tructural integrity of the assembly must be maintained.
4-50. Balancing Stabilator (Horizontal Tail Surface) (Refer to Figure 4-7a.) The importance of keeping the
horizontal tail surtace in proper balance cannot be over emphasized.
Before balancing the horizontal tail surface. check the stabilator ,
... ta bilator trim tab and tab mechanism for any free play. The
following procedure is recommended:
I. Siabilator: Check the stabilator for any "free play" at its attachment points by grasping each
halve near the tip and gently trying to move it up and down. fore and aft. and in and out. on ih torque tube,
'0 play i... allowed.
REVISED:
lE23
STRlTTl'RE
IIIEMOVE
CHt:Ck weIGHT
IIA&.ANCINQ.
I
1. BALANCE ARM
2. ITAIILATOR CONTROL CABLES
3. EXTINSION SPRING CABLE
A. PLATE, PIN 231'79000
!S. BALANCE ARM weIGHT
I. MAlTER CHECK WEIGHT. PIN 235'1000
I
---.., ;-.
I
/2 Ibs. 13.25 oz.)

LIGHT.....NG HOLD TO _I
OIUu..EO IN THI. AIllCA ONa. y
2-""""1ill
PA.24..00
Ala'
STRUCTURE
REVISED: 4/10/81
FIGURE 4-7 STAllLATOR BALANCE WEIGHT
1E24


2. Sabi1acor TziJD Tab; Set me stlbilaror trim cab in aeuU'IJ pOlitioD. This Dcgaal positiOD is
determined with the aifllla.ae properly riged per ilmruetiODI pVeD in this section of the service muua1: the
contrOl wheel in ia QCUtnl posiliOD per Table VI, and the trim indicator at its Dcuual position. Place a
suPPOrt under the stabilator spv lID prewrat IbOwmcnt. (Refer CD Fipre 4otb.) ObaiD a ItniPtcdtc lone
enoush to extend from the Found lip to a f", iDcba above tbe trim tab tI'Ii1ifII edit. Place the
stn.iJbtedF DCXt to the aim tab inboard (eater) aaiJiDl edp lad pupill, the tab. pDtly move it lip and
down, without 1DOv1n( the srabilator, Mark the lUna of the tab free play aDdle Jali&htcdBc. The overall
mvel (lm: play) mUIC nOt exceed .016 of an iDch. The UIe of a dial iDdic:ator and fixed SWld is
recommended. (Refer to Fiprc +1b.)
3. StabiIaIor Tdm Tab M-d-ti""l The complete trim tab mccbUlism should be checked for
free play at the variollS compoaeDa 11Im trim cGIluol rod end bcIriDI. r:rim bcllcrank, aim screw, trim
drum and trim drum auembly. The bariD,loe::u:ed bet_etD me abilator tab harm sbould fit close Cftougb
to eliminate play in the &C'N&I:or system. However. it should DOt be JO apt mal the control rod caDnOt
easily be moved sideways or endwise Oft the bariDI.
Whenever any portion of the horizoDUl Qjl IW'face bas been rcp&nd and/or repainted (refer to
pvqrapbs ~ and ..... S). it must be rebalaDccd before tbc airplaAc is 600ft. Tbe foUowin( balancing
procedure is recommeDcled:
a. The hor,zonuJ Wi surface iDsWlatioa mUSt be complete and rudy for fliIbt bct'ore balucinc.
b. The control cables u the bal&nceazm mUlt be discoaDeetcd before ba1aIlc:in,.
Norl
The stabilator must be balaDced withOIll ladiDl cdfc p.areb. If leldiDg
edge pards aft installed. rc1IlOve them prior to blllnoa,. R_all after
baJancinJ
CAUTION
It isvery important to haft the subiluor free to rowe with& minimum
of frictional rcsiswlce. To insure tbis rcqu.imncDt. check the bcariDp.
trim tab binp and tab conttol rod cad bariftp for rust. dirt or worn
parts. If any of these cODditions exist. repair or replace before baJanc:iag.
Nor!
There ate several. diffcrcllc srabilator ba.IaDcing procedures; one for the
PA2+1S0. 150 and 160 aircraft widlouc tip -C'ilbu. another for the
P..... 2 ~ aircraft. and one for me PA24-l50 and 260 aircraft with
stabutor tip balance weipa instaJled.
c. (PA24-01'O. 250 and 260) AitcT: complyinl with steps (a) (b) aDd both the NorE and CAUTION
proceed u follows:
1. Level the aircraft and set the trim tab in ncuaal position.
REVISED: &/25n&
1Fl
STRUCTURE
PIPER SERVICE
2. The control arm must be connected between the stabilator trim tab horns and the trim I.
adjustment mechanism.
Add \\ eight links P 'R1262 and or 21564 as necessary or decrease weight bydrilling balance
weight in designated a rca. IRefer to Figure 4-ia. I
-t Check the stabilator throughout its complete travel urailing edge up. down. center. ctc.r: II
should not move from any position it is placed in when properly balanced.
d. After complying with steps (altb) and both the and CAl'TIO' proceed a,
foII (\\\ s:
I. Disconnect the tab control arm from the tab horn .
., Align the tab and stabilator trailing edges. l 'se a small piece of tape to hold tab in place.
'OTE
vlaximurn acceptable tab trailing edge misalignment is .129 of an inch.
Place a master check weight. P '\ (] Ibs. 13.2507.) on top of the stabila ror balance
weight with the check weight tab facing aft. (Refer to Figure 4-7a.)
4. Balance the -tabilaror by installing balance "eight plates. P '\ until it i, completely
balanced. The stabilator should not move from any position (trailing edge up. down. center. crc.i it j,
placed in \\ hen properly balanced.
5. E\ enIy distribute weights on both sides of the arm: remove master check weight and connect
controls.
e. (P.-\-24-::!50 and 260 \\ ith sta bilator tip \\ eights I
I. I ('\1:1 the aircraft and set the trim tab in neutral position.
.., The control arm must he connected between the stabilator trim tab horns and the trim tuh
adjustment mechanism.
Add weight links, P , HI262 and or 215M as necessary or decrease weight by drilling t
balance weight in the designated area. (Refer to Figure 4-7a.)
4. Check the stabilator throughout its complete travel (trailing edge up. down. center. ctc.): it
should not move from any po, ition it is placed in when properly balanced.
-
ITAal&.ATOlt
IU,""ltT
ITA"O

DIAL. .MDICATelt
-
RE\'ISED: ... /10/81
FIGl'RE 4-7b. CHECKI'\G STABILATOR FREE PLAY
IF2
PIPER COMA'CHE SERVICE

5. Rernov e the center balance weight and all attaching hardware (nut. bolt .... washers and balance
plates) with the exception of the control cable attaching hardware. and weight the removed item.... The
weight limits of the combined rernovcd items are pounds 15 ounces maximum to pounds l'< l)UnCI.'S
minimum. Should thl.'se limits be exceeded. it will be necessary to locate the problem and correct it prior to
flight.
Problems may arise from previous improper maintenance and or
repairs. such as excessive use of putty. wrong components. etc.
CAtTlO'
t 'pon completion of installations and adjustments. before any
flight te ..t:-.. check that all controls are hooked up and rigged
properly. turnbuck lcv, bolts. etc .. are safetied and panels and
plates are ..ccured.
4-51. Checking And Balancing Rudder, (Refer to Figure 4-7c.) The rudder must be checked to assure It i...
properly balanced whenever it has been repaired. repainted. or altered in any manner. The balancing
requirement of the rudder must be checked with the complete assembly removed from the airplane.
'OTE
The PA-24-400 rudder is properly balanced as long as head weight is
installed. '0 further balancing is required. Should repainting he
required. it \\ ill be necessary to remove all old paint prior to applying
the new paint to insure staying within the balance limits.
a. Remme: the rudder from the airplane. in accordance with instructions given in Paragraph 4-1.1. The
rudder must he complete including rudder control horn. balance weights. tip. etc.
b. Insert bolts in the two end hinge... and place the complete rudder assembly on a ..unable balance
stand. as shown in Figure 4-7c.
c. Po..ition an accurately calibrated scale below the trailing edge of the rudder. as show n in Figure
4- '7c.
d. With the centerline of the rudder level. obtain a reading on the scale. Subtract the weight of any
support used between the trailing edge of the rudder and the scale.
e. Measure the distance (in inches) between the point at which the support on the scale contacts the
rudder surface and the centerline of the rudder hinge. This is Measurement D on Figure Tc,
f. the weight (obtained per paragraph d.) by the distance (obtained per paragraph e.].
g. The product I moment) should be in accordance with specifications given for the specific model
aircraft heing ... erviced.
RE\'ISED: 4/10/81
IF3
STRlTTl-RE
MODEL HINGE MOMENT <Trailint edp heavy)
PA-24-180 13. .1 2.5 inch-pounds
PA-240-250 13. ,j; 2.5 inch-pounds
PA-24-260 15.5.:. 2.5 inch-pounds
NOTE: Listed Hinge MomentSu,=applicable to comphrr:e
rudder wemblies, painted and with balance
weighr:s and l"Ildder tip installed.
NOTE
A rudder whkh is overlyuai1inI cdJc havy maybe balanced by addiDc
additional weicht in the fonn of AN96Q-10 wuhen under the heads of
the balance -ilht attachment bola. A maximum of twO washers per
bolt alo.. with lOftier boltS to accept the added wuben is allowed. The
wuhm must be spaced nen!y on both balance wa,hts. (R.efer r:o
Fipft 4o-7c.)
h. Any rudder which does not balance within the liven specificacio.. mUll: be altered or replaced.
I. Install complete rudder assembly on maut. in accordance with inscnaetions liven in Pangraph
4-34.
4-52. Aileroa a.JaaciaI.
NOTU
The aileroDa are prapcdy bUDced u 1.. u the lead wap IDd Iteel
ann 1ft iaaaJled. No funber Mi,ne;.. isnquirecL $bould repaiDciDf be
required it will be DeCmny to IeIIIOft allibe old paille prior CD ",plrial
the DI'W paiDt eoiaIure -Jial widIiIl me bUlDcelimia.
STRUCTURE
REVISED: 10/3n7
IF4

1131
ACCUlIIATlLY
CALI.RATID
SCALE
SALANa STANO
NOTE: Flet.r to Torque Table 1111 inSection"
FIGURE 4-7c. CHECKING AND BALANCING RUDDER
STRUCTURES
IS:UEO: 8/18;'2
1F5
SEENOTE
PIPER SERVICE \IA';l'AL
36
2 3
38
7
15
NO MATERIAL THICKNESS NO MATERIAL THICKNESS

,
2024.T3 0025 2024.T3 0032'0<
2 2024.T3 0025
2'
2024.T3 0032
3 2024T3 0020 22 2024T3 0040
4 2024TJ 0025 23 20240 0040'
5 2024-T3 0025 24 2024. TJ 0020"
6 2024T3 0025 2024.T3 0020" 0.
7 ::024.T3 0020 2024.T3
0025"" " ',',
B 2024-0 0025' 25 2024T3 0032
9 2024.T3 0020"'0 26 2024T3 0025
2024T3 0025'... 27 2024T3 0032
10 2024.T3 0020 28 2024-TJ 0020
11 2024-T3 0040 29 2024T3 0032
12 5052-0 0040 30 2024-T3 0032
13 2024.T3 0025 31 2024.T3 0025
14 50520 0040 32 2024T3 0025
15 30030 0051 33 2024T3 0025
16 2024-0 0025' 34 2024-T3 0025
17 2024-T3 0032 35 2024-T3 0025
18 2024TJ 0032 36 THERMO-
PLASTIC 0093
19 2024TJ 0032 37 20240 0025'
20 2024TJ 0025... 38 30030 0032
HEAT TREAT TO 2024-T4 AFTERFORMING " LEFTSIDE ONLY SERIAL NO 103 AND UP
RIGHT SIDE ONLY ... PA.24.180 & PA:24250
"LEFT SIDE ONLY. SERIAL NO 1 TO 102 "1>"1> PA-24.260
FIG l'RE 48. Ft'SELAGE DIAGRA\1
PA-24-180, PA-24-250 and PA-24-260. Serial :\OS. 24-4000 to 24-4246.24-4248 to 24-4299
ISSl'ED: 8/18/72
IF6
STRlTTl'RE
13 14
12
PIPER COMANCHE SERVICE MASl"AL
NO MATERIAL THICKNESS
TI-4ERMO
11
.' --,
PLASTIC 00930
FIBER,
GLASS

2 2024.T3 0016
3 2024-T3 0020
4 2024-T3 0016
5 THERMO
PLASTIC 0093
6 2024TJ 0020
7 2024-T3 0032
,
8 2024TJ 0016
9 2024.T3 0016
10 THERMO-
PLASTIC 0093"
"
FIBER.
GLASS
O'('Ie

THERMO
PLASTIC 0093... 7 202413 0040
FIBER.
GLASS ...... 8 2024.T3 0040
2 2024.T3 0025 9 2024.13 0015
3 2024-13 0020 10 2024T3 0025
4 2024TJ 0025"1, 11 2024TJ 0016
2024-T3 0032''''
12 2024-13 0016
5 202413 0020 13 202413 0020
6 2024TJ 0032 14 2024.13 0020
0. PA.24- 160 ANO PA.24-250 , ... PA24250
FlGl'RE +9. WISG Al"D SKIN DIAGRAM
PA-24-2S0 and PA-24-260. Serial Nos. 24-4000 to 24-4246.24-4248 to 24-4299
ISSt-ED: 8/18/72
IF7
STRlTTl'RE
37
PIPER COMASCHE SERVICE
18
15

I 2024-T3 0025 19 2024-T3 0032
2 2024-T3 0025 20 2024-T3 0032
3 2024T3 0020 21 2024-T3 0032
4 2024-T3 0025 22 2024-T3 0040
5 2024T3 0025 23 20240 0040'
6 2024.T3 0025 24 2024-T3 0020"
7 2024,T3 0020 25 2024T3 0032
8 2024-0 0025' 26 2024-T3 0025
9 2024-T3 0025 27 2024-T3 0032
10 2024.T3 0020 28 2024-T3 0032
II 2024T3 0010 29 2024T3 0032
12 50520 0040 30 2024.T3 0032
13 2024T3 0025 31 2024T3 0025
14 5052-0 oOl0 32 2024T3 0025
15 30030 oOS1 33 2024T3 0025
16 20240 0025' 34 2024T3 0025
17 2024-T3 0032 35 2024-T3 0025
18 2024-T3 0032 36 THERMO-
PLASTIC 0093
37 2024-0 0025'
HEATTREATTO2024-T4AFTEflFORMING
,. RIGHT SIDE ONLY
FIGt-RE 4-10. Ft'SELAGE DIAGRAM
PA-24-260. Serial Nos, 24-4247. 24-4300 and up
ISSt-ED: 8/18/72
IF8
STRl"fTt-RE
PIPER CO\1A'CHE SERVICE \1:\'t"Al
file MATERIAL THICKNESS

FIBER
11/\
~
GLASS
2 2024:3 0016
3 2024 T3 0020
4 2024. T3 0016
5 THERMO
PLASTIC 0093
6 202413 0020
7 202413 0032
8 2024,13 0016
9 2024,13 0016
10 THERMO
PLASTIC 0093
11 FIBER
GLASS

FIBER,
GLASS 8 2024-T3 0040
2 2024.T3 0025 9 2024-TJ 0016
3 202413 0020 10 2024.T3 0025
4 2024-13 0032 11 2024.T3 0016
5 202413 0020' 12 2024T3 0016
6 202413 0032 13 2024, T3 0020
7
202413 0040 14 2024-13 0020
FlGl'RE 4-It, W I ~ A'D EMPESSAGE SKIS DIAGRAM
PA24260. Serial 'os. 24-4247. 24-4300 and up
ISSlED: 8/18172
IF9
STRlTTl'R
2147
36
37
PIPER SERVICE
28
27
28
25
24
15

1 2024-T3 0025 20 2024-T3 0032
2 2024T3 0025 21 202413 0032
3 2024T3 0020 22 2024T3 0040
4 2024.T3 0025 23 2024-0 0040'
5 2024-T3 0025 24 2024T3 0020'"
6 2024T3 0025 2024.T3 0020"
7 2024-T3 0020 25 2024.T3 0032
8 2024-0 0025" 26 2024-T3 0025
9 2024.T3 0025 27 2024.T3 0032
10 20240 0020 28 2024.T3 0032
"
2024-T3 0040 29 2024.T3 0032
12 2024T3 0032 30 2024T3 0032
13 clBER-
GLASS 31 2024T3 0025
14 FIBER.
GLASS 32 2024-T3 0025
15 20240 0032" 33 2024-T3 0025
16 20240 0032" 34 2024-T3 0025
17 2024-TJ 0032 35 2024-T3 0025
18 2024-T3 0032 36 THERMO-
PLASTIC 0093
19 2024TJ 0032 37 2024-0 0025
, HEATTREATTO 2024.T4 AFTER FORMING
.. RIGHTSlOE ONLY
SIDE ONLY
FIGl"RE 4-12. Ft'SElAGE SKt'\ DIAGRAM
PA-24-400
ISSlED: 8/18/72
STRlTTl-RE
IFIO
PIPER rO\1A'CHE SERVICE \1A'l"AL
"0
MATERIAl.. TI11CKNES
FIBER
GLASS
2 2024 T3 0020
3 2024T3 0025
4 2024. T3 0020
5 THERMO
PLASTIC 0093
6 202413 0032
7 2024.T3 0032
8 2024.T3 0016
9 2024,13 0020
10 2024T3 0020
9
12
13
8
14
7
8
5
4
3
6
'7
I
2
.. 0 MATERIAL TMICKNESS NO MATERIAL TMICKNESS

FIBER
GLASS 8 2024T3 0040
2 202413 0025 9 202413 0016
3 2024.T3 0020 10 2024T3 0025
4 2024T3 0032
"
2024T3 0016
5 2024T3 0020 12 2024-T3 0016
6 2024.T3 0032 13 2024.T3 0020
7 2024T3 0040 14 2024-T3 0020
FIGt-RE 4-13. \\I'G "\'0 E\-1PE"AGE SKI' DIAGRA\-1
PA-24400
ISSlED: 8/18/72
IFll
STRt'CT\'RE
PiPeR COMANCHE SERVtCE MANUAL
I
I

: 122 'IIEQ)
I
o :
I
I
I_
I'.... '
I' I
...
.. '
......
/'
,
,
;
;
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/
,
I
I
,
.
I
I
I
,...,1
I 0
,01 0 0 , 0 0
-.............---------.... --1----.-..........-----.--

... __....--..... _------T-------- -------.... -----.
'0 0 0 0 0 0
1
, : 11'315 "CCDI
;: :L ;:

1 1
I :
, 1
: I
I I
I I
I
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I 0
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,
,
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1". .. / . 1. _
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20;,11 ACCESS I40U

lJII..AT!

"IGURE TYPICAL ACCESS HOLIS
STRUCTURE
ISSUED: 8/18/72
1F12

SECTION V
SURFACE CONTROLS
Paragraph Aerofiche
Grid So.
5-1.
5-2.
s-s.
5-4.
5-5.
5-8.
5-12.
5-16.
5-20.
5-28.
5-32.
5-36.
Introduction .
Description .
Troubleshooting .
Standard Procedures ......................................................
Control Column Assembly .
5-6. Removal of Control Column .
5-7. Installation of Control Column .
Aileron Controls .
5-9. Removal of Aileron Controls Cables .
5-10. Installation of Aileron Control Cables .
5-11. Rigging and Adjustment of Aileron Control .
Manually Operated Flaps ..................................................
5-13. Removal of Manually Operated Flap Controls .
5-14. Installation of Manually Operated Flap Controls .....................
5-15. Rigging and Adjustment of Manually Operated Flap Controls .
Electrically Operated Flaps .
5-17. Removal of Electrically Operated Flap Controls .
5-18. Installation of Electrically Operated Flap Controls .
5-19. Rigging and Adjustment of Electrically Operated Flap Controls .
Flap Controls (PA-24-400) .
5-21. Removal of Flap Controls (PA-24-400) .
5-22. Installation of Flap Controls (PA-24-400) .
5-23. Rigging and Adjustment of Flap Controls (PA-24-400) .
Rudder Controls ........................................................
5-25. Removal of Rudder Controls .
5-26. Installation of Rudder Controls .
5-27. Rigging and Adjustment of Rudder Controls .
Rudder Trim Controls .
5-29. Removal of Rudder Trim Mechanism .
5-30. Installation of Rudder Trim Mechanism .
5-3I. Rigging and Adjustment of Rudder Trim Mechanism .
Stabilator Controls .......................................................
5-33. Removal of Stabilator Controls .
5-34. Installation of Stabilator Controls ..................................
5-35. Rigging and Adjustment of Stabilator Controls .
Stabilator Trim Controls .
5-37. Removal of Stabilator Trim Mechanism .
5-38. Installation of Stabilator Trim Mechanism .
5-39. Rigging and Adjustment of Stabilator Trim Mechanism .
5-40. Wrapping Stabilator Trim Drum .
lFl4
lFI4
IFI4
IF 17
IFI7
IFI7
IFIS
IF24
IF24
IGI
IG5
IG5
IG5
IGS
IGS
lG9
lG9
IGIO
IGII
lGI2
IGI2
IGll
lGI3
IGI4
IGI4
IGI4
IGI4
IGI9
IG19
IGI9
IGI9
IGI9
IGI9
IH I
IH2
IH2
IH2
IH3
1H3
IH4
REVISED: 9/10/79 IF13
SECTlONV
SURFACE CONTJtOLS
~ l In1:l'Od1lcUoQ. This section is compriHd of iftformation for ranonl. iDsallatiOD. riain, 6I\d
adjustlftCftt of surface controls aDd their rdatcd compoDCDts tbrouahout the PA-24series &ircnh. For the
mnoval and inJtallation of srnacrura1 surfaces. mer to Section lV.
~ 2 Dtlcripdoa. The primary flipt conaols of the PA-24 terics are of the COllftlltioaal type operated by
dual concrol wheels and dual sets of rudder pedals. A syncm of cales. pulleys. bdlcraaks and push-pull
rods transfer the movement of the control whed and naddcr ped.Ilsto the ai1croas, stabiJator and Ndder.
The aileron controls consist of two control wheels connected by torque tubes to sprocketS on each end
of the square tubes. A chain is wrapped around the sprodtm to synchronize the control wheels. An
additional chain and sprocket is f&Xed on the left control cube which is coupled to the primary aileron
control cable. The cable is routed under the floor ala.. the side of the falClate to the main spar and out
through the wings to the beUcrank in each winJ. A one piece balance cable is also connected to the
belleranks. As the contrOl wheels arc moved. the concrol cables move the beUcrank. and actuate push-puU
rods to mOve the ailerons.
The stabilator concrol cables arc connected to the control wheel torque aabcs. From the connecting
points, cables arc routed around a series of puDcys under the floor andaft to the tail section of the airplane.
The aft end of the cables connect to the stabilator ballDee arm which in rum iscODnected to the stabilator
torque tube.
Whm the contrOl wheel is moved forward or alt, the cables move the balance arm up and down turning
the torque rube and stabi1&tor.
The rudder is controlled by rudder pedals installed on both the pilot and copilot sides. Cables are
connected to both sides of the nadder pcd&l assembly andare roured aft throu,h the bottom of the fusel"e
to the rudder horn. When one Ndder pedal is pushed, the cable puUs the nadder hom tumina the rudder.
The Ndder pedals also turn the nose wheel when in the down and locked position. Refer to Section VI
which covers Landing Gtar and Brake System.
The stabilator aim is opctated by an overhead crankin the cockpit and eenrrelled by cables e:uending
through the cabin ceiling to the cail section. As the crankis turned, the cable moves, which in tum rotates ;l
drum in the rail seerion. A push-puD rod is connected to an actUator screw which in turn is moved by the
cable dt'\lm. The push-pull rod is aruched to the stabilator trim tab. When the actuator screw is moved. the
push-pull rod moves the trim tab.
The rudder trim is operated by a concrol knob mounted below the instrument panel on the nose gear
wheel well cover and contrOlled by tubes and buftICC mechanism e:uendilll forward to the nose gear
steering arm.
The movable surfaces have adjustable stopS u well u adjustmena on their cables or control rods. so
their range of movement can be altered. Table V-I shows the: positions and travels of the various .:ontrol
surfaces.
5-3. Troubjahooan,. Troubles peculiar to the Comanche control system are listed in Table Yn a.t the end
of this section along with their probable causes and sugated remedies. When troubleshooting. check
eleemeallv operated controls from the power supply to the items affected.
SURFACE CONTROLS
ISSUED: 8/18/72
1F14


TABLE V-I. CONTROL SURFACE TRAVEL AND CABLE TENSION
A1L-ERON
--------- - :;-;-2-S0-s-e-RI-A-L-NO-'-S--
15-: 1".1 ! 24-2844 & UP
I PA-24.260
: PA-244OQ
:
PA-24-180
PA-24-25Q seRIAL NO'S
24103 TO 24-2843 INC.
\ \
1. .l
DOWN roLL
\
1

a IIA-24-250
OPERATED)
E-
PA-24-250 PA-24-21O
lEI..ECTRICAL.1. Y OPERATED)
Fl.AP TRAVEl.
P'a-24-400
tEL.ECTRICAL.I.Y OPERATE.o)
PA24IIO $ERIAL. NO'S 2... 6 UP
PA24-250 SERIAL, NO'S 24-103 TO 24284] :NC.
E- ..E..:
::OA-24'250 NO'5 24 -2844 a uP -A24 400 SERIAl. NO'S 261 6 UP

::04,24-260 SERIAL. !'40 S 24- 3642, 24 4000 6 UP I
ST481I.AT':!" a STABIL.ATOR TAB TRAVEL
SURFACE CONTROLS
REVISED: 4/10/81
1- F15
TABU V-I. CONTROLSURFACE TRAVEL AND CABLETENSION fcnt,)
RUDDER TRAVEL
-E-----+-
(MEASURED PERPENDICULAR TO HINGE <t. )
CoDcrol 5...Cable T.....
25'-2'
"Tension to be taken at flexible cable located near the f1ftW&1l.
Aileron
RudcleT"
Stabilator
Stabilator Trim
261bs. t 20%
18 lbs. : ZO%
18lbs. t 20%
12 lbs. : 20'60
Control Wheel
......U.. CD 11'.... II'''I;C 011' 'Il'T"""CIlT
...--.....
AUG
D
E
Travel
1t=='

o
B - I ::.. :';:
- '- A
-
C ----'
I--
\
A B C 0 E
MODEL NEtrrRAL FORWARD AFT LEFT RIGtn'
PA-24-400 7,875
5.815 14.815
,
88.2$ 88.2$
PA24-0260 7.87$
I
$.875 14.875 88.25
I
88.25
I
:
P.4.-24-02$O
8.375 5.0625
I
14.0625 67.75
I 88..25
SERIAL :O-:Os. 2<4-1 to
I
Z....1 to 2....1 to i 2<4-1 to
2<4-2843 2....Z843 2....2843
I
24-284!
EXCEPT EXCEPT EXCEPT EXCEPT
2....Z563 2....2563 2....2563 2....2563
6.375 15.37$ 88.25 67.75
SERIAL :0-:05. 2....2563, 2....2563, 240-2563, 24-2563.
240-2844 2....2844 2....2844 24-284-'0
and up and up and up and u?
PA24-0180
i
8.375 5.0625 14.0625 I
SURfACE CONTROLS
REVISED: 4/10/81
IF16

5-4. 5andlrd Procedura. The followinJ tips may be helpful i.athe removal &nd insca11ation of the various
assemblin.
a. It is recommended. thoqh not always neceaary. to level &nd place the airplane on jacks during
riging and adjusunent.
b. Remove Nmbuc:k1e barrels from c:able ends before wimdrawinJ c:ablcsthroup smu:tun:l.
c. Tie a cord to cable end before drawinc cable throUlh stNmares to facilitate cable reinsu1lation.
d. Turnbuckle sutions are livcn at neutral position.
e. When referrina to markin, cable ends, eee., before dilconnectinl. a felt inker may be uscd.
f. When turnbuckla have been set to eorftet cable tension. no more than three threads should be
exposed from either end of the rumbuc:lde barrel.
,. Cable tensions should be taken with the appropriate surface and trim contrOl in its neutral
position.
h. For the purpose of chanlinc the lateral trim. a rured tab is provided on weron(s) which can be
adjusted as necess.ary.
i, When installia, rod end jim aua. refer to Fipre Sla for proper inIul1acioa medlod.
S5. Coatrol ColulIIDAlMmbly.
5-6. Removal Of CCJIlItrol Column Asenbly. (Refer to Fipn: 5'1.)
a. To remove either of the control whecJs (l aDd 10) with tube (2). proceed u foUows:
1. Mark the roUer assembly (B) cable attaehmem; fittiaa (20) andcoUan fore (21) and aft (22) in
reference to their positions around the control wheel tube.
2. Cut the wire (16) that safeties the cap bolu (11) that secure the roller assembly and collars to
the control tube. Remove the c&f' bolts.
J. Slide the control tube hom the roller Ulelftbly, cable atQchmcnt fittinc and collars and draw
the tube hom the instrument panel. Note the number of sal wuhers (18) between the cable fitting and
eolian.
b. The square tube (J) assembly may be removed by the loUowina' procedure:
1. Disconnect one tUrnbuckle (6) of the horizontal control chains (5 and 7) &nd unwrap chain.
2. Separate the vertical control chain (1) hom the aileron control cables by disconnecting one
of the connecting tumbuckles and unwrap chainfrom sprocket.
J. From the horizontal brace between the left and ritht sprocket bnc:kcrs (4 and 8), remove
three cap bolts and looscn the fourth loWct'inJ the brace sliIhdy to allow withdrawal of the sprocket
bracket.
4. Remove bolts and screw holdint the sprocket bracket to the bulkhead.
5. Withdraw the square tube assembly.
NOTE
If an Autopilot roU selVa is insullcd in the forward end of the sqUaR
rube shaft forward of the bulkhead. it must be removed from the shait
prior to Withdrawing the square tube.
SURFACE CONTROLS
REV1SD: 4/3/78
1F17
c. The square Nbe assembly may be removed from the sprocket assembly by the following
procedure:
1. Remove the bulkhead seal. nut and washer (31) from the shaft at the sprocket bracket.
2. Remove hex nut. wwer and bolt (12) from the shaft and sprocket axle (36). Use a Kaynar
wrtnch (PIN WIG-3) to remove the nut.
3. Remove the square tube with shaft from the sprocket uaembly takinc care that the sprocket
and washers do not faU.
d. If the sprocket assembly housinJ is not to be removed. the roller assembly may beremoved from
the square Nbe at the guide or aft end by the followin, procedure:
1. Cut the safety wire (16) holdi.. the Dylon rub blocks (23) used u pides and remove the
blocks. Nylon blocks art secured by anachinJ screws.
2. Slide the roller usanbly from the square tube.
57. Installation Of Conarol Column Allembly. (Refer to Figure 5-1.)
a. When installing the control column assembly. fint install the components of the square tube
assembly. If the nylon rub blocks (23) have been removed. install and tiBhten than on their anaching
screws and secure in place with safety wire. Washers (25), Pan No. 8134278 may be installed as required
under the nylon rub blocks (23) to remove play betWeen the square tube (3) and control tube (2) without
restricting control tube movement over !quare tube.
b. If both the sprocket assembly and roller URmbly have been removed. the roller assembly may be
replaced over the forward end of the square tube shaft. Adjust with spacer washers and rotate the eccentric
bushing (37) to maintain 0.003 of an inch clearance betWeen one roller (15) and the tube (3) with the
opposite roller in contact with the tube. Adjust c:leannce of the other let of rollers.
c. To avoid unnecessary disassembly of control tube when chcckm, end play of the collars (21 and
22) and cable attachment fittinc (20), pre-assemble to obtain clearances required between the cable
attachment fitting and the fore and aft collus. Prc-asscmble u folio..:
1. Slide the aft collar (22). cable attachment limn, (20). forward collar (21), and roller assembly
onto the control tube (2).
2. Temporarily insert forward coUarand roller assembly anachinc bolts (17).
3. Move the aft collar until the collars and fittinJ contact. then withdraw the aft collar until the
fust of iu staaered holes align with the holes in the control tube.
4. Instill bolts (17) in aft collar.
S. Check clearances between either collar and cable at1aChment littinl. Note the required seal
washers (18) that will be equal on each side of the cable attachment flai... to maintain a clearance of 0.003
to 0.013 of an inch.
6. Draw line from roller bearing housinJ aero. collan and cable attachment fittillJ to control
tube to mark their relative positions.
7. Remove the bolts. roUer UlCmbly. callan and cable titti. from the control tube and
continue with step d.
d. To install the square tube with sprocket usembly. proceed as follows:
1. Position sprocket (26 or 27) in sprocket brackets (4 or 8) and place wuher (38) on square
tube shaft (3).
2. Slide squarc tube shaft into sprocket bracket andsprocket. Attach sprocket with bolt. washer
and hex. nut (12) usin, KayDar wrench (PIN Wl().3).
SURFACE CONTROLS
ISSUED: 1!1ln2
I FIB
lU2
.117 HOLE FOR
.112 ROLL PIN
II
A202
r. CONTROL WHEEL, LEFT
2. CONTROL TUBE
3. SQUARE TUBE SHAFT
4. BRACKET. LEFT
5. CHAIN. LEFT
6. TURNBUCKLE
7. CHAIN. RIGHT
8. BRACKET, RIGHT
9. PUllEY
10. CONTROL WHEEL. RIGHT
11. CONTROL CABLE. STABILATOR
12. BOLT NUT ASSEMBLY
13. CONTROL CHAIN. AILERON
32. SUDE BLOCK. CONTROL TUBe
33. COLLAR. CONTROL SHAFT
34. ADJUSTMENT SCREW
35. COVER
SKETCH A
Figure 5-1. Control Column Installation
lF19
SURFACE CONTROLS
REVISED: 4/10/81
.201
12
SKETCH C
.201
.082 MIN.
SKETCH 0
4. BRACKET. LEFT
8. BRACKET. RIGHT
14. ROLLER ASSEMBLY
15. ROLLER
26 SPROCKET, RIGHT
27. SPROCKET. LEFT
28. BUSHING
29. STOP
30. STOP PIN
31. NUT AND WASHER
36. SPROCKETAXLE
37 ECCENTRIC BUSHING
38. WASHER
39 STUD - PN23394
A200
)1 15
SKETCH B
12
I
Figure 5-1. Control Column Installation (cont.)

SURFACE CONTROLS
REVISED: 4/10/81
IF20

2
II
II
II
"
15 12 " I' "
: ~ ~ z = = ~ ~ ~ ~ ~ . ~ . ~
, ,
. ~ ~
I
I
I
I
""----+"'""'-I::=c-'t#-- . : . ~ ~ ----
:::::"'9............ -*
... 3
12
24 24 II
SKETCH E
2. CONTROL TUBE
11 CONTROL CABLE. STABILATOR
14. ROLLER ASSEMBLY
16. ROLLER
16. SAFETY WIRE
17. CAP BOLT
18 SEAL WASHER
19. BEARING
20. FITTING. CONTROL WHEEL SHAFT
21. COLLAR. CONTROL WHEEL SHAFT FRONT
22. COLLAR. CONTROL WHEEL SHAFT REAR
23. SLIDE BLOCK. SQUARE TUBE (NYLON)
24 COTTER PIN
25. SHIM WASHER
Figure 5-1. Control Column Installation (cont.)
IF21
SURFACE CONTROLS
REVISED: 4/10/81
P'PER COMANCHESERV'CEMANUAL
3. Place washer and selflocking nue (31) on sprockeeax1e (36). Tilbwn nut (31) co allow no end
while pennittinc the shaft to rocaee freely. from stop to stOp. Check the naps to insure I
mimmum enplement of .062 of In inch between dle sprocke:t stOp pins (30) &nd die aileron nap (29) as
shown in Skecch D. Place ehe bulkhad seal over the Iaqe nue (31) at the forward side of the sprockec
bracket.
AliJn hola in sprocket bncket with those in the bu1k.bead&nd insall bolu and screw 5CC'.Jrinc
the sprocket bracket co the bulkhead.
S. Insall and tighten cap bolu in horizonral brace.
NOTE
If an Aueopiloe roll KTVO is to be installed on the forwud end of the
square tube shaft forwud of the bulkhead, it may be insuJIed at this
rime.
e. To install the control wheel tube (2). proceed u follows:
1. Lubricate the frierion surface of the collan aDd cable attachment fitting bearings wieh a light
film of srase (MJLo{;3278).
2. AftC'r slidinl the control column cover (35) onto the control wheel tube (Z), insert the tube
through the insmament pando Slide the control aabc into the aft coUat (2,Z) and one-half die se:a.l washen
(18). Slide the cable attachmene fittm, (20) with cable arm forward onto the control tube followed by the
remaining seal wuhm (18) and forward collar (21). Insen the end of the control tubc over the square tubc
( 3) until the cOntrol Nbe contaCtS the roller bearinl holISm..
3. If the conU'OI wheel tube fits cuily over the pide blocks (23), align the cable attachment
fitting and coUan as markfti and tiJheen tbe cap bola (11).
4. Check that thm: is nrinimum end play in the bcatint eolcranc:e (0.003 to 0.013 of an inch),
and that the control tube tocata freely from stOp to stOp. Inall safety wire (16) in the cap bolts,
5. Install and tighten screw in control wheel cover (35).
f. To 1ttach chains to sprocket. usc the toUowin, procedUtC:
1. With the control wheels centered. wrap the horizontal chains (5 and 7) arouDd sprockets (26
and 27). The horizonw turnbuckles (6) should be centered between right and left sprockets. Connect
turnbuckles and righeen to allow no slack. Safccy turnbuckles.
2. With the control wheels still centered. wn.p tbe vertical chain (13) around its sprocket. The
chain ends should be even with one another. Connect the control chain with the ailCfQn control cables. Set
cable tension per Table VI-I and check rigiDa and adjustment u Jiwn in pancraph 511. Safety
tumbuckics.
3. Check that the control wheel will roll from stop to stOp with no bindinC.
NOTE
To rl:;llace stud uscmbly in left tube (sec Sketch 0 in Filurc 51). Place stud (PN23394)
in cube. a1iJn hole in stUd Wlth aft hole in square tube aDd insert toU pin. Drill -+H
hoie through stUd using forwud hole in square tube U pilot and insert second roll pin.
SURFACE CONTROLS
REVISED: 6/25/76
IF22
PIPER COMANCHE SERVICe MANUAL

10'
WRONG
.,.ROPIR TOOL (RISULTlNG IN LOCKED BALL)
/II. ."CIAL W..aNCH MAY ae;
..aQu...ao WITH /II. LONG THROAT
ONLY CORRECT METHOD

FIGURE5-1 .. CORRECT ME'T'ttOD OF INSTALLING ROD END BEARINGS
SURFACE CONTROLS
ADDED:413ns
IF23
5-8. Aileron Conttols.
59. Removal Of Aileron Connol Cables. (Refer to Figure 5-2.)
a. Remove the rear scats, and scat rails, carpet and floor panel from the left side of the fuselage aft of
the main spar.
b. To remove the right and/or left primary control cable(s) (6 or 3) within the fuselage from station
50.0 to station 126.5, the following procedure may be used:
1. Remove the front seats and lay back enough floor carpet left of the nose wheel well to enable
the removal of the first left floor panel aft of the forward bulkhead.
2. Disconnect the desired cable at the turnbuckle where it connects to the sprocket chain at
station 50.0.
3. Remove the cable guard OS) at the pulley cluster just aft of the forward cabin bulkhead.
station 50.5, and at the cluster aft of the mllin spar. station 115.75.
4. Disconnect the cable from the cable leading into the wing at the strap fitting (7) at station
126.5 by removing cotter pin, nut and bolt.
5. Draw the primary cable back through the fuselage.
c. To remove the right and/or left primary control cable from either wing, the following procedure
may be used:
1. Remove the access plates from the aft underside ofthe wing at stations 72.0, 115.5 and 139.5
and the fairing strip from between the underside of the fuselage and wing. .
2. If tension exists in the cable, rotate the turnbuckle barrel on the aft arm of the aileron
bellcrank at station 139.5 in the wing to slacken the cable. Then, disconnect the cable from the bellcrank
by removing cotter pin, nut, washer and bolt or by disassembling the turnbuckle.
3. Remove the cotter pin cable guard from the cable pulley by reaching through the access hole
at wing station 115.S.
NOTE
The aft end of each bellcrank and the turnbuckle assembly of the
primary cable arc painted red to facilitate reinstallation.
4. In removing the right control cable (6), remove the pulley located at the aft butt end of the
wing by removing the nut, wuher and bolt holding the puDey in its bracket.
5. Remove the cable pulley from the forward side of the rear spar support bulkhead at station
W5.0. The pulley supporting the left control cable may beremoved by removing the nut, washer and bolt
that holds the pulley in its mounting bracket. The puDey supporting the right control cable may be
removed by first removing the screws securing the mounting bracket to the bottom fuselage skin and rear
spar bulkhead, and then removing the nut, washer and bolt that holds the pulley in the bracket.
6. If not previously disconnected, disconnect the cable from the forward control cable at
fuselage station 126.5 by removing the cotter pin, nut and bolt.
7. Draw the cable through the wing. Use caution when drawing the end of the cable through the
rub block at wing station 78.0.
d. Removal of the aileron balance cable (4) may be accomplished by the following procedure:
1. Ascertain that the access plates are removed from the aft underside of each wing at stations
72.0, 115.5 and 139.50. Also, the fairing from between the underside ofthe fuselage and each wing.
2. Remove the floor panel from the right side of the fuselage aft of the main spar.
3. If tension exists in the cable, rotate the turnbuckle barrel on the forward arm of either aileron
bellcrank at station 139.5 in the wing to slacken the cable. Then disconnect the cable from each bellcrank
SURFACE CONTROLS
ISSUED: 8/18n2
IF24
PtPER COMANCHE SERVICE MANUAL

by removinj( cotter pin. nut. wuber and ,clevis bolt or by disulemblin, the turnbuckle.
4. Remove the cotter pin cable pard from the cable pulley by racbitlJ tbroulh the access hole
in each wing at sation 115.50.
S. Remove the cotter pin cable pards from the left and riJbt puOeys of the bal&ncc cable at
fusclace sution 13$.0.
6. If an AutoPilot roU servo is a.a:adlal to the bl1ancc cable. remove the slot bead screws from
the bridle cable clamps at the centerof the fue. Remove the safety slcna iIlboard of each clamp.
1. Draw the cable throUJh the fuselap ad each wiDJ. Usccaution _heD drawiaJ the end of the
cable through the rub block at wiftJ sation 78.0.
510. IosaI1a1:iOft Of ADINIl CODenl Cabla. (Refer to Fipre '2.)
&. Installation of the aileron balance cable may be accomp1isbecl by the foUowillJ procedure:
1. Draw the baJance cable (4) into each wiDe from the center of the f\ISc1qc.
2. With the cable positioned on both the left and rilht puOeys ill the fusclace at station 135.0.
insull the cotter pin able JUUds.
3. Amch the ends of the cable to the forwud end of the beUc:rank in each willi by assemblinr
nunbuc:kJes and/or sccurinJ with clms bolt. waber, nut and cotter pin. Do not set cable tension at this
time.
NOTE
Do not tiJhten aambuckle fork ends Oft bellcruak so a,ht that tbe end
cannot rotate.
4. By rftChinl throUJh the access opcnin, in each willi at nation 115.5. position the able
uound the upper puOey of the cluster and if the primary control cable i. iastaUed. insall the cotter pill
cable guard.
5. If an autopilot roD 1CtY0 is part of the airplane's equipment. attach the bridle cable to the
balance cable with the usc of the iDRallation inm\IetiODl pen in ElectrOnics Section.
b. Installation of the left andlor ",ht primary contrOl cables (3 and 6) thu lad from the fuselage
into the winp may be accomplished by the foUowiDJ procedure:
1. Dnw the cable throup the wint intO the twc...
2. Install the cable puUey in the fuse forward of the rear spar suppon bulkhead at sution
135.0. For the left pulley, position the cable and' puDer and secure with bolt, wubcr and GUt. For the riPt
pulley. position the cable and puUey in the bracket and _CUR puUey with bolt. wubcr andnut. and then
attach the bracket assembly to the bortom skin of the fUsdatc andspar suppan bulkhead usinJ screws.
Ascertain that corter pin cable pards 1ft installed.
3. If the right cable (6) was removed. position the cable and instaU the pulley in the bncket
located on the butt aft end of the wiftl by usi.nI bolt, wabet and nut.
4-. Tbroqh the access hole in the wiDe at station 115.5, position the cable on the lower pulley of
the cluster and install the corter pin cable pard.
,. Attach the cable to the aft end of the cable bcUcrank by asscmblinl turnbuckle and/or
securing with clevis bolt. wuhcr. nut ad cotter pin.
NOTE
Do not tilhten turnbuckle fork end. on the bcllcrank so titht that the
end cannot rotate.
SURFACE CONTROLS
ISSUeD: 8118n2
IGI
2113
5
,.....-.v.
11III ....__...
IIUD01I1 A1U'"
INTIIIClDfMCT
1. BELL.CRANK, LEFT
2. PULLEY
S. CONTROLCABLE,LEFT
. BALANCE CABLE
5. BELLCRANK, RIGHT
I. CONTROL CABLE, RIGHT
7. STRAP "ITTING
BOLT ASSEMBLY
t. LOCKNUT
10. ADJUSTMENT BOLT
11. STOP BLOCK
12. END BEARING, CONTROL ROD
U. CONTROL ROD
U. PIVOT BOLT ASSEM8LY
15. ROD, CABLE GUARD
U. SWAOGED 8ALL "ITTINO
17. TURNBUCKLE
11. sPRING
11. INTERCONNECT SPRING
A830
4
8
9 10
1 11
3
12
13
SKETCH A
FIGURE 5-2. AILERON CONTROL INSTALLATION
IG2
SURFACE CONTROLS
REVISED: 4/10/81

NOTE. BE SURI: THE CA8LI! IS
A260 ROUTED BETWEEN THE
CABLE GUARD AND THE
PULLEY.
J+.A
,..--.
fWD'
15
..---.-,
/>

/'
J+.A
I
15
SKETCH B
A260
VIEWAA
15 ROD. CABLE GUARD
15 SKETCH C
Figure 5-2. Aileron Control Installation (cont.)

IG3
SURFACE CONTROLS
REVISED: 4/10/81
o
o e
2 3
e
I. la.L.CltAllll ITO" ILOCll
L 'TW .IoT
Ia.&.CIlMC
4. COli,...&. c.a.U 'l'VltlllUCIliI.I
o
o
o
2
AlII
4
o
I. CO"'I'''OI. C"'101 ,,'I'''''CIO....'''I' ,01oT
1. "U11 I ~ .."
J Io.e ......'YOT 1010T
CIOICIlI"1 TOOl.
FIGURE &-3. INSTA1.UnON Of
8ELLCRANK CHECKING TOOL
fleURE W. AILERON ADJUSTING POINTS
6. If the forward control cables ill die NIc1Ite 1ft iIlmUcd. COIlMCt die strap fitti.al (7) of the
cables at statiOD 126.5 ... bolt. nut: and comr piD.
Co lnsu.llarion of me left and/or rilht prim.". control cable(s) witbin me fuIelace may be.
&ccomplilhcd by the followinl procedure:
1. From the pulley duster within me fasellp at scarion 11.5.0, drawthe primuy cable forwud
through the floor support: bulkheads. Under the pulleydURer at lUCion 50.0 andup to the vertical sprocket
chain.

CAtn10N
Whm striap.n, the cabla OD the from pulley duaer jQ.ft aft of 6ft wall,
be sure to thrad cable in the puDey IfOOW and not OWl' tOP of either
the front Of bottom cable pvds. (Refer to View AA of Fipre S-Z.)
Z. Connect the cable with aambuck1e to the Ymic:al chaift UIiDt devis bolt:, bushint. nut ..
COtter pin.
3. CoMCC't the fuelace primu'y cable with the win, primary cablc by UK of bolt, washer and
nut throuJb a shackle at fuclqc station 1%6.5.
4. Replace the cablepard (15) at thc paDcy cluRcr aft of me rar spar ud the two cable I'W'ds
at the pulleycluster at surion 50.0, safcry the pU'dI.
ci. Set cable tCftJion per Table V-I. check riaiDI and adjusanCllt per """"'h 511 and ucerta.in
that all tumbuck1cs are saieticd.
c. Install access plates aDdpmcls, carpets. sat tracks and sella.
SURFACE CONTROLS
ISSUED: 8118n2
IG4

'-11. RiFIAnd Adjuanent Of Aileron Conerol.
L To rig the aileron controls. set the aileron bellerank in ncurral by posirioninl ~ sperl&! alifnint tool
within the wing as shown in Fiaure '-3. (This tool may be fabricated from dimensionllivCJl in Fipre '-13.)
The tool (Side A) usa the inside JUnac" of rat ifill' u reference. A.lip Side B with centerlines of the
bdlcr&nk amchint bolt and tumbuc.k1e uuchinr bolt.
b. With the bellerank in neutral polition. alip the trailinI cdte of the aileron with the craili", edp of
the flap. by adjustinl the aileTOn contrOl rod. Ascertain that the flap it fully mractcd. (Refer to puqn.ph
'-U. '-19. '23) Repeat this proccQure for the other aileron.
c. Place a ~ l e promeror on the aileron. perpendiculu to the hiqeline. and adjust the bcUcrank
stOp bolts to srttific aileron travcl from neutnl. (Refer to Table V-I and Fiplt 5....)
d. With the aileron and bcl1cnnk in DCUual. 1ft cable tension (Refer to Table V-I) to maintain
horizontal alianmcnt of the lower surface of me conaol whcdL The aileron bcUCI'Ulks must hit the
bcllcn.nk stop before the control whcci hits its atoPI.
e. On PA24-260 Scria.I NOI. 24-4783. 2......,04 and up. andPA2400400 airaaft. set the naddct-ai1eron
ineereeaaeee able cumbuc.k1e (11) (Refer to Fiture 5-2), 10 that the Iup .priDt (18) hu .062 inch
extension when the Ndder and ailerons are 1ltNtral. On the PA-24-260 syaem the ICftJth of the left
intcrcoMect sprins (19) may be incrased up to a maximum atasion of.38 to allow the aileron controls
to spring back approxim&te equal amounts from",ht aDd left scops with the rudder controls hdd in ncutn.I
position.
512. Manually Oper.ted Flapl.
'-13. Removal Of MuluaUv Operated Flu Concroll. (Refer to Filrwe 5-5.)
a. The flap Icver assembly (36) may be removed by liftint the Door panel to the control mechanism
disconnecting the control cable and the contrOl attaebinc screws.
b. The control cable (40) located within the tusclate may be removed by rcmovinc the reu seat.
disccnncc'ting the tumbuckle beTWccn fuselqe cable andwinl cable. Dn.w the cable &om beneath the floor
pand.
c. To remove the cable that leads from the fusclqe to the wing. disconnect conuol cable at the
bellcrank and draw the cable from the wing.
d. Remove the flap bdlcrank by discoMecti", the flap control rod and removing bolt securing the
bellerank.
'14. InlUJlation Of Manually Operated Flap Coacrob. (Refer to Figure '-'.)
a. Install the flap beUcrank. sccure the pivot bolt to a snug fit and connect the rctum spring.
Ascertain that the lock operates properly and connect the flap control ann.
b. Draw the right or left contrOl cable into the winI and connect to the bellcrank.
c. Connect the fuselqe control cable (40) to the wing cable at the rear Seat location ~ n draw the
cable benC&th the floor panel to the location of the flap handle (36). Secure cable guards and pulleys.
d. Install the flap lever and connect the concrol cable. Rig and adjust per pa.racnph '-15.
'-15. Rilling And AdjuStment Of Manually Operated Flap ContrOls.
a. To adjUst flap controls. ascertain that the flap bellcrank cateh is engaged. Adjust flap control rod
to allow flap to position in neutral.
b. To obtain specific travel. adjust each flap cable eurnbuckle, Check the operation of the flap and
that the nap lock engages properly. Refer to Table V-I for degrees of travel.
SURFACE CONTROLS
ISSUED: S/1Sn2
IG5
----------
/
/

1 BELLCRANK. LEFT
2. CONTROL CABLE. LEFT
3 PULLEY
4. SPRING
5. CONTROL CABLE. RIGHT
6. BELLCRANK. RIGHT
17. TURNBUCKLE
36. LEVERASSEMBLY
37. RATCHETASSEMBLY
38. SUPPORTBRACKET
39 PULLEYBRACKET
40 CABLE
41. PAWL
..
...a,
Figure 5-5. Flap Control Installation
/
MANUAL
SKETCH A
IG6
.:
SURFACE CONTROLS
REVISED: 4/10/81

Figure 5-5. Flap Control Installation (cont.)
25&1
22
SKETCH A
1. BELLCRANK. LEFT
3 PULLEY
5. CONTROL CABLE RIGHT
7. MOTOR
B MOTOR SPAR SUPPORT
9 SWITCH, DOWN LIMIT
10 ADjUSTMENT BOLT, DOWN LIMIT
11. SWITCH, UP LIMIT
12. INDICATING, ROD AND SPRING
13. SENDER. FLAP POSITION
14. CONTROL ARM, LEFT
15 CONTROL ARM, RIGHT
16. ARM ASSEMBLY
17. TURNBUCKLE
18 BRAKE DISC
19. PIN. WASHER, COTTER PIN
20 TRANSMISSION
21. BRAKE SOLENOID
22. TRANSMISSION SCREW
23. 80lT, BUSHING NUT
24. ADAPTER
27. FLAP RETURNCA8LE
42. TENSION SPRING
44 STEP lOCK MECHANISM
46 CAM ASSEMBLY
47 BRACKET ASSEMBLY
48. PUSH-PULL ROD. FLAP CONTROL
...n
ELECTRICAL PA-24.400
...23
ELECTRICAL
PA-24-2&O AND PA24-280 SKETCH A
3/." CABLE
SLACK HERE
(flIps up an.
10Ck1Cl1
. U.. 3/4" wlGe blr
In tills ar.. to
deterrnlne C:lble VIEWA-A
tenSIon.
SURFACE CONTROLS
REVISED: 4/10/81
IG7
.... 22
SKETCH C
Figure 5-5. Flap Control Installation (cont.)
2J
45
44
SKETCH B
1. BELLCRANK, LEFT
2. CONTROL CABLE, LEFT
3. PUllEY
4, SPRING
16, BOLTASSEMBLY
25. CABLE GUARDPIN
26, CABLE CLEVIS
27. FLAPRETURN CABLE
2B. COTTER PIN
29. BUSHING
30. LOCKNUT
31. RODFORK END
32. LINK, FLAPCONTROL ROD
33. CONTROL ROD
34. LINK
35. RODENDBEARING
43. RETURN SPRING
44 STEP LOCKMECHANISM
45. ADJUSTING NUT
SURFACE CONTROLS
REVISED: 4/10/81
IG8

5-16. E1ecaic:aUy Opnud F1ape.
5-17. Removal Of ElectricaUy Opr:raccd Flap Concrob. (PA-Z4-250 and PA-Z....260.) (Refer to Figure
5-5.)
a. Access for the removal of the flap &etUaufti mcchanis.., and flap control cables within the fuselqe
may be reached by mnovin, the reat teat. Access to the controls in the wiftI may be reached by removing
the wheel well splash pan and access plate to the flap beUcrank.
b. Remove the flap transmission assembly by disconnecUnc the motor elccmca1lcad$. extracting pin
(19) at the rransmission nOUslnS aDd tcmoving bolt (23) at the forward seerion of the aem.tin, screw.
c. Ac:ru.atinl arms (14 and 15) aft removed by cliIConnCC'tinl concrol tabla (2 IDd 5) at the a.rms. the
flap position scndCT rod and rcmovin, the pivot bolt at the tOPsparSUP1'ort Nbc.
d. To remove the control cable (2) located in the fucJaae. remOl/C the cable pwlcy(s) and disconnect
tumbuckle (46) located inside the fuse On the PA-Z4-180, PA-2....250. PA-Z4-260, Serial S05. 24-4000
to 24-4246, 24-4248 to 24-4299 disconnect tension SPrinl (42) with left tumbuck1e.
c. The control cable located in the wing may be removed by ellccrinJ throup the wneel well and
removing the cable pulley. Disconnect the cable at the beUcrankand dn.w the cable through the fuselage Of
wheel weU.
f. To tcmove tbe beUcn.nk. disconnect the flap control rod (33) and bcllcrank mum spring (4) at
the bcUcnnk. remove the bolt securing the belletank.
g. To remove the left flap mum cable, enter tbroush the wheel well and dilconnett the cable spring
(43) at the inboard side of the wheel well. DiIeonDeet the other CDd at the lcadi", cdcc of the flap.
h. Removal of the riPt flap mum cable and ~ lock mechanism is accomplished by disconnecting
the 1'CtUtn spring (43) at the inboard side of wheel well. Remove the aft winJ fairinI. the access plate
located at the inboard. under side of flap. and baclt the adjustiDg nut (41) off the cable CDd.. Unbolt step
lock pulley mechanism (44) andwithdraw support cable.
SURFACE CONTROLS
ISSUED: 8/1Sn2
IG9
s-is. InstaUaaon of EleariClJly Operated Flap ConClO". (PA-Z+-ZSO and PA-24--260.) (Refer to FiJure
'S.)
a. To install the flap aetll&tiDg mechanism UlCtftbly. connect the &CQI&tiDg anns (14 and 15) to the
upper spar suppOrt tube and insert the pivot bolt. TiPam the bolt to a mill fn: with no binding of the
anns. ConMct the flap position senderrod (1.2) to the ICtUaQq ann.
b. The ae:tuaM, motor andtranSmission may beinstalled as a unit.
NOTE
Refer to LllbricmOD Chart. SpeciallDmuetions for specific lubricuiOD
instnlmons of flap craDIIniuion..-mbly.
Place the uansmission end bmrtcen the two brackeoladint from the spar SlIppon:, insert lockinl pin ( 19)
and safety. Connect the tn.nsrnission ICtUatift, screw (22) to the lower portion of the ae:tlWing ums. insert
bolt (23) and sc.:ute. Connect the deetriCllllnds to the motor. referriDt to the electrical dilcnm in Section
IX. Operate the motor to IIIUn proper elcaric:a1 hookup.
c. The flap beUcrank (6) may be inallcd by placiDl intO pOlition. inIaWDI the pivot bolt scc:urinc
the bellcrank and tilhten to asnUi fic. InstaIJ. the flap contrOl rod(33)aad bcUCJ"Ink rnum spr1nc (4).
d.. The concrol cable that leads from the fulCl. to the winl may be iDsWJcd by coanec:ting the
able to the bellc:rank and drawinc it throup tbe win. into the fulelap. Enter thro. the whcc1well and
install the able pulley.
e. The c:oncrol able ( , ) that is within the fusdaIe should be CODllectec:\ to the winS cable IJId flap
transmission lCtUatinc ann U$). InIa1l cable paUey(s). On Serial Nos. 24-4000 to 24-4246. 24-424S to
24-4299 connect tension SPrint (42) to the cable md of the left tumbuc1cle.
i. To install the flap rftUm able (27) in the left win,. mter through the wheel well and place the
return cable through the crailine edce of the win,. Connect the cable to the leadin, edge of the flap. raise
the flap and connect the retum sprin, (43) to the bracket loc:ated at the inboard side of the whftl well.
g. The combination flap teturn and step lock usembly(44)in the richt wine is installed by mtmng
through the wheel well and installin, the 'step lock mechanism with the cable Wftpped around the pulley
and secured, Insert the able md to the flap. through the trailing edJe of the wine and into the flap. SW"t
the adjusting nut (4$) a few threads onto the cable end. Draw the tmsion ",riftC (43) in place at the
inboard side of the wheel well. Place the flap rctrIcaon cable to the aft side of the telease ann pulley (3).
AJeertain that the step lock will disenpee aad enpte when the flap is retracted.
h. Rig and a.djuSt per Parqraph '-19 and reiftstall access panels. wheel well splash pan. rear scat. etc.
NOTE
Seal exterior access panel with tinc chromate tape applied to pant'l and
fuscJqe. .
SURFACE CONTROLS
ISSUED: SI1Sn2
IGIO
P1PER COMANCHE SERVICE MANUAL

S-l9ROn. ADd AdjUJdD. Of Elearically Opcrued F1ap ComroJa. (PAZ....250.nd PA-Z4-260J (Rder
to Figure 5-5.)
L Adjust flap control rod assembly (33) to lcncm of 5-5/16 inch from center of bole in rod end
beari.nl to center of hole in the fork.
b. With the: cables discOMceted .t the conlrOl UIIII (14 and 15) adjust the down UaDit switch (9) 10
the: ama.tiq screw aacmbly (:z:z) .extends to 14.1%5 * .06% iDcbcI mcuured &om forwud face of the
tnnsmaon bousin( tl) the CentUMe of the attaehmcDt bolt at the lower eDili of the control ums. With the
&C't'Uatinc screw extended. connt the cables aDd adjust the aambuckJa to ret 3%. of flapdeflection. The
tumbuckles shoWd besafctied at this time to maiDtaiD tbiI adjt.uaDtIlL
c. w.em.ct the flaps and adjust the up limit switch (1 1) to obaiD .750 iach it .1%5 inch slackin the
riFt flap cable. (Refer to FilUft 5-S, View A-Afor Propa' locacion &lid procedure for mcuuriq .750 inch
s1Ick.) The left cable 'Will bave more slack thaD the ript due to tbe Step lock wbidl is not installed on the
left side. Therefore, it is nccasary to hook the cable .pport JPriIII (42) tbrouP the bole in the inboard
cable eDd tcrminal. PClition the flaps in the U ClttCIIdcd 1ocation. Thea adjust rod (l:Z) 10 the hand on the
flap position indicator on the iDmwncnt pad is positioned It the bottOm of the white arc.
d. The step lock cable, at the ript flap, maybe adju:ed by rumina adjustinl nut (4S) until
approximately .125 inch play exisa in the flap.
e. Operate the flap system and check for proper operation. Check asmbuclrlcs andpush-pull rods for
safeties.
NOTE
When detetmininl the deflection liliie of the flap llIC a bllbble
protractor. The angle betWeen the aircraft leveq hap ud the flaps
when they arc fully rctra.Cted should be 13. when the flaps are fuUy
extended to 32 the angle should be 4'. Tolerances are * 2.
Measurement of flap anpe is taken panJld with and next to the rib
rivetS23 inches from the inboard endof the flap.
NOTE
Occasionally flaps are adjURed to COGlpcftl&te for winI heaviness with
an adj\lStllleftc screw located bftwCCD the cencer roUer bndteu of the
flap. One flap may beadjusted with the cn.i.UzaI cdce below the nClltral
position to comet willa heaYins. The mlXimwn disWlCC allowed
below the DClltral position is three rums on the adjusancnt screw. Tbe
screw should be readjusted after rigi.ag is completed.
SURFACE CONTROLS
ISSUED: 8118n2
IGll
s-ao. Flap Coaaou.
5-11. Remcml Of Plap CoDtrola. (PAZ4-400.) (Refer to Filuft 5'5.)
. a.. Accesl (or removal of the flap aauatiDI mcdwIism and flap comrol cables within the fusdqe
may be reached by mnovinJ reu seat and..companmCftt floor p.... Acc. to co.nrols iDthe wiftI
may be reached by remOYinJ wheel well spluh pill aod &Cecil piau to the flap bellcnnk.
b. Remove the flap tnnIftl_on IIIaIlbly by dixonnectiDI the motor elet:!rica1lelds. emetine pin
(16) &t the aansmiIIion hou'" and remorial bolt (23) at the forward section of the &ctlI&tinr screw.
c. The amaatinl arm, (IS) 1ft mnoml by dilc0nnectiDI the flap push-puU concrol cables clevis, the
step lock maR cable on tbe n,ht ann. and the flapposition sender rod. Remove the pivot bolt at the tOP
sparsupport Nbe and the flap pide bracket.
d. To remove the flap puah-pu11 conuol cable (5) remove the devil end and 10cIcnut from actuator
end of the cable. Disconnect the support clamps and draw the cable from its support tube. WithiD the win,.
disconnect and remove the devis end at the flap bdlcrank. Enta' throUJb the wbee1 well and remove the
support tube locknut. Orawthe cable from the wiaI iDto the fuIeIap.
e. Oilconnect the flap control rod and remove the bolt ICCUrinI the bdlcranJc.
f. Removal of the step lock mechanism(....)ud support cable (27 dilconDect the mum spring (43)
at the inboard side of the _heel well. Remove the aft W'iJlllairina. tbe accell plate located at the inboard,
under side o( the flap and back the adjusriDI nut (45) off the csble end. Unbolt the mechanism from the
inboard and aft sides of the winJ andremove with step loclc andsupport cable.
5-22. lnsalIaaon Of Flap Concrola. (PA-Z-4-400.) (Refer to Finft 55.)
a. To iDsa.ll the flap acmaUq meclwUsm .-embly. connect the cODtrol arms (14 and 15) to the
upper spar support tube aDd iDIcn: the pivot bolt. TilhtcJI the bolt to a IIIUI fit with no biDdint of the
IftSUlI the flap pide bracket aDd conacet me flap pOlition sader rod (12) to the contrOl arms.
b. The aetUaan, motor and tranSmission may be insralled at a unit. Place the transmission end
between the two brackcu leadinJ from the spar mpport. Wen lockiDI pin ;lila safety. Connect the
aetuatinl SCttW(Z2) to the lower portion of the &CtUacinl arms. iIIICrt bolt (23) lAd seeure. Connect the
electricallcads to the motor. trierri,. to the dcctrical cliqnm in Section L"{. Operue the motor to usure
proper eleetric:aJhookup.
c. The nap bellcrank (6) may be iIlstalled by placinJ intO posicion. iftltl11iftl the pivot bolnecuring
the bellc:rank and a,uten to a sllUI fit. Install the flap conttOl rod (33).
d. The flap push1'ull concrol cable may be iasuUed by drawm, the cable from the fuse1aJe intO the
win,. Place the cable end thro. the support tube. locknut and to the flap bcUcrank. Install the able end
and eenneet to the beUcnnk. Secureandsafety the locknut at the support Nbe. Within the fusclqe. insert
the cable throUlh the suPPOrt tube and locknut. secure and safety.
e. To insull the Step loclt mechanilm(44)and mum cable (21) in the rilbt wiftt. enter throUSb the
wheel well and iqsull the lock mechanism with the rcmm cable wtapped uound the pulley and secured.
Insert the cable end to the f1&p, throUlh the trailin& qe of the wine andiDto the flap. Start the adjustirl!
nut (45) a few threads onto the cable end. Draw the tension SPrint in place at the inboard side of the wheel
well. Attach the step lock tdeuc cable to the lock release and to the control arms within the fuselage.
Install cable pulley and secure.
f. Rig and adjust per Puqraph '23 and rciDstal1 a.ccess panels, wheel well splash pan. rear sat. etc.
SURFACE CONTROLS
ISSUED: 8118n2
IG12
PIPER COMANCHE SERvtCE MANUAL

523. Rigjnl And Adjustment Of Flap Control. (Refer to FilUre S5.)
a. Adjust the flap control rodCH)to a \enJth of ',5/16 inch from center hole in rad end bcari,,! to
center hole in fork.
b. With flap push-pull cables disconnetted. adjult the up limit switch (11) (rear switch) to obcai.n a
dimension of .375 inch ... .062 inch betWeen forward face of a'IDIIIlission bousm, and rear edge of the
mnsmission sleeve assembly (%2). MeWe the flap selector swath in the down powon. moviJll the contrOl
arms (14 and 15) away from the up limit swilch (11) until the adjustmCllt screw is clear of the up limit
switch. Move the selector switch to the up position and let the system deactivate iacif. check the .375 inch
dimension.
NOTE
When detmnining the deflection anile of the flap usc a bubble
protractor. The anpe between tbe aircraft when Icvd and flaps when
are fully retracted should be 13, when the flaps are fully extended
to 38 the angle should be 51 * 1 . Mcuumnent of nap antIc is taken
parallel with and next to the rib rivetS 23 inches from the inboard end
of the flap.
NOTE
Occasionally flaps arc adjusted to compensate for wintJ heavincss with
an adjustment screw loated between the center roller brackets of the
flap. One flap may be adjusted with the tnil.iq edp below the neutnl
position to correct winl heaviness. The maximum distance allowed
below the neutnJ posicion is three turns on the adjusancnt screw. Tbe
screwshould be re.djustcd after.ftI is completed.
c. Place the flaps in full up position and adjust the clevis fit'tiDB on the control arms (14 and 1.5) so
that the clevisbolt may be illllCtted throuah the clevisaDd slot in the conuol arms (14 and 15). The bolt
should fit snUB acainst the forwani radius of the slot in the control anns (14 and 15). Ascauin that a wire
cannot be inserted throu.h the minimum thread bole of the devil ends both in the cockpit and winp.
Secure in position with the jam nuts.
d. With the flaps fully retracted. adjust the step lock release cable within the fuselace so there is no
slack in the cable and the step lock cable adjustinl nut (45) at the flap to .125 inch mvel in the flap.
e. To make the flap down adjustment. run the flaps to a measured 38 down position. The down
limit switch (9) adjuStment screw is thcn tumed out until the down limit switch is activated and then
screwed OUt an additional 1/2 rum. Secure adjustment screw with jam nut. Retract flaps to dot
adjustmel'lt screw from switch. then extend the flaps allowiftJ the system to deactivate itself and check flap
travel,
f. Position the flaps in the 15
0
extended loacion. Then adjust rod (12) so the hand on the flap
position indicator on the instrument panel is positioned at the bottom of the white arc. the flap
system and check for proper operation. Check turnbuckles and push-pull rods for safeties.
SURFACE CONTROLS
ISSUED: 8/18172
IG13
'24. Rudder Conn".
'25. Removal Of Rudder COGO'O (Rder to F:ifun: 58.)
a. Rotate the two vertical Nmbuckle bands (21) to relieve tasion from the rudder control cables
anddisconnect the forit end of the tumbuckla fromthe pedal UlGnbly.
b. To ranGYe the Ndder pedal contrOls. disconnect the ",ht and left meriD, rods (22). remove the
two bolts (23) scc:uriJW the riJbt side inboud pedal and the n,ht and center baMI blocks (24). Those
aircraft quipped with eee brakes. disconnect the brake concrols from the Ndder concrola. Slide the tube
from the left bc:ui.nJ block and brine the pedal URmbIy out mm the left side. Disconnect necessary
concrols to faciliate mnonl of pedal utembly.
c. The rudder contrOl cable may be removedfrom within the fuse. by removiJII the upper fusdage
tail cone fairin,. accas panel on the rilht side of fuIdate just ahead of sabilator. die forward left floor
panel. bagqe CompuanCflt floor panel and rear bulkhead panel. Dilconacet cable at the rudder hom and
remove the cable pards from the rudder pulleys. On the PA-24-260 Serial Nos. 2.....783.24-4804 and up.
and PA24-400 aircraft, disconnect the ruddCMilcron intCfCOlUlcct cable by mnovinl sprilll artaehmcnt
fitting from the Ndder cable. Drawthe cable from beneath the floor panel
',26. InRIiJadon Of Rudder Conuoll. (R.der to Fipft 5-8.)
a. To install the rudder pedal concrols. place the pedal UICftlbly into position from the left inside of
the fusc1qc. Slide the tube into the left barirII block. install the c:ertftr and richt bcarinl blocks (24),
lnsu.ll the twO bolts sccurilll the ",ht side inboard plal and steerinI rods (22). Connect btUe controls if
installea.
CAlT110N
When sairJIinI the cables on the front pulley duster just an of fire wall.
be sure to thread cable in the puUcy groove and not over top of either
the front or bottom cable guards. (Refer to View AA of Fiprc '8.)
b. The rudder concrol c:able may be installed by drawinl the cable from the rear of the fusciale.
beneath the floor panc:l. around the pulley cluster at the fire will to the rudder conrrols. On the P A ~ 6
Serial So. 24-4183. 24-4804 and up. aDd P A ~ aircraft. connect the rudder-aileron intercolUlect cable
by insu1ling the sprin,anachment fitting to the rudder cable at the swaged ball fittiftJ (20).
c. Connect the cable at the rudder hom and secun:. Ria :and adjust per PaJ"III'&ph '21 and install
panels. fairings. eee,
'21. RigiD, ADdAdjulanCllt Of Rudder Controls.
a. Ascertain that the nose geu is propcriy aligned wid! the rudder pedals according to alilnment of
Sosc Landing Gear. Section VI.
b. Check. and if required. adjust Nddcr for neutral alignment with relation to the neum.l position of
the rudder pedals. and cables for comet tension u required in Tablc Vl. The foUowing procedure may be
used:
SURFACE CONTROLS
ISSUED: 8118nZ
IG14

t. !tUOOllt
I. "UOOI" "0"" I T O ~ '0"1'
J. ltUIIOI" Milt"
MUll'"' ,&II,
S. I'.'.'CA'IO "00
, uoOIl!
Z. 'UOOI" 100".
J. "'IUTIO liDO
A. .TAII"ATIIII -a, ACTUATlIlt ......
S. ltUDIII" MOlt" T O ~ 'O"T.
FIGl:RE 5-6. DETERMINING NElJTRAL
RlJDDER POSITION
FIGURE ~ CHECKING RVDDER TRAVEL
I. Place airplane on jacks (refer to Jacking. Section 11) to clear the nose wheel.
2. Clamp the rudder pedals to align in a lateral position as shown in Figure 5-9.
3. If not previously removed. remove the tail cone fairing by removing attaching screws.
4. Position the rudder trim in the neutral position in accordance to Paragraph 5-J 1.
5. Insert a small diameter rod into the bottom of the rudder at the trailing edge. and allow its end
to extend down to the stabilator trim control rod. (Refer to Figure 5-6.)
CAUTIO!':
Do not use a rod largerthan the bend radius of the trailing edge so as
to avoid damage to the rudder.
6. Apply masking tape at 90 to airplane centerline. between stabilator halves immediately
beneath rod inserted on rudder. On tape. mark the airplane centerline (srabilator tab actuator arm rod). IRefer
to Figure 5-6.)
7. With the rudder pedals clamped. check that the rod in rudder aligns with the trim control rod
and cable tension is correct as required in Table V-I. (Cable tension is taken at the flexible portion of the cable
at the forward cabin bulkhead station 50.0.)
8. Should alignment and or cable tension be incorrect. adjust the turnbuckles which are attached
to the rudder pedal assembly to obtain correct alignment and tension.
9. Remove the clamps from the rudder pedals.
c. To check and adjust rudder travel. proceed as follows:
I. At a distance of 6.125 outboard of the aircraft centerline. (stabilator trim control rod). make
two small dots approximately six inches apan fore and aft. with a pencil. on the top surface of the stabilator,
both sides of the rudder and parallel to the aircraft's centerline.
REVISED: 4/10/81
IG15
SURFACE CONTROLS
1. RUDDER CABLE
2 PULLEY
3. CONTROL KNOB
4. TUBE
5. SUPPORT BLOCK
6. BRACKET
7. UNIVERSAL JOINT
8. COVER
9. PLACARD
10. NOSE GEAR STEERINGARM
11. ACTUATOR SCREW. TRIM BUNGEE
12. TUBE. TRIM BUNGEE
13. CLIP
14. SAFETY WIRE
15 SPRING
16. CONTROL ROD
17. LOCKNUT
18 END BEARING
20 FITTING. SWAGGED BALL
21. TURNBUCKLES
._..,.....- .
9
3
7 5
SKETCH A
1711
SKETCH B
Figure 5-8. Rudder and Rudder Trim Control
IG16
SURFACE CONTR.
REVISED: 4/10/81
19. ROD CABLE GUARD

21 TURNBUCKLES
22. STEERINGROD
23. PEDAL BOLTS
24. BEARING BLOCKS
19
NOTE: BE SURE THE CABLE IS
ROUTED 8ElWEN THE
CABLE GUARD AND THE
PULLEY.
FWD
VIEW AA
SKETCHC
SKETCH E
A261
SKETCH 0
Figure 5-8. Rudder and Rudder Trim Control (cont.)
IG17
SURFACE CONTROLS
REVISED: 4/10/81
PIPER COMANCHE SERVICE MASt'AL
FIGl'RE 5-9. CLAMPING Rt:ODER PEDALS
SEl'TRAL POSITION
., Run masking tape on each stabilizer surface fore and aft with the edge of the tape placed at the
out boa rd side of the pencil marks.
.'\. Disconnect the rudder trim system at the lower end of the trim bellcrank at station
With the small rod inserted into the trailing edge of the rudder, swing the rudder in both
directions to determine that the pointer intersects the inboard edge of the tapes, (Refer to Figure 5-
7
, )
5, Should the pointer not intersect the inboard edge of the tape. adjust the rudder stop.. at t
rudder hinge bracket to obtain correct travel.
6. A..certain rudder trim controls are properly rigged per Paragraph 5-.'\ I and connect control rod
to trim bellcran k.
7. From the pilot's seat only. depress each rudder pedal completely and check for full deflection
of the rudder to each side.
X. Should the pointer not intersect the inboard edge of the tape. check for interference at the
rudder horn and the nose gear trawl stops.
l) It interference is found at the nose gear trawl stops, located at the bottom of the strut housing.
rework the ..tops until full deflection of the rudder in both directions is obtained.
'OTE
Maximum allowable nose gear travel is 25 degrees.
10. Check full travel of the nose wheel and rudder to determine that the rudder hits its stops just
before the no..e wheel hits ib stops,
d. Check .. afetv of turnbuckle and bolts,
e. Remove pointer rod and install access panels and plates and tail cone fairings.
Make sure pointer rod is removed to avoid restriction of rudder
movernent.
ISSt'ED: 8/18/72
IG18
St'RFACE

528. Rudder Trim ConIZ'OJs.
529. Removal Of Rudder Trim MecbaDiIm. (Refer to Fiprc 5-8.)
a. The aim mechanism may be removed by disconnecti.. the unit at the cockpit conaol and at the
nOK ,eu stem.. ann. Note the number of washers between the ball joint and stecrinl ann.
530. I.....n Of Rudder Trim. (Refer to Fipre 5-8.)
a. Connect the rudder trim mechanism at the cockpit cOllaol and at the nOleICU' stecrilll ann. Rig
and adjua per puqraph '.J1.
531. Rigin, ADd AdjUftlll4l!lIIt Of Rudder Trim Mmenilm. (Refer to Fipre , ....)
a. To rig the rudder aim mechanism. uce:ruin that the rudder pedals are neutral (Refer to Fiprc
5-8) and the note ,ear steering is adjusted andCCDteI'ed accordiDc to Puqraph 6-%3 of Section VI.
b. With the rod ead (18) dilconnectcd from the DOle ,ar SlftI'iDI anD. tum the trim lmob to
indicate neutral. Within the CftIinc compartmcat. tum die buaree tube- (12) on the aim screw (11) to
maintain the fonowing distance the fiR wall &lid tube end.
Adjust the rod end (18) to allow the bolt to slip into place. Place spacer washers between the rod end
and stemng arm so a.s to allow no up or down binding of the buJllft tube on the trimscrew. Do nOt exceed
over seven wunm.
PA-24-180. Serial Nos. 24-1 to 24-1676

PA-24-180. Serial Nos. 24-1684 UId up
PA-24-250 and PA24-260
PA-24-400
.815 iJIch
.562 inch
.562 inch
.815 inch
532. Sabilator ConaolJ.

5-33. Removal Of ScabilaCDr Coouou. (Refer to Filan: 5.10.)
I. To remove the stabilator control cables. remove the left forwU'd floor panel. rar scat. baa.
compartment rear bulkhead panel and &Ccca ahad of the Rabilator on the fiCht side of
the fuscl&le.
b. For the removal of the forwU'd control cable. n:licve cable tension and disconnect the two
tumbuckles (5) located to the rear of the fulelate Dar the radio rack. The upper tw'ftbuc:kle ends should be
marked to facilitate reimaU'tion. Remove the contrOl able pards or pulleys (1) alone the bottom of the
fusclqc. Draw the cable forward from benath the floor PUlc1. At the puUey dURer located at the fire wall.
remove two cable guards and bri.. the cable around the pulley cluster. Remove the pulleys (44) bchiDd the
instrument pando disconnect the cable from the contrOl column and remove the able.
c. The aft stabilator conaol cables may be mnoved by dilConncctiq the cables at the stabilator
balance (29) and rcmovin, the cable pulleys.
d. To remove the subilator torque tIIbe UlCmbly. remove the tail cone fairinp. stabilator (refer to
pangraph 4-1S of Semon IV) and subilator trim mechanism. (Refer to Panpapb 5.37.) Disconnel:t the
cables from the balance ann. Remove the nutS securing the bearing blocks and remove the UlCmbly. Should
SURFACE CONTROLS
ISSUED: 8/1Bn2
IG19
INTENTIONALLYLEFT BLANK
IG20
2662
Figure 5-10. Stabilator and Stabilator Trim Controls
1. PULLEY
2. TRIM CABLE
3. CONTROL CABLE. LOWER
4. CONTROL CABLE. UPPER
5. TURNBUCKLE
29. BALANCE WEIGHT
30. BALANCE ARM
31. SPRING
33. END. BEARING CONTROL ROD
34. BELLCRANK TRIM TAB
35. ACTUATOR ROD
36. STOP, TRIM SCREW
37. INDICATOR WIRE. TRIM
39. ADJUSTMENT BOLT AND LOCKNUT
40. BEARING BLOCKS
41. HORN ASSEMBLY COUNTERBALANCE
42. INDICATOR ROD
43. CONTROL CABLE FORWARD
44. PULLEYS
/
PA24180. 260 AND 260
SKETCH F
.... 2.
IG21
SURFACE CONTROLS
REVISED: 4/10/81
PIPER COMANCHESERVICE MANUAL
SKETCH A
AIIioC
SKETCH C
Alai
SKETCH E
1. PULLEY
2. TRIM CABLE
6. CLAMP
7. BOLT ASSEMBLY
8. TUBE. tABLE GUIDE
g. ROD. CABL.E GUARD
, 0 HOUSING, TRIM DRUM
11. SCREW, TRIM
13 PIN ASSEMBL. Y
14, STOP, TRIM SCREW
IS. MOUNT. TRIM DRUM
SKETCH 0
16. TRIM DRUM
19. SPRING
21. INDICATOR
22. MOUNTING BRACKET, UPPER
24. MOUNTING BRACKET
25. HANDLE
26 CRANK SUPPORT
27. STEM. CRANK HANDLE
28 ROll PIN
PA-24-180. 250 AND 260
Figure 5-10. Stabilator and Stabilator Trim Control (cont.)
SURFACE CONTRO.
REVISED: 4/10
IG22

A2.2
Figure 5-10. Stabilator and Stabilator Trim Control (cont.)
SURFACE CONTROLS
REVISED: 4/10/11
25--
,_ PULLEY
2. TRIM CABLE
7. BOLT ASSEMBLY
10. HOUSING, TRIM DRUM
11. SCREW, TRIM
12. BELLCRANK, TRIM TAB
13. PIN ASSEMBLY
14. STOP, TRIM SCREW
15. MOUNT, TRIM DRUM
16. TRIM DRUM
17. PLACARD. TRIM INDICATOR
18. BRACKET, TRIM INDICATOR
19. SPRING
20. TUBE INDICATOR
21. INDICATOR
22. MOUNnNG BRACKET. UPPER
24. MOUNnNG BRACKET
25. HANDLE
26. CRANK SUPPORT
27. STEM, CRANK HANDLE
28. ROLL PIN
29. BALANCE WEIGHT
30. BALANCE ARM
31. SPRING
32. CABLE END STRAPS
33. END, BEARING CONTROL ROD
34. BELLCRANK TRIM TAB
35. ACTUATOR ROD
36. STOP. TRIM SCREW
37. INDICATOR, WIRE TRIM
38. HORN ASSEMBLY. STABILATOR STOP
39. ADJUSTMENT BOLT AND LOCKNUT
40. BEARING BLOCKS
41_ HORN ASSEMBLY. COUNTERBALANCE
42_ INDICATOR ROD
2
' 7
SKETCHG PA24-400
34
31 37 42
SKETCH F PA-24-4QO
IG23
NOTE: BE SUA! THE CABLE IS
ROUTED BETWEEN THE
CABLE GUARD AND THE
PULLEY.
Figure S-10. Stabilator and Stabilator Trim Control (cont.)
FWD'
9
VIEW A-A
9
9. ROD. CABLE GUARD
SKETCH B
IG24
SURFACE CONTRO.
REVISED: 4/10/81
AIRCRAFT
Ck:
1. aU
2. LEVELING aAR
3. ATTACMMIENT 80LTS ACCESS HOLES
STAalLATOA
4
4
l.
Co c c
,"OltT lola 0" I.IVal.lNO TOOl.
,"OIt ltO 0... ""O...T ..... ca 0" S..... '"
...'UI....1. .'ltC''''''T.
FIGURE 5-11. CHECKING STA81LATOR TRAVEL

the bearings be removed from the torque tube. note the number of shims. if any. between bearing and robe
collar.
534. lnftalJarion Of SabiJacor COllaol (Refer to Fifgre '-10.)
a. Should it havebeen necessary to remove the bearing blocks from the torque robe. check that there
is a dimension of 8.620 inches from center of the right bcarin, block to center of the left bearing block.
.\iaintain this dimension by placing the necessary shims betWeen the bearing and rube collar. Insert the
balance urn into the fuselqe anei slide the bearing blocks intOposition. Install the aim mechanism brackets
and secure torque tube auembly.
b. The aim mechanism may be installed. referring to panpaph ',38 anei the subilator surfaces
referring to parap'aph +-35 of Section IV, Before conncctml any contrOl cable. check for proper balance of
the subilator. (Refer to Section IV.)
c. To insull the forward connol cable (43), commence by IDCUUftnt from the thimble of the cable
end (not identified by paint), approximately 151 inches to the nr.ed ball at this point. This ball will
connect to the left con1:r01 column bnrina. The swaged bill that: is approximately 178 inches from the
thimble of the cable end (identified by paint) will COMea to the riJht connol column bearing. String the
cable loS shown in Figure '-10, secure the SWIlled balls andpulleys (44). Draw the cable ends down around
the pulley cluster. beneath the floor panel and to the ahseaion of the airc:nft. Install the remaining cable
guards or pulleys (,).
CAUTION
When stringing the cables on the front pulley cluster just aft of fire wall.
be sure to thread cable in the pulley groove anei not over tOP of either
the front or bottom cable guarcis. (Refer to View A-A of FifUl'e '10.)
SURFACE CONTROLS
ISSUED: 8/18/72
181
PIPER SERVICE
d. The aft -tahilator control be connected to the stabilator balance. On the
and the cable with thimble end goes over the upper pulley and the cable with t
swagged ball and forked fitting goes to the bottom. On the PA-24-400 the shorter of the two vimilar cablc-,
go 0\ er the upper pulley. Connect the aft control cable- to the forward cable. Match the painted Connect
the stabilator extension -pring and cable.
e. FM the rigging and adjustment of the stabilator controls. refer to Paragraph
Rigging and Adjustment of Stabilator Controls.
a. To adjust the stabilaror controls. first ascertain that the stabilator is properly balanced. (Refer to
Section 1\'.)
b. With the aircraft level. determine the level position of the stabilator by use of a bubble protractor
on a special leveling tool placed on the -rabilator per dimensions in Figure 5-11. The leveling tool min he
fabricated per dimensions given in Figure 5- D. Set the stabilator travel by adjusting the star holt, at the
torque tube horn (refer to Figure 5-12) and measuring the degree of travel with the bubble protractor on the
leveling tool. Trax el dimensions from level are given in Table \'-1.
c. To vet stahilator control cable tension. place the control wheel in neutral position. Measure trorn
the instrument panel along the under side of the control column to the control W heel. Refer to Table \ -I lor
appropriate dimensions and cable tensions to obtain the stabilator neutral position.
'OTE
Srabilator should hit stabilator stop bolts before control wheel shaft
in cockpit hits stops.
d. Adjust link at -rabilator control extension spring to obtain .I::!5 inch slack in cable \\ it h stabilator
stops adjusted and control wheel in full forward position.
Stabilator Trim Controls.
Removal of Stabilator Trim Mechanism. (Refer to Figure 5-10.)
a. To remove the trim mechanism or control cable. tension must be relieved from the control cables.
Rotate the turnbuckle barrels (5) located in the aft section of the fuselage.
b. The Iorward trim cable may be removed by lowering the overhead light panel. gaining access to t he
forward most pulleys ( II. Disconnect the cable at the turnbuckles. If t he cable need not be reused. cut ant:' end
of the forward cable (::!) and butt the new cable to it. solder the cables together and smooth the joint. Should
it be necc-sary to reuse the old cable with the thimble. etc.. attached. remove the trim crank and idler
Lower the headlining. and remove the necessary cable guards to facilitate removal of the cable through till'
bulkhead-. Withdraw the cable from its position.
c. The trim mechanism with the aft trim cable may he removed bydisconnecting the trim tab actuating
arm. rernov ing the cable guards at the pulleys and disconnecting the trim indicator wire. Disconnect the tab
bellcrank a".. cmbly and the unit at the support bracket.
ISSl'ED: 8/18/72
IH2

'38. IDitIllaIion Of ScabiJacor Trim Mechum. (Refer to Figure '-10.)
a. To insWl the stabilator trim mechanism. UMmble the c:lmm usanbly (10) onto its support
brackets, AtUCh the bellcnnk (34) to the bea.nn, blocks md salety. Dn.w the trim abies (2) into the
fuselage. allowing them not to era and instaU the cable pulleys.
b. The forward trim cable may be iNaUed by dnwinl the cable to the location of the trim crank.
pulley (1) and idler pulley. Wrap the able around the cnnk puDcy, then to the idler pulley and back to the
crank pulley. Continue the cable to the an section &nd insa1l cable pulleys that were removed.
Co To rig and adjust the trim mechanism and cables. refer to PantnPh '39.
'-39. Rigin. And Adjusancnt Of SabiJaCot Trim Mcchailm.
a. To rig the nabilator trim syscem. draw the trim cable. rontiftl the cable drum until approximat:ely
7 wraps (PAZ4-180, PA-Z4-ZS0 and PAZ4-Z60) or 8 wraps (PA-Z4400) remain on the drum of the tOP
series of wraps.
b. Within the fuselage. draw the forward trim cable fore or aft and connect the tumbuckles. Should it
be necessary to swage a cable end before connecting the remaini,. t'Umbuck1e, UMmble the eye. thimble
and sleeve. Connect the ends to the barrel with three or four thracis. Draw the free cable end until it is
titht. clamp the able so that it will not damlle the cable or slip back. Crank the trim a few times to SUt
the able on the drum and pulleys. Apin draw the free end of the cable to approximately the required
able tension (refer to Table V-I), sw. the sleeve to the cable and ract the cable tension. Cut off the
remaining able.
c. Without tumin, the trim drum, rotate the trim screw until .28' (PA-Z4-180. PAZ4-Z'O and
PA-24-Z60) or .210 inch (PA-Z4-400) exist between top of the clnam housiftl and bottom of the upper
screw no!'. (Refer to Filure 5-10.) The trim drum and screw are in neutral position. Connect trim screw
and bellcrank.
d. Level subilator IS described in Parqraph 5-35. Adjust the seabutor tab ann 10 that the miling
edies of subilator tab and stabilator aliln. Ascertain that there is one cable wrap rcmainin, and there is no
binding of cables or turnbuckles when the trim is moved throu,h its full mvel. Readjust if necessary by
resetting the trim screwand drum.
e. Reset the nabilator and tab at .ncurral and adjult the trim indicator within the fuseille to read
neutral by setting the wire at the reu of the fuseille.
CAtrrlON
Upon completion of all installations and adjusanents, before any flight
tests. check that all controls are hooked up and riJpd properly,
turnbuckles. bolts. eee, are safetied. and panels and plates are secured.
f. If the subilator tab is not aJilned with the neutral subilator. discoMecr the Stabilator tab actuator
rod (35) from the bellcrank (34) by rcmoYiftl the eeeeer pin. castellated nut, washer andbolt. Loosen jam
nut and rotate rod end bearing (33) unnl the trim tab and stabilator 1ft aligned when the rod end bearing is
in place.
SURFACE CONTROLS
ISSUED: 8/18172
IH3
.at
1. ITO_ IOLTS
Z. TIilIM TAe INClCATCIil AIlIM
3. TIilIM TA. CONTIIlCLCAeU
&. TIilIM TA. INOlCATCIll WI IIIIE
...
\'
~
3
_;:sa
=
FIGURE &.12. STABILATOR ADJUSTMENT POINT
NOTE
Tbe subilat.r trim contrOl rod end bnrift,locaml at the forward end
of the COQuol rod (33) should be checked for freedom of movement
dunn, the replat 100 hour iDlpcction by disconnce:tinl the rod at the
trim tab and holdint the end between your ranpn, try to aam the rod
from side to side and rowe up and doWft. If the rod will not tum or is
hard to tul'1l, the bcarinr should be checked more thorouthly by
rcmoYinl the complete assembly (33) from the airplane.
g. Connect the tab actuator ann to the beUc:rank ac the rod end bearinl with bolt, wuher. castellated
nut and cotter pin. With the subilacor in the neutnl position, tum the trim in each direction to screw stOps
to check tab anile u Jiven in Table VI and also check minimum number of wraps left on the drum.
(Minimum allowable is one and one quamr tums.)
5-.40. Wrappilll Scabi1acor Trim Drum. (Refer to Fiprc 5-10, Sketch 0 or G.)
a. To wrap' the trim drum, aKauin that the screw and drum IIICmbly isremoved from the aircraft.
b. Locate the center of the rear trim cable (%), mcuunn, from end to end. II\lC1"t the trim cable into
the drum slot aDd install lockpin. Mark one end of the drum (16) to be tOP u it will be insuJled in the
aircraft. The cable from the top of the drum wrap down in a clockwise diremon 9-114 tums. the lower
cable wrap up in a counterclockwise direction 9-1/4 turns. Insert the drum into ia frame (10). Insert trim
screw (11) throUJh the drum and inall screw stops (14). Maincain a muir-nun of .00% e t w ~ bushing
and drum. Install the two brKket anpcs OS) to the drum frame with the suppOrt side bracket bolts
installed. Install the two cable pards and center the drum between the twO screw Stops. The drum
assembly may be inStalledon the aircraft, mer to Puqraph '-38.
SURFACE CONTROLS
ISSUED: 811Sn2
184
PIPER COMA:\CHE SERVICE

TARl.E \--11. TROl BLESHOOTl'G CHART ISl'RFACE CO'TROLS\
Trl)uhh: Cause Remedy
AltERO' CO'TROL
l.o-t motion between Cable tension too 10\\. Adjust cable tension.
control \\ heel and t Reter to Table
aileron. \-1.)
Linkage loose or worn. Check linkage and tight-
en or rep lace.
Broken pulley. Replace pulley.
Cables not in place on Install cables correctly.
pulleys. Check cable guard ....
Re... l ... ranee to control System not lubricated Lubricate svstcrn. I Rc-
\\heel rotation. properly. fer 10 Lubrication
Chart. Section l l.l
Cable tension 100 high. Adjust cable tension,
(Refer to Table \-1.)
Control column hori- Adjust chain. (Reter to
/ontal chain im- Paragraph 5-:.)
properly adjusted.
Pulleys binding: or rub- Replace binding pullev...
bing. and or prox ide
clearance between
pulleysand brackets.
pulleys. Check cahle guard....
Cables crossed or Check routing of con-
routed incorrectly. trol cables.
Control \\ heel... not Incorrect control Rig in accordance with

'" nchronizcd. column rigging. Paragraph 5-7.
Cl'OHI,j \\ heel.. not Incorrect rigging of Rig in accordance wit h
horivontaI \\ hen aileron system. Paragraph 5-11.
ailerons arc neutral.
ISSl'ED: 8/18/72
1U5
srRFACE CO'TROLS
TABLE VU. TROUBLESHOOTING'CHART (SURFACE CONTROLS) (cone.)
Trouble eau. Remedy
AILERON CONTROL SYSTEM (COIlC.)
Incorrect aileron Aileron conaol rods Adjust in accordance
travd. noe&djulCeeI prop- with Parqraph
my. s-n.
AileronbeUcrank ICOPS Adjust in accordance
noc adjusted wieh Parqnph
properly.
'-11.
COrTect aileron cnvd lneorreet rigint of Rit in accordance with
cannot be obtained aileron cabin. Puqraph '11.
by adjustingbell- cancroI wbeel and
crank StOps. control rod.
Concrol wheel stOps lncorm:c rigi,. be- Ria in accordance with
before conuol twem con1:101 Parqraph '11.
surfacesreach wheeland con-
full travel. trol cables.
SURFACE CONTROLS
ISSUED: 8118n2
186

TABLE V-II. TROUBLESHOOTING CHART (SURFACE CONTROLS) (coat.)
Trouble
Fla.ps fail to extend
or retract thou,h
flap solenoid actua.tes.
(Motor cireun.)
Flaps fail to extend
or retract. F so-
lenoid does not ae-
ruate.
(Solenoid circuit.)
FLAP CONTKOL SYSTEM
Master switch off.
[)efective flap Klenor
switch.
Defective flap motor
circuit relay.
Ground open from flap
motor circuit relay.
selector switch.
Defective flap motor.
Dcfectiw circuit
win",.
Mutet switch off.
Flap solenoid circuit
breaker open.
Defective flap selector
switch.
Defective up or down
limit switch.
Defective nap solenoid
solenoid.
Defective circuit wiriftl.
IH7
I
Remedy
Tum switch on.
Replace Klector
switch.
Replace relay.
Check It0und eennee-
tion.
Chuk around eennee-
tion.
Replace motor.
Isolate ca\lSC and reo
pUr.
Tum switch on.
Reset circuit brC'lker.
Replace selector
switch.
Replace defective
switch.
Replace flap solenoid.
Chuk rround connec
non,
lsola.te ca.usc and re-
pair.
SURFACE CONTROLS
ISSUED: 8/18n2
TABLE \'-11. TROLBLESHOOTI:,\G CHART (SLRFACE CO\TROLS) tcoru.)
-
FLAP CO\TROL SYSTEM tcont.)
Flaps have erratic. Transmission needs lu- Lubricate transmission.
sluggish or retarded brication. (Refer to Lubrica-
operation during ex-
tion Chart. Section
tension and retraction.
II. )
Binding between track Check for defectiv e
and rollers. parts a nd replace
if necessary or
consult latest Piper
Service Letter \0. 595,
Slipping or stripped Replace transmission.
transmission.
Loose electrical con- Check and repair elec-
nection. t rical connect ions.
Dirt. foreign material. Clean and lubricate (il
paint or damage to applicable) or replace
flap rollers and if necessary.
tracks.
I
Lack of lubrication. Steel rollers only: After
I cleaning. lubricate per
I
Lubrication Chart in
!
Section II. \ylon
I
rollers must not be lu-
bricated. but require
periodic cleaning.
Improper lubricant. Refer to Lubrication Chan.
Section JI.
Flaps. '" hen retracted.
Flaps retracted at
Refer to latest Piper
extend bevond normal higher airspeed than Service Letter '0.
fully retracted position. recommended for flap
and install Kit \0.
operation after being
754413.
used for take-off.
ISSl'ED: 8/18/72
1U8
srRFACE

TABLE V-II. TROUBLESHOOTING OIAltT ($URFACECONTROLS) (cont.)
Trouble
I
eau.
I
Remedy
FLAPCONTROL SYSTEM (cone.)
No indication of flap Defec:cive indicator uDit. Replace indicator unit.
position on indi-
eseer. Sender unit not adjusted Adjust sender unit in
properly. ICCOrcLa.nce with
Parqraph '-19 or
'23.
Defective 'NirinI. Check lnd repm
wiring.
Muler switch off. Tum switch on.
Circuit breaker open. R.eset eireuit breakCT.
Sender unit lfOund open. Qeck Found eennee-
tion.
McchanicaJ link. be- C.'teck and ret'tir.
tween wUkifti bam
and transmitter. broken

or disconnected.
Trammittrr inoperative. Replace.
Flap indicator shows Incomplete JrOund. Check ground connections
flaps down when they lt ttansmitte: under
lre up. rear seat.
Flaps ftil to recraet Up limit switch incor- Adjust flap in actor-
completely. :ectlyadjusted. dance with PuaanPh
'-19 or '-23.
Flaps do not extend Down limit switch in- Adjust in accordance
c:omplctely. correctly adjusted. with Parqraph '19
or $-23.
Flap on one side fails Broken control able. Repair or replace
to 0pcnlte. eontrol cable.
SURFACE CONTROLS
ISSUED: 8/1Sn2
IH9
TABLE YII.TROUBLESHOO.TlNG QlART (SURFACE.CONTROLS) (coDe.)
Trouble ea...
Remedy
FLAP CONTROL SYSTEM (cone.)
Flaps not synchronized Incorrect rilli... Ria in accordance with
or fail co fie Parqraph '-19 or
evenly when reo
'-Z3.
uacced.
SIUJlish or recarded Weak retraction spriftl Refer co Piper Scrv1ce
flap rerraetion, (PA-Z40-Z50 up to Serial Letter No. 395 and
Z40-3444 indusive). install spring So.
8330Z-54.
Flap aCNaOn' system The limie swieches are Reset limie switches.
fails to shut-Qff when out of adjusanenc. (Refer to paragraph
naps are full up or
5-19 or '-Z3'>
full down.
Right flap fails to lock Flap aC'Nao"l cable hu Rerig up lock cable.
when in ehe retracted insufficient slack. (Refer to puagnph
position. 5-19 or '-ZJ,)
Spline on flap locking Replace spring.
mechanism broken.
!
!
i
I
-
SURFACE CONTROLS
ISSUED: 8/18n2
1810
PIPER COMANCHE SERVice MANUAL

TABLE V-II. TROUBLESHOOTING ClART (SURFACE CONTlt.OU) (cont.)
Trouble Callie Remedy
RUDDER CONTROL SYSTEM
lost morion between Cable tension too low. AdjUst cable tension per
rudder pedals and
Table V-I and Para-
rudder,
pph S-2S.
Broken puUey. Replace pulley.
Bola attaching bdlcrank Tichten bellcratlk bola.
to rudder arc lOOK.
Excessive resistance System not lubricated Lubricate system. (Re-
to rudder pedal properly. to Lubrication
movement. Chart:. Section Il.)
Rudder pedal torque Lubricate torque tube
tube bari"l blocks beari"l blocks.
in need of lubri- Consult Lubrication
cation. Chart. Section II.
Cable tension tOO hich. Adjust cable tension pet
Pangraph 527
and Table V-I.
PuUeys binding or rub- Replace bindin, pulleys
bing. and/or provide
clearance beeween
pulleys and brackets.
Cables not in place on Install cables c:olTeetly.
pulleys. Check cable guards.
Cables crossed or Check rouO"l of control
routed incorrec:t.ly. cables.
SURFACE CONTROLS
ISSUED: 8/18172
mu
TABLE VII. TROUBLESHOOTING QlA1tT (SURFACE CONTROLS) (cone.)
RUDDER CONTROL SYSTEM (cone.)
Rudder pedals not Rudder cables ineor- Ril in accordance with
neutral when rudder reedy riged.
Parqraph '-27.
isstreamlined.
lncomet rudder Rudder beUerank stOp Ril in accordance with
travel. incorreedy adjusted. Parqraph '-27.
Nose wheel conta.CU Ril in accordance with
StOpS before rudder. Parqnph '21.
SURFACE CONTROLS
ISSUED: 8/18/72
IH12

TABLEVU. TROUBLESHOOTING OIART (St1R.FACE CONTR.OLS) (COIle.)
Trouble CauIC Remedy
STAIULATOR CONTROL SYSTEM
LOSt motion between Cable eension too low. Adjust cable tmsion per
conrrol wheel Table V-I.
and stabilator.
pulleys.
Resistance to subilator System not lubricated Lubricate system. <Refer
conrrol movement. properly. to Lubrication
Chart. Section II.)
Cable tension tOO hich. Adjust cable tension per
Table V-\.
PuUeys bindint or nab- Replace bindint pullcys
bins
and/or provide
cle:annce between
pulleys and brackca.
pulleys.
Cables croued or Check rourin, of control
routed ineerreetlv. cables.
Incorrect subilator Scabilator seop bolts Adjust stop screws j)eT
cravel. incorrectly adjusted. Parqral'h 535.
Correct subilator Scabilator cables incor- Ril cables in aceor-
mvel cannot rectly riged. dance with Para-
be obwned by graph 5-35.
adjusting stop
bolts.
SURFACE CONTROLS
ISSUED: 8118172
1813
TABLE V-II. TROUBLESHOOTING OfART (SURFAG CONTROU) (coat.)
Trouble eauae
Remedy
STAJlILATORTJUM CONT1t.OL SYSTEM
Lost motion bftween Cable tenSion too low. Adj\lR in accordance
trim eoneeel handle. witn Table Y-I.
Cables not in place on Install cables accordi",
pulleys. to Patagn.ph 5-38.
Link. loOK or wom. Check linkqe aDd tilht-
en or replace.
Trim control handle System not lubricaced Lubricate system. (Re-
moves with excessive properly. fer to Lubrication
resistance. Chart. Section n.
Cable tension tOO hith. Adjust in accordance
with Table Y-1.
Pulleysbinding or ntb- Replace binding pulleys.
bini
Provide clearance
between pulleys and
brackets.
Cables not in place on Refer to Pangraphs
pulleys. 5-38.
Trim tab hu.e bindi",. Lubricate hinse. If
necessary. replace.
Cables crossed or Check routing of can-
routed incorrectly. aol cables.
Trim tab fails to System incorrectly .... Check and/or adjust
reach full mvel. ,cd. rigins per Para-
JBpn 5-39.
Trim drum incorrectly Check and/or adjust
wrapped. filgins per Pan-
graph 5-40.
SURFACE CONTROLS
ISSUED: B/18n2
IH14
PIPER COMANCHE SERVfCE MANUAL

TABLE V-II. TROUBLESHOOTING CHART (SUltFACE CONTROLS) (eene.)
Trouble Cause
Remedy
STABILATOR TRIM CONTR.OLSYSTL\i (cone.)
Trim indicator fails Trim indicator not Acijust in accordance
to indicate con-ttt prof'Cl'lyadjuReci. with Parqraph '-39.
trim position.
Trim indicator wire Replace wire.
broken.
Trim indicator fails Trim indicator wire Replace wire.
to indicate any broken.
movement.
Broken indiator tension Replace spring.
spring.
Forward trim pulley Check for oil or
slippq when e:tank
Jl'aIe or loose
is turned. cables and tilhtcn
in accordance with
Tablc V-I.
SURFACE CONTROLS
ISSUED: 8/18n2
IH15
--
-
i
I
I
B
I
I
:
,
I

A
I
16
2
ll
I
16
I
I
,
!
/
I

I
116 I
L
t ,
I:

.1
3
16
I
4
32

Ail.,on B.llcranlc Tool
PAC PIN 2133300 PAC PIN 24475-00
"In
.....

11.5:1
""T""
((
,Tn ....... 1
(
-r-
, i I I
,
, .: , I
I
I
'ii
l ! .
_.--
,
,I I '
. \..::>2:.11'1.,
i ,-....---y. I " I
,1.10'0
, '\. YI

I ....
I I
,,, .......

i: ,01
-,-
.\ " I I
'--L......_
,
l
--
..... _
Stollilotor L...... lin' Tool StollilatOC' L..... lin. Tool
PA.24.180, PA.2'.250 and PA24260 PA.2404oo
SURFACE CONTROLS
ISSUED: 8/18/71
FIGURE 513. SPECIAL FABRICATED TOOLS
1816
IH17
IH18
SECTION VI
LANDING GEAR AND BRAKE SYSTEM
Paragraph
Aerofiche
Grid No.
6-1.
6--2.
6-3.
6-4.
6-5.
6--22.
6-27.
Introduction .
Description .
Troubleshooting .
Landing Gear System .....................................................
Nose Landing Gear .
~ Disassembly Of Nose Gear Oleo .
6-7. Cleaning. Inspection And Repair Of Nose Gear Oleo .
6-8. Assembly Of Nose Gear Oleo .
6-9. Disassembly Of Nose Gear Oleo ...................................
6-10. Cleaning. Inspection And Repair Of Nose Gear Oleo .
6-11. Assembly Of Nose Gear Oleo .
6-12. Removal Of Nose Landing Gear .
6-13. Cleaning. Inspection And Repair Of Nose Landing Gear .
6-14. Installation Of Nose landing Gear .
6-15. Adjustment Of Nose Gear Drag links .
6-16, Alignment Of Nose Landing Gear .
6-17. Nose Gear Door Assembly , .
6-18, Removal Of Nose Gear Door Assembly .
6-19. Cleaning. Inspection And Repair Of Nose Landing Gear
Door Assembly ..................................................
6-20. Installation Of Nose Landing Gear Doors .
6-21. Adjustment Of Nose Landing Gear Door .
~ o s e Gear Door Assembly .
6-23. Removal Of Nose Landing Gear Door Assembly .
6-24. Cleaning. Inspection And Repair Of Nose Landing Gear Doors And
Retraction Assembly .
6-25. Installation Of Nose landing Gear Door Assembly .
6-26. Adjustment Of Nose Landing Gear Doors .
Main Landing Gear System .
6-28. Disassembly Of Main Gear Oleo .: " .
6-29. Cleaning. Inspection And Repair Of Main Gear Oleo .
6-30. Assembly Of Main Gear Oleo .
6-31. Removal Of Main Landing Gear .
6-32. Cleaning. Inspection And Repair Of Main Landing Gear .
6-32a. Inspection Of Main Gear Side Brace Links And Rod End Bearings .
6-33. Installation Of Main Landing Gear .
6-34, Adjustment Of Main Gear Side Brace Links .........................
6-35. Alignment Of Main Landing Gear .
636. Removal Of Main Landing Gear Door Assembly .
6--37. Cleaning. Inspection And Repair ...................................
6-38. Installation Of Main Landing Gear Door Assembly .
6-39. Adjustment Of Main Landing Gear Doors .
IH22
IH22
IH22
IH22
IH23
IH23
I H23
111
112
113
113
114
118
118
119
1113
1114
1114
II J 5
1115
1115
1115
1115
1115
1115
1116
1116
1116
1117
1117
1119
1119
1124
1124
1J6
1J6
1J7
1J7
U8
US
REVISED: 9/10/79
1819
Aerofiche
Grid.
U8
IJ9
1J9
IJ9
IJ9
IJ II
1J13
IJ13
IJ 14
1J14
1J14
1J15
1J16
1J16
IJI6
1J18
1J19
1J20
1J23
IK2
IK3
IK3
IK3
IK4
IK5.
IK5
IK5
IK5
IK6
IK6
IK7
IK7
IK8
IK8
IK9
IKIO
IKII
IKII
IKII
IKII
IKI2
IK13
IKI3
IK13
IKI4
IKI4
IKI5
IKI5
IKI6
Paragraph
6-40. Replacement of Wiper Strip On Landing Gear Struts .
6--41. landing Gear Retraction System .
6-42. Principal Of Operation .
6-43. Removal Of Gear Retraction Transmission Assembly .
6-44. Cleaning, Inspection And Repair Of Gear Retraction Transmission .
6-45. Installation Of Retraction Transmission Assembly .
646. Removal Of Nose Gear Push-Pull Control Rod .
6-47. Removal Of Main Landing Gear Push-Pull Control Cables .
648. Cleaning. Inspection And Repair Of Retraction Push-Pull Controls .
6--49. Installation Of Nose Landing Gear Push-Pull Control Rod , ,
6-50. Installation Of Main Landing Gear Push-Pull Control Cable , .
6-51. Adjustment Of Landing Gear Retraction System , , .
6--52. Adjustment Of Landing Gear Safety Switch .. , , , , , , . , .
6-53. Adjustment Of The Gear Down Limit Switch , .
6--54. Adjustment Of Gear Retraction Transmission Assembly ., , .
6-55. Adjustment Of Main Gear Push-Pull Cables, .. , .. , , .
6-56. Adjustment Of Nose Gear Push-Pull Rod " .
6-57. Adjustment Of Gear Up Switch, , , .
6-58. Checking Landing Gear Retraction Load "., " ... , ,.,
6-59. Adjustment Of Landing Gear Down Safety Lock , .
6-60. Landing Gear Warning Switch ,." .
6-61. Removal Of Landing Gear Warning Switch , .
6-62. Installation Of Landing Gear Warning Switch , , .
6-63. Adjustment Of Landing Gear Warning Switch .
6--64. Landing Gear Warning Indicator ..........................................
6-65. Removal Of Landing Gear Warning Indicator , .
6-66. Installation Of Landing Gear Warning Indicator .
6-67. Adjustment Of Landing Gear Warning Indicator .....................
6-68. Removal And Disassembly Of Nose Wheel , .
6--69. Inspection Of Nose Wheel Assembly , .
6-70. Assembly And Installation Of Nose Wheel , .
6-71. Removal And Disassembly Of Main Wheel. (Cleveland) .. , .
6-72. Inspection Of Wheel Assembly .................................
6-73. Assembly And Installation Of Main Wheel. (Cleveland) ...............
6-74. Removal And Disassembly Of Main Gear Wheel. (Goodrich) .
6-75. Inspection Of Wheel Assembly ....................................
6-76. Assembly And Installation Of Main Wheel. (Goodrich) .
6-77. Brake System .
6-78. Removal And Disassembly Of Wheel Brake Asembly. (Cleveland) .
6.79. Cleaning. Inspection And Repair Of Wheel Brake Assembly .
6-80. Assembly And Installation Of Wheel Brake Assembly. (Cleveland) .
6-81. Removal And Disassembly Of Wheel Brake Assembly. (Cleveland) .
6.82. Cleaning. Inspection And Repair Of Wheel Brake Assembly .
6-83. Assembly And Installation Of Wheel Brake Assembly. (Cleveland) .
6-84. Removal And Disassembly Of Wheel Brake Assembly. (Goodrich) .
6-84a. Wear Limit Check (Goodrich) .
6-85. Cleaning, Inspection And Repair Of Wheel Brake Assembly , .
6-86. Assembly And Installation Of Wheel Brake Assembly. (Goodrich) .
6-87. Replacement Of Wheel Brake Disc. (Cleveland) .
REVISED: 4/10/81
IH20
Paragraph
Aerofiche
Grid xc.
6-88.
6-89.
6-90.
6-91.
6-92.
6-93.
6-94.
6-95.
6-96.
6-97.
6-98.
6-99.
6-100.
6-10 I.
6-102.
6-103.
6-104.
6-105.
6-106.
6-107 .
Bleeding Procedure .
Brake Master Cylinder .
Removal Of Brake Master Cylinder ........................................
Disassembly Cleaning, Inspection And Repair Of Brake Master Cylinder ........
Assembly Of Brake Master Cylinder .
Installation Of Brake Master Cylinder .
Removal Of Parking Brake Valve .
Disassembly Of Parking Brake Valve ........................................
Cleaning. Inspection And Repair Of Parking Brake Valve. (Scott) .
Assembly Of Parking Brake Valve. (Scott) .
Disassembly Of Parking Brake Valve. (Hoof) .
Cleaning. Inspection And Repair Of Parking Brake Valve. (Hoof) .
Assembly Of Parking Brake Valve. (Hoof) .
Installation Of Parking Brake Valve .
Removal Of Brake Cylinder .
Disassembly Of Brake Cylinder .
Cleaning. Inspection And Repair Of Brake Cylinder .
Assembly Of Brake Cylinder .
Installation Of Brake Cylinder ..............................................
Inspection Of Landing Gear Manual Retraction System .
KI7
K20
K20
K20
K20
K21
K24
K24
K24
K24
K24
K24
LI
Ll
IL2
IL2
IL2
IL2
IL4
ILl2
REVISED: 6/25/76
1821
sEcnON VI
LANDIN(i (if U AND BRAKE SYSTEM
6-1. Incroduction. Contained in this section areinscructions for tr'Oublcsboocint. overhaul. inspection and
adju.stment of the PA-24-180. PA-24-0250;'PA-24-Z60 and PA-240400iandinl par. landint ,car tctnction
system and brake system. Also, adjumnena (or the ciemica1 safety, down limit. up limit and warning
switches.
6-2. Description. The PA24 Comanche tricycle landiq JCI1' sy.em is an air-oil oleo type unit that is
electrically operated. fully retractable with the aese ,car retn.ct:inI aft iDto the GOIC section and the main
gear mractinl inboard into the wing. Gear doon operated by par movement pvti&l1y cover the par when
retracted.
The retraction mechanism consistS of an electric mocor and traDSmission assembly. torque tube
assembly, push-pull cables to each main aar and a push-pull tuM co the nose ,ear. Limit switches arc
installed in the system to cut off the tnIUIIUssion motor when the pat is fuUy cxtenclcd or tctracted. These
switches also operate par indicator liFts in the cabin. To prevent the gar from retracting while the
airplane is on the ,round. an anti-retraction safety switch located on the left main par will not allow the
,eu to retract until weight off the gear hu allowed the st:Nt to exrcnd to within three-quarters of an inc:h
of full extension. When the manifold pressure is reduced below 10 to 12 inches andthe landing gear is not
down and locke4. a waminl hom will sound. In the cockpit. located bct'ween the pilot seats. under the
floor panel. 15 an extension handle used to manually extend the Iandm, gear while in night should It
become necessary. Also. it may be \\SCCI to extend and retraCt the ,ear when the airplane is on jacks.
The brakes are hydraulically actUated by one muter cylinder on the early models and individual muter
cylinders mounted on the left (optional on the rilht} set of rudder pedals on the late models. A reservoir.
located on the forward side of the firewall. supplies hydraulic fluid to the muter cylinder, From the
cylinder the fluid is routed thr0ueh lines and bOla to a parkinc brake valve located under the floor panel In
front of the left pilot's seat on the early models. or on the muter c;ylindm of late models. The rluid is then
directed to the bra.ke assemblies on each main landinJ ,car. The brakes arc selfadjumn,. singie-disc. smgle
housing, double piston usemblies. To operate the brakes. pull the brake lever back on the early models and
apply toe pressure to the tOPof the brake pedals on the late models. The parking brake may be actUated by
applying the braKes and pulling out the parkin, brake handle. To release the puking brake. apply the
brakes and push in on the parking brake handle.
6-3. TroublcshooQn', Troubles peculiar to the landing gat system are listed in Table VIII at the back
of this secnon, along with their probable causes and' S\IIIcstcd remedies. When troubleshooung. check the
power supply and ground of the items aifeC:tcd. If no ttouble is found. the trouble probably exists inside
:ndividual pieces of equipment.
64. Landing Gear System.
ISSUED: 8/18112
IH22

PIPER SERVICE
landing Gear.
fI-fl. Disassemble Of :\ose Gear Oleo. (PA-24-1l'<() and Pf\-24-250. Serial 24-1 to 24214 inclu-ive.t
t Rctcr to r igurc e-L) ThL' nove gl'ur oleo a...... ernbly may be removed and di... assembled from the gear llk,l
hou-ing \\ ith the gear removed from or installed on the airplane.
a. Place the airplane on jacks. (Refer to Jacking. Section 11.)
h. Place a drip pan under the gear to catch spillage,
c. Remme the air and fluid Irorn the oleo. To do this. depre... s the air valve core pin (4) until -trut
prc-vure ha... diminished. remove the filler plug (5). and with a small ho... e siphon as much hydraulic fluid
from the strut as po... sible.
d. To remove the pi... ton tube a ernbly (12) from the oleo housing IJI. remove the upper (Ul and
100\er ( 15) torque link connecting bolt as crnbly (14) and separate the links. xote the upper and lower torque
link- and t hc number of ... pacer wa... her between the two links.
e. Cornprc-... the pi... ton tube ( J 2). reach up along the tube and release the snap ring (J J I from the
annular ... lot at the bottom of the oleo housing.
f. Pull the pi... t on tube \\ ith component part- from the cylinder housing.
g. The ri ... ton t ube component- may be removed by reaching in the tube and pu... hing nut t he upper
bearing rcta i ner pin... (241. Slid e off t he upper bearing (25). spacer (26). lower bearing (:!7) with inne rand outer
"0" ring... I and \\ iper e9). \\ u... her (30) and snap ring (3 J).
h. To rcmov e the orifice tube (:!II from the oleo housing. remove the locknut ( I) and \\ asher (2l from
the top of t he hou... ing. Draw the tube with "0" ring (20) and back-up washer (19) from the hou-ing.
i. ThL' orifice plate (22\ is removed from the bottom of the orifice tube bv relea..ing the - nap nng
123) that hold, t hc plate in position
i. Tl) r cmovI.' the pi-ton tube plug \\ ith "0" ring (33) located in the lower end of the tube. rcrnnv c
the holt a"emhly and in... ert a rod up through the hole in the body of the fork (181. pu..hing the plug out
through thL' tl)P 01 the tube.
Cleaning. Inspection And Repair Of :\ose Gear Oleo.
a. Clean all part- wit h a ... unable quick drying type cleaning solvent.
h. In..pcct the landing gear oleo as..ernbly component for the following:
I Bearing and hu... hing... for excess wear. corrosion. scratches and overall damage.
... Retaining for wear and damage.
. l.ock ring... for cracks. burrs. etc.
4. linder and orifice tube for corrosion. scratches. nick- and excess wear.
5. Orifice plate for hole restriction.
t, For], tube for corrosion. scratches. nicks. dents and misalignment.
Air valve general condition.
l'o. Worn or broken turning limit stop....
If the no-e \\ heel turning limit stops are found broken or have been
broken in the pa... t. the entire system including the following items
should he checked to insure proper rudder action and condition:
(al Check rudder hinges. pulleys and pulley brackets.
(hI Check rudder rigging and cable tension per instructions in
Section \ of thi ... manual.
RE\'ISED: 10/81
IH23
CEAR .-\.:\D BRAKE S\'STE\1
"''''7
11"
"
t
It--@>
za
21--L
......----:10.,---- HI
,..
15

SKETCH A
,. "UT
2. "' .....Cll
J. 0.. 10 "OU.'.1
&1. '1&",y.
S. 1""1.1. '''UI
I ...... 00011 1100 I"TT'''I
T. 1/"".11 "O.OUI ", 'OI.T
I, , .. , 0 ",1II." .'TT'1I4
J. ,", 0 ".11.11 .00
'0. '"'10''' OAM".IO."
, 11'...... 0.... '," '."C.IT
'I...ITOIl "un
'J. "0110111 ",".
.... 101. T ""1"'1.'
, ....OWl. 10110111 .. ,u
'I01.1 "1""'1.'
11. "0",.11 TOIIOIII .. , 01.T
II. '0"'.10'1.'
'. '''C. 1/" "' ....1"
20. "0" 11111.
I'. OII'''CI TUII
11. Oll"'C.......... 1
U, U .. " "
2'. 111".1" ....
11. 1/'''1'' 11""'.'
n ."..ClUI
zr, _"III '1 '"'
U. OIlTI. "0" ., ...
21. "',,,.,, IT" ,"
10. "''''''.11
J'. ''''''11''''
3Z. -IITON
n, "0"
3., I'....E'" "0" .1"-
n ...0)11 1 ..' re ", ""... n.
". COl.I." 111101 ...
J1, '0 ,II''OQ
J' 11'..... "I"I" "OIl.TI.' "TTIII4
FIGl'RE 6-1. GEAR OLEO STRl'T. Serial1'ios. 24-1 to 24-214 incl. ,
REVISED: 4/10/81 LANDING GEAR A1'iD BRAKE SYSTE.
1824

c. Repair of the housing is limited to smoothing out minor scratches. nicks and dents and replacement
of parts.
d. Individual replacement of the wiper strip may be accomplished per instructions given in paragraph
640.
~ 8 Assembly or Nose Gear Oleo. (PA-24-180 and PA-24250. Serial Nos. 24-1 to 24-214 inclusive.) (Refer to
Figure 6-1.)
a. Ascertain that parts are cleaned and inspected.
b. To install the piston tube plug (32), first lubricate the tube plug and "0" ring (33) with hydraulic
fluid (M IL-H-5606), and install the "0" ring on the plug. Lubricate the inside wall of the piston tube (12). insert
the plug into the top of the tube and push it to the fork end. Align the bolt holes ofthe fork (18). tube and plug.
and install bolt (CT) (16) with washers and nut. (If a new tube (12) is to be installed that has not been drilled.
press the tube into the fork piston housing( 18) until it bottoms. Using the bolt holes in the fork body as a guide.
drill a pilot hole and ream to 0.250 0.252 through each side of the tube wall. Remove burrs from the inside of
the tube and flush the tube with a suitable solvent to remove all metal particles.)
c. If desired. cement a cork in the hole in the bottom of the fork body to prevent dirt from entering
between the fork and tube.
d. To assemble the components of the orifice tube (21), insert the orifice plate (22) into the bottom of
the tube and secure with snap ring (23). Lubricate and install"O" ring (20) and back-up washer (19) on the
upper end of the tube.
e. Insert the orifice tube (21) in the oleo housing (3). Wjth the end ofthe tube exposed through the top
of the housing. install washer (2) and locknut (l). Tighten locknut only finger tight at this time.
f. Assemble the components of the piston tube ( 12) on the tube by placing. in order. the snap ring (31).
washer (30). lower bearing (27). with inner and outer "0" rings (34 and 28), spacer (26) and upper bearing(25).
Align the lock pin hole of the upper bearing with the pin holes in the piston tube and install pins (24).
g. Lubricate the inner wall of the housing (3) and tube ( 12). Carefully insert the tube assembly into the
housing. guiding the orifice tube (21) into the piston tube until the snap ring (31) can be installed in the annular
slot at the lower end of the housing.
h. At the top of the housing. tighten the orifice tube locknut (I).
I. At the bottom of the housing, install wiper strip (29). slide washer (30) into position and secure
assembly with snap ring (31).
j. Ascertain that the bushings are installed in the upper and lower torque links (13 and 15) and then
install the links.
NOTE
Ascertain that the torque links are properly installed to insure
complete travel of the piston tube and fork assembly within the oleo
housing.
The torque link bolt assemblies should be lubricated and installed with the flat ofthe bolt head hex adjacent to
the milled stop of the wide end of the link. (Use the same thickness of spacer washer between the two links as
that removed to maintain correct wheel alignment.) Tighten the bolts only light enough to allow no side play in
the links. yet be free enough to rotate. Safety nuts with cotter pins.
k. Lubricate the gear assembly. (Refer to lubrication Chart. Section 11.)
I. Compress and extend the strut several times to ascertain that the strut will operate freely and torque
links do not restrict travel in the compressed position. The weight of the gear wheel and fork should allow the
strut to extend.
m. Service the oleo strut with fluid and air. (Refer to Oleo Struts. Section II.)
n. Check the nose gear alignment (refer to paragraph 6-16) and gear operation.
o. Adjust the shimmy dampener collar by means of its washers to give a good firm fit. If the collar is too
tight. the result will be hard steering and. if too loose. nose wheel shimmy will be present. It may be necessary.
at times. to try several combinations or thicknesses of washers to get the proper result.
REVISED: 4/10/81
111
NOTE
The shimmy dampener is the collar to which the top of the scissor
and bushing assembly and the lower end of the steering shaft is
fastened. This collar is composed of two halves. It hasa split friction
lining between the collar and gear casting and utilizes washers as
space adjustments between the halves of the collar.
CAUTION
00 not lubricate the collar and shoe assembly.
p. Remove the airplane from jacks.
6-9. Disassembly of Nose Gear Oleo. (PA-24-180 and PA24-250. Serial Nos. 24-215 and up; PA-24-260 and
PA-24400.) (Refer to Figure 6-2.) The nose gear oleo assembly may be removed and disassembled from the
gear oleo housing with the gear removed from or installed on the airplane.
a. Place the airplane on jacks. (Refer to Jacking, Section II.)
b. Place a drip pan under the nose gear to catch spillage.
c. Remove air and fluid from the oleo strut. Depress the air valve core pin (8) until strut chamber
nressure has diminished. remove the filler plug (21) and with a small hose siphon as much hydraulic fluid from
the strut as possible.
d. To remove the complete cylinder and fork assembly from the oleo housing (10). cut the safety wire
(6) at the top of the unit and remove the cap bolts (7) that attach the steering arm(28) and aligner guide bracket
(18) to the top of the oleo cylinder (33).
e. Disconnect the shimmy dampener (13) by removing each cotter pin, nut, washer and bOlt.
connects the dampener to the oleo cylinder and housing.
f. Release. and remove the snap ring (19) at the top of the housing (10) and pull the complete cylind
(33) and fork assembly (17) from the bottom of the housing. The upper and lower housing bushings (20 and 32)
should remain pressed in the housing.
g. To remove the piston tube (35) and fork (17) from the cylinder (33), first separate the upper and
lower torque links (4 and I) by removing the link connecting bolt assembly (3) and then separate the tWO links.
Note the upper and lower torque links and the number of spacer washers (2) between the two links.
h. Compress the piston tube (35), reach up along the tube and release the snap ring (49) from the
annular slot at the bottom of the oleo housing.
i. Pull the piston tube (35) with component parts from the cylinder.
j. The piston tube components may be removed by reaching in the tube and pushing out the upper
bearing retainer pins (42). Slide from the tube. the upper bearing (43), lower bearing (44) with inner and outer
"0" rings (45 and 46). wiper strip (47), washer (48) and snap ring (49).
k. To remove the orifice tube (34). remove the large locknut (22) and lock washer (24) from the top of
the cylinder. Pull the tube from the cylinder.
\. The orifice plate (40) is removed from the bottom of the orifice tube by releasing the snap ring (41)
that holds t he plate in position. Expand and remove the ring (39) (PA-24-400 only) from the lower end of the
tube.

REVISED: 4/10/81
112

m. To remove the piston tube plug (37) with "0" rinK (36) located in the lower end of the piston
rube. remove the bolt assembly (1S) and insert a rod up throUlh the hole in the body of the fork (17). Push
the plug out through the tOP of the tube.
6-10. C1CUliDt.lmpectioD ADd Repair Of No. Gar OAeo.
a. Clean all partS with a suiuble dry type clcaninl solvent.
b. Inspect the landing JCu oleo assembly component for the foUowinJ:
1. Bearinp and bushinp for cxcm wear. corrosion. scratcna and overall Jamaac.
2. Retaining pins for wear and damqe.
3. Lock rinp for cracks. bum. etc.
4-. Cylinder and orifice tube for corrosion. scratches. nicks and excess wear.
S. Upper and lower cylinder bushinp loose or tw1linJ in cylinder.
6. Orifiee plate for hole restriction.
7. Fork rube for corrosion. scratches. nicks. dents and misalilnment.
8. Air valve pnera! condition.
c. Repair of the oleo is limited to smoothinS out minor scratches. nicks and dents and replacement of
parts.
d. Individual replacement of the wiper saip may be ICcomplished per instructions Jiven in paragraph
640.
6-11. A.uembly Of Note Gar Oleo. (PA-24-180 and Serial Nos. and up; P.'\-24-260
and (Refer to Fipre 6-2.)
a. Ascertain that partS arc cleaned and inspected.
b. To insWl the piston rube plug (37), flnt lubricate the Nbc plug and"0" ring (36) with hydraulic
fluid (MIL-H-S606). and install the "0" ring on the piUJ. Lubricate the inside WIll of the piston tube (H).
insen the plug intO the rep of the rube and push it to the fork end. Alien the bolt holes of the fork (Ii).
tube and plug. and install bolt (CT) (IS) with wuhm (51) and nut (30). (If a new rube (35) is to be
installed that has not been drilled. press the tube intO the fork piston housing (17) until it bottoms. Using
the bolt holes in the fork body as a guide. drill a pilot hole and ream to 0.250/0.252 through each side of
the tube wall. Remove bum from the inSlde of the tube and flush the tube: WIth a suitable solvent to
remove aU mew partides:)
c. If desired. cement a cork in the hole in the bottom of the fork body to prevent dirt from enterinJ
d. To assemble the components of the orifice tube (34). inscn the orifice plate (oW) intO the bottom
of the tube, and secure with the snap rin, (41). Lubricate and install the "0" ringt38) on the upper end of
the tube. Install nng (39) (PA-24-400 only) on the lower end of the tube.
e. Insert the orifice tube (34) up through the bottom of the cylinder (33:. With the tube exposed
through the top of the cylinder. install the lock wuhcr (24) and insert roUpin (23) through the lock washer
IntO the evlinder. Insull the tube locknut (22) only fmF tight at this time.
f. The fork (17) and tube (3 S) assembly may be assembled by insu.lling the tube components on the
tube. In order slide onto the tube. the snap"nt washer (4-8),lowcr bearing (.w) with inner and outer
"0" nngs (H and -46) and upper bearings (4-3>. AJ.isn the lock pin holes in the lapper beanng with the pin
holes In the piston tube ( 35) and install pins (42).
ISSUED: 811Snt
113
g. Lubricate the inner wall of the cylinder (33) with hydraulic fluid. Carefully insert the PistO" .
assembly into the bottom of the cylinder. allowing the orifice tube to guide itself into the piston tube. u ~
snap ring (49) can be installed in the annular slot at the bottom of the cylinder.
h. At the top of the cylinder (33). tighten the orifice tube locknut (22).
1. Install wiperstrip (47), slide washer (48) into position and secure assembly with snap ring (49).
j. Ascertain that bushings are installed in the upper and lower torque links (4 and I) and then install
both links.
NOTE
housing.
The torque link bolt assemblies should be lubricated and installed with the flat ofthe bolt head hex adjacent to
the milled stop on the wide end of the link. Tighten the bolts only tight enough to allow no side play in the link.
yet be free enough to rotate.
k. Ascertain that the upper and lower oleo housing bushings (20 and 32) are installed. 1nstall the
cylinder into the oleo housing and secure with snap ring (19).
I. At the top of the oleo housing, install on the cylinder the aligner guide bracket (18) and steering arm
(28). Install cap bolts (7). tighten to 30 to 3S inch pounds torque and safety with MS2099SC40 wire (6).
m. Install the shimmy dampener (13) using bolts, washers and nuts (12) and safety with cotter pin.
n. Lubricate the gear assembly. (Refer to Lubrication Chart. Section II.)
o. Compress and extend the strut several times to ascertain that the strut will operate freely and torque
links do not restrict travel in the compressed position. The weight of the gear wheel and fork should allow the
strut to extend.
p. Service the oleo strut with fluid and air. (Refer to Oleo Struts. Section II.)
q. Check the nose gear for alignment (refer to paragraph 6--16) and gear operation.
6-12. Removal of Nose Landini Gear. (Refer to Figure 6-3.)
a. Disconnect the gear door actuating rod and air intake hoses at the bottom cowl.
b. Remove the bottom cowling by removing attaching screws and brackets.
c. Place the airplane on jacks. (Refer to Jacking. Section II.)
d. Remove the down limit switch (29 or 43) from the left drag link (28) by removing switch attaching
nut and electrical straps. The electrical wires may remain connected.
e. Disconnect the retraction transmission by pulling up on the release lever.
f. Retract the landing gear by using the emergency extension lever. until it hangs in the neutral
position.
g. Disconnect the nose gear door actuating rods from their mounting brackets by removing attaching
nuts and washers.
h. Partially retract the landing gear until the nose gear push-pull rod attaching bolt (26) clears the
wheel well and then remove bolt.
i. Partially retract nose gear and remove downlock spring(s) (33) by removing nuus), washer(s) and
bolus) securing the spring attachment linkts) to the drag link cross brace (30).
j. Push up on the nose gear door actuating arms and remove bolts (22) securing the upper left (28) and
right (18) drag links to the gear mount. Note spacer washers (21) between drag links and mount.
K. Remove cotter pins. nuts. washers and bolts (9 and 20) from the strut housing attaching arms and
gear mount. Note the number of spacer washers (8 and 19) between the strut attaching arms and the gear
mount.
I. Remove strut assembly and drag links from wheel well.
LANDING GAER AND BRAKE SYS_
REVISED: 4/10/81
114

t TORQUE LINK. LOWER
2. SPACER WASHER
3 BOLT ASSEMBLY
4. TORQUE LINK, UPPER
5. BOLT ASSEMBLY
6. SAFETY WIRE
7. CAP BOLT
8. AIR VALVE
9. STEERING BUSHING ASSEMBLY
10 OLEO STRUT HOUSING
11. BOLT ASSEMBLY
12 MOUNTING BRACKET ASSEMBLY
13. SHIMMY DAMPENER
14. PISTON TUBE
15. BOLT ASSEMBLY
16. BOLT ASSEMBLY
17. FORK ASSEMBLY
Figure 6-2. N05e Gear Oleo Strut Assembly PA-24-180. PA-24-250
Serial :\05.24-215 and up. PA-24-260 and PA-24-400
10
~
REVISED: 4/1./81
I CZIO
15. BOLT ASSEMBLY
16. BOLT ASSEMBLY
11. FORK ASSEMBLY
34 ORIFICETUBE
35. PISTON TUBE
36. "0" RING. PISTONTUBE PLUG
31. PLUG. PISTONTUBE
38. "0" RING. ORIFICE TUBE
39 RING. ORIFICETUBE IPA24-4001
40. ORIFICE PLATE
41. SNAP RING
42. PIN. BEARING RETAINING
43. BEARING. UPPER PISTON TUBE
44. BEARING. LOWER PISTONTUBE
45. "0" RING
46. "0" RING
41. WIPER STRIP
48. WASHER
49. SNAP RING
50. NUT
51. WASHER
Figure 6-2. Nose Gear Oleo Strut Assembly (cont.) PA24-180. PA-24-250
Serial Nos. 24-215 and up. PA-24-260 and PA-24-400
116 REVISED: 4/10/81

Figure 6-2. Nose Gear Oleo Strut Assembly (cont.) PA-24-180. PA-24-250
Serial Nos. 24-215 and up. PA-24-260 and PA-24-400
REVISED: 4/10/81
7 CAP BOLT
10. OLEO STRUTHOUSING
18. ALIGNER GAUGE
19 SNAP RING
20. BUSHING. UPPER
21. FILLER VALVE
22. NUT, ORIFICETUBE
23. PIN, LOCK
24 WASHER, LOCK
25 BOLT
26. BUSHING. STEERING
27. BUSHING. STEERING
28. STEERINGARM
29. NUT
30. COTTER PIN
31. BUSHING. TRUNNION
32. BUSHING. LOWER
33. OLEO CYLINDER
117

m. The steering bellcrank (I}) and aligner guide (II) may be removed by removing nuts. v.ashers.
bolts securing the steering rods (15 and 16)to the bellcrank, the nut. washer and bolt securina the alizner I!
tang to its bracket and the nut. washer. bolt and bushing securing the steering bellcrank to the la;ding ccar
mount.
6- D. Cleaning. Inspection And Repair Of Nose Landing Gear.
a. Clean all parts with a suitable dry type cleaning solvent.
b. Inspect the gear components for the following unfavorable conditions:
I. Bolts. hearing and bushings for excess wear. corrosion and damage.
.., Strut housing. drag links. torque links. fork assembly and fork tube for cracks. bends or
misalignment.
3. Downlock spring for corrosion and wear. and serviceable limits. (Refer to Table VI-I\.)
4. Check the general condition of limit switch and its actuator. wiring for fraying. and poor
connection or conditions that mav lead to failure.
5. Check all polished' surfaces for scratches and nicks.
6. Check the drag link assembly. (refer to Figure (1.-3) through center trawl of both the right ( 11<).
(35) and left (:!l<l. (34) drag links. by placing a straight edge in alignment with the center of the rear and forward
drag link attachment points. (See Sketch A of Figure 6-3). Ascertain that when the stop surfaces of the 1\\0
links touch. the center of the pivot bolt (32) is .187 + .062- .00 of an inch below the straight edge. This check
may be cond ucted on a surface table using a surface gauge. Ifthe drag links are not within the giv en tolerances.
replace on or both drag links,
c. The shimmy dampener requires no service other than routine inspection, In case of damage or
malfunction. the dampener should be replaced rather than repaired.
d. Repair to the landing gear is limited to reconditioning of parts. such as replacing bearings and
bushing.... smoothing out minor nicks and scratches. and replacement of pans.
Installation Of :\ose Landing Gear. (Refer to Figure 6-3.)

When assembling any units of the landing gear. lubricate hearings.
bushings. and friction surfaces with the proper lubricant as des-
scribed in the Lubrication Chart. Section II.
a, Install the steering bellcrank and alianer assernblv as follows:
I. Attach the bellcrank ( and aligner assembly (II) with washer and bushings to the
engine mount using. bolt and nut .
.., Attach the tang of the aligner to the aligner support bracket and bolt. washer and nut.
l Connect the steeri ng rods ( I 5 and 16) and rudder trim control rod to the bellcra nk wit h bolts.
washer... and nuts.
b. The landing gear oleo housing (5) may be installed as follows:
I. Position the nose gear to allow the support arm of the housing (5) to align with the support
fiuinas on the tubular mounrinu structure ( 17),
- "I Install spacer (X and 19); evenly and as needed to allow no side thrust (a maximum of
two washers arc allowed on each side). between the support arms and the support fittings: and attach each arm
to the fitting with bolts (9 and 10). washers and nuts. Do not safety attachment bolts until after the adjustment
of the drag links has been completed.
3. Extend and retract the gear to determine that the screw head of the aligner roller (II) clears
the inside web ot the aligner guide (61.
RE\'ISED:
118
GEAR AJIllD BRAKE SYST.
PtPERCOMANCHE SERVICE MANUAL

c. The drag Iinkund downlock s"rint<s) may be insalled u foUows:
1. Ascertain that the upper (18 and 18) and lower (34 and 35) draa links arc assembled. and
throulh travel of the links is chedted accordq to parapph 6-13. Allow the clnc link erou bnce (30) to
remain loose until the adjustment of the links is completed.
1. Attach the upper dne links (18 and 18) to the CftIine mount support, at the fimnlL with
bolts (12). wuhcrs. nutS and cotter pins. 1nsaJ1 spacer washers (11). nOt to exceed two. between t!te 1m
dl'lliink (28) and attachment fitti", to atW.n .fficient danace between devis (27) and fuselqc.
3. Attach the lower drq links (34 and 35) to the strut housinl (5) uli", bolt. Do not secure bolt
with wuhm. nut and cotter pm until af'tf!r adjumnent of drq links.
4. Check adjustment of dnf linkJ todctmnine that they lock u i1dtnacted in panpph 60-15.
5. Securethe drq link croll brace (30) IIId .ftty mnainm, nUDof the attachment bola.
6. Connect the downlock sprinJ(s) (33) between the fininp Oft the par hOlllilll and link ctOS1
brace. Piper Kit 761 082 Ibould be iua11ecL
d. Install the leat down limit switch (29 or 43) on iu Iftoununa bndtet on die left drq links and
adjust as given in pUlCftph 60-53.
e. AttaCh the end bearing of the mraction.push-pull rod (1') to the dne Unlr c:kvls (27) llIiftl bolt
(26), wuher and nut. The had of the bolt (16) with the countersunk portion is to the left or outboard.
Also. check adjustment of both the dIll link clevis and the P\llhl'uU rod u pen in pansr&Ph 60-56.
f. Check alipmcnt of the nose Iandi", par per panpaph 6-16.
,. Install the bottom cowl and air intake bOlCS.
b. Connect and adjust the ,car door per parwJnph 6-17 or puqraph 6-12.
615. AdjUlCIMDc Of NOIC Gar Drat LiIl1cl. (Refer to Fipre 6,3.)
a. To adjUst dnt links. fIrSt remove the bOttom cowl by dilconncetinl the nOle acar door aetuatiftJ
rod. air intake hoses at the bottom cowl and rerDovt.. anachint screws.
b. Place the air1'lane on jacks. (Refer to Jackina. Section 11.)
c. Disconnect the rm&ction push-puU rod (15) at the left drat link (11) by ftnt recrac:tinc the par
enough to aliln the connccting bolt of the push-puU rod and drq link clevis (17) with the eee inch hole in
the adjacent IOftlinadinal channd and then rcmoviftl the nut. washer and bolt (16).
d. Remove the downlock s p r i ~ s (33) from between the gar housi"l (5) and dnalink cross bnce
(30) by rcmovinl the nuas). wuhm.s) and bolt(s) that Itt\lre the sprins Unk(s) to the cross brace.
e. Loosen dne link cross brue &ttachi"l bola enouth to &11ow the bnce freedom to rotate but Dot
5epa,.ce from either dl"lliink.
f. Check that there is no excaa war in the bushinp and bola of the drat link aucmblY
,. Ascertain that when the upper and lower dna links arc UICnlblcd. the throup tn..,.l of the links is
within the limits givenin p ~ 613.
h. Extend and retract the nose JCUmanually to check that each link URmbly locks simuluneously
and indcpcndendy of eath other. Should one or both links not lock u required. adjustmentS may be made
as foUow,:
NOTE
FoUowinl adjusanct to any of the three pan in _bidl the control
tubcsJrod were disconnected widl the aircraft on jacks. the transmiuion
disconDCe:ted. uc:en:aiD that aU three ,ear draa links 10 over centCf and
lock at the same time iDdePmdCDdy of each other.
119 LANDING GEAR AND BRAKE SYSTEM
REV'SED: 4/3118
ZI7Z
Figure 63. Nose Landing Gear Installation
1. LOWER TORQUE LINK
2. BOLT ASSEMBLY
3. SHIM WASHERS
4. UPPERTORQUE UNK
5. OLEO STRUT HOUSING
6. ALIGNER GUIDE
7. STRUT FILLER VALVE
8. SPACER WASHERS
9. BOLT ASSEMBLY
10. STEERING ARM
11. ALIGNER ROLLER
12. BUSHING, STEERINGARM
13. STEERING BELLCRANK
14. BOLT ASSEMBLY
, 5. STEERING ROD. RIGHT
, 6. STEERING ROD. LEFT
, 7. LANDING GEAR MOUNT
18. UPPERDRAG LINK, RIGHT
19. SPACER WASHER
20. BOLT ASSEMBLY
21. SPACER WASHER
22. BOLT ASSEMBLY
13
31
32
30
A
23. SHIMS
24. TANG
25. PUSHPULL ROD
26. BOLT, COUNTER SUNK
27. CLEVIS, DRAG LINK
28. UPPER DRAG LINK. LEFT
29. DOWN LIMIT SWITCH. LATE
30. CROSS BRACE. DRAG LINK
31. ATTACHMENT LINK. SPRING
32. PIVOT BOLT, DRAG LINK
33. DOWN LOCK SPRINGS
34. LOWER DRAG LINK, LEFT
35. LOWER DRAG LINK. RIGHT
36. SPACER WASHER
37. SHIMMY DAMPENER
38. FORK TUBE
39. FORK ASSEMBLY
40. nRE
4.1. WHEEL
42. AXLE NUT

REVISED: 4/10/81
1110
- _. -
...
'e
DUAL SPRINGINSTl.
PIPERKIT 761 082
18. UPPERDRAG LINK. RIGHT
19. SPACERWASHERS
20. BOLT ASSEMBLY
28. UPPERDRAG LINK, LEFT
29. DOWN LIMIT SWITCH. LATE
30. CROSS BRACE. DRAG LINK
32. PIVOT BOLT. DRAG LINK
33. DOWN LOCK SPRINGS
34. LOWER DRAG LINK. LEFT
35. LOWER DRAG LINK. RIGHT
43. DOWN LIMIT SWITCH. EARLY
44. REINFORCEMENT PLATE
PA24 81 PA24-250 SERIAL NOS
24-1 TO 24-922 INCL & 24924 TO
243225 INCL.
._ __, -.
EARLY
0.187+.062-.00
LATE
O. 187+.062 -; 00
SKETCH A
AHD
Figure 6-3. Nose Landing Gear Installation (cont.)
SKETCH A
..,n
1111
REViSED: 4/10/81
PIPER COMA!"'CHE SERVICE MANrAL
I. Fir... t. check to determine that the oleo housing is not restricted from s"inging far
forward as a result of the steering arm roller bushing (12) pressing against the steering bellerank ( 1.\ l. t ,
preventing one or both link... from dropping into the locked position. Should the roller bushinu interfere.
remove the bu... hing until after adjustment is completed. -
., To check for correct adjustment of forward drag link attachment fittings. proceed as t'l)lIm.... :
(al Remove the cotter pin. nut and washer from the bolt attaching the lower drag link...
and to the strut housing.
(hI T0 determine that the holt is a slip fit. slide it back and forth through the ... ,
(cl Remme the bolt and swing the drag links up and down along the sides ot thc ... irut lilt ing
to determine that there is clearance between the drag link fittings and the strut fitting.
(d] If there is binding or the drag link fittings will not swing up and align \\ ith the: ... irut
fitting \\ ithout forcing them to either side. the entire strut housing (5) must be shimmed to the right or left at
the upper strut attaching arms to allow proper alignment of the drag links and strut fitting,
Ie) If there is excessive clearance which would allow the drag links to be draw n together
causing binding when the attaching bolt and nut are tightened. spacer washers should he installed
between the drag link and strut fitting. A maximum of two washers are allowed on either side of the ... trut
fitting.
(n With the drag links and strut housing adjusted for proper clearance of the I()\\ er drag link
attachment fittings. and the attaching. bolt is a slip fit. secure the bolt with washer. nut and cotter pin.
(gl Extend and retract the nose gear manually to check that each link lock"
simultaneously and independently of each other.
(h) Should further adjustment be necessary. then shims (23) available in O,Olh. P ,
2I!QO-02; 0.020. P '\ 211'\20-03 and P 7\ 21820-04can be installed or removed. as required. between the
forward cabin bulkhead and the two center bottom attaching points of the landing gear mount.
7\OTE
The maximum amount the landing gear mount can be shimmed is
0.120 of an inch.

(il Remon: or add shims at the forward cabin bulkhead on the same side as the drag link that
is binding.
(i) Each time a shim is removed or added. the lower drag link fittings should be checked for
adjustment as deSCribed in steps "b" thru "e" for this adjustment may change and now be the cause of the
binding.
(k) When proper adjustment is attained. the drag links will lock <imultaneously and
independently of each other when the gear is extended manually and the lower drag link attaching bolt will
be a slip fit.
3. When shims are installed or removed between the forward bulkhead and landing gear mount
support. the bolt hole in the tang (14) of the mount support may be out of alignment with the hole in the
fuselage. When this occurs. drill the holes to the next larger size not exceeding 0.311 of an inch.
4. Secure the lower drag link attaching bolt. cross brace and down lock springt s) with washers
and nuts.
5, Connect and adjust the retraction push-pull rod. (Refer to Paragraph 6-5tl.)
ISSl"ED: 8/18/72
1112
LASDING GEAR ASD BRAKE HS..I
PIPER SERVICE
2170
'/
V
\/ \
"
. --.
-'1'111'---
fl (fl. Alignment Of Landing Gear.
a. With no load on the nose \\ heel. make sure no gaps exist at the points where the steering arm
bushings contact the steering "bellcrank but will allow the bushings to rotate with a slight drag, l n-tuil
hushing- I.fl25 diu .. P :\ 1497(,-23: .61n dia.. P 14976-21: .lH2 dia .. P 14976-102: .750 dia .. P "
1.00 dia.. P '\ 141751)3) to obtain proper adjustment.
b. Two methods of aligning the nose landing gear are as follows:
I. Chalk l.ine Method:
(a I Place the airplane on a hard level surface and place on jacks. (Refer to Jacking. Section
FIG1'RE 6-4. Rl"DDER PEDALS

p,
FIGl'RE 6-5. Rl'DDER PEDALS :\ T
SEl'TRAl A!'iGI.E
II. I
(bl Install the plumb bob attachment tool on the forward edge of the lower fire wall flange,
or on the two nose gear brace tubes as shown in Figure 6-6 and attach a plumb bob to the tool. (Thi- LOl,1
may be fabricated from dimensions given in Figure ft-31L)
(cl Attach a plumb bob to the fuselage one-half inch to the right from center of the tail <kid.
rd) L'sing the plumb bobs as a guide. snap a chalk line extending several feet beyond each
hob.
(e) Stand in from of the nose landing gear and orient the tire with the chalk line, Sight along
the center rib of the tire. With the rudder pedals clamped in neutral position (refer to Figure fl-4). adju..t the
rod ends of each nose gear steering rod to position the cockpit rudder pedals fore and aft. The centered angle
of the rudder pedals is I) degrees aft of the vertical position (refer to Figure 6-5) with the airplane el. Place
a bubble protractor against t he pedal steering tube to check this angle. Do not attempt to make the adjustment
by means of one rod end bearing. but divide t he adjustment between the bearings at each end of the steering.
rod. A three-eighths inch minimum thread engagement must be held. Check by inserting a wire in the check
hole of the rod.
If) Measure 10 degrees on each side of the chalk line. intersecting at the pivot point of the
\\ heel. and check nose landing gear for 10 degrees maximum right and left travel.
IsSt"EO: 8/18/72
1113
GEAR AND BRAKE SYSTE'I
<,
<,
\
\
I
J
FIGURE &-8. INSTALLATION OF PLUMB 101 ATTACHMENT
TOOL AND ALIGNMENT JIG
2. Jie Method:
(Fabricate ajil and plwnb bob attachment tool COnfonnilll to specifications liven in Filum ~ 3 8
and 6-39.)
(a) Attach a plumb to the plumb bob attachment tool aDd inall tool on the forward edp of
the lower fll'e wall flange, or on the two nose gar baec tubes u shown in Pipre ~
(b) Attach alipitar jil to the rearof the Dose wbeelat the axle u shown in Fipre 6-6.
(c) Ascertain that the a.irplane is laterally level. (Refer to LcveUn,. Section II.)
(d) Tum the nOse wheel until the center liDe marked on me ji, a1ips with the plumb bob.
With the rudder pecbJs clamped in neuaal position (refer to Fipre H), adjust the rod encls of each nose
gear steering rod to position the cockpit rudder pedals fore and aft. The center line of the rudder pedals is
13 degrees aft of the vcn:ical position (refer to Fipre 6-5) with the aizlliane level. Place a bubble prottaetor
lpinst the pedal Stecrinl tube to check this aqie. 00 not attempt to make adjustments by means of one
bearing but divide the adjustment between the rod end bearinp It each end of the rod. A tbree-ellhtbs inch
mmimum mra-d enppment mUlt be held.
(e) Check nose gCat steerinJ for 20 dcpc maximum titht and left by turning the jig and
wheel to the rilht and left while observinl that the ZO dqrec marits align witb tbe plumb bob.
6-17. NOR Gear Door A_mbly. (PA-Z....t80, PA2+-Z'O and PA-24-260, Setia.l Sos. 24-1 to ~ 7 8 and
2+4i84 to 24--1-803 ind.)
6-18. Removal Of Nose Gear Door A_mbly.
I. With the ,ear extended disconnect the nOK ,tar door retraction rod at tbe oleo strut by removing
the eereer pin. washer. and pin.
b. Remove the caner pin washer L'1d hinre pin from botb door hinges and remove door.
LANDING GEAR AND BRAKE SYSTeM
ISSUED: 8/18/72
1114
PIPER COMANCHE SERVICE MANUAl.

6-19.C1eaDing,IDspccOon And Repair Of Nose LaDdiD, Cear Door A_mbly.
a. Clean Ul putS with a suitable dearung solvent.
b. Inspect doors for cracks or damage. loose or damqed hinges and brackets.
c. Inspect door retraction rods for damqe and rod end bearinp for corrosion.
d. Repaa pe:uins to replacement of worn hinps. rivetSand minor skin repair.
6-20. InstaJlaaon Of NolC Landin, C... Doon.
a. POSItion the door on the bottom cowl and atuth with hinge pins. wuhen. Uld cotter pins.
b. Connect the retraction rod to the oleo saut and secure with pin, washer. and cotter Pins.
6-21. Adjustment Of No. LandiD, Gar Door.
a. Place the airplane on Jacks. (Refer to Jacking, Ser:tion II.)
b. Adjust the door by leftitheDinI or shoneninJ the retraction push-pull rod.
c. Retract the landin, par and attach a 9 ~ 1 pound weilht to the left rear comer of the door.
d. If properly adjusted. the door will deflect 1/8 inch from the fuselate.
6-2Z. Nose Gear Door Assembly. (PA24-260. Serial Nos. 2404783 and 24-4804 and up and P.'\24400.>
6-Zl. Removal Of NolC Landin, Gar Door A_mbly. (Refer to FiJv.re 6-7.)
a. With the nose landing gear extended disconnect the reuaction rods (6) at the aCNator piate (.) by
removing the locknuts and washen from the balljoina (5).
b. Remove the screws or hinge pins t t ~ i n each door to the bottom cowl and remove doon.
c. Remova! of nose landing gear ,door retraction mechanism.
1. Remove the door hold down spnna (3).
2. Remove the door retraction bracket UlCmbly (2) from the fuewall by removing the four
attaching nuts and bolts.
6-24. Ckania Inspection And Repair Of NolC LaDdiDl GearDoon ADd Rcnction Assembly.
a. Clean all pans in a suitable clcaDint solvent.
b. InSpect doon for cracks or daDuge and loose binge brackets.
c. Inspect for wear and corrosion of downlock SllriDl remetlOn rod ball joints and retraction bracket
asxmbly.
d. Repair to the assembly is limited to replacement of pIttS and minor skin repair.
625. InRallacion Of NOIe Landin, Gear Door ASlCmbly. (Refer to FilUrc 6-1.)
a. Position the retraction bracket assembly (2) on the firewall and secure with aruching bolts.
washen and nuu.
b. Install the hold down spring (3).
c. PosItion the doors on the cowling and secure with attaching screws or hinge pins.
d. Atuc.h the retractIon rods (6) to the actUator plate (4) with washer and locknut.
ISSUeD: 8/18/72
1115
PIPER COMANCHE SERVICE MANlIAL
I. IIGIt LI".
a. "OUIIT'''' ".CT un""I."
J. "0100 00"''' Iq,,,O
... "CTu.. TI..n.
I. '''1.1. 40l"T
. ".n..CT'0" liDO
7. U_'''' I." "'OU"T
,""....
t. 'DOlI "I". ...a_oo,
10. 00011
I I. 10011 ", .... Z..-1I01
II. III". U Z IIOI
II. 00011
FIGURE 6-7. NOSE GEAR DOOR INSTALLATION, PA-24-260 and PA24400
6-26. Adjustment Of Nose Landing Gear Doors.

a. Place the airplane on jacks. (Refer to Jacking. Section II.)
b. Adjust one door at a time by lengthining or shortening the retraction push-pull rod.
c. With the gear retracted adjust each door so it deflects from its front stop .350 inches with a 9 lb.
weight suspended from the aft inboard corner of the door.
d. Check retraction rod ends for adequate thread engagement. for safety and tightness of jam nuts.
6-27. Main Landing Gear.
6-28. Disassembly Of Main Gear Oleo. (Refer to Figure 6-8.) The main gear oleo assembly may be removed
and disassembled from the gear oleo housing with the gear removed from or installed on the airplane.
a. Place the airplane on jacks. (Refer to Jacking. Section II.)
b. Place a drip pan under the main gear to catch spillage.
c. Remove the air and fluid from the oleo by depressing the air valve core pin until strut pressure has
diminished. Remove the filler plug and with a small hose. siphon as much hydraulic fluid from the strut as
possible. .
d. To remove the piston tube (8) assembly from the oleo housing (7). remove the upper (5) and lower
(2) torque link connecting bolt assembly (4) and separate the links. Note the upper and lowertorque links and
the number of spacer washers (2) between the two links.
REVISED: 4/10/81
1116

e. Compress the piston Nbc (8), reach up alOnt the Nbc and rele:uc the snap riDf (29) from the
annular slot at the bottom of the oleo housinc.
f. Pull the fllston Nbc with component puts from the hOusiDJ.
g. The piston tube componentS may be removed by reaching in the Nbe and pushinJ Out the upper
bearins retainer pins (23), Slide off the upper bcui.r11 (12), lower bearin, (Z4) with "0" tinas (25 alid 26),
wiper (27). washer (28) and snap riftl (29).
h. To remove the orifice tube (19) from the oleo bouu. remove the locknut (12) and wuhcr (13)
from the of the housinl. Draw the tube with backup riDa (1.), "0" Me (15) and rinI (16) (PA-24-400
only) from the housing.
I. The orifice plate (17) is removed &om the bottom of the orifice cubc (19) by releasing the snap
rin, (18) that holds the plate in position, Expand lnd remove the riq (16) from the lower eDdof the Nbe.
j. To remove the piston tube plug (21) with "0" nn, (20) located in the lower end of the piston
tube (8), remove the bolt assembly (9) and insert a rod up throuF the hole in the body of the fork (1),
pushing the plul out through the tOP of the rube,
6-29. C1cuainl. Inspection And R.epair Of MaiD Gar Olco.
a. Clean all parts with a suiuble dry tYpe c1a.aiD1 solvent.
b. Inspect the landinl,ear oleo assembly component for tbc'foUowing,
1. Scarinp and bushinp for excess wear, corrosion, scratches and overall damage,
2. Rcu.inina pins for WClt and damqc.
3. Lock rinp for cracks, burrs, etc,
4-. Cylinder and orifice Nbc for corrosion. sc:ntches, nicks and excess wear.
5. Orifice plate for bole t'Csmcnon.
6. Fork. tubc for corrosion. scratches, nicks. dena and miJalipment.
7. Air valveJencra1cOlldinon.
c. Repair of the oleo is limited to smoothilll out minor scratehes. nicks and denu and replacement of
parts.
d. Individual replacement of wiper strips may be accomplished per instructions Jiven in parqraph
640.
6-30. Auembly Of Main Gar Oleo. (Refer to Figure
a. Ascertain that all pans are cleaned and inspected.
b. To install the piston tube plul (21), fust lubricate the plug "0" rint CZO) with hydraulic
(MIL-H-5606) and instal! it on the plug. Lubricate the inside wall of the piston tube (8). Insert the pl\&l,into
the tOp ot the tube and push it to the fork end. AllIn the bolt bola of the fork, tube and pllJl' and install
bolt assembly (9). (If a new Nbe (8) is installed that bas not been cirilled. press the tube into the fork
until it bottoms. Using the fork bolt holes u a pidc. drill a pilot hole and ream to 0.250/0.252
each side of the tIIbe wall. Remove bum &om the inside of tbe rube and flush the tube with a
suitable solvent to remove all mccal particles.
c. If desired. cement a cork in the hole in the bottom of the fork body to prevent dirt from entering
d. To assemble the compcneau of the orifice tube ( 19), insert the orifice plate ( 17) into the bottom
ot the tube and secure with snap ring (18). Insull ring (16) (PA-24-1-OO only) on the lower end of the tube.
e. To install the orifice tube in the oleo housiftl (7). insert the Nbe up through the With the
end of the tube exposed through the top of the housinl. install the "0" ring (15), back-up ring (140), washer
(13), and locknut (12). TiJhten locknut only iinSCf tiJht at this nme.
ISSUED: 8/18172
1117
PIPER COMANCHE SERVICE MANJ.;Al
f. Assemble the components of the piston tube (8) on the tube by placing. in order. the snap ring (.
washer (28). lower bearing (24) with outer and inner "0" rings (26 and 25) and upper bearing (22). Align
lock pin hole of the upper bearing with the pin holes in the tube and install pins (23).
g. Lubricate the wall of the cylinder oleo housing (7) and piston tube (8). and carefully insert the tube
assembly into the housing. guiding the orifice tube (19) into the piston tube until the snap ring (19) can be
installed in the annular slot at the lower end of the housing.
h. At the top of the housing. tighten the orifice tube locknut ( 12). (Should it be an impossibility to
tighten the locknut due to the orifice tube rotating with the nut. withdraw the piston tube assembly from the
cylinder and. while tightening the nut. secure the orifice tube with the use of a I-I 2 x J 16 inch drag link
socket held in the slot at its lower end. Check that the orifice tube is centered in the cylinder and then reinstall
the piston tube assembly.
i. Install the wiper strip (27). slide the washer (28) into position and secure the assembly with snap
ring (29).
j. Ascertain that the bushings are installed in the upper and lower torque links (5 and 2) and then
install links.
~ T
housing.
The torque link bolt assemblies (6 and 10) should be lubricated and installed with the flat of the bolt head hex
adjacent to the milled stop of the wide end of the link. (Use the same thickness of spacer washer 1J) between
the two links as those removed to maintain correct wheel alignment.) Tighten the bolts only tight enough to
allow no side play in the links. yet be free enough to rotate.
k. Lubricate the gear assembly. (Refer to Lubrication Chart. Section II.) .',
I. Compress and extend the strut several times to ascertain that the strut will operate freely and to
links do not restrict travel in the compressed position. The weight ofthe gear wheel and forks should allow t he
strut to extend.
m. Service the oleo strut with fluid and air. (Refer to Oleo Struts. Section 11.)
n. Check the main gear alignment (refer to Paragraph 6-35) and gear operation.
o. Remove the airplane from jacks.
REVISED: 4/10/81
1118
LANDIJlllG GEAR AND BRAKE SYS.
PIPER COMANCHE SERVICE MANt: AL

6-31. Removal or Main Landing Gear. (Refer to Figure 6-9.)
a. Place the airplane on jacks. (Refer to Jacking. Section 11.)
b. Disconnect the retraction transmission by pulling up on the release lever.
c. Retract the landing gear until it hangs in the neutral position. by using the emergency extension
lever.
d. The side brace link assembly may be removed by the following procedure:
I. Disconnect the assist spring. (This may also be accomplished while disconnecting the
push-pull cable as described in the next step.)
2. Disconnect the push-pull cable from the upper drag link by removing attaching nut. washer
and bolt with swivel assembly (20).
1 Disconnect the gear down limit switch (25) by removing switch attaching nut.
4. Remme the side brace links by removing the pivot bolts (23) at each end.
S. Remove the side brace support bracket (22) from the front spar by removing attaching bolts.
e. Remove the main gear strut housing with components using the following procedure:
I. Disconnect the gear door retraction rod (29) from the strut housing.
2. Disconnect the brake line (33) and cap it to prevent dripping and contamination.
1 Remove the access panel aft of the rear spar by removing attaching screws.
4. Swing the landing gear enough to allow insertion of a bungee tool, P. S 752998. between the
inboard (4) and outboard (6) bungee pulleys.
5. With tension relieved from the bungee, remove the inboard pulley attaching bolt (3) and
remove the bungee assembly by unscrewing the outboard pulley bracket (7) from its fitting.
6. Remove the bolt (9) holding the bungee arm ( 10) to the rear strut support fitting ( II). Cut and
remove safet ... wire (13). Slide studs (14) from rear strut arm.
7.' Slide the bungee arm tube out of the rear support fitting freeing the rear strut arm. Note the
number and thickness of shims (12) between the rear support fitting and rear strut arm.
8. Remove the gear assembly from the wheel well by removing the attaching bolts holding the"
front support fitting (18) to the front spar web.
9. Remove the rear support fitting by gaining access to the attaching nuts through the access
hole behind the rear spar and remove nuts. washers and bolts.
6-32. Cleaning. Inspection And Repair Of Main landini Gear.
a. Clean all parts with a suitable cleaning solvent.
b. Inspect the gear components for the following unfavorable conditions.
I. Bolts. bearings and bushings for excess wear. corrosion and damage.
2. Gear housing. side brace links. torque links. strut support fittings and bungee arms for cracks.
bends or misalignment.
3. Assist spring for corrosion. wear and serviceability. (Refer to Table VI-III.)
4. Bungee cord for fraying of protective cover deterioration and expanded rubber life. (Refer to
Table VI-Ill.)
5. Wiring for fraying poor connections or conditions which may lead to failure.
6. Check general condition of limit switch.
7. Check side brace link through center travel by attaching the upper and lower links. setting
them on a surface table. and ascertaining that when the stop surfaces of the two links touch. linkage is not more
than O. 125 of an inch +.06 -.00 through center. Should the distance exceed the required through center travel
and bolt and bushings are tight. replace one or both links. (Refer to Figure 6-8a.)
REVISED: 4/10/81
1119
LANDING GEA'R AND BRAKE SYSTEM
1 FORK ASSEMBLY
2. TORQUE LINK. LOWER
3 SPACER WASHER
4. BOLT ASSEMBLY
5. TORQUE LINK. UPPER
6. BOLT ASSEMBLY
7. HOUSING. OLEO STRUT
B. PISTON TUBE
9. BOLT ASSEMBLY
10. BOLT ASSEMBLY
1I. AXLE NUT
32 FORK ASSEMBLY. SERIAL NOS 24' TO
24-845 INCL.
6--"'"
5----\
3
2
1
cz...

----,
"O----!""t----- 9

-r---lT
I
1120
Main Gear Oleo Strut Assembly
LANDING GEAR AND BRAKE
REVISED: 4/10/81
..
Figure 6-8. Main Gear Oleo Strut Assembly (com.)
,. FORK ASSEMBLY
7. HOUSING. OLEO STRUT
8. PISTON TUBE
9 BOLT ASSEMBLY
11. AXLE NUT
12. NUT. ORIFICETUIE
13. WASHER
14. lACK-UP RING. ORIFICETUBE
15. "0" RING. ORIFICE TU8E
UI. RING. ORIFiCETUBE IPA244001
17. ORIFiCE PLATE
18. SNAP RING
19. ORIFICEfU8E
20. "0" RING. PISTONTU8E PLUG
21. PLUG. PISTONTUBE
22. BEARING. UPPERPISTON TUBE
I
I
I
I
f
--I
Il----
23. PIN. RnAINING
24. BEARING. LOWER PISTON TUIE
25. "0" RING
26. "0" RING
27. WIPER STRIP
28. WASHER
29. SNAP RING
30. NUT
31. WASHER
13-
14
15
, CUI
I
I
!
I
I
I
i
I
"I
1121
GEAR AND BRAKE SYSTEM
REVISED: 4/10/11
FIGURE ..... MAIN GEAR SIDE BRACE LINK TRAVEL
I
s.mcablc
i
"111
T......
BearinI PIN I DreadS. G..Siac T......
4521'2 11120NF 1 .47J1 .46751.47) 1
22941.00 5,.11 NF 1 .5949 .511".5949
FIGURE .... MAIN GEAR SIDE BRACE BEARING TOLERANCE
8. Cleek side brace links ..... rod ad bariIIp for war lOCI piech diameter tolcnnces in
ucordaJsce wim Panpaph 6--UA.
c. Repair of Iancliq ,at is limiccd to remndiQo'" of puts sacb u repllcint bariDp and bushi..s,
inspecrinl pam for war. smoothint out minor Dicks andtcraeeba. aadrepaina.., of ucu where paint has
chipped or peeled.
REVISED: 4/10/11
1122

Step 3

Step 2
5avicablc
o-v Thrftd
Link PIN Thread SIU GaUlt Tolcnncea
1/2-20 SF 3
1/2-20
4675/.45$0
1/2-20 SF 3 1/220 .4675/4550
1 ':-.!O 3 1/220 4675/.4550
2257HIO 5/818 SF 3 5/818 .5889/.5764
5/818 SF 3 5/8 18 .5889/.5764
FIGURE 6-8c. MAIN GEAR SIDE BRACE LINK TOLERANCE

ISSUED: uwn
lX23
6-322. IDIpeccioa Of MaiD Gar Side IInce 1J:akI aad Rod lad a-iap.(Rder to Fipre 6-8e.}
To dftmDi.nc the serviceability of these para requires the iDlpectiOD of the threads for .CU'. This is
accomplished by demminiD, the pitch diameter of the thnsds.
a. The: foUowm, iDformuiaD is the ...-at mcdlod for cbecltial the liDk:
1. It will be IlCCftUIY to obaia a special o-Vee pqe (refer to table iDcluded in Fipre He for
the specific size pu,e to order). This pup CIA be purdlued from die o-VeeGup CoIllpUlY. P. O. Box
43271. Los ADpia. CalifonU& 90043. IDda micrameter (_..... order below).
2. The adnDtqe of UIiDI me o-Vee ...is ill ia limple three RepS. see Fipft 6-8e.
3. There is a.Iso me dlrec wire metbod of cbeckiDI the tbrad pircb diameter. For more
iDfarmatioD on this method see Screw Tbftld Scudard HoZ' Handbook pUt OQt by the U. S. Department
of Commerce, or my JOOd macbinat baDdbook.
.... If the liDlr. ill wom las dwl the tolauca pa ill die Qble with Fipre 6-8e. it must be
replaced.
Sample Order o-Vcc CaaJOi No. 6803 112-20 NF 3 Pitch Dia. .4675/.4550
Sample Order. o-v CaalOl No. 6803 ""'18 NF 3 Pitch DiL .'1891.5164
NOTE
When UIina the: crVee puce metbod to check pitch diameter. ute the
tolcnncaliVCD on the O-Vee pup tab.
b. The faUowin, iDformaaoD isthe ~ method for cbeckinl th. barinI tbreadI:
1. This check requites the use of a NO-GO tbrad pau, pup (rCef to table iIlduded in Fifure
6-8b for the spcciilC size pup to .... This PUfC can be purchucd from .yJOod toollUpplicr.
2. If the ~ pup CaD be scmred inm the beariJII. this would indicate thac the baring is
worn l.aqcr thaD the tolcranca JiveD ill the table with Fipft 6-8b. aad alut be replaced..
NOTE
Tbe ~ PUF should !lOt fit a tcr9iccabie barinJ.
6-33. Inst:al1uiOD Of M.m wadiDJ e-r. (Rem to Fipre 6-9.)
Non
When uambiiq eomponeoa of the laDdinI pu. lubricate bcarinp.
bush. and fric:tlon surfaces with proper lubriCUlt u described in
Section 11.
a. IbSctt a Cal' support ba.rinI (41 aDd48) in cacb support fittiq (11 aDd 18) andsecure with map
rinp (45).
b. The gar housiq may be i.Dsta1led in the wheel weU of the wiDe by me foUowing proccdun::
1. Placc a spaeer ..asher (17).0.035. PIN 19513-10. or 0l"ipnU Dumber of wuben and then the
forward support fittiJIt (18) Oft the forward IUppon ann of the SIN! housm,.
REVISED: 4/3/78
1124


2. Slide the baml lIut (47) iDto the forward smat anD IDd i.QIm tile an:achiDc bolt (49) with
wa.sber throurb the fittiDI iDto the ann.
3. Tip,tcn bolt IDd check support fiuiDI fat ftccdom of rotatiOD.
4. Secure the aft support fittiDI (11) to the resr spar web with aa:achiDI bola. wuhcrs aDd nUll.
S. POIitiOD maiD 1aDdiaI par IInIt .-mbly ill the wbed wU IIICi macb the &oDt Illpport
fittiDI to the main spal'web witb atw:billt bola lDelwllben.
6. Usmc the &CCeII bole bebiDd tile rat spat. u.n the buJIFe tube (10) with wilber (44)
(0.125. PIN 14843-20) WouP the rat ..pport fittiDI lad iDto the leU Rnlt ann UIiDI eDouP sbim
wuhen (12) bet'Wftll the rear IUpport firtiDlud the IInlt mil to dimjnjllb CDd play of the saut bousiDl.
(Shim wuben are available in sizes O.OU. PIN 19513-10; 0.062. PIN 14843-93 i aDd 0.125. PIN 14843-20.)
7. Position the side brace support bracket (2%) OD the maiD tpU' web lDel secure with bolts aDd
wMbers.
c. ASlCmble the upper aDd lower dralliDks (24 lad 27) with piwt bOlt (26).
d. Adju.a the lower dzat link to a cfimcDW'Il of 6.125 inches from caller of the middle pivot bolt to
center of the rod end beariD.I. (Refet to Fipre ~ 1 0
e. 1asta11 the 1aDcIiDt leU' door mnctiOD anD OD the Rnlt bouiDl aad scauc with bolt. wuben and
nut.
f. Ata.eh the upper drq link to the .pport bracket witIl clevis bolt. wilber. Dut Uld cotter pin and
the lower liDk to the stnlt b0usiDB wim bolt, wuben lot cacbside of be:ariIII aDdlIut.
I. Check for elann" betwccn qlillkmiddle pivot bolt bad (26) and the main pit capstrip.and
biDctinI of the lower dntJ liDk md ba.riq by m:ractiDt aDd men
di
", thepar by bmd. If danDer is less
than 0.062 of ID inch bctwca pivot bolt bad UId 1pU' capta'ip. IdditioAal shims (17) must be I.deled
betwccn the stnIt arm and front suPPOrt brackcc.
h. InStIll sruds (14) iD rear strUt arm aDd S1fety with miAilDum 0.041 (Spec. MS20995C41) wire
0]).
i. 1llSUl1 bam:.l nut (46) ill rear strUt ann IDd iDIcrt bolt (9) with wMber duoup buape tube aDd
tighten.
NOTE
It is sugencd that new UIIist sprine (19) be iDItIIIed if new bUDpc
cords (5) are instaUed. to iDsate proper opeution of the system.
j. Check Far strUt arm support beariap for fn:edom of rautioD by rctnetiDt md ext.ndm, the FU
by hlLftd.
k. Install utaehm, bolt aDd bwlpe cord in toller bndtct (7).
1. Install roller (6) iD bndc.u ILftd secure with pia, wubc:t aDdcomr pill.
m. Install inboard pulley (4) aDd buDpecord utCIIlbly on buDpc tool (PIN752 998).
n. Seeure the outboard buDp cord bracket to ia fiaillc lit of the re. spat.
o. P1a.cc the maiD FU' in the up pGlition md secure the inboard bUll" pulley to the bunp um
(10) with washers aDdbolt.
REVISED: 1013177
IJI
3
11
/
5
Figure 6-9. Main Landing Gear Installation (Left)
..
!
1. MAIN GEAR DOOR
2. BOLTASSEMBLY
3. ATTACHMENT BOLT
4. BUNGEe PULLEY
5. BUNGEE CORD
6. BUNGEE PULLEY
7. BRACKET
8. FmlNG
9. ATTACHMENT BOLT
10. BUNGEE ARM
11. STRUT SUPPORT FITTING, REAR
12. SHIMS
13. SAFETY WIRE
14. STUD
15. STRUT HOUSING
16. STRUT FILLED VALVE
17. SHIMS
18. STRUT SUPPORT FITTING, FRONT
19. ASSISTSPRING
20. BOLTASSEMBLY
21. PUSH-PULL CABLE
22. SIDEBRACE SUPPORT BRACKET
23. PIVOTBOLT
24. UPPER DRAGUNK
26. DOWNUMIT SWITCH, LATEMODEL
26. PIVOT BOLT
27. LOWER DRAGUNK
28. SAFETY SWITCH. LATE MODEL
29. DOOR RETRACTION ROO
30. UPPER TORQUE UNK
31. SHIM WASHERS
32. LOWER TORQUE UNK
33. BRAKE UNE
34. FORK ASSEMBLY
35. BRAKE CYUNDER ASSEMBLY
36. WHEEL
37. TIRE
IJ2
REVISED: 4/10/81

SKETCH B
Figure 6-9. Main Landing Gear Installation (Left) (COnL)
AUO
SKETCH A
16. STRUT FILLER VALVE
21. PUSHPULL CABLE
24. UPPERDRAG LINK
25. DOWN LIMIT SWITCH, LATE MODEL
26. PIVOT BOLT
27. LOWER DRAG UNK
28. SAFETY SWITCH, LATE MODEL
30. UPPERTORQUE LINK
38. SWITCH ACTUATOR ROD
39. SAFETY SWITCH, EARLY MODEL
40. JAM NUT
41. ACTUATOR ARM
42. DOWN LOCK SWITCH, EARLY MODEL'
REVISED: 4/10/81
IJ3
1915
Figure 69. Main Landing Gear Installation (Left) (cont.)
I
3. ATIACHMENT BOLT
4. BUNGEE PULLEY
6. BUNGEE CORD
9. ATIACHMENT BOLT
10 BUNGEE ARM
11. STRUT SUPPORT FITTING. REAR
12. SHIMS
15. STRUT HOUSING
17. SHIMS
18. STRUT SUPPORT FITTING. FRONT
43. SUPPORT BEARING. REAR
44. SHIM
45. SNAP RINGS
46. BARREL NUT
47. BARREL NUT
48. SUPPORT BEARING. FRONT
49. ATTACHMENT BOLT

REVISED: 4/10/81
IJ4
SKETCH C

p. Extmd thc gar aDd rcmOV'c buD,ee toOl.
q. Conncct the mDC1ion pusJ!.puU cable (%1) to the upper dnI UDk with aftIChiD, bolt and adjust.
(Refer to parqraph 6-55 for adjustment of pushpuU c o ~ l ca.blcs.)
r, Install me assist spriD, (19) bctwccD the str1lt bouaial and upper dna liaJt. ($ce NOTE above.)
So Extend and n:trI.Ct the main par manually to check that each link u.mbly locks sitnult&Dcously
and indcpcndcDdy of each other.
Non
Folio-in, adjuSUDCll.t to &Dy of me three pan ill which dle conaol
tIIbc:slrod were ciilconDcetcd with airczaft OD jacks. dle U'IDImiliion
disc:ODDCCmi. uccrtIin that all three ,ear dnt liDksJO Oftr muer and
lock at the same time iDdcpcdcndy of each other.
t, Install mUn landinc ,eu down limit switch (%$) aDd adjust. (Refer co parlffaph 6-S3 for
adjusanent of landinJ,eu down limit switchcs.)
u. Install landiftl pt safetY switch (28) (left IftI' only) and adjust. (RefcT to puqraph 6-52 for
adjusanent of safety switch.)
v. Connect the brake line.
w. Connect the landin,lCU door retraction rod to tise bracket on the main FUStNt housing.
REViSED: 413178
IJ5
LANDING GEAR AND BRAKE SYSTDt
FIGURE 81d. ADJUSTMENT OF MAIN LANDING GEAR DRAG LINK
6--34. AdjustmCftt Of MaiD Gar Stele Inn Links. (Refer to Fipte 6-10.) Disconncct the side brace link
from the main gear saut bousing. and adjust to maintain a dilwlce of 6.1%5 inches betWeen the center of
the pivot bolt which attaches the upper drq link to the lower drat link and the center of the rod end
bearing.
NOTE
Do not check adjustment UM, bad of rod end bolt installed in StNt as
bolt sets at an &nile to the center line of the lower drq link.
635. Alipmcnt Of Main Landini Gar.
a. Place It. stniaht cdBe no less than twelve feet long aeross the front of both main landing gear
wheels. Bun the strailht edte apinst the tire at the bub level of the IaDdiftl gear wheels. Devise a support.
or usc It. box. to hold the smifbt cdJe in this position.
b. Set a square apinst the stru,ht edte and check to 1ft if its outsWldina ler bean on the front and
rear sides of the main IandiJII pat tire. (Refer to Fipre 611.) If it couches both outboard sides of the tire.
the landing gear is correctly aliped. The toeoin for the main landin, gear wheels is 0 dcgrccs.
NOTE
A carpenter's square. because of its crpecially long lep. is recommended
for checking main landing ,ear wheel alipmc!1t.
ISSUED: 8/18/12
IJ6
,.

FIGURE 6-11. ALIGNING MAIN GEAR
c. If the square contacts me rear side of the tire lcavinl a pp betwem it and the front side of the
tire. the tire 15toed-in. If app appan at the rear. the whee! is toed-out.
d. To rectify toe-in or roc-out conditions. remove bolt connectinJ upper and lower torque links and
remove or add spacers to move the wheel in desired direction.
e. e ~ e k the wheel a1i1nment. If the wheel alipmcnt is correct. safety the C&Rellated nut with a
cotter pin. If the misalilnment scill exisa. sepuate the torque links and add another spacer to the torque
links. LI1'l'ut the number of spacers installed to allow for installation of the cotter pin in the bolt.
636. Removal Of MaiD Landini Gear Door A.mbly.
a. Disconnect the rcuaction rod at the oleo smat by removing the attachina nut. washer and bolt.
b. Remove the leal door by removing the screws anachint it to the bottom of the wi...
637. Cleaning. Inspcr:tion And Rep...
a. Clean all partSwith a suitable solvent.
b. Inspect retractIon rod for corrosion at the end bearings.
c. Inspect doors ior cracks. dents. wom hinges and loose brackets.
d. Repairs arc limltcd to replacement of pUts and minor skin repair.
ISSUED: 8/18/72
lJ7
~ 8 InsraUaaon Of Main LaadiD, Gar Door A.mbly.
a. Position the ,cat door in place and secure with attaebinc screws. Maintain equal clarancc betwcen
door and wing paael.
b. Connect the retr.u:tion rod to the oleo strue wim artachiDI bolt. wuber aDd nut.
6-39. Adjumnmt Of Main LaadiDI Gar Doon.
a. Ascertain that there is an all around even c1an.Dc:e between the door and wiDt panel when the
door is in the mracted position.
b. Adjust by loosenifts the door binfe screws in me wiaJ paad. rqKIIitionm, the door and
retiJhtening the screws.
c. The ,CI.t door aCNatiDI rods should be adjuaed 10 that a Dine pound weilbt suspended at the
center line of the inboard tdJe of the door in the rctneted pOlition will crace a O.US of an inch deflection
from the wing contour at the inboard edp of the door.
6-40. Replacement Of Wipe Scrip On LlDdin, Gar Saua.
a. Place the airplane on jacks. (Refer to Jac:IciDI. 5eetiollll.)
b. lacx the airplane only hiJh CDO"Ib to take wcipe off the pat.
c. Releue the air p ~ from the strut by deprasm; the 11ft core pin until the pressure has
diminished.
d. Using snap "III pliers. dianpce the snap rint from the UIIlWar sloe in the oleo housm, and allow
it to lay at the lower end of the piston tube al0l'll with the Wiper strip retainer WIlber.
e. Remove the old wiper strip from the housinC. and c1aD andiDspcn the housinl to determine that
no pieces remain in it,
f. Wipe the piston cube and check it for any abrasions which maydamar the raew wiper. Polish the
rube to remove any abrasions found.
g. A new wiper strip should beCUt strailht acroUt anda linle loftier than needed. to circle the piston
cube.
b. Insert the new wiper strip up intO the oleo housinJ with the tapered cdte down. Slide the retainer
washer and snap ring up the piston Nbc and inxn them into the oleo hOUlinJ. Usine map ring pliers to
compress the map ring. insull it into the annular slot in the oico bousina.
i. Inflate the oleo smlt ill accordance with instructions Jiven ill Oleo Scnaa, Section 11. and remove
the airplane from the jacks.
ISSUED: 8/18/72
IJ8

6-41. Landing Gear Retraction System,
(1-41. Principal Of Operation. The landing gear is a tricycle type. fully retractable through an electrically
operated retraction mechanism. The retraction mechanism consists of an electric motor and tran... mission
assembly. torque tube assembly. push-pull cables for each main gear and a push-pull tube to the no... c gear.
Limit switches are installed in the system to shut off the motor when the gear is fully extended or retracted.
These switches also operate gear indicator lights on the instrument panel.
The landing gear selector switch is placed in the up position activating the retraction motor \\ hich
operates the transmission. The retraction transmission pushes the torque arms forward which pull the main
landing gear cables and pushes the nose gear retraction tube forward. retracting the landing gear. When the
gear is fully retracted. the gear up limit switch stops the motor and the amber gear up indicator light on the
instrument panel lights. The landing gear selector switch is then placed in the down position. operating the
motor and retraction transmission. The transmission pulls the torque arms back which pushes on the main
gear cable's and pulls on the nose gear tube extending the landing gear. When the gear is fully extended. the
gear down switches stop the motor and the green gear down and locked indicator light on the instrument
panel lights.
6-4.l Removal Of Gear Retraction Transmission Assembly. (Refer to Figure 6-14.)

a. Remove the gear retraction transmission assembly by using the following procedure:
J. Place t he airplane on jacks. (Refer to Jacking. Section I J.)
, Roll the carpet back off the front center access panel by removing carpet attaching "cre\\ ' .
.J. Rernov e front center access panel by removing attaching screws. On airplanes with Serial '\ 0'.
24-4804 and up. remove the retraction transmission access door located between the tw0 front "cab.
4. Disconnect transmission motor electrical leads by sliding back the protective covering and
uncoupling the quick disconnect terminals.
5. Place the emergency retraction release handle (18) in the full up position.
(1. Disconnect the transmission retraction spring (23) located on the left side of the transmission
housing on models PA-14-180 and PA-24-250. Serial 24-3558 and up: and PA-24-160 and PA-2.t-..UlO.
On models PA-24-IKO and PA-14-250. Serial 24-1 to 24-3557 the retraction spring (22) is located on
the right side of the transmission assembly connected to the brake solenoid brackets.
7. Remove the coner pin. washer and pin attaching the transmission housing to the mounting
bracket.
K. Remove the transmission assembly from the well.
(1-44. Cleaning, Inspection And Repair Of Gear Retraction Transmission. (Refer to Figure 13.)
a. Remove the six screws attaching the transmission cover (7) to transmission housing and remove
the cover noting the position of the mounting lug.
b. Wipe all old grease from the transmission housing and from the actuator screw (4) and screw nut
( 3).
c. Check the gear release arm (I) and ascertain that it will snap lock in place and will require a load of
(1 to 12 pounds applied at the end of the arm to release. Adjust by spreading or compressing the arm side... at
the round head rivets to obtain proper fit (early PA-24- I80 and PA-24-250 airplanes did not have a snap lock
arm and requires a strap to hold the arm in place). Once the arm is released. ascertain that there is no binding
through its trax el.
ISSl'ED: 8/18/72
IJ9
GEAR AND BRAKE. SYSTE\l
U9l
PIPER COMAl'iCHE SERViCE MAl'il'AL
ZJU' 20U,
'. 'uNGEr COlO ... IGloll'
2 .U1III Gil $rll'uT "'!oll,ll;,\o.Y
3. CAlLE: SU".O.', _'GMT
. 'US" JlULL Ca..1.t. ,.,,; ...
S. "uS'" f1UL1. C"'.I.(. l.(""
6. , ..... IU""O.', I..I,.f
7. 1iiII.6 til GiE "AU" _'S[wII.T
I. eu"GIE COltO. ",r"
t ..."It. GIA" 1'.Ut _"[MaLV
'01' .... (:" 10l1li A.5(..-11.
I'. I:MI_'':'''' 1'1.. 1
10-
",...tH..r
'2. "('1'IU,C'IO" te'Ouf ',,"J.I
'3. '"us ... "UI,..i,. AOI) u:,t,..
, "USM "u...... AOD
1'. 0_.0. ,,"Uif. (L.l't'!
16 ...CS[ Gta- D.... ' ...llIU ...
I'. GE." STRUT aSu:;a..,I.Y
II. 1..: tfION OTO.
10, .,. ...1 GE". DAaG \.1,. ... '11 1. ..
z c ...u$ P\.J.. 1,.
-
/
-'
FIGl:RE 6-12. LANDING GEAR RETRACTION SYSTEM
ISSl'ED: 8/18/72
IJI0
LANDING GEAR AND BRAKE SYST.

d. Inspect the transmission screw and tube nut (2) for end and side play and ascertain that they arc
not distorted or bent.
e. Check that the screw bearing (9) is not loose on the transmission screw or within the transmission
housing. A loose bearing can be determined by holding the transmission and moving the screw up and
down. This check can also be made when the transmission is installed in the airplane. with the landing gear
partially retracted. by applying a load to the emergency extension handle and noting play.
NOTE
On PA
M
l 4-- 180 and PA-24-250 airplanes. Serial Nos. 24-1 to 24-735
ascertain that bearing retainer Kit No. 754219 consisting of plate.
link. screws and nuts has been installed on the transmission.
f. Check for wear within the transmission by turning the transmission screw (4) by hand and noting
end play in the transmission drive shaft (24). End play usually indicates a worn thrust bearing or a loose
connection between the thrust bearing and drive shaft. If end play is in excess of 0.0 I 5 of an inch. the
transmission should be replaced.
g. The coupling (10) between the transmission and motor may become worn to a point where the
metal inserts in the coupling protrude from the rudder. thus causing chatter. This chatter may be eliminated
by grinding the metal inserts until they are .010 to .015 below the surface of the rubber. This grinding
operation may be repeated until the coupling reaches a minimum diameter of I inch and then should be
replaced.
h. Adjust the motor brake (18) (early type) by adjusting the nut on the brake support rod (22) until
the brake disc clears the highest point on the retraction transmission coupling. Hold the brake disc firmly
against the brake solenoid while making this adjustment.
i. The only adjustment required for the later type motor is to align the brake solenoid unit with the
transmission coupling which is accomplished by adjusting the nut on the brake support rod.
j. Fill the Dura transmission housing with grease and the Dukes transmission housing
with Dukes No, 4 lubricant manufactured by Dukes. Duke transmission is identified by label (Dukes
Astronautics Co.) on transmission housing. Dura transmission is identified by Part No. 1010250stamped on
transmission housing.
NOTE
Refer to Lubrication Chart. Special Instructions for specific
lubrication instructions of landing gear transmission assembly.
k. Position the transmission cover on the housing and secure with screws.
6-45. InstaUation or Retraction Transmission Assembly. (Refer to Figure &-14.)
a. Ascertain that the transmission is properly lubricated and position it in the transmission well.
b. Align the transmission mounting lug (27) with the hole in the mounting bracket (28) and secure
with pin (12). washer and cotter pin.

REVISED: 10/3/77
IJll
r. RELEASE ARM
2. RELlASE TUIE
3. TRANSMISSION SCREW NUT
4. TRANSMlISION SCREW
5. ROLL ItINSTOP
e. lllANSMISSION
7. TRANSMISSION COVER
e. TRANSMISSION GASKET
t. SCREW BEARING
10. COUPUNG
". lUllING mAIMER PLATE
(DURA TIWfI. ONLY)
'2. SCREW
13. IJNl(
14. 1'MNIMIIIION II(mw:r ....ING
PA-24-11O AND '''-24-210
IEIUAL MOl. 24-' TO24-"7
11. 11WdMllllON RETRACT ......NG
PA-24-11O AND PA24-2IO
SIIUAL NOS. 24-'" AND UP
,.. MOTORMAKE AIIEMILY (EARLY)
17. IMKIIDLINOID
". MOTORMAKE DISC
". TINIlON IPIUNG
20. MOTOAIMKE ASSEMBLY (LATE)
21. IMKE SOLENOID
22. MAKE IUfI'POfn' ARM
U. lMNSMI8SION MOTOR
24. TMNIMIIIION DRIVE SHAFT
21. IIlETRACJ $PRING BRACKET
FIGURE 6-13. LANDING GEAR RETRACTION TRANSMISSION ASSEMBLY
ISSUED: 8/18/72
IJ12

c. Actach the rmse:tioD SPrinl (22 or 23) to the craalllLilliClD IIld adiu. the coaer pin bftWCICD the
sprinl aDd floorboard co maiIltaiD coup tcnsioa on the sprm, to bold the 1hnsmj.IioQ away from the
mncrion torque tubc durinl cJIIG'I'l'Dcy par ateasioa.
d. Lllbricare me torque anD mroupa bolt (13) aDd book the tn"""issjoD tv.be (19) 0ftT me bah.
e. Place the ancqascy rdeuc baDdle (18) in the dowa aad locked poIitioQ.lock.iaI the tnD..jaiOD
Nbc uound the throup bolt.
f. CODDee:t the decaica1 leads aDd tUde the prouccite c:owriaI Oa' the termiDalI aDd tic at both
ends.
I. Check for properopention uad adjust. (Refer to panpoapb
6-46. Ranoval Of No. Ge.r CoD1I'01 Rod. (Refer to Fipre 6-14.)
a. Place the airplane aDjada. (Refer to JackiDI. Secr:ion 11.)
b. Remove carpet aftI.ChiDI screws aDd roU it buk off the frODt CCIlter accaI panel.
c. Remove froDt CCDtG' acCCII panel by removiDl aaachinI SCftWS. On airplanes with Serial Nos.
24-4783. 140-4804 and up. remove the rcmction mD-.oD door locued benn:cD the cwo front
scatS.
d. DiscoDDCCt the crusmission by pu1liq up aDtherei_ leva'.
e. Rem.ct the landinc aar IlDtil it banp in the Dean poIition. by .... the ClDCfPDCY au_on
lever.
f. Disconnect the push-pull rod (11) from the UDdenide of the left IOrque arm(9) by ranoviaa the
cotter pin. wuber and pin.
,. Disconnect the forward CDd of the rod at the left dni Uak located in the DOIC wbeel weI1 by
removing nuc. washer aDd bolt. Rctn.ct the FU moucb to allow removal of the arw:binl bolt throup
provided hole ill the Dose section dwlncl.
h. Remove the rod by rcmoviDJ CIId bariDt aDd pulliDl it tbtoap ... aDd DOle wbeel well.
6....7. Removal Of MaiD Landi'nI Gar PuIM'uI CoBuol CIbJa. (Rda'to Fipft 6-14.)
a, Place the airplane on jacks. (Refer to JackiDI. Section II.)
b. Remove carpet aaachq screws and roUc:.upct back off the front cauer access panel.
c. On airplanes with Serial Nos. 24-4783. 1.....04 &adup. tanCWC the recractiOft mnsmission acccsa
door located between the two front scats.
d. Remove the rear scacs and carpet attaehiDIscrews.
e. Roll the cu:pet back aDd remove floor panel jut 1ft of the mraction tnmIIlisllon.
f. Disconnect thc mnani_ion by pulJiq up on the re1cue Incr.
I Retract the landin, ,eat until it banp in cbc Della potiIion. by usiDI the emeqcncy extension
lever.
h. Disconnect the mraction cables (7 aDd 8) from the torque arms (9 aDd 10) by removinc attac:hiDc
cotter pins. wuhen aDd pins.
i. Remove castle ftUts (3 &ad4) from cables It the bulkhad aft of the m:ractiOft tra.nIIIlisIion.
J. Remove damps scc:uriq cables to bottom of the fuIclate.
k. Enter throUJh the wbed well and disconnect cable ends from upper maiD gear drag links by
removing attaching nut. _uhen aDd bola.
REVISED: 6/25na
IJ13
I. Disconnect cables f r o ~ the support brackets (36) by rem?\ing nuts 3 ~ and washers. .
m. Remove the end bearings from the cables at the drag links by backing off the jam nuts a
unscrewing end bearings.
n. Slide the cable support nut (34) and washer off the cable and remove the cable bv slidinz it t hrouuh
the support bracket and out through the access holes in the floor. . ~ ~
tl-4!<. Cleaning. Inspection And Repair Of Retraction Push-Pull Controls,
a. Clean all parts with a suitable cleaning solvent.
b. The push-pull rod should be inspected for the following unfavorable conditions. and compliance
with latest revision of Piper Service Letter ~ o . 546A.
I. Bends in the rod and treaded portion of the end bearings.
, Dents in the rod.
3. Cracks around the end bearings.
4. Corrosion and excess wear.
c. The main gear push-pull cables should be inspected for the following unfavorable conditions.
I. Freedom of movement through the housing.
, Corrosion of cable and housing.
3. Excess wear of cable and housing.
4. Bends and cracks of cable ends.
d. Repair of the push-pull controls is limited to replacement of parts.
6-49. Installation Of Nose Landing Gear Push-Pull Control Rod. Install the nose gear push-pull rod using
the following procedure:
a. With the rod end bearing removed from the aft end of the push-pull rod. place the rod in the nose
wheel well and slide it through the seal assembly.
b. Attach the rod end bearing to the aft end of the rod and check both end bearings for proper thre
engagement by sighting or inserting a piece of safety wire through the safety hole.
c. Secure the aft end of the rod to the underside of the left torque arm at the retraction transmission
with attaching pin. washer and cotter pin.
d. Because of adjustment later. temporarily attach the front rod end to the left drag link clevis by
inserting the countersunk bolt through the clevis from the left allowing sufficient clearance between drag
link clevis and fuselage.
e. Adjust push-pull rod per Paragraph 6--56.
6-50. Installation Of Main Landing Gear Push-Pull Control Cable. (Refer to Figure 6-14.) Install the main
landing gear push-pull control cables using the following procedure:
a. Ascertain that cables have freedom of movement through the housing prior to installation.
b. Remove the end bearing from the main gear end of the cable.
c. Install castellated nut on main gear end of the cable and insert through the access hole in the floor
and through the cable support bracket (36).
d. Install washers and castle nuts and attach the left gear cable (2) to the right torque arm (10) at the
transmission with pin. washer and cotter pin.
e. Install washers and castle nuts and place the right gear cable (I) oyer top the left gear cable: and
attach it to the left torque arm (9) at the transmission with pin. washer and cotter pin.
REVISED: 6/25/76
IJl4
LANDIl'iG GEAR AND BRAKE SYSTE.

,
f. Adjust the cabla ac the buJkhad aft of me mnpn_olllOwbeD theeutlc nut (3) is a,ht. chrft
dIrads arc expoled forwvd of the nut Oft the cable (1) &om the ript par. Ont thread should show ac the
e.utellated DUt (4) all the ldc JCU' cable (2).
I Place the adjuainl wuher (35) aDd nuc (34) OIl the cable at the dlqlillk CIldaodiIlIu1l jam nut
IIld endbatiIlc.
h. Amcb the cables to the dnt 1iIW with bola, wubcn aDd 1lUts.
i. TipteD adiustiDI nut at the support bracket.
J. Clamp the cables to bonom of the fuldap IIld spit co prnat chafiDc.
NOTE
IIlIUll conduit with lIliDimum Ilumber of bcIlcIs. Avoid bcIlcls with
radius las thlll cpu mdles.
k, Adjust the cables. (Refer to pcnpapb 6-55.)
l. Operate the 1aDdiq Jar to check for freedom of 1IlOftIDCDt.
NOTE
Whm chcdtint the landq p lex opcntion Oil jacks. cIiIcoADect the
mraetion cnDsmiIIioll and Dose leu' dOWll lock IpftDp. Followiat
adjusanalt co aay of the thrcc pus mwbich the cOlluol tuba/rod
were discODllea:cd with aircrafc Oil jlCks, the au-i-on
disconnected. uceruin thac all threc ,ar dnt lillks 10 over CCllter and
lock ac the same time indcpmciendy of each ohel'.
m. InnaU floor PlDeJa &Ild attach with screws.
n, Position the carpcc &Ild secure with screws.
o. Install fuel selector colllOle.
p. Insrall the seaa.
6-51. AdjUSQDCIlt Of l.nc
U
.. Gar Rcaacdoll Sytma.
a. After cbaaIinI or Idjllltiq aDy aacmbly of the pr or mractiOD system, an adjustment oC ia
foUowlnJ compODCIlC should bemade.
Example: Replacinl or adjUll:iq drq link, recheck pusb1'ull cable or rod adjusancnc.
Example: SbinuniaJ left nose geardrat liak clevis. recheck pUlh-pull rod.
NOTE
When adju.stin( the complete landin, Jar system, foUow the adjusting
preeedure, in sequence, u outlined mparapaphl 652 thl'OUp 6-58.
Always j&ek the airplane before attcmpnn, any adjusanent.

REVISED: 413n&
IJ15
\
cs.S2. Adjultmet1t Of 1.aDdint c;c. Safety Switch. _
a. The Iandi", pr safety switch iocated on the left main ,eat is adjuSted so thc switch is actuated in
the last 0.75 of an iDCh of ,car extension.
b. The switch with the boot seal and adjustin, rod (refer to Fipre 6-9, Sketch B) is adjusted by
placina the ,ear in fun down position and the strut fully extended. Screw the leNator arm(41) down until
the switch clicks on. then screw down an additional 0.117 of an inch and secure with jam nut (40).
c. The round switch used on aircraft without the rod and arm" adjusted by toml'fCSlinc
the strUt until S.S inches is obtained betWeen the tOp of the par fork (34) and bottom of the ,eat housiftJ
(15), then adjust the switch down until it contaCtSthe smker plate. Secure the switch and safety.
d. Ascmain that either switch will aemate in the Jut 0.15 of an inch of oleo extension.
cs.S3. Adju.scmcnt Of The Gar Down LimitSwitch.
a. Before ancmptiftJ any adjusancnt of the down limit switch. ucc:rtain that the nOK and main gear
drq link assemblies are properly adjusted. Refer to panpaph. 615 and 6-34.
b. Each main ,ear down limit switch attached to the sid.: brace dfll tint assembly is adjusted by
moving the switch toward or away from the Sft'iker place. When the Iandiq ,ar is down and locked. the
limit switch should have broken contact.
c. The noSC gear down limit switch located at the left drq link is adjustcd by moving it toward or
away from the striker plate. When the ,ear is down and locked. the switch should have broken contact.
d. Check operation at the down limit switches by the fonowm, procedure:
1. Open landin, gear retraction motor circuit breaker.
2. Tum on the muter switch.
3. DisconneCt the rcmc:tion traftsmiuion by puUi.. up on the rclc:uc lever and manually
rctrl.cri"l the land"" Iftr UM, the emergency extension lever.
4. At the point where the IftCn light ,acs out. apply rearward pressure on the nose gear and
inward pressure on the main gear. The ,ear should not unlock.
654. Adjustment Of Gar' RetractiOn TnnmUuion Aaanbly. (Refer to Figure 6--14.) the
retraction transmission by using the following procedure:
a. Release the tranSmission by pulling up on the mlCrJCncy release lever.
b. Adjust the pushwpuU cables so the cable (1) from the ",ht Iftr has three threads exposed forward
of the cutellated nut and the cable (2) from the left ,ear has one thread exposed forward of the castellated
nut. (A spanner wrench may be fabricated to tighten the c:utellatcd nuts. See Fiprc 6-40.)
NOTE
Thc main gear pushpull cables cross each other aft of the rcmaion
transmission.
ISSUED: 8/18/72
IJ16
1111
SKITCH I
,...
7
AU7
TYPICAL SAFETY WIRE INSTALL.ATlON
FUSELAGE
SKITCH A.
FIGURE &-14. LANDING GEAR RETRACTION SYSTEM INSTALLATION
lU5 1
1 l'USM l'UU ';;"KT GU-II
2. ""'SM 'UI.l CAlll. liFT GE""
3 CASTLE NUT
4. CASTLENUT
I CAlLE 1100. IIIGHT GEAIl
I. CAlLE 1100. LEFT GlAll
7.II001NO
I. 1100 END
. UFT TOIIQl,/E AIIM. IIIGHT GEAII
10. IIIGHT TOIIOUEAIIM. lEFTGEAIl
1 I I'\,/SH 1'Ul,L 1100. NOli GIAIl
12. TllANS".SION MOUNTlfIIG FIN
13. THIU IOU. TOIIOUE AlIMa
14. TIIMS"'IION ICIIEW
II. TIIM....SlQN SCIEW NUT
11. 1l0U, filM .TOIO
17. 1100 ENO CONNECTI"G I'IN
II. IILlAII LEVEl
11. IIILL\SE TUiE
ZO. TO'lOUE TUiE
21 EXTENSION LMI. EMEIOENCY
1' ...242to Conly,
22. TIIM.....'ON 1If....er$l"IIlNG
' ...24110 ItId ' ...24-250
SEIIIAI. NOS. 24-1 to 24-3117
23. TI""'.MIISIO.. IIETIIACT ....'..0
' ....24-110 ItId ""2"210
SERiAl NO. 2..... ItId u,.
' ...2..210 ItId ""24-10
24. "'.1.....IMILy
21. MOTOIIIUI'POIIT 1100
at. T ION
27. T MISIlO.. lUG
a. TlIAMIYISlON MOUNfl"G III.I.CKf
21. TIIM.MIISIOH MOTOII
30. PTEMSIOH lOCKET. lIGHT
31 !XTtNIIQN SOCKET. lEFT
""'2"210 C0II1y1
32 MAIN I'AII. IIIGHT
:no """H l'lIU. CAlLE. RIGHT GEAII
34. CASTLENUT
31. WASHIII

37. '''''l'TYWlIII
ISSUED: 8/18n2
..
..
__--==============J
IJ17
FIGURE 6-15. NOSE GEAR DRAG UNK CLEVIS

c. Turn the transmission release tube (19) on aCN,cor screw to maintain a distance of 10.875 inches
between the center of the mnsrniaion mounOnI pin (12) and center of the thru bolt (13) connecting the
lower portion of the torque arms. This Idjusanent should allow approximately a (minimum of 0.125 inch)
measured alo", the aenaator screw (14) between the ron pin ItOp (16) and the screw nut 0').
d. The cable rods (5 and 6) should be moved to .pproximately 1/8 inch of bci", f1.JU aft.
e.' Adjust the push-pull rod ends (7 and 8) to &1low their connce:tinJ pins(17) to push freely through
the torque arm clevises (9 and 10) and rod end bannp.
f. Check that the threads of the push-pull cable rods extend put the chcdt holes in the rod end
fittings. secure the rod end lim,. jam nuts and safety aU pins.
g. Safety wire all cude nuts u shown in Filure ~ 1 4 . Sketch A. Airc:nft which have lock wahers
should be safety wired in accordance with Fiprc 6-14. Sketdl A.
~ 5 . Adjustment Of MaiD Gar Push-PullCables.
a. With the ausmission uscmbly adjultCd (refer to p......ph ~ 5 4 and the cnr down and locked,
adjust the push-pull cablc rod end so the banna bole &lip with the hole in the cine link.
b. Extend the rod end fiaina one haJf nam OD aD old cable ud one complete tum on a new cable.
This will provide the necessary preload to absorb backlash or play in the cable. Also, it will produce a small
amount of conswu pressure. thtoqh the cable &pinK the par link when the sear is down and locked.
c. Be. sure the thresds of the push"Pull cable extend pused the check hole in the rod end fitting.
Tighten the jam nut apinst the ted end Gainl and install wist SPrint.
REVISED: 6/25,16
IJ18


"232
3
I. T.OVC All.. &a,T.
a. " T..IIIT leu.
J. I. T 1.'TeN
I.'''''T 'W'TeN .tott ....
FIGURE &018. LANDING GEAR UP LIMIT SWITCH
6-56. Adjumnent Of No. G... Rod.
a. Atw:h the mraction rod cicY1J to the left note par dnt link. Shims are installed between the
clevis and drq Link for correct retraction of the nose par :nco the wheel weill. Two of attaclUMnt
of the clevis to the Link have bem used.
b. Oft early PAZ4-180 aDd PA-Z....Z50 airplanes. the clevis bas a threaded stud which is screwed intO
the link assembly (mer to Fipre 6-15.) A minimum of 1/8 inch and a maximum of 3/8 inch of shims may
be iDsWled. Shims arc supplied in sizes of .01<t. 0.3Z. 0.64 and .125. The c:Jcvis torque must be from 13 to
40 foot pounds. property alianed. with the countcr-sunk .hole side of the .064 ud .125shimupiastthe
radius of the clevis stud.
c. On late PAZ....180 and PA-Z4-Z'50. and all PAZ....Z60 and PAZ4-0400 airplanes. the cleW has a
lock-inK nut applied to the threaded ponion of the clevis stUd (refer to Fipre Shims supplied Wlth
this clevisare .032 only and a maximum of three may be insca11ed.
d. With the main and nose ,ear down and lodted. adjust the push.,ull rod end fittinl until the hole in
the rod cnd bcarina alians with the bole in the clC'ris. then cum the rod end in one complete cum. For
proper clearance of the clevis. install the clevis bolt with the countenunk ponion at the left or outboard
side.
ISSUED: 81l1nZ
IJ19
PIPER COMANCHE SERVICE MANtAL
~ T
With the gear in the full retracted position. check for interference at
the push-pull rod and clevis. The locknut at the rod end bearing rnav
bind with the clevis and cause failure at the threaded portion of the
end bearing. The rod end threads should be carefully examined for
cracks. When checking the landing gear for operation on jacks.
disconnect the retraction transmission and nose gear down lock
springs. Following adjustment to any of the three gears in which the
control tubes rod were disconnected with aircraft on jacks. the
transmission disconnected. ascertain that all three gear drag links go
over center and lock at the same time independently of each other.
e. Check nose gear door adjustment. (Refer to Paragraphs 6--17 and 6-22.)
6--57. Adjustment Of Gear L'p Switch.

a. Adjust the gear up switch using the following procedure:
I. Retract the gear and check to insure that both main gear assemblies enter the" heel well
approximately the same distance and that the nose gear enters far enough. (Refer to Figure 6-16.)
, If the gear does not retract far enough. move the switch (3) up in its bracket and run the check
again. On the late model airplanes. a set sere" (2) is located in the left torque arm (I) for fine adjustment
purposes.
J If the gear retracts too far before the motor shuts off. the switch must be moved down in its
bracket.
4. To determine a proper fit of the main gear. retract the landing gear. The main gear ShOUld.
pulled snugly against the rubber stop blocks located in the wheel well. and the nose gear should fully retr
5. Should it be found necessary to adjust the nose gear. remove or add shims at the drag lir
clevis. then readjust the push-pull rod. (Refer to Paragraph 6-56.)
6. Check nose gear and main gear door adjustment.
7. Check for proper adjustment by operating the gear and that the manual retraction handle is
free of obstruction which could cause binding.
REVISED: 4/10/81
IJ20
LANDING GEAR AND BRAKE SYST.
IJ21
IJ22

6-58. Ocdtint Landi.. Gar Rcuaalon Load. (Refer to FilUm 6-19 and 6-20.) After the landint gear
hu been lubricated and property adjUSted u described in the precediDc panpphs. check rctraetion load
by USlftI the followiJll procedure,
a. Place the &itplane on jacks. (Refer to I-wn,. Section II.)
b. With the ,ear fully extended. disconnect the rftnCtion transmislion auembly by pullina up on the
cmC11encyrelcuc lever.
c. Putially rCUlct the ,ear until it hanp In the neutnl position. by lUina the euqency cxtmsion
lever.
d. On airplanes with Serial Nos. 24-1 to 244782 inclusive and 24-4184 to 24-4803 inclusive. remove
the red knob on the cmCTJency extension lever and insraU adapter tool. PIN 26348. on the lever with
att&chilll bolt forward. (Refer to Fipre 6-19.)
e. On &itplana wi:h Serial Nos. 24-4783 and 244804 and up. remove retrae:tion ttansmiuion floor
plate and insu.ll adapter tool. PIN 26347. in the left socket of the mraaion torque Nbc. (Refer to Figure
6-20.)
f. Ascmain that the shoulder of the adapter is seated on the cxtCftSion handle or on the torque rube
socket.
g. Open the gear motor circuit breaker to prevent mOtor from runnm, duri", ,ear check.
h. Panially retract landing ,ear uGn, adapter and install torque wrench on adaptct. alifning the
centerline of the torque wrench w ~ t h the ccntcrliM of the rettae:tion torque Nbc.
i. Tum on the mastct switch and slowly puU aft on the torque wrench completely remctina the
gear.
j. Observe torque reading when the amber pi' up indicator qht initially comes on. The torque
reacting should not exceed limits given in Table VIl,
TABLE Vl-1. TORQUE FOR EFFECTIVE WRENCH LENGTH
EFFECTIVE WRENCH U ~ MAXIMUM TORQUE
(INCHES) (FOOT POUNDS)
18 111
16 106
104- 100
12 93
10 84
k. If torque exceeds the limits specified. check for the (oUowin"
1. Insufficient lubrication. possible bindinJ. improper adjuStment and damaged parts of the
retraction system.
2. Check the up limit switch for proper adjustment. It may not actuate soon enough causing the
main ,ear to be pulled too hard against the rubber stop blocks. exerting excessive load on the system. The
main gear should fit snugly against the rubber stop blocks in the wheel well.
ISSUED: B/18n2
IJ23
PIPER COMANCHE SERVICE MANl:Al
HII
AUGM TOIQUI INCH.ITMCINTII
LlMI 0' InRACTION TOlaUI TUII
i ~
J--- ADAPTER PIN 26348-00
r-__~ CENTER OF GRIP AREA OR HANDLE
PIVOT POINT DEPENDING ON TYPE
OF WRENCH
I---EXTENSION HANDLE
MAIN GEAR PUSH-PULL CABLE ~ 1
" '
IJ24
REVISED: 11/1/82
Figure 6-19. Torque Wrench and Adapter Installation
Serial 'os. 241 to 24-4782 incl.. 24-4784 to 24-4803 incl.
LANDING GEAR AND BRAKE S\'STa

ALIGN TORQUE WRENCH WITH CENTER
LINE OF RETRACTION TORQUE TUBE
... __CENTEROF GRIP AREA OR HANDLE
PIVOT POINT DEPENDING ON TYPE OF WRENCH
EFFECTIVEADAPTER
LENGTH'" 12 INCHES
:z:
u
Z
101
~ ~
101""
~ Z
... 101
u....l
W
"-
"-
w
.. ,;;.::
/'
. NOSE GEAR PUSHPULL ROD
~ . . . . . . . .
SOCKET ---P.-oU\..
~
MAIN GEAR PUSHPULL CABLE
"
~ ~ ~ ~ ~
Figure 6--:20. Torque Wrench and Adapter Installation

Serial 'os. 24-4783. 24-4804 and up
RE\'ISED: 11/1/82
lKl
"ZSl
I. IP"CU
t. " ..'tIIIllI TOllOUI MOl
J. TOIIClU I TII.I ....IOl ... y
... "IlCI!.
S. 1.OCll. ..
J T
T. COTTIIl PI..
t. ..TTACII.....T
t. 'PII",
10...TT"C.... IIIIT 'O"T
I
6 I II
FIGURE 6-21. LANDING GEAR DOWN SAFETY LOCK INSTALLATION

Adjustment Of Landing Gear Down Safety Lock. The purpose of the gear down safety lock is '0
provide an additional means to retain the gear retraction torque tube assembly in the down position with the
gear transmission disengaged (emergency extension condition). Landing forces are absorbed by the over
center mechanism held in position by springs at each gear and are not intended to be transferred to.
push-pull rod and cables.
a. Ascertain that the landing gear is properly adjusted.
b. Adjust the gear down safety lock by the following procedure:
I. Place the airplane on jacks. (Refer to Jacking. Section 11.)
2. Disconnect the retraction transmission by pulling up on the emergency release lever.
3. The down safety lock should be adjusted as close to the spacer (I) on the torque arm thru
bolt (2) as possible. yet freely engage when the gear is fully extended.
4. To adjust the lock. remove cotter pin (7). loosenjam nut (6) and turn lock arm (4) in the desired
direction.
5. If one-half turn is needed for correct adjustment. remove bolt (10) attaching lock fitting (8)
to the bulkhead bracket and turn fitting in the desired direction.
6. Install fitting and spring (9) in the bulkhead bracket and secure with bolt.
7. Tighten jam nut. install cotter pin and safety wire attachment bolt head.
c. Check the gear down safety lock by using the following procedure:
1. Install the emergency gear extension lever in the torque tube socket. making sure it is properly
seated and fully extended.
2. Attach an accurate spring scale (0 to 100 pound range) to the bottom of the extension lever
knob.
3. Pull out the gear motor circuit breaker and turn on master switch.
4. Disengage the down safety lock and measure force on the extension lever by pulling
horizontally aft on the spring scales until the gear downlock light goes out.
5. Engage the down safety lock and make the same force measurement with the addition of 35
pounds to the first measurement.
6. The gear downlock light should remain "ON."
7. If the gear downlock light goes out. check adjustment of the landing gear retraction system
per Paragraph 6-51.
ISSUED: 8/18/72
lK2
2
I. I.OCIlINt .cllew
Z. ""CIIO 'WITCII
J. 'W ITCII ,"AClfIT
T. OTT;.I ....'T
S. TIIIIOTTI.I !.IVIII
1'11111111 "UTI
FIGURE ~ LANDING GEAR WARNING SWITCH INSTALLATION

6-60. Landing Gear Warning Switch. (Refer to Figure 6-22.)
6-61. Removal Of Landing Gear Warning Switch.
a. On airplanes with Serial Nos. 24-1 to 24e-4782 inclusive. ~ 4 7 8 4 to 24-4803 inclusive and
PA-24-400. remove the landing gear warning micro switch. located on the throttle shaft forward of the
instrument panel. by removing attaching nuts. washers and screws.
b. Disconnect the electrical leads at the micro switch.
c. On airplanes with Serial Nos. 24-4783. 24-4804 and up. remove the landing gear warning micro
switch. located in the throttle quadrant. by the following procedure:
I. Remove the left trim cover from the throttle quadrant by removing attaching screws.
2. Remove switch mounting nuts. washers and screws.
3. Disconnect the electrical leads at the micro switch.
6-62. Installation Of Landing Gear Warning Switch.
a. On airplanes with Serial Nos. 24-1 to 24-4782 inclusive. 24-4784 to 24-4803 inclusive and
PA-24-400. install micro switch by the following procedure:
I. Connect electrical leads to micro switch.
2. Install actuator and micro switch on mounting bracket and secure with screws. lockwashers
and nuts.
3. Adjust switch per Paragraph 6-63.
b. On airplanes with Serial Nos. 24-4783. 24-4804 and up. install micro switch by the following
procedure:
I. Connect electrical leads to micro switch.
ISSUED: 8/18/72
lK3
2. insulator a.etuator and micro switch on quadraJlt plate and secure with screws.
lockwuhcn and nuts.
3. Adjust switch per puqnpb 6-63.
4. Innall cover on quadrant and secure with screws.
6-63. AdjumDCDt Of LaDdinr Gar W.miq Switch.
a. Adjust the Iatldin, (CU' wamint micro switch located on the throttle shaft forwvd of the
instrument panel by usinJ the foUowm, procedure:
b. .When properly adjuRed the laDdinl JUt wU'Dint hom shouJd operate when the power is reduced
below 10 to 12 inches of manifold prcuurc with the airpJme in 1lOrma.l descent and thc Jmdina pit
retracted.
1. Stut and run up the eDJi.ne with the propeUer set: for hips RPM. Reurd the throttle until
approximately" inches of manifold pressure on the andPA2....260 and 5 inches of
manifold pressure on the PA24-400 is indicated above the desired iDflicbt pftlSlUft.
2. Mark the throttle shaft in some manner to that it can be reaamcd to the proper manifold
pressure SCttinJ indicated dunn, the run-up liter the cqiDe bu been shUt down.
3. Place the airplane on jacks and retract the pu. Reurd the tbrotd.c to the location which pvc
the desired manifold pressure indicuion.
4. Adjust switch on airplanes with Serial Nos. 2....1 to 24-4782 ind 24-4784 to 24-4803 incl.
and PA24-400 by the followilll procedure,
(a) With the bartery master switch on.lOoten the mountinJ screws or set screws on the micro
switch mountiDI brackct and move the bracket fore aDd aft until the wanUna hom StartS to operate.
Tighten the mountinc screws to secure the switcb auanbly. Tbc switch may &lIo be adjusced up or down to
allow proper clcan.nce of the micro switch button on the throttle shaft.
$. Adjust switch on airplanes with Serial NOl. 24004783. 24-4104 ud up. by the following
procedure,
(a) Remove the left aim cover from the throttle quadrant by removing attaching screws.
(b) With the battery master switch on, loosen thc micro switch mounn.. screws and move
switch towvd actuator roller. on the throttle levu. until wamint hom startI to operate. Tighten mounting
screws securing switch to quadrant plue and install cover.
6. Operate the throttle to uemain that the hom operates at the mark. and with warning hom
operating, lower the ,ear to insurethat the hom c:c:ucs to operate when the par is down and locked.
7. Remove the airplane from the jacks and fliJht tnt to iNure operation of the warning horn
when the geu is up and power is reduced below the desiredmuifold pressure. If the hom fa.ils to operate
at the required setting. mark the throttle shaft at the desired manifold prature and reset micro wamiDJ
switch.
ISSUED: 8/18/72
lK4
I. II'" lell, .... &1.1.'" I

a. IT.O
3" .I'l" ICIU;W /.... I... ~
... 00011
2 4
3
WIIID- LANDING GEAR
T"iROTTLZ
FIGl'RE 6-23. LANDING GEAR WARNING INDICATOR

6-64. Landing Gear Warning Indicator. (Refer to Figure 6-23.)
6-65. Removal Of Landing Gear Warning Indicator. PA-24-260 Optional and PA-24-400.
a. To remove the landing gear warning indicator. located on the top of the instrument panel. remove
the four attaching screws and finishing washers.
b. Back off the set screws attaching the control cables to the indicator plate and link.
6-66. Installation Of Landing Gear Warning Indicator.
a. Lubricate the control cables and break away ball at the throttle with Sil-Glyde compound.
b. Attach the throttle cable to the indicator plate and secure with set screw.
c. Connect the landing gear cable to the indicator link arm and secure with set screw.
d. Attach the assembly to the top of the instrument panel with screws and finishing washers.
6-67. Adjustment Of Landing Gear Warning Indicator.
a. To adjust the gear warning indicator. place the airplane on jacks. (Refer to Jacking. Section 11.)
b. Locate the operating mechanism and adjustment points under the indicator door.
c. Adjust the plate attached to the landing gear cable so flag will not stan down until nose gear is
within its last 25l( of extension.
d. Adjust the plate attached to the throttle cable to allow the flap to pop up when the manifold
pressure reaches between 10 to 12 inches on the PA-24-260 and 12 to 14 inches on the PA-24400.
e. Lock plates with set screw.
f. Flight test airplane to make any final adjustments.
ISSl'ED: 8/18/72
IK5
_ 8
'-4 5 ~
.-

1. WHEEL HALF 7. WASHER
2. WHEEL HALF e. SCREW
3. IENUNO CUP e. WASHER
.t. RARING CONE 10. NUT
I. GREASE SEAL RffA1NER 11. WASHER
e. ORIAII SEAL'ELT 12. IOLT
FIBURE 8-24. NOSE WHEEL AaEIIILY
6-68. Removal Aad OJ wbly Of No. WbeI:l. (Refer to Fipie 6-14.)
a. Place the airplane ODjacka. (Refer Q) Jadc.iat. SceaoD 11.)
b. To remove the DOse wbcd. remove the axJe tie rod aue. tic rod aDd axleplup.IDICft .. 1.437 iDch
diameter tube iDto the fork aDd tap oue the IJdc from the wheel.-mbly.
c. Flu the fork moUCh to remove the wiled spleen aDd to allow the wheel to clcv the fork
assembly.
d. The whc:e1 may be diM'sembled by ddIuia, the tire aDd raaoYin, the screws (8) seeurin. the
,rcuc seal retainers ('),
e. Remove the reu.iIlen and bcariaI CODeS (4),
f. Remove the bolts (11) teeuriDt die wbeel balva aDdMpame than.
g. The bcariq cups (3) should be removed oaly for rcpJacaDeDt aDd may be removed by tappiDJ
evenly from the insideof the wbeel.
6-69. IDllpCCtioD Of NOM Wheel ~ m b l y
a. ViJually check &11 parts for cracka. diRortioD. defcc:a aDdcxcas wCU'.
b. Cbeck tic bolts for looseD" or failure.
c. Check intcma1 diameter of feh paM seals. RcpIKe the feb: IfCUC seal if surface is hard or gritty.
d. Cbeck tire for cuts. iDccmal bnaita &addeterioration.
e. Check beariDt cones aDd cup' for wearand pittiDJ &ad re1ubricate.
f. Replace any wheel casUn,haviDI visible cracks.
ISSUED. 8/18/72
lK6

6-70. Aucmbly ADd Inmlladon Of No. Wheel. (Refer to Fipn: 6-24.)
a. Ascertain that the bearing cup (3) in each wheel half is properly installed. Insull the tire and join
the twO wheel halves. Install the throu,h bola (12) with the nuts (10) to the wbeel valve stem side. torque
to the specification Jiven on the wheel ancI inflate the tire.
b. Lubricate and inscall bearinJ CODeS (4).
Co InstalllfCue seals (6) and reaiDen (,) aDd SCcutC wic!l JCfCWS (8).
d. Flex the fork moulft to allow for the iastalLacion of the wheel Uld spacer rubes. IDSCft the axle
tube. fork caps and tic bolt. AdjuS[ the tie bolt nut to allOw the wbed to tum frft yet nOt fit lOOK on the
axle.
6-71. Ranov. And Da..mbly Of MaiD WhC. (CIenIand)
a. Place tne airplane on jaw. (Refer to Jackiq. Section II.)
b. Remove the four bolts joinirICbrake cyliDcicr and liniDI b&dr. piau UlCmbly and remove the brake
assembly.
c. On PA-24-180 and PA-24-Z'O airplanes. remove and dju'emble the wbeel as foUows (refer to
Figure 6-2S):
1. Remove the axle tie rod nut. tic rod and axle plup.
2. Insert a 1.87' inch diameter tube into the fork and tap OUt the axle from the wheel assembly.
3. Insert a prying tool betWeen the side of the fork aaembly and wheel and apply enough
prasure on the fork to allow the wheel to clear the fork aacmbly.
4. The wheel may be disulembled by using the foUowinl procedure:
(a) Deflate the tire and remove the sreuc seal retainer (S) by ranovinc the attaching screws
(8).
(b) Remove the baring cones (4).
(c) Remove the bolu (12) securiDI the wheel halves qetbcr.
(d) The baring cups (3) should be removed only for replaccment and may be removed by
tapptng evenly from the inside.
d. On PA24-260 and PA-24-400 airplanes (C1evda.Dd) PA-Z4-Z00 and PAZ4400, remove and
disassemble the wheel as foUows (refer to Figure 6-Z6):
1. Remove the axle dUSt cover by removiDt artachinc screws.
2. Remove the cotter pin &adaxle nut and slide the wbeel off the axle.
3. The wheel may be disassembled by dcflatinl the tire IDd removing the snap rinp (10) securing
the srea.se seals (6) and seal retainers (S).
4-. Remove the bearinl cones (4) and remove the bolts (1) securing the wheel halves.
S. The bearmg cups (3) should be removed only for replaccment and may be removed by t&pping
evenly from the inside ot the wheel.
ISSUED: 8/18/12
lK7
FIGURE 1-21. MAIN WHEEL ASSEMBLY (CLEVELAND) PAZ4-110 .. PA.24-250
H
I. SCREW
I. WASHER
10. NUT
11. WASHER
12.IOLT
13. IRAKE DISC
-
1. 0UTiIl WHUL HALF
2. INNER WHEEL HALF
3. IlNUNG CUP
4. IEAlUNG CONE
I. GREASE SEAL RITAINER
I. GREAlE SEAL. FELT
7. WAll:tIR
MINIMUM THICKNIII
DIIe "N 30121-210
Of 111-10 .221
0110PIN 114-1 = .2n
.....,,.. .. 3
pNt o.....
,............ ~ .
6-11. "upcetioa Of WbIel~
a. Visually check all partS for c:racks. distortioa. dcfcca aad C'XCCII war.
b. Check tie bola for lOOlCDaI or faillUC.
c. Check internal diameter of fdt Jftue sals. Replace the fdt pate scaJs if surface is hard or gritty.
d. Check tire for CUts. inten&l bruises IDd dftaioration. .
e. Check beariq ~ a e s and cups for wear aad piuiDI &Dd n:lubricate.
f. Replace &Dy wheel c:utiDt haYiDI visible c:racks.
6-73. Allembly ADd........cioa Of MaiD Wbed. (QcvelaIld)
a. Ascertaia that the bcuiDI cup (3) in ac:b wheel half is properly iastailed.
b. 1Nta1l tire and join the two wheel balva.
C. IIlJCft thna bola (12) with bolt beads 011 the brake discside and torque to specifications IJivcn on
the wheel andiwte tire.
d. Lllbricate the ba.rinJ coaa (4) and install bnrinp. grcuc seals (6) and rctaiaers m. Secure
retainers with screws or snap riDp.
Revised: 9, IO! i9
lK8
PIPER COMANCHE SERV1CE MANUAL

, OUTER WHEEL HALF
2. INNER WHEEL HALF
3 BEARING CUP
4. BEARING CONE
5. GREASE SEALRETAINER
8. GPIEASE SEAl. FELT
7, BOLT
8. NUT
t. WASHER
10. SNAPRING
". DISC
MINIMUM DISC f1oIICXNESS'
MEA$UlltID AT3 POINTS
TOGET AVEIl4GE
DISC PIN MIN
",84-" s
'184-UA S ,34.5
FIGURE &-26. MAIN WHEEL ASSEM8LY(CLEVELAND) PAZ4-210 PAZUOO
e. On PA24-180 ilnci PA-24-250 airplanes. Ulstal1 the whcc1 as foUows (Ref.' to Figure 6-25):
1. The wheel may be installed by flexmt the fork enouch to aUow for installation of wheel "nd
spacer tubes.
2. Insen the axle rube. fork caps mei tie bolt.
3, Adjust tie bolt nut to allow the whcc1 to tum freely yet not fit loose on the we.
t. On PA24-260 and PA24-+00 airplanes. install the wheel as foUows(Refer to Figure 626):
1. Slide the wheelan the axle.
2. Tighten the axle nut to aU",w the wbeel to tum freely yet not fit loose on the axle.
3. SafetYthe axle nut md inst&1l dust cover.
g. InsuU the brake assembly by positionin' the bn.ke ImiDI back plates between the wheel lnci br.&ke
disc and the brake cylinder on the torque plate. Insen the spacer block and shim berween the back plates
and cylinder. and install thc four bolts to secure the usembly, If the brake line WII disconnected. reecnneee
the line and bleed the brakes, (Refer to plt1lhpb 6.Q.)
Removal And DilaAcmbly Of MaiD Gar Wh.l. (Goodrich)PA2MOO (Refer to Figure 6-27.)
a. To remove the wheel assembly, remove the snap (12) securing the dust covet (11), remove the dust
cover.
b. Remove the cotter pin and axle nut. The wheel may be removed from the axle with the brake disc:
rem.alnln, With the brake assembly,
LANDING GEAR AND
Revised: 9 10 79
lK9
1.' OUTER WHEEL HALF
2. INNER WHeeL HALF
3. BEARING CUP
4. BEARING CONE
5. RETAINER. GREASE SEAL
I. GREASE SEAL. FELT
7, BOLT
e. NUT
9. WASHEIl
10. SNAPRING
11. DUSTCOVER
12. SN RING
13. HEU-COIL
14 KEY. TORQUE
15. SPRING. DISCRETAINER
111. SCREW
FIGURE I-Z7. MAIN WHEEL ASIILY(IOODRICH) PA,.Z4-480
c. To disuscmble the wheel. cicf1ue die tire. remow die sup tint (10) scc:uriDf the IftUC seals (6)
and seal t""Uinm (5).
d. Removethe barint cones (4) &Ad remove the bola (7) -curial the wbeel halves.
e. Pull the wheel halves &put.
f. The bcatiDf cup () aDd beli-eoil (13) sboWei be mnowd oDty for replacement. The bew, cup
may beremoved by tappm, emuy from the iaride of the wbeel.
6-75. lrupccDon Of Wbnl Atlcmbly.
a. Visually check all pIttS for cracks. dismnioa defeca aadcxceu wear.
b. Check tic bola for lOOlalas or failure.
c. Check intcrD&1 diameter of fele areue saJa. Replace die felt ...... Jt&1I if surface is bard or p-itty.
d. thea tin: for cua. interul bruiIa &Del dctaioraaon.
e. Check bariq cona andC1.lp' for war piftiDlllld rdubricuc.
f. Replaceany wheel ca.saa, havUII visible c:ndu.
i. Brake disc should not Dcecsurily be removed from service because of circumferential (l'ooving.
Grooves with a total width Ilnder 3/8 inch arc pcrmiIIible.
h. Inspect the brake disc n:uinez' spna,md torq\le keyfor wear and dun&fe.
ISSUED: 8/11/72
lKlO

6-76. And Installation Of Main Wheel. (Goodrich) PA-24-400 (Refer to Figure 6-27.)
a. To assemble the main wheel. mount the tire and tube on the wheel and inflate the tube !>lightly to
prevent pinching.
b. Install the tie bolts (7). instruction plate washers and nuts and torque the bolts to the specification
given on the instruction plate.
c. Ascertain that the bearing cup ()) is properly installed.
d. Lubricate the wheel bearings (4) and install with the grease seals (6) and seal retainers (5).
e. Install the torque key (14), disc retainer (15) and safety.
f. Install wheel assembly on axle and secure with nut and cotter pin.
g. Install dust cover (II) and secure with snap ring (12).
677. Brake System.
6-78. Removal And Disassembly Of Wheel Brake Assembly. (Cleveland) PA-24-180 and PA-24-250, Serial
Xos. 24-1 to 24-3295 (Refer to Figure 6-28.)
a. To remove the brake assembly. disconnect the brake line from the brake cylinder (12) and cap it
to prevent contamination.
b. Remove the four cap bolts (22) that join the brake cylinder housing (12) and the lining back plate
assemblies (2). Remove the back plates from between the brake disc and wheel.
c. Slide the brake cylinder housing from the torque plate.
d. Remove the adjustment nut (21) and washer and the retraction spring (19) and sleeve from
the cylinder housing.
e. Slide the pressure plate (7) and lining off the anchor bolts (II) of the cylinder housing.
f. The pistons (8) may be removed by injecting low air pressure in the cylinder fluid inlet and forcing
the pistons from the housing.
g. The lining (6) can be removed from the pressure plate (7) and back plate (2) by removing the
attaching rivets.
6-79. Cleaning. Inspection And Repair Of Wheel Brake Assembly.
a. Clean the assembly with a suitable solvent and dry thoroughly.
b. Check the walls of the cylinder housing and pistons for scratches. burns. corrosion. etc.. that may
damage "0" rings.
c. Check the general condition of the brake bleeder screw and lines.
d. Check the brake disc for grooves. scratches or pits. A single groove or isolated grooves up to .031
of an inch deep would not necessitate replacement. but a grooving of the entire surface would reduce lining
life and should be replaced. Should it be necessary to remove the wheel disc. refer to Paragraph
e. Lining may be removed from the backing plates by drilling or punching out the old rivets. and
installing a new set using the proper rivets and a rivet set that will properly stake the lining and form a correct
flair of the rivet.
!'iOTE
Linings should be replaced when the thickness of any one segment is
3 32 inch or less. or the lining is worn uneven.
ISSl'ED: 8/18/72
lKll
PIPER COMANCHE SERVICE MANl"AL
I _BRAKE ASSEMBLY
2. BACK PlATE
3. BACK PlATE LINING
... RIVET
s. SPACER
e. PRESSURE PLATE LINING
7. PRESSURE PLATE
I. CYUNDER PISTON
9. R[fRACTIONCYLINDER
10. "0" RING
11.IOlT
12. BRAKE CYLINDER
13. BLEEDER SCREW
5
I". "0" RING
II. lLEEDERBODY
18. 10lT
17. "0" RING
I'. RETRACTION SLEEVE
1'. RETRACTION SPRING
20. WASHER
21. NUT
22.IOlT
23. WASHER
24. NUT
21, WASHER
FIGl.:RE 6-28. BRAKE ASSEMBLY (CLEVELAND) PA-24-180 and PA-24-250.
Serial Nos. 241 to 143295
Connect the brak.e line to the brake cylinder housing.

Bleed the brake system as described in Paragraph 6-88.
6-80. Assembly And Instanation Of Wheel Brake Assembly. (Cleveland) PA-24-180 and PA24150. Serial
Nos. 14-1 to 14-3195 I Refer to Figure 6-28.)
a. Lubricate the piston "0" rings with fluid MIL-H-S606 and install on pistons (8). Slide the pistons
in cylinder housing ( '2) until flush with surface of housing.
b. Slide the lining pressure plate (7) with retraction cylinder (9) onto the anchor bolts ( II) of the
cylinder housing and install retraction sleeve (18). spring (19). washer (20) and adjusting nut (2').
c. Slide the cylinder housing assembly on the torque plate of the landing gear.
d. Position the lining back plates (2) between the wheel and brake disc. Insert the spacer block (5)
between the back plates and cylinder housing. and install the four bolts (22) to secure the assembly and
safety.
e.
f.
"NOTE
Replacement brake linings should be conditioned as follows:
I. For Cleveland brake nos. 30-12 and 3041. perform a minimum
of six light pedal effort braking applications from 25 to 40 mph
allowing the brake discs to partially cool between stops,
1. For Cleveland brake 1'\0. 30-23. perform three consecutive
hard braking applications from 45-50 mph without allowing
the brake discs to cool substantially between stops.
REVISED: 4/10/81
lK12
LANDISG GEAR ~ BRAKE SYSTE:\1

Removal and Disassembly of Wheel Brake Assembly. (Clenland) PA-24-180. PA-24-2S0. Serial
Xos, 14-3296 and up and PA-24-260 and PA-14-400 (Refer to Figure 6-29.)
a. To remove the brake assembly. first disconnect the brake line from the brake cylinder and cap it
b. Remove the four cap bolts (I) that join the brake cylinder housing (3) and the lining back plate
assemblies (11). Remove the back plates from between the brake disc and wheel.
c. Slide the brake cylinder housing from the torque plate (13).
d. Slide the pressure plate (7) and lining (8) off the anchor bolts (14) of the cylinder housing.
e. The pistons (S) may be removed by injecting low air pressure in the cylinder fluid inlet and forcing
the pistons from the housings.
f. The lining (8 and 11) can be removed by prying it from the pressure plate and back plates.
6-81. Cleaning. Inspection And Repair Of Wheel Brake Assembly.
a. Clean the assembly with a suitable solvent and dry thoroughly.
b. Check the walls of the cylinder housing and pistons for scratches. burrs. corrosion. etc.. that may
damage "0" rings.
c. Check the general condition of the brake bleeder screw and lines.
d. Check the brake disc for grooves, scratches or pits. A single groove or isolated grooves up to .0))
of an inch deep would not necessitate replacement. but a grooving of the entire surface would reduce lining
life and should be replaced. Should it be necessary to remove the wheel disc. refer to Paragraph
e. The old lining can be removed by prying it from the back plate and pressure plate and a new lining
snapped into place.

Linings should be replaced when the thickness of any one segment is
) 32 inch or less. or the lining is worn uneven.
6-10. Assembly And Installation Of Wheel Brake Assembly. (Cleveland) PA-24-180. PA-24-250. Serial 'os.
and up. PA-24-260 and PA-24-400 (Refer to Figure 6-29.)
a. Lubricate the piston "0" rings (4) with fluid MI L-H-5606 and install on piston (5). Slide the pistons
in cylinder housing 0) until flush with surface of housing.
b. Slide the lining pressure plate (7) onto the anchor bolts (14) of the housing.
c. Slide the cylinder housing assembly on the torque plate (13) of the landing gear.
d. Position the lining back plates (12) between the-wheel and brake disc. Insert the spacer block (q)
between the back plates and cylinder housing. and install the four bolts ( I) to secure the assembly and safety.
!'OTE
Install a shim (10) between the spacer block and line backing plates
on PA-24-400 only.
REVISED: 4/10/81
lK13
AUt
12
t. BOLT
2. WASHER
3. CYUNDER ASSEMBLY
4. "0" RING
5. PISTON
e. INSULATOR IP...24--400ONLY)
7.....CKING PLATE
8. UNING
t. SP...CER
8
4 5
9
10. SHIP(P...24-400 ONLY)
". UNING
12. lACKING Itl.ATES
13. TORQUE Jl&.ATE
14. ANCHOR IOLT
1&. lLEEDERFfTTlNG
18. lLEEDER FfTTlNG CAP
17. WASHER
tB. NUT
FIGt:RE 6-29. BRAKE ASSEMBLY (CLEVELAND) PA-24-180 and PA-24-250.
Serial Nos. 24-3296 and up, PA24260 and PA24-400
e. Connect the brake line to the brake cylinder housing.
f. Bleed the brake system as described in Paragraph 6-88.
~ T
Replacement brake linings should be conditioned as follows:
I. For Cleveland brake nos. 30-12 and 30-41. perform a min-
imum of six light pedal effort braking applications from 25to
40 mph allowing the brake discs to partially cool between
stops.
2. For Cleveland brake So. 30-23. perform three consecutive
hard braking applications from 45-50 mph without allowing
the brake discs to cool substantially between stops.
6-84. Removal And Disassembly Of Wheel Brake Assembly. (Goodrich) PA-24-400 (Refer to Figure 6-30.)
a. To remove the brake assembly first disconnect the brake line from the cylinder housing (7) at the
line fitting.
b. Remove the three bolts (15) joining the cylinder housing (7) to the torque plate (I) and remove the
brake disc (4) and cylinder housing.
c. Remove the lining carrier (3) and insulator (2) from the torque plate and cylinder housing.
d. The pistons (5) may be removed by injecting low air pressure in the cylinder fluid inlet and forcing
the pistons from the housing.
6-1:\4a. Wear Limit Check. (Goodrich) This check is made with the parking brake set. (Refer to Figure to-30a.
Any brake \\ hich shows this worn condition should be overhauled within the next five landings.
REVISED: 4/10/81
lK14
LANDING GEAR AND BRAKE SYST\1
FIGURE 103D. BRAKE ASSEMBLY (GOODRICH) 'AZ....
ptPeRCOMANCHE SERV'Ce MANUAL
1. TORQUE PLATE
2. INSULATOR
3. CARRIER AND UNING
4. DISC. IRAKE
5. PISTON
8. "0" RING
13. WASHER
,,,. SCREW
1IS. IOLT
18. WASHER
17. HEUCOIL
7. HOUSING. PISTON
8 PACKING
t. UNION
10. GASKET
11. PLUG
12. VALVE

" ..... ,
.'
.1"
8
6-85. C1=uIiDt.l.upectioa ADd Repair Of 8nb "'-ably.

a. Clan all pans ill a lQiable clc:anq $OlYC21t:.
b. Check the piston housiDr. pisto.. aDd torque plate for cracks.
c. Check the iDSlllaton for auks or brimners.
d. laspcct the cyliDderwa.Us for scn.tcbcs or bam that:milht aDo- "0" rial ciamap or leakaae.
c. Check the brake discfor poova. scratches or pia. A siaIIe poove or isolated pave up to .031 of
an iDchdeep would DOt: neceslitUe rep1aCcmcDt: but: & IfOOviDI of me mar. lWface would reduce 1iDiDB life
and should bereplaced. .
f. LiDing can be taIlOftd by lifaDI it: fromt:be iDsulacor aDd Call bereplaced by Plac:iDl the alipinc
pia tbroup the iDsulat:or and iDeo the cyliDdet hoUIiDI or torqae plate.
NOTE
I.iDiDp should be replaced if & total thicJmas of liDiDg aad eurier illess
than 0.130 iDcb.
6-86. ",*mbly ADd. 1DIt:allluioD Of Wbeellrab A..mbly. (Goockicb)PA-24-400 (Reier to Fipre 6-30.)
a. Lubricate the "0" riDp (6) with bydraulic 011 aDdiDRa11 on die pistons (5).
b. Slide the pistons in the cylinder housq (7) IlnUl fhash with the hoUliDJ.
c. Install the insulators (Z) and liniq carriers (3) on the cyliDdet bousm, (7) aDd torque plate (1).
REVISED: 4/10/81
lK15
"'-'--z
I 'Ul
I ..
FIGURE 1-31. REPLACING BRAKE DISC
d. Slide the brake disc (-4) on the wheel and poaUoft the cyliDder housing apinst the disc.
e. the cylinder housint to the torque plate with the 3 cap bola (15) ud safety.
. Connect the brake litIe co the brake cylinder hOusiq.
,. Bleed the brake system as described in pananph 6-88.
NOTE
The fint three or four brake applications. aner brakereliJUnl. should be
moderate to allow the resins in the lininl co bum out slowly. The
burninl out or resins is also the determine factor in the uscfullife of the
brake Iininl ud if hiJh speed stOps are avoided. whenever possible,
brake linint Life and brake pcrfol"D1&ftCe will be considerably improved.
6-87. Replacement Of Wheel Bake Dile. (C1evdInd)(Rcfcr to Fipre 6--31.)
Riveted Brake Disc.
a. Remove eight rivees amchinJ brake discs to inner wheel half by chiseling off heads inside drum
and punchllll them out.
b. Place wheel half assembly intO boilinc water for' minutes and remove disc from wheel casting by
usc of pry bats.
c. Clean cutin! thoroughly and apply heavy coat of zinc chromate paint in brake disc recess.
d. Place whecl castinl into boiling water for a few minutes. remove and insert ncw replacement brake
disc into the expanded wheel. Ascertain that brake disc is property seated in recess in wheel half.
e. Clamp wheel half ud bRke disc assembly in vile and locate ciCht 3/16 drill. dnJl through disc
with an inch drill. and then re-drill with a 3/16 inch drill.
. Rivet whccl half to brake disc with eiplt AD6-7 rivets. Sec riveE from both ends EO be
cerum rivet has properly filled the hole and file rivet heads flush with tire scat and paint.
ISSUED: 8/18/72
lK16
PIPER COMANCHE SERVICEMANUAL
":::a.==== FROM
PRESSURE
POT
FIGURE 8-32. BLEEDING BRAKES
Non Riveted Brake Disc.

a. Place wheel half assembly into boiti", water for 5 minuteS and mnove disc from wheel casting by
use of j)ry ban.
b. Clean CUlm, thoroUfhly and apply heavy coat of zinc chromate paiDt in brake disc rece.
c. Place wheel castinJ into boiling water for a few minuteS, mnove and insert new replacement brake
disc into the expanded wheel. Ascertain that bolt holes areIiJncd and brake disc is properly seated.
~ Bleeding Procedure. (Refer to Fipre 6-32.) If the brake line has been disconnected for any reason, it
will be necessary to bleed the brake and line as described below.
a. Place a suitable container at the brake raeriOir to collect fluid overflow.
b. Remove the rubber bleeder fitting cap located on the bottom of the brake unit housing on the
landing gear.
c. Slide a hose over the bleeder fitting, loosen the fimn, one tum &Dei pressure fill the brake system
with .\tlLH-S606 fluid.
NOTE
By watching the fluid pI through the plastic hose at the top of the
brake reservoir, it can be determined whether any air has entered the
system. If air bubbles are evident, rlllinJ of the sysmn shall be
continued until all of the air is out of the system and Ii steady flow of
fluid is obtained.
d. Tighten bleeder fitting and remove the hose. Check brakes for proper pedal pressure.
e. Repeat this procedure on the other gear.
f. Drain excess fluid from reservoir to Fluid Level line with a synnlC.
REVISED: 4/10/81
lK17
FIGURE &-33. BRAKE SYSTEM INSTALLATION PA-Z4-110 PA-Z4-250
Slrill Nos. 24-1 to24-2174 incl, 24-2176 to24-2211 i.1.
" PARKING BRAKE CABLE
2. RESERVOIR
3, PARKING BRAKEHANDLE
4, BRAKE HANDLE
5. PARKING BRAKE VALVE
e. MASTER CYUNDER CONTROL CABLE
7. RETURN SPRING
8. MASTER CYUNDER
9. LEFT WHEELBRAKELINE
10. RIGHT WHEELBRAKE UNE
INSPECT BUSHING #80022-96
FOR WEAR
SKETCH A
f'
---- ~ -: 0
'----':'" .-
REVISED: 4/10/81 lK18 LANDING GEAR AND BRAKE SYSTEM

r, 'LUIO III"IIYOIIII
2. II!GHT """k1NG 111"111 CONTIIOl. C"ILI
5. LI'T """klNG 111"111 CONTIIOl. C"'LI
II.GHT ....STIli CYLINOIII
S. TOIlQUl TUll
II.GHT CONNICT'NG 1100
7. 1I1G"T IIUDDIII ,.IDAl.
LI'T Iol"STEIl CYLINDU
t. LIn CONNECTING 1100
10. ,. ... II.NO 111.. 111 HANDLI
It. IIIMI "IDAL
12. IIIME H.. NDl.l
15. Lin WIlllL III"IIE LiNI
I IIIGHT WIlUL "'&Ill LINE
II. IIIME cYL'NOU UII',.u 1ol0UNTING 10LT (&1123-111
II. III AllI[ CYLINDU UII'''U MOUNT'Ni IOLT CII' .... c. .UUOl
.,. IU""NG l C10022- '''1
II. IUINING (,. Cnl-I.)
,". nEII'ILI[ HOSE
20. IIIMI[ CYl.INDI[1I ... UIolILY
2
J
FIGURE 6-34. BRAKE SYSTEM INSTALLATION PA-24-1'OInd PA24-21G

Serial Nos. 24-2175, 24-2298 Ind up, PA24-2ID and PA24-4QO
ISSUED: ./1InZ
lK19
P'PEA COMANCHE SERVICE MANUAL
6-89. Brab CyliDder. Scri&l Nol. to incl. ud to
incl.)
6-90. RaDG'lIl Of Bnb Mula' CytiDder.
.. Access to the brake cylinder is pined tbroup a removable ponion of the t100r board. loc:u:ed in
frODt of the pilot's sat.
b. Remove auacbiDI screws aDd roU backthe carpet from iDfroar of the seat.
e. Remove the pad located to the lcfr of the DOle wheel bousm, by removing the aaacbm, screws.
d. Disconnect the iDler supply line at the top of the cylinder aad dnin me fluid from the rtlCrvoir
inro a suitable concamer.
e. DiscoMect the pressure line at the bottom of the cylinder aDd aDow the fluid to draiD from the
cylindcr.
f. DiscoDDeet the cylinder rod from the beUc:ruk by removiDI the coacr pin. washer and pin.
,. Remove the muter cyliodct from ia brackcr by removq the aftldliq cotter pin. washer and pin.
6-91. Dilulembly C1eMiDt. IlIIpCCdoa ADd Rcp. Of InaM.-r CyliDder. (Refer to Fifurc 6-3'.)
.. Disulcmble the DlUter cylinder by mnoviq the map riDt (3) at me tOp of the cylinder and
c:xmctiDt the plunpr uscmbly from the bousiDC.
b. Remove the pistOD bad (11). spriDJ pin (13) aDd btllbinl (') from the rod (7) by driviDgOUt the
roU pin (9).
c. Slide cap from piston rod.
d. Cleanall puts in a suitable solvent.
e. Replace aU wom puts.
6-92. A_mbIy Of Bnke Muter CyliDda'. (Refer to Fiprc 6-35.)
a. Lubricate with hydraulic fluid aad insuJI the iaDer aad outer "0" rinp (4 and 6) on cap and slide
assembly on pinon rod (7).
b. Slide the bushinl (8) over the rod and the piston bad (11) over the SPrint pin (13).
c. IlUUll "0" rm, (10) on end of piston rod.
d. Inscrr the SPriDIpin (13) intOthe rod and secure with roU pin (9).
e. Install spring (14) on end of spnn, pin.
f. Slide the plunpr usembly intOthe cylinder housm, aDd scewe with snap ring (3).
ISSUED: 8/18172
lK20

6-93. INa1lation Of 8ra.kc Muter Cylinder. (Refer to Filllre 6-34A.)
4. Position the cylinder in its mounting b...cket and inscn the \lpper mountil1l clevis bolt from the
inboard side of each cylinder as shown in Figure 6-34A. and secure with wuber. nut and cotter ?in.
WARNING
The upper mounting clevis bolts must be installed u shown in Fipn:
634A.
b. Insert the parking brake cable through the bushirqr in the acNatinl arm and scaife with set screw,
c. Clamp the cable housil1l to the uppeTpart of the cylincie:r uscmbly.
d. Connect the brake fluid lines to the t:ylinder fininp.
e. Bleed the brake system per insttuctions liven in plf1II"Iph 6-88.
......
WARNING
: ;"IVI' 101. T ..",'T '1 ""T
.. IT.. "1"0 "&C11I' &1 'HOW"
/

: I 3 H. J ..... 1 I.. H.
...... . ... ".
o
I. MIII.IS.'n
I. &N" 0-3
a, "NHo--ol.
&. ,""H'''CI - '.97'''.
S. '",'HINCI - 10011-'"
t. - - ..... &lIa) I
7. - - Ilaa,
I. ...9Io-a III.
FIGURE 634A. "BRAKE CYLINDER INSTALLATION

ISSUED: 8/18/72
lK21
lK22

1---------1-
2--- ..f.
1.
I. JI.M II ...T
3 "''''
... , uo" ttt ...
I. e
O\,ITIIt "0" It'"lt
1 "TOIlIlOO
1"'1"'"'
.,"
10. ItQII It
11 "TOII
II. "0" It, ...
13 , '11
, '".
1'. MOUI''''
FIGURE 635. BRAKE MASTER CYLJNDER PAZ4-180 and PA24-ZS0
Sen" Nos. 2401to 24-2174 ind 24-217. ID 24-2298 incl.
ISSUED: 8/18/72
lK23
6-94. Removal Of '-kiDc Brake Valve.
On aiq/ianes with Serial Nos. 24-1 to 24-2201 iDcl. parkinS brake valve islocated on the aft sitle of
the nar the left of the fuseJace.
a. Remove the valve by discormectilll the bake Unes at valve and mn0vina attachine nut. boltS and
wIShers.
b. DiscODnect the concrol cable from the valveICYa'.
On airplanes with Serial NOI. 24-2202 to 24-2298 the parkiq brake valve is located under the floor
panel at the left set of rudder pedals.
a. Remove attachm, screws and remove carpet and ICC.. paul &om irl front of the pilot's seat.
b. Disconnect concrol cable from valve arm.
c. Disconnect brake lines from va1ve.
d. Remove valvefrom cbaDne1 by removiDt nut, wubers aDd bola.
6-9'. m-mbly Of Plridft, Bnke Valve. (Scon)
a. Remove the valve sot and "0" riq &om the va1vc body.
b. Remove the tirlerman flUt from the rivee uw:hinl the ann to the valve Ran and remove rivet,
c. Slide the valve stem OUt of the valve body.
d. Remove the spacer and "0" nn, fromtb! valve body.
ClIuiD,. lupection ADdRepairOf hrtdn, BNte Valve. (Scon)
a. Clean all pam in a suicable cleaninl solYCDt.
b. Inspect thrads for d.a.map.
c. Inspect the valve and scat (or damaJC or war.
d. Repair is limited to replacement of parts.
6-97. AIMmbly 0f.Par:kiIl, Brake VaM. (Scoet)
a. Lubricate "0" riDp with brake fluid before uscmbly.
b. Insert the valve stem into the valve body and iDsull "0" tintandspactr.
c. Secure Stem to ae:tUann, ann with rivet washers and tinennan flUt.
d. Place "0" rinS on valve seat and install in valve wembly.
698. Dilulembly Of '.nan, Brake Valve. (Hoof)
a. Remove tifterman flut, wlShm and riwe acueNnllcver to valve stem.
b. Remove the end fittinl from valve body aDd withdraw piston UlCmbly.
6-99. ClaDin,. Intpeetion ADd Repair Of ParIdq Brake Valve. (Hoof)
a. Clean all parts in a suitable cJcanm, solvent.
b. Inspect valve body for scratches or bum.
c. Inspect piston for SCfttcha. bum or darnate.
d. Rcrairs arc limited to replacement of pam.
ISSUED: 8/18172
lK24

I. 1110
a. "0" 1'11'
... 0' ",."
IM.TO'"
I. ..,
-'1T0Il
FIGURE 1-38. PARKING BRAKE VALVE

6-100. Of ParIciq Bnb V.... (Hoof)
&. Lubricate "0" riap wiUI brake fluid before 1IICIIIb1y.
b. Place "0" riap On piRon aad iaIm piRoD iDtovUn body.
c. Aaach piston to cbe lever widl met. wubers &ad ciMrmaa Dut.
d. lasu1l psket and cad ficciDt OnY&lve Ulelftbly.
6-101. tamllM'iOQ Of ParkiDt .... Valve.
&. On airp1&acs with Serial No.. 2-"1 to mel. position pukinl brake valve on the aft side of
the faewa1laar the left set of rudder pedals.
b. CODDect coDaol cable to Y&lve lever.
c. Secure valveto fiRwaJ1 with bola, __en ad aua.
d. COJUIeCC brake liDa to valve.
e. On airplana 'NicbSerial NOI. 24-2202 CO 1402298, posiQoDvalve OD floor board channel under the
left set of rudder pedals.
f. AftaCh control cable to vUve lever.
I. Secure Y&lve to chaDDcl with boles. wubas ad aua.
h. Connect brake lines to valve.
i, Bleed the brake 'fReID. (Refer to panpapb 6088.)
ISSUED: 8/18/72
ILl
6-102. Removal Of Brake Cylinder. PA-24-180 and PA-24-2S0. Serial ~ s 24-2175. 24-2298 and.
PA-24-260. PA-24-400
a. Disconnect the upper and lower brake lines from the cylinder and cap the lines to prevent leakage
or drain the fluid from the reservoir and cylinder.
b. Remove the cylinder from its attachment fittings by removing the attaching cotter pins. nuts. washer
and clevis bolts.
c. Remove parking brake cable from cylinder by removing attaching clamp at the top of the cylinder
and loosening the set screw and pulling the cable from the arm.
6-10). Disassembly Of Brake Cylinder. (Refer to Figure 6-)7.)
a. Loosen the gland packing nut (7) and slide the piston rod assembly (8) out of the cylinder assembly
( IS).
b. Remove the snap ring (14) at the bottom of the piston rod assembly and slide off bushing (1)1.
spring (121. piston (10). washer (9). packing nut (7) and spring (4).
c. Remove the nut (24). washer (23). spring (22). bushing (21) and "0" ring (20) attaching the parking
brake arm (2S) to the cylinder housing (IS).
d. Remove the lower fluid line fitting (19) and pull out the spring (18). "0" ring (17) and valve (16).
6-104. Cleaning. Inspection And Repair Of Brake Cylinder.
a. Clean the cylinder parts with a suitable solvent and dry thoroughly.
b. Inspect the interior walls of the cylinder for scratches. burrs. corrosion. etc.
c. Inspect the general condition of the fitting threads of the' cylinder.
d. Check the piston and valve for scratches. burrs. corrosion. etc.
e. Repairs to the cylinder are limited to polishing out small scratches. burrs. etc .. and replacing. \al.
washer. seal and "0" rings. WI'
6-105. Assembll Of Brake Cylinder. (Refer to Figure 6-)7.)
y\OTE
Lse a small amount of hydraulic fluid (MIL-H-S606) on the "0" ring
and component parts to prevent damage and ease of handling
during reassembly.
a. Install the "0" ring (17) on the parking valve (\6) and insert it into the cylinder housing.
b. Insta II spring ( 18) and fluid line fitting ( 19).
c. Slide the actuating arm (2S) into the cylinder housing and install "0" ring (20). bushing (21).
spring (22). washer (23) and secure with nut (24).
d. Install "0" ring on inside (S) and outside (6) of gland packing nut (7).
e. Slide spring. gland packing nut (7). washer (9). piston (10) with "0" ring (II). spring (12) and
bushing (I) on piston rod (8) and secure with snap ring (\4).
f. Insert the piston rod assembly into the cylinder assembly and tighten gland nut.
REVISED: 4/10/81
IL2
LANDING GEAR AND BRAKE SYSTE.
U7'7
r , INO
Z. J 'IV'!'
J
...
5. "0' "'NO
I ..
. 1.....0 .UT
S. .. OD
9... .. ".'11I'"
10. j!'ITON
1. "0' .....
'Z. , ...,,,.
'J. IU,"''''
&. I" ''''G
'I. C:", "01...nl....
'I. V.... VI
17" "0-"1"
II. , .." .
II. "'TT' .
20. uO'" lit
Zl U ...
Z2 ,,, ...
U 1111"
U UT
21. ( ........0 "CTU""'''' .. " ..
U. Ic:IIlloI
FIGl"RE 6-37. BRAKE MASTER CYLINDER PA-24-t80 and PA-24250.

Serial Nos. 24-2175. 24-2299 and up. PA-24-260 and PA-24-400
ISSl"ED: 8/18/72
lL3
Insu11ation Of Bnkc Muter Cylinder. (Refer to Fiprc jS.31A.)
a, Position the cylinder Us its mountins and iDscrt the upper mounting elms bolt from the
inboard side of each cylinder u shown in Fipre jS.37A. and secure with washer. nut and cotter pin.
WAllNJNG
The upper mounnn, dms bola mUll be i.na1led u shown in Fiaure
6-37A.
b. Insert the parking blUe cable throulh the bulbi.. in the actuating arm and secure with set screw.
c. Clamp the cable housi", to the upper part of the cylinderauembly.
d. Connect the brake fluid lines to the cylinder fittinp.
e. Bleed the brake system per instructions liven in panpaph 6-88.
....
WARNING
CI.IV II 101.T "UIT I' IIIIT"1.1.10
..,ITM MI"O ""C'O "I IMOWII

I Z J I.. II. J II. II. 1
.... M...... M..
o
t. "IUUSIJ.Z
I. "'3'003
J...IIMOoIOI.
IUIII.'" - ,."....
S. IU'M'" - 10011' I'
I. - - 1I.1l 1113)'
7. - - I. nt,1I

FIGURE 6-37A. BRAKE CYLINDER INSTALLATION

ISSUED: 1118/72
lL4


TABL! VloIl. TKOUBLISHOOTING CHART
(LANDINGGEAR. AND BRAKESYSTEM)
Trouble c... Remedy
Lmdinl aar reaaction Gar mocorc:in:uit btakcr Raft circuit breaker.
system fails to opent!:. open.
Wire broken on.Jr:ry Cbeck.Jety switch aDd
switcb. wire connection.
Transmillion notor u- Check wirinI at tra.almislion
mbly iDopcracive. motor utembly.
Trammislion motor u R.eplace tnDSInisllon motor
sembly bumcd out. UMlDbly.
Gar macor pound c:ire:uit Check pound wire to
open. fuscllp.
WarninI hom fails to Miaoswitch ac throttle AdjUSt miaoswitcb. Refer
operate when throttle out of adjusaneln. to Panfnpb 6-63.
is dosed and Iandinf
gear is retracted.
Nose par down limit switeb Check wins and replace
inoperative. limit switch if neccsury.
WII'1liq hom uacmbly. AdjUSt or rcplac:e if
necessary.
Transmisstion aucmbly LandiDa.r down limit AdjUSt down limu switch.
mOtor does not nOF switch OUt of adjust.
wben landint ,ear is ment.
in the fully extended
position.
Amber geat up light OUt. Lamp burned out. Replace lamp.
Landini par up limit Adjust limit switch.
switch out of adjust-
man.
Gar indicator liIha R.eset circuit breUer.
c:ire:uit breaker opeD.
Wantinl hom fails to Microswitch at throttle Adjust microswitch. Refer
stOp when throttle is canuel out of adjust- to Parqraph 6-63.
closed and Iandinl gear metlt.
is extended.
Sose par down limit Cheek wires and replace
inoperative. limit switch if necessary.
ISSUED: 8/18n2
lL5
..
"
TABLEVloli. TROUBLESHOOTING CHART
(LANDING GEARANDBRAKESYSTEM) (com)
Trouble e.u.
Remedy
Tra.nsmission motor L<Uldinf par. up limit Adjusc limit switch at re-
auembly does not switch out of Idjusc- traetion torque tube arm.
shut off when Jftl ment.
is in fully retracted
position.
Green pat down li,ht out. Lampbumed out. Replace lamp.
Gar down limit switcha Adjust limit switches.
out of adjUsaDalt.
Cear indicator liPa Reset cirueit breaker.
circuit braker open.
Transmission screw oper- BarinI retainer Ilftvc ail lutdinc'taI' system so
ates but release tube hies pin. that when tnDImwion
remains sutiorwy. motor ..mbly stops.
beariDI rea.iner sleeve
is 1/8 inch or more from
the roUpin stOp.
BearinI retainer sleeve Remove restriction.
hia other feICrietion.
Landin, sear will retract Safety switch Ollt of adjUSt- AdjUSt safety switch.
with oleo strut in I ment.
depressed condition.
ISSUED: 8111172
lL6
-iJ
13.1
'I
6.25
.5 r
-I
it- I
T
""'- .125 DIA.
, '
I'
,I
, '
FRONT
I 1L- ---:..; ......
LUS
EJ
k
T1.0
..:-i
FIGURE 638. FABRICATED PLUMB BOB rDOL

ISSUED: 8/18/12
IL7
I
I

Al95
I---
117'
II"
31. 75

117'
f
1.15
1j
FIGURE &39. FABRICATED NOSE WHEEL ALIGNMENT JIG
lL8

ISSUED: 8111n2

I
-----+--
..
.12 (TYP.)
1.19
I
!
RADIUS7
5.00
STEEl. 4130. 125 X .75 X 5.00
\
'- MATERI TUBE STEEl. 4130
1 3/16 0.0. X .937 1.0. X 1.43 l..
NOTE: AFTER FA6RICATlON OF
Io4EAT TREAT TO 150000/180000 PSI.

FIGURE 6-40. FABRICATED SPANNER WRENCH
ISSUED: 8118172
lL9
ILIO

DIALINDICATOR
o
VICE
CUNCH THE fIlOD !ND BlARING
BETWEEN THE IOLT ANDNUT
FIGURE f.41. INSPECTION OF ROD END BEARINGS

ADDED: 6/25/76
lL11
60107. h II cd_ Of The Lmdin, Gar ~ _ ......d SyaIn. (RcfCJeDCC mlDrial from SemCllll VI
of tbis Scmce Mawal.)
.. Place the lirpJaDe aa jacks. (R. to puapaph 2 ~ 1 0
b. DiIcoDDect CKh ,ear from die ICDI&ror. (Refer to PlftlhPha 6046 and 6047.) A1Io diIcoJmeetthe:
pile c:accr lockiDtspriDp.
Co II'IIpCC't all COIIlpoDClltl for cOBdicioD and ..,.. (RdIr to puapaph 6-48 IIld TablcI VI-III aDd.
VIIVfor .... 1imia.)
ci IDipect rod ends for war by c:liDchiDI die beIrint be.... & boleandlII&e IrftDFIIlGIC II shOWll
ill Fipn 6-41, &Ad IIIiDI a dial iDcIic:aeor me.urc dle teal flee piay betw_ me ball and nee. the
awQmum service Limit is.005 of 1ft iDch.
e, Check the thru CeDta' lDya of botb t:bc 1m and ript cInI Iinb GIl me DGIC .... (ada' to
puqraph 6013 and Fiptc 603.)
NOTI
IDIW'C chat bodl DClIC..drqlinkl coaacc dicit nopelimulaneolll1y.
(Refer to puapaph 6-15. SIlCp tOil.")
f. Check die tbru cal=' lnwl of each nIIin II"side bnCIC IiDk. (Ret. to pll'llnPb 6-32 and Fiprc
608&.)
.. IDltlll the dowalock sprinp OD the note pu. If oaIy ODe ... it aecI, obain Piper Scmce Kit
761 082 for addiUClD&1 spsiDJ iDluDation. (Rcfe to plllll'&pb 6-14 for"lioo inIa'uctiou.)
b. DilcoaDCet and iDlpcet maiD .. pUlh-pull cab.. prior to u.an1ioa., (Jlcfcr to panpaph 6-48.)
i. Hookup bodllDliD .... aDd. cbcck IDea&l reIr'IlCCiaD oaly. (T1IDft-. DOC c:oaneca=d.) (Rete:
to pan.pph 6050.) CoordiDace the OftfCtIlref loeb. (Wcr to panppJa '"55.)
j. Hoolmp die DOle FIt (refer to pullflPb 6-49) ad ria to open&e widl the maiD p.
(innsmiuion not COIlneeted.) CoordiDaccme onrccnUir loeb. (ltllfcr to puapapb 6056.)
NOTE
At dais poillt die laDdiat .... is QQW ill a dow1Uock&d scniceable
CClIIlditiOll. widlout die beDc6t of cbetrUIDIiIIiolL
k, Pmorm a laDdinI par mraetiCil load tell per panpapb 6051.
L perform a m:racrioa md extICDIioD cycle of dae laDcIiDI .... cleca:ically. Make the DeCcaary Umit
switch adjunmcmsper iDformlCioD ;.aill puqrapbs 6-51 dua 6-67.
m. IDlUIe that the IaAdiDi par is down aadlocbd; theD raDOft dle airpllDe from jacks. Make the
appropriate logbookcmries.
REVISED: 1013n7
IL12

TABLE ~ MAINGEAR WEAR. UMlTS
Index Part Mfg. Limits Service Umits
No. No. Item I.D. 0.0. Min. Max.
1 AN26 Bolt .373/.371 .370 .373
2 14843--16
Busbina
.3751.373 .373 .376
3 14843..30
Busbinl .374/.376 .4351.433 .374 .377
.432 .435
4 20829 Stud .43651.4385 .4365 .4395
4
22512 Stud .43651.4385 .4365 .4395
4a 20829 Stud .4971.495 .494 .497
4a 22512 Stud
.560/.558 .557 .560
5 20737-6 Bushing .498/.500 .498 .501
5 20737..14 Bushing .561/.563 .561 .564
6 20737..5 Bushing .498/.500 .498 .501
6 20737..13
Busbinl .561/.563 .561 .564
7 AN4 Bolt .249+.000 .245 .249
-,003
Sbouldet
8 20737..8 BUIbiD, .251/.249 .249 .252
9 AN26 Bolt .373/.371 .370 .373
10 148430060 Bushing .373/.375 .4351.433 .373 .376
.432 .435
11 24911 Link .43651.4385 .4365 .4395
11 25046 Link .43651.4385 .4365 .4395
11 20768 Link .4365/.4385 .4365 .4395
11 22577 Link .4365/.438S .4365 .4395
12 23412
Beanna"
See Fig. 7..30
-
.005
1: 22943 Rod End
13 8330240
Main Sprinl
Spring is servicable when a 12 pound tension load
extends the spring to 7..7/16 + 1/8 inch is maintained
(measured at the inside of end loops.)
14 Bungee Cord
Inspect for frayed protective covering. breaks, and
soft areas. Replace cords exhibiting these conditions.
ILI3
LANDING GEAR AND BRAKE SVmM
REVISED: 4/3/78
ca.,
Figure 6-42. Main Gear Wear Limits

REViSED: 4/10/81
lL14
PtPER COMANCHE SERVICE MANUAL

TABLE VI-IV. NOSE GEAll WI.AIl UMITS
Index Part
Mfa. Limits Service Limits
No. No. Item I.D. O.D. Min. Max.
1
AN6 Bolt .374+.000 .370 .374
.003
2
14843-18
Bushina
.3745/.3755 .3745 .3765
3 14843-18 Bushing .3745/.3755 .3745 .3765
4 207374 Bushing
.374/.376 .374 .377
5 22066 Bolt .3742/.3737 .3727 .3742
6 14843-18
Bushin. .3745/.3755 .3745 .3765
7 AN6 Bolt .374+.000 .370 .374
.003
7 AN6 Bolt .374+.000 .370 .374
.003
8 1484318
Bushinl .3745/.3755 .3745 .3765
8
1484319 Bushing
.3745/.3755 .3745 .3765
9 20803
Busbin. .374/.376 .374 .376
10
AN17S Bolt .4991/.4986 .4976 .4991
11
20777
Bushini .5015/.5000 .5000 .5025
11
31766 Bushing
.5015/.5000 .5000 .5025
11
1716400 Busbing .4995/.5005 .4995 .5015
11
171644
BuWng .4995/.5005 .4995 .5015
13 13098 Nose Sprinp
Sprinl is serviceable when a 4
+ 5 pound tension
1 Req.
load extends the sprina to 4 inches (measured at the
inside of the end loops).
ILlS
REVISED: 413/78
FIGURE 6-43. NOSE GEAR WEAR LIMITS
REVISED: 10/3/77
lL16
c C ~
5
ID
ILl7
THRU 1 L24
PA.ZCOMANCHE
Service Manual
CARD2OF3
PA-24-180
PA-24-260
753 516
2 Al
NOTE
IN THEIR PROPER NUMERICAL SEQUENCE PRIOR TO USING THE MANUAL.

with general specifications of Aerofiche adopted by the General Aircraft Manufacture;'s Association.
Infonnation compiled in this Aerofiche service manual is kept current by revisions distributed periodically.
These revisions supersede all previous revisions. are complete Aerofiche card replacements, and supersede
frame. opposite revised or added material. Revision lines indicate only current revisions with changes and
additions to existing text and illustrations. Changes in capitalization. spelling. punctuation. indexing.
physical location of material. or complete page additions are not identified by revision lines.
Revisions to Service Manual 753 516 issued August 18. 1972are as follows:
Revisions
PR760625
PR77I003
PR780403
PR790910
PR810410
PR821101
IR860921
June 25. 1976
October 3. 1977
April 3. 1918
September 10. 1979
April 10. 1981
November I. 1982
September 21. 1986 (Interim)
Aerofiche Card Effectivity
I. 2. 3. and 4
I
1.2. and 3
I. 2. and 3
1,2. and 3
1.2. and 3
1
INTERIM CHANGE
Revisions appear in Ta}le 1111 of card 1.
There are no other changes included in
this maintenance manual. Please discard
CARDS 2, or 3.
The date on Aerofiche cards must not be earlier than date noted for respective card effectivity. Consult latest
2A2
TABLE OF CONTENTS
AEROFICHE CARD NO.1 GRID NO.
VII
VilA
VIIS
VIIC
VIII
I INTRODUCTION 1A15
III INSPECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1014
IV STRUCTURES.. . .. . .. .. .. .. . .. .. . . .. . .. .. . .. . . . 1E6
V SURFACE CONTROLS 1F13
VI LANDING GEAR AND BRAKE SYSTEM 1H19
AEROFICHE CARD NO.2
POWER PLANT PA24180 2A10.
POWER PLANT PA24250 AND PA-24260 2C2
POWER PLANT PA24400 ... '. . . . . . . . . . . . . . . . . . . . .. 2E18
POWER PLANT PA24260 (Turbocharged) 2G7
FUEL SYSTEM 2112
AEROFICHE CARD NO.3
IX ELECTRICAL SYSTEM 3A8
X HEATING AND VENTILATING 3F6
XI INSTRUMENTS 3F16
XII ELECTRONICS 3H1
2A3
PIPER COMASCHE SERVICE MASl'AL

LIST Of ILLl'STRATlONS
Figure Aerofiche
Grid \0
i-I.

74.
7-5.
7-h.
7-na.
c7.
i-I'.
i-9.

7-11.
7-12.
7-1
"-14.
;15.
71 h.
.

7.-\-2.

7A-4.
""\-5
"A-h.

7A-9.
"\10.
;A-II.

7A-14.
7A-15.
7A-lh.
7A_I-.
H,-It'.
7A-I'.),
7.-\-20.
":'A-21.

7
78-1.
7B-:!.

7B-5.
Propeller Installation , .
Typical 'ids and Removal Method .
Propeller Installation (Hartzell) .
Engine Installation (PA-24-1 SO) ..............................
Cockpit Control Spring Back .
Carburetor .
Lead Positioning .
Impulse Coupling , .
Timing Pointer .
Breaker Compartment With Cast Timing Marks .
Rernov ing Seized Spark Plug .
Propeller Installation (McCauley) PA-24-250 .
pical 'icks and Removal Method .
Propeller Installation (Hanzell) PA-24-260 .
Engine Installation PA-24-250 .
Engine Installation PA-24-260. Serial 'os. 24-4000 to 24-4782 incl. and
to incl. .
Engine Installation PA-24-260. Serial 'os. 24-478:\ and 24-4804 and up .
Carburetor .
Schematic Diagram of RSA Fuel Injector System (PA-24-250 260) .
Idle and Mixture Adjustment (Fuel Injector) .
Fuel Air Bleed 'ollie .
l.ead Positioning .
Impulse Coupling .
Timing Pointer .
Breaker Compartment with Cast Timing Marks .
Rernov ing Seized Spark Plugs .
Propeller lnstallat ion .
pical 'ick:- and Removal Methods .
Propeller Governor Adjustment Points .
Engine Installation (PA-24-400) .
Schematic Diagram of RSA Fuel Injector System (PA24-400) .
2A14
2A 15
2A It'
2A21

2Bl
285
2Bh

2B9
2B9
2B10
2BI0
:!BII
2BII
2812
2B15
2B17
2C'
2Cl<
2(10
2C12
2C 16

2C21
2DI
20i
2011
2DI4
2016
2Dli
2019
:!D20
2D20
:!D:!I
2D21

2D22
2D24
2E2
2E4
:!E2:!
2E2y
2F2

RF:.\"ISED: 11/1/82
2.\4
LIST OF ILLUSTRATIONS (eont.)
Figure
Aerofiche
Grid No,
REVISED: 4/10/81
7B-6.
7B-7.
7B-8.
7B-9.
7B-10.
7B-11.
7B-12.
7B-ll
7B-14.
7B-15.
7C-I.
7C-2.
7C-l
7C-4.
7C-5.
7C-5a.
7C-6.
7C-7.
7C-8.
7C-9.
7C-IO.
7C-II.
7C-12.
7C-I3.
7C-14.
7C-15.
7C-16.
7C-17.
8-1.
8-2.
8-3.
8-4.
8-5.
8-6.
8-7.
8-8.
8-9.
8-10.
8-11.
8-12.
8-13.
8-14.
8-15.
8-16.
8-17.
8-18.
8-19.
Idle Speed and Mixture Adjustment (Fuel Injector) .
Fuel Air Bleed Nozzle .
Reworked Plain Washer .
Filed Notch on Cam ......................................................
Installation of Rotor Holding Tool and Timing Pointer .
Alignment of Cam in Inspection Hole .......................................
Removal of Seized Spark Plug .
Propeller Installation .
Typical Nicks and Removal Methods .
Propeller Governor .
Engine Installation (PA-24-260 Turbocharged) ................................
Schematic Diagram of Turbocharger System .
Indicator Probe Installation .
Schematic Diagram Of RSA Fuel Injector System (PA-24-260 Turbocharged) .
Fuel Injector .
Fuel Air Bleed Nozzle ............................... " .
Contact Points .
Rotor Holding Tool Installed .
Timing Kit Installed ......................................................
Aligning Timing Marks Single Contact Assembly Magneto .
Forming Leads in Breaker Compartment .
Magneto Timing Marks ...................................................
Removing Frozen Spark Plug ..............................................
Turbo Oil Flow Check .
Fuel Cell Installation (Main/Inboard) ......................................
Fuel Svstem Schematic PA-24-180 .
Fuel System Schematic PA-24-250. Serial Nos. 24105 to 24-2298 .
Fuel System Schematic PA-24-250. Serial Nos. 24-2299 and up and PA-24-260 .
Fuel System Schematic PA-24-260 (Turbo) .
Fuel System Schematic PA-24-400 .
Bayonent Fasteners .
Button Fasteners .
Checking Sender Unit .
Checking Fuel Gauge .
Three Position Fuel Valve PA-24-180 and PA-24-250 .
Five Position Fuel Valve PA-24-250 and PA-24-260 .
Fuel Valve and Filter PA-24-400 .
Fuel Strainer Disassembled PA-24-400 .....................................
Bendix Plunger Fuel Pump (Early) .
Bendix Plunger Fuel Pump (Late) : .
Exploded View Bendix Rotary Fuel Pump .
Primer Pump (Carburetor Induction System) .
Fabricated Fuel Quantity Transmitter Checking Jig .
2AS
2FJO
2FI2
2Fl4
2FI4
2FI5
2FI5
2FI6
2Fl7
2F20
2F22
2GI2
2GI3
2GI5
2G22
2G23
2H3
2H7
2H9
2HIO
2H 12
2H14.
2HI4
2H 15
2HI5
2HI6
2HI6
2HI9
2H22
2114
2115
2116
2117
2118
2120
2121
2121
2124
2124
2J3
2J5
2J5
2J7
2J9
2J9
2J 12
2JI5
2JI15

LIST OF TABLES
Table
VII-I
VII-II
VII-III
VilA-I
VIlA-II
VilA-III
V1I8-1
VI18-11
VIIC-I
VIIC-IA
VIIC-II
VIII-l
VIII-II
VIII-III
VIII-IV
Aerofiche
Grid 1"0.
Propeller Specifications (PA-24-180) .... .. . . .. .. . ... . .. . .. .. ... . . . . . .. ... . . 2A 19
Timing Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2811
Troubleshooting Chart (Engine) (PA-24-180)................................ 2821
Propeller Specifications (PA-24-250/260) 2CI4
Timing Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2D23
Troubleshooting Chart (Engine) (PA-24250i 260) . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2E8
Propeller Specifications (PA-24-400) .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2F 1
Troubleshooting Chart (Engine) (PA-24-400) .. . ... . ... ... ... . . . . .. . . . . .. .. . . 2G2
Propeller Specifications (PA-24-260 Turbocharged) ......................... 2G 16
Troubleshooting Chart (Mixture Control Indicator) . .. . . . . . . . . . . . . . . . . . . . . . . . 2H2
Troubleshooting Chart (Engine - Turbocharged) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Specifications. Duke Model 4140-00-218 Electric Fuel Pump.................. 2JI3
Flow Versus Pressure at 14 V.D.C. 2J 14
Pump Pressures (Fuel Injection) . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . .. . . . . . . . 2J 15
Fuel System Troubleshooting. . .. .. . .. . .. .. .. . .. . . .. . . . . .. 2J 17
REVISED: 4/10/81
2A6
2A7
2 A8
2A9
SECTION VII
POWER PLANT PA24180
7-1. Introduction ..
7-2. Description
7-3. Troubleshooting
7-4. Engine Cowling
7-5. Removal of Engine Cowling
7-6. Cleaning, Inspection And Repair Of Engine Cowl
7-7. Installation Of Engine Cowling
7-8. Propeller...... . . . . . . . . . . . . . . . . . . . .
7-9. Removal Of Propeller. (McCauley) .
7-10. Cleaning. Inspection And Repair Of Propeller
7-11. Installation Of Propeller, (McCauley)
7-12. Removal Of Propeller. (Hartzell)
7-13. Cleaning. Inspection And Repair
714. Installation Of Propeller. (Hartzell)
7-15. Blade Track
716. Propeller Governor
717. Removal Of Governor
7-18. Installation Of Governor
7-19. Adjustment Of Propeller Governor. (Woodward)
7-20. Adjustment Of Propeller Governor. (Hartzell)
7-21. Engine .
722. Removal Of Engine .
7-23. Installation Of Engine .
7-24. Replacement Of Engine Shock Mounts
7-25. Induction System Air Filter
7-26. Removal Of Air Filter
7-27. Service Instructions
728. Installation Of Air Filter
729. Removal Of Ail' Filter
730. Service Instruction
731. Installation Of Air Filter
7-32. Carburetor .
7-33. Carburetor Maintenance
7-34. Removal Of Carburetor
7-3S. Installation Of Carburetor
7-36. Adjustment Of Carburetor Controls
7-37. Adjustment Of Idle Speed And Mixture
ISSUED: 8/18/72
2 ':10
Aerofiche
Grid No.
2A12
2A12
2AB
2A13
2A13
2A13
2A13
2A13
2A14
ZA15
2A16
2A17
ZA17
lA17
2A20
2A20
2A20
2A20
2A21
2A22
2A23
2A23
283
283
283
283
283
284
284
284
284
284
284
284
28S
285
286
Aerofiche.
Grid No.
7-38. Ignition System 287
7-39. Magneto 287
7-40. Inspection Of Magnetos . 287
7-41. Removal Of Magneto 289
7-42. Timing Procedure. (Internal Timing) 2B9
7-43. Adjustment Of Retard Breaker Points 2810
7-44. Installation And Timing Procedure. (Timing Magneto To Engine.) 2812
7-45. Starting Vibrator Checking Procedure 2814
7-46. Harness Assembly . 2815
7-47. Removal Of Harness . . . . . . . . . . . . . . . . . . . 2815
7-48. Installation Of Harness . " 2816
7-49. Spark u ~ s . . . . . . . . . . . . . . . . . . . . . . . . 2816
7-50. Removal Of Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2816
7-51. Inspection And Cleaning Of Spark Plug . . . . . . . . . . . . . . . . . . . . .. 2817
7-52. Installation Of Spark Plugs 2818
7-53. Lubrication System 2818
7-54. Oil Pressure Relief Valve 2818
7-55. Oil Screens 2818
7-56. Oil Cooler 2819
7-57. Recommendations For Changing Oil 2819
ISSUED: 8/18/72
2 All

SECTION VII
POWER PLANT PA24-180
7.1. IncroduC'l:ioD. This section coven power plants IdCd in die PA24-180 and is comprised of instt\u:tions
for the removll. minor repair. scmceud installation of the mPDC cowliJll, propeUer. propeUer,overnor,
engine. enpne shock mounts. induction SYStem, ipition system and lubrication system.
72. Description. The PA24-180 is powered by a AvcoLYc:ominl Q.J60-A four cylinder carburetor
induction. direct drive. Wet sump..horUontaUy opposed eaaine with a compression ratio (If 8.5: 1
rated at 180 HP at 2100 RPM and designed to operate on 91/96 (milWnum) OCQIle aviation pc fuel.
CowlinJ :;ompletely encloses the capRe aad COlllila of an upper and lower section. Side panels lift up
to allow access to the enpne.
The propeller may be a constant speedMcCauleyor HlftzcU unit: controllecl by a ,overnor mounted on
the eft(inc supplyin, oil throu,h the propeUcr shaft at various praSllfCS. Oil prasure from the govCtnor
moves the blades into high pitch (reduced R.PM) and cmaifupJ twistinl moment of the blades tend to
move them intOlow pitch (hilh R.PM) in the absence of aowmor oil preuurc.
The induction system consists of a wet type air f1lter on the catly models or a dry type air filter on the
later models and a MA+5 MaJvelSchebler c:ari)umor. This cqine is normally upir&ted with no
restrictions on maximum power output.
Bendix Scintilla series and S4DI200 series mapetos arc installed with their usoc:iated
components. The S4LS20 series mqneto incorporate a sinl1c breaker and an impulse COUpliDJ inst&1led on
tile left masneto. The S4L.'1200 series rnapctO synem c:olllisa of a sm,le contaet mapero on the right
Side of the engine and a dull contaCt mllncco on the left to obtain the reurd spark necessary for narting.
A starting vibrator. magnetO switcha and starter switch complete the system.
In addition to the previously mentioned componcnu, each eDJine is furnished with :& 12-yolt statter,
Hampere or 50-ampere 12'Yolt generator, vacuum pump drive and fuel pump.
The lubrication system is of the pressure Wet sump type. The oil pump which is located in the
ICCessory housing. draws oil rhroueh a drilled pusap leadinJ from the oil suction screen located in the
sump. The oil from the pump then enten a drilled pusqe in the accessory housing. which feeds the oil to a
threaded connection on the rear face of the ac:c:euory housm" where a flexible line leads the oil to the
external oil cooler. Pressure oil from the cooler returns to :& second threaded coMec:cion on the accessory
housing from which point a drilled pUlale c:onducu oUto the oil pressure screen or filter. In the event that
cold oil or an obstruction should restrict the oil flow to the cooler. anoil by-pass valveis provided to pass
the oil directly from the oil pump to the oil pressure screen or filter.
The oil pressure screen or filter element. located on the acccssory housinc is provided u a means to
filter from the oil any solid particles that may have pused thl'Qugb the sumon screen in the sump. After
oelDg filtered In the pressure screen or filter. the oil is fed through a drilled passage to the oil pressure relier'
valve. located in the upper right side of the c:nnkc:asc in front of the accessory housing.
This relief valve regulates the engine oil pressure by aUowin. excessive oil to return to the sump. while
the balance of the pressure oil is fed to the main oil pllcry in the right half of the crankease. ReSidual oil 15
returned by gravity to the sump where. after pusing through a screen, it is aglin circulated through the
englftc.
POWER PLANT
ISSUED: 8/18172
2A12
73. TroubleshooQnI. Troubles peculiat co the power plane are listed in Table VlJ-l1I in the back of chis
section. along with their probable causes and sugesced remedies. When troubleshootinc m,ines. Found the
magnero pnmary circuit before perfonnq any checks on the ipition system.
74. Enpe Cowlin,.
7-S. R.emoval Of Enpe Cowlinl.
a. AKCruin that the master swiech andmaptto swiccha ate in the off position.
b., Release the three cowl fastenenon each side the CftIincof the CftIine compamneftt.
c. Remove anadlm, SCftWS from the top cowl at the fucwall and nose cowl.
d. Disconnect cowl anac:hment straps from tOPcowl.
e. Remove the two anachq nuts. washen and screw scc:uriD, the top cowl channel co fU'Cwall.
f. Lift the cop cowl from the eftlinc UICDlbly.
g. Disconnect the air bellows from air filter by 100ICIIiDt the quarter tum futeners.
h. Disconnect all drainsand hoses attached to the bottom cowl.
i. Disconnect the twO suppOrt tubes from the bonum cowl.
J. Disconnecc the nose gear door rcuaction rod at the nose par s t t ~
k. RemovinJ attachinJ screws from bonom cowl and remove by pullinf down and forward.
7-6. Clanin,. Inspection And Repair Of Eapne Cowl.
a. Clean cowling with a suitable clcaninl solvent and wipe dry with a cleu cloth.
b. Inspecc. cowliftl for dena. cracks. loose rivetSelore-ce hola and damapd or missing fasteners.
c. Repair all defects co prevenc further dam.
7-7. Installation Of Enline Cowlin,.
a. Posicion the lower cowling and secure with screws to the fll'CWall bulkhead.
b. Anach the two support n.zbes to the aft section of the lower cowling.
c. Attach the nose par door retraction rod to the gar struc.
d. Connect air hoses and drain lines co the bonom cowlin"
e. Attach the carburetor air beUows co the air ("deer with quarter tum flStCncrs.
f. Position the cop cowl on the nose section and SCCllfe the cwo cowl (hunels co the firewall With
screws. wuhers and nues.
g. Secure the cop cowling co the firew2l1 bulkhead a.nd nose section with screws.
h. Attach the tOp cowl hold down straps to each cowl support channel.
';' -8. Propeller.
CAUTION
Before performin( any service functions on the propcUer, ascertain that
the master switch is "OFF", the mapeco switches arc "OFF"
(grounded) and the mixture control is in che "IDLE Ct)T<>FF"
position.
POWER PLANT
ISSUED: 8/18172
2A13

4
2. 1
10
~
7
I I
"i
12
6
2
~ i r
~ I
! I
I t
8
1. IOLT
2. ftLAlNWASHER
3. SElFLOCKlfIlG NUT
4. STARTER RING GEAR SU"ORT
5. "'INNER ADAPTOR RING
e. "0" RING SEAl
7.....oPELLER
e. HUI MOUNTING IOLT
t. WASHER
10. SPINNER
11. TRUSS HEAD SCREW
12. fliER WASHER
FIGURE 71. PROPELLER INSTALLATION (McCAULEY)

19. Removal Of Propeller. (McCauley) (Reier to FiJure 7,1.)
NOTE
In some manner identify the position of each put in re1&tion to the
other to facilitate installation.
a, Remove the spinner (10) by removin, the sc.rews (1ll that secureit to the spinner bulkhead (3).
b. Place l drip pU1 under the propeUer to catch oil spilllle.
c. Cut the safety wire around the propeller mountinJ bolts (8) and remove the bolts irom the eftilne
crankshaft rlange.
d. Pull the propeller from the engine cr..nksbaft.
e. Remove the propeller "0" rina (6) from the propeller hub bore.
f. The spinner bulkhead may be removed from the starter ring gear ~ ) by removing nuts, washers
and bolts \ 1).
POWER PLANT
ISSUED: 8/18/72
2 A14
Exaggerated view of nicks in
leading edge.
&aggerated view of nick
in face of blade.
Aecommended method for re-
moving nicks by riffle file and
crocus cloth.Blend deepest ponion
of nick into leading edge align-
ment with smooth curves.
A
SECTION AA-
Nick in face of blade removed
by file and crocus Cloth as
recommended.
FIGURE 7-2. TYPICAL NICKS AND REMOVAL METHOD

7-10. Cleaning. Inspection And Repair Of Propeller.
a. Check for oil and grease leaks.
b. Clean the spinner. propeller hub interior and exterior. and blades with a noncorrosive solvent.
c. Inspect the hub parts for cracks.
d. Steel hub parts should not be permitted to rust. Use aluminum paint to toueh up if necessary. or
replate during overhaul.
e. Check all visible parts for wear and safety.
f. Check blades to determine whether they tum freely on the hub pivot tube. This can be done by
rocking the blades back and forth through the slight freedom allowed by the pitch change mechanism. If
they appear tight and are properly lubricated, the propeller. should be disassembled by an authorized service
center.
g. Inspect blades for damage or cracks. Nicks in leading edges of blades should be filed out and all
edges rounded. as cracks sometimes start from such places. Use fine emery cloth for finishing. Refer to
Figure 7-2 for propeller blade care.
h. It is recommended that for severe damage. internal repairs and replacement of parts. the propeller
should be referred to the manufacturer or Certified Repair Station.
i. Grease blade hub through zerk fittings (Hartzell propeller only). Remove one of the tWO fittings
for each propeller blade. alternate the next time. Apply grease through the zerk fitting until fresh grease
appears at the fitting hole of the removed fitting. Care should be taken to avoid blowing out hub gaskets.
ISSUED: 8/18/72
2A15
POWER PLAt

il1. Installation Of Propeller. (McCau.lcy) (Refer to FiJure 71.)
CAUTION
~ c r t i n the .\taster Switch and Mqneto Switch ue ill the "OFF"
position and the Mixture Conttol is in the "IDLE CUT.()FF" polition.
a. POlition the spinner bulkhead rina (5) apimt the starter riDt leu support (4) 10 thac one arrow
lina up wim the TCI. OQ the front face of the suppon:.
b. Secun: the spinner bulkhead to me stifter rina par mppon: with 12 bola (U. 12 nuts (3), and 201-
wuben (2) (one under the bolt head lAd one IlDder each Qut). Cuefully tipten QUts Ilftifonniy to torque
limits shown in Table VIJ-1.
c. Clean the propeller and eftline tlanps.
d. Observe the starter rina par co make sure it ismounted properly on the eftIine crankshaft fianle.
The cnnkshaft flange is stamped with an "0" mark and the Rafte: rinJ leu is likewise identified by an
"0" mark. Upon insullation of the Slarter riat par. the ma.rltiDI shall be mated to insure proper
installation.
e. Insert the "0" rinJ (6) in the pove of the propeller hub bon:. Make Sllft that the "0" rin, is not
twisted and is liberally coated with clan lubric:atiq oil.
NOTE
Some McCauley Model 2D36C14 propcUcrs will be founei in use with a.
counterbon: in the hub instead of an "0" rial pave. When uutallitlc
tilese propellers. always insen: the "0" rinJ in the counterbore and push
it to the bottom. Sever slide the "0" ring on the c:n.nkshaft pilot.
f. Raise the propeller and line up the mows on the hub flanae outer diameter with the short bushing
in the crankshaft n&nfe. En..,e the pilot in the hub. making sure that face of hub f1anIe is puailel wlth the
face of the cranksnaft flange. then push the propeller in. Make sure that the bolt holes eDBace the bushings.
CAUTION
It is important that the propeller be seated &pin. the crankshaft flanae
with a stTallht push. Rotating or cockinl it on will c:aUJe damage to the
"0" rinJ and oillcaka.Jc will result. Particular cue muSt be taken while
installing hubs haviftl a ecunrerbore co prevent damapnl the "0" ring
or displaclDB it so that it is lodged betwccn the flange faces. The latter
condition will be indicated by nofttn.cking of the blades immediately
after insullation.
POWER PLANT
ISSUED: 8/18/72
2 AlB
PIPER COMA!'lCHE SERVICE MASl'AL
g. Slide washers (9) on bolts and tighten bolts uniformly all around to the torque limits of Ta.
VII-I and safetx wire bolt".
h. Check blade track. (Refer to paragraph 7-15.)
h. Slide spinner (10) O'er the propeller. align screw holes with the nuts in the bulkhead. and 10 ...1,,11
washers (12) and screw" (Ill. Tighten to the torque given in Table Vl l-I.
7-12. Remon) of Propeller. (Hartzell) (Refer to Figure 7-3.)

In some manner identify the position of each part in relation to the
a. A..certain that the master switch and magneto switches are in the off position.
b. Remove the spinner (I) by removing the screws that secure it to the spinner bulkhead (4).
c. Place a drip pan under the propeller to catch oil spillage.
d. Cut the safety wire around the propeller mounting bolts (8) and remove the bolts from the engine
crankshaft flange.
e. Pull the propeller from the engine crankshaft.
f. Remme the propeller "0" ring (10) and shim (I \) from the engine flange.
g. The spinner bulkhead may be removed from the starter ring gear (5) by removing nuts. wa... her...
and bolts It.).
i_I J Cleaning. Inspection And Repair,
The instructions for cleaning. inspection and repair of the Hartzell propeller are the same as tho ... I.' gi,.
for the propeller paragraph 7-10.
7-14. Installation Of Propeller. (Hanzell) (Refer to Figure 7-3.)
a. Position the spinner bulkhead (4) against the starter ring gear support (5) so that one arrow lines
up \\ ith the Te I. on t he front face of the support.
b. Secure the spinner bulkhead to the starter ring gear support with 12 bolts (6). 12 nuts (91. and 24
washers (J) (one under the bolt head and one under each nut). Carefully tighten nuts uniformly to torque
limits shown in Table \'11-1.
c. Clean the propeller and engine flanges.
d. Observe the starter ring gear to make sure it is mounted properly on the engine crankshaft flange.
The crankshaft flange is stamped with an "0" mark and the starter ring gear is likewise identified an
'0" mark. L'pon installation of the starter ring gear. the markings shall be mated to insure proper
installation.
e. Install "0" ring (10) and shim (II) on engine shaft.
ISSt'ED: 8/18/72
2A17
POWER PL.\".
,7
1. SflINNER
2. BLADE
3. WASHER
4. alllNNER ADAPTORRING
5_ ENOINE STARTER GEM
e.IOLT
,. WASHER
e. HUBMOUNTING BOLT
t. NUT
10. "0" RINOSEAL
11. ,..OPELLER MOUNTING SHIM
FIGURE 73. PROPELLER INSTALLATION (HARTZELL)

CAUTlON
It is absolutely eualtial that shim (11) be iDRaUcd as failufC to do so
may result in failure of the IIIOWlDnJ bola due to relative movement of
the two tlanps.
f. Raise the propeller intO position with the eqifte and slide die propeller onto the propeller
mountinl bushinp.
I. InsWl the propeller bub mountint bola (8) in the propeller hub anc tiJhten them to the torque
Jlven in Table VIH.
h. Check blade track. (Reter to panpph 7-1'.)
I. Safety-wire the mountinl bolts and install spinner.
POWER PLANT
ISSUED: 1/18/72
lAI8
PIPER SERVICE
TARl.E \,11\
PROPELLER SPECIFICATIO'S
Blade Angle 1.0\\ Pitch I High RP\11
\1cCaulcy 11.7 Z O.:!o
Hartzell
IJO
High Pitch 11.0\\ RPM)
McCauley 17.Y
Hartzell 27
Propeller RP\1 Setting Engine Static High RPM 2700 RPM Max.
Engine Static Low RPM IK50 :: 50 RP\1 \1 in.
Propeller Torque Limits Description Required Torque
(Dry)
Spinner Bulkhead \00 inch pound-
Propeller Mounting
Bolts 55 to flO foot pounds
Spinner Attachment
Screws 40 inch pounds
ISStED: 8/18/72
2A19
POWER

1-15. Blide Track. Blade tn.Ck is the ability of one blade tip to foUow the omer. while rouMg. in almost
the same plane. Excessive difference in blade track more than .0625 inch may be aD indication of bent
blades or improper propd1cr iJm&lla.tion. Check blade aack as foUows:
a. With the eDJine shut down and blade, vertical. scauc to the aircra.ft a smooth boud jun under the
tip of the lower blade..\tove the tip fore &Dd aft throup its full "bladHbake" ttlvcl. making smaJ1 marks
with a pencil at each position. Then c:en"r the tip between tIlac marksaDd scribe a line on the board for
the full width of the tip.
b. Carefully route propeller by hand to brinl the opposite blade doW'll. Cmter the tip and scribe a
peneillinc as bctore and check that Iincsare not sepan.tcd more than .0625 inch.
e. PropeUers havilll excess bl.adc track should be removed md iDlpcCftd for bent blades or for partS
of sheared "0" rinI. or fomp particles. which have lodted berwCCD hub and cnnJuhaft mounting faces.
Benr blades will require rq>air aad overhaul of aacmbly.
i -16. Propeller Governor.
i 17. Removal Of Governor.
a. Life both engine cowl side panels by loolCDinJ the ,ix fastmers.
b. Disconnect control able from govemor collII'ol arm.
c. Remove control able from cable bracket by mnOinlluul. wuhcrs. screws and clamp.
d. Remove the governor mOlllltinJ stud Dua. It will be llCeaaty to nisc the lovcmor as the nuts are
being removed before the nuts can be completelY removed.
e. Remove we mountinr guker. If the govcmor is to be removed for a considerable length of time
and another unit is not substituted. it is advisable to cover the mountin, pad to prewnr damace caused by
foreilJ'l rnaner.
718. IftIU11alionOf Governor.
a. Clean the mounting pad thoroughly making very certain that there are no fOreignparticle, in the
recess around the drive shaft.
b. Place the governor mounting ,asker in position with the raised portion of the screen facing away
from the enJine.
c. Insull the control cable bracket on the governor.
d. Align the splines on the governor shaft with the cnpne clriveand slide the governor into position.
e. Ra.isc governor off mountiq pad enough to instaU washers and start mounting nuts. Torque nuts
evenly.
i. Connect the control cable end to the governor contrOl ann.
g. Secure control cable to cable bracket.
h. Adjust governor control per paracrapb 7-19.
POWER PLANT
ISSUED: 8/18/72
2 A20
7-4. WOODWARD PROPELLER GOVERNOR ADJUSTMENT POINTS
POWER PLANT
ISSUED: 8/18/72
7-19. AdjulCrncslt Of Propeller Goftl'DOt. (Woodward) (Refer to Fipre 7-4.)
.. Scan: thc enplc in accordance with the dircctiODS liveD ill Owner', Opcraa.. Manual and allow to
warm up.
b. Push the "PROPELLER" cockpit conrrol far forwud u it will '0. At this position the governor
speed adjumftJ conuollcver will be apiDst the bi-rpm fiDe adjumn, screw.
c. Observe mpne speed. Adjust the IOvenlor speed by IIlC&IIS of the fmc adjusanent screw for 2700
rpm. To do this, rdcuc the fasteners and lift the left side enpne cowliDg. Rdease the speed control lever
clamp screw (4) and move the lC'VU relative to the cover scrntions. One serration movement in a clockwise
direction produces a decrease ill speed of 100 rpm; one serration councer-dockwise increases the speed 100
rpm. One revolution of the bi-rpm fine adjustment scre,w in a clodnriJC direction decreases engine speed 25
rpm. eounter-elockwise rotation illaaaes eftline speed 25 rpm, for each revolution of the screw.
d. After setting the CllJine rpm at 1700, ciPteft the concrol lever ciampi.. screw. and run the
self-lockinJ nut on the fUle Idjusancnt screw apiDsr the stop riDg projection. Tben safetywire the head of
the screw to the projcc:rion.
e. With the high RPM adju,unent complete, the conrrol system ShOllld be a.djusted so that the
governor control ann will conract the nigh stop when the COCkpit control is .062 of an inch from irs
full forward stop. To adjust the contrOl travel, disconnect the control cable end from the governor control
ann. loosen the cable end .iamnut and rotate the end to obtain the desired control clearance. Reeonneee the
cable end and tighten jam nut.
f. It is only necessary to adjUst the high RPM setting of the governor control system, IS :he
action automatically takes care of the positive high pitch setting.
i. Fasten the cowling on both sides.
I
r, COVIll
I ..... , IIIT"".Il' r"O.T .CIII..,
J. ITa' cu.... , lellC..,
liOlllO r.IVIlI CI......., 'CIIIW
S. IlOIlO Call1'lIor. I.IVIII
t. ITa' ,,,...
7 ,." ".1 olDNIT"'CNT lell.W
I ""'.IICTAI"1I
2
8
..,
2 A21
PIPER COMAI"CH SERVICE MANl:AL
I _ .. aJU'T'''' .CIII...
I. NUT
J. .....
".
S. ICII.'"
FlGl'RE 7-5. HARTZELL PROPELLER GOVERNOR ADJUSTMENT
7-:!O. Adjustment of Propeller Governor. (Hartzell) (Refer to Figure 7-5.)
a. Start the engine in accordance with the directions given in the Owners Flight Manual and allow to
"arm up.
b. Push the "PROPE LLER" cockpit control as far as it will go. At this position the governor
speed adjusting control lever will be against the hi-rpm fine adjusting sere".
c. Observe engine speed. Adjust the governor by means of the fine adjustment screw for rpm.
To do this. release the fasteners and lift the side engine cowling. Loosen the fine adjustment screw locknut
and turn the hi-rpm fine adjustment screw in a clockwise direction to decrease engine speed and a counter-
clockwise rotation to increase engine speed. One revolution ofthe fine adjustment screw increases or decrease-
the propeller speed approximately 15 RPM.
d. After setting the engine rpm at 2700. run the self-locking nut on the fine adjustment sere" against
the base projection to lock.
e. With the high RPM adjustment complete. the control system should be adjusted so that the
governor control arm will contact the high RPM stop when the cockpit control is ,062 of an inch from its
full forward stop. To adjust the control travel, disconnect the control cable end from the governor control
arm. loosen the cable end jam nut and rotate the end to obtain the desired control clearance, Reconnect the
cable end and lighten jam nut.
f. It is usually only necessary to adjust the high RPM setting of the governor control system. as the
action automatically takes care of the positive high pitch setting,
g. Fasten the cowling on both sides.
ISSl'ED: 8/18/72
2A22
POWER
7%1. npac.
722. Removal Of Enpne.
2 A23
POWER PLANT
ISSUED: 8/18/72
2 A24

ZI
,
"
i:P
'
i
- !
!
..... - : : = - - - = = ~ ~
: ~
I ~ -
i
I
n
~
I II
I
I
I 11
I I
I
1l
13
I
I
I
I
I
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I
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15
/
11
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I
II
REVISED: 4/10/81
Figure 7-6. Engine Installation (PA-24-180)
23 25
2. I
I I
I '
I
26
I
27
SKETCH A
29
28
t " "11 "L.UI
2. ''' ''11 "LU' LItAO
I. 'T"'''TE'' "I'" lEA"
4. Llr,,". 'T"A"
S. EII.INI SHOCII MOUIlT 1"1"111 TO 'KITCH Al
INI'Nt MOUNT
7. OIL. ""ItSSUIllt 'ClllEN NOU,'I1,
VACUUM "UM"
II. ",O"E LLEII 10VlllNOII
10. OIL "ILLI"
II. UHAUST MU""LElI
12. T"'CNOMITIt" CAIL.1t
II. I 1111 liE '''UTHIII
14. EXHAU'T 'TACKS
I s. A'" "1L.TE"
2Bl
II. A'" lOX
17. CoUIIU"lTOIl
11. CA"IU"ItTO" NItAT OUCT
U. AUI'L.'A"Y rUEL "1.1"'''
20. UH"'UIT T""L ",,,[
21. rUII:L. 'NLET L.'NE
22. CA"IU"lTOIl CONTIIOL CULlS
U. COTTU "'N
24. NUT
25. WA'NUS
ze. 'HOCK MOUIlT, rOll.AIlO
27. 1tllllilE MOUNT
U. 10LT
Zll. SHOCK MOUIIT. ArT
POWER PLAST
2B2

723. lDfta11atioa Of Enpc.
NOTE
Refer to latest lycoming Service Instruction No. 1241.
724. RcplKcmCllt Of EfIIinc Shock MauaD. (Refer to Fipre 7 ~ for the proper arnqcment of encine
shock mount ISscmblies. The tOp shocks arc assembled so the JOld colored shock is aft and the silver
colored shock is forward. The lower shock mounts arc walled opposite of the tOP shock mounts. Torque
shock mount bolts to 4$0 to Soo inch pounds aDd safety.
7-25. Induction S y ~ m Air FUcer.
726. Removal Of Air FUm. (Serial Nos. 24-1 to 24-1476.)
Loosen the four quarter tum sauis atuehm, the filter to the air box and ttmove filter from the
bottom cowl.
7-27. Service Inmuc:1ion. (Serial ="os. ~ to 24-1476.) This type of filter mll$t be inspected daily for
dirt accumulation and proper oiliftl, the followin. procedure should be accomplished;
a. Thoroulhly wash the filter in petroleum solvent. Make certain all dirt is removed from the filter
and that the filter is In a scrvicnbie condition.
b. Dry the filter at room tempcn.aue. makinl ccreain it is thorouChly dry before proceedin" With the
next step. If the filter is not dry. the solvent will prevent the oil from adhering to the small surfaces of the
filter and thereby decrease its efficiency.
c. Immerse the filter in a lightweight grade of oil for a period of five minutes.
d. After removal of the filter from the oil, 11low to drain thoroughly before inlU.lling in the airplane.
POWER PlANT
REVISED: 4/10/81
2 83
7-28. InsWlation Of Air FUm. (Serial ="los. 24-1 to 24--1476.)
a. Position the air filter in the air scoop on the bottom cowl and secure it with four studs to the air
box.
7-29 Removal Of Air Film. (Serial Nos. 24--1477 and up.)
I. Release the quarter tum futenen urachint the air scoop to the bottom cowl.
b. Remove air filter from the air box by looscnift, the twO ana.chia. m&ds.
730. Service luuuetion.
a. The mtet should be c:taned daily when operaciDJ in dusty conditions and if any holes or tcsn arc
noticed. the filter should be replaced inuncdiately.
b. Remove the fdter element and shake off loose dirt by tappinc on a hard surface. being C3reiul not
to damqe or c:rcuc the scalinI ends.
CAUTION
Scver wash the filter element ill any liquid or soak in oil. Never attempt
to blow off dirt with compressed air.
;31. InsWlation Of Air FUm. (Serial Nos. 2 ~ 7 7 and up.)
a. Position the filter on the bottom cowl and secure with studs.
b. Insull air scoop on bottOm cowl and secure with qUarter tum flRenen.
j.}2. Carburetor.
733. Carburetor Maintcnucc. (Refer to Figure 7-7.) In FncnJ. litde attention is required berween
carburetor overhauls. However. it is rccommenclcd that the followinc items be checked during periodic
inspection of the engine.
a. Check tilhmcss and lock wire of all nutl and screws wbich furen the carburetor to the engine.
b. Check all fucllina for a,hmcss and evidence of leakage.
c. Check throttle and mixture control rods and levers for travel. tiJhmess and safety.
d. CIQft the fuel inlet screen.
e. Remove plug at aft position of carburetor and drain any accumulation of forcian matter.
f. Check carburetor air box for war and full travel of heat door.
g. Check adjustment of idle mixture and idle speed. (Refc:r to paragraph 737.)
;"304. Removal Of Carburetor.
a. Remove the lower cOWling u described in paracr,ph 7S.
b. DIsconnect the throttle and mixtUre concrol cables from the carburetor.
POWER PLANT
ISSUED: 8/18/72
284
c.
d.
e.
f.
g.
Disconnect the carburetor heat control caDle from the air box.
Disconnect the carburetor heat air duet from the air box.
Disconnect fuel line from carburetor.
Remove carburetor from the cJlline sump by remOYinJ pallock nuts and wuhen.
Cut safety wire and remOve bola atuchq the air box to the carburetor.
735. InsuUation Of CarburetOr.

a. Secure an box with plket to the carburetor uu, cap bola and washers. Saiety with lock wire.
b. Install pskct and CU'buretor on the bottom of the sump &Del ICcure with washcn. nuts and pal
locknuts.
c. Connect fuel line to carburetOr.
J. Connect throme. mixnlrc and carburetor but conuol cables to carburetor and air box. and adjust
per paragraph 736.
c. Connect carburetor heat air duct to air box.
;-36. AdjUItJIICftt Of ClrburnGr Controls. (Refer to Fipre 7-6a.)
The throttle mixture and carburetor helt connols are adjusted so that when the throttle arm on the
carburetor is rotated forward apinst iu full throme stop and the mixture Irm is rotated forward qainst its
ruU rich stOp and the carburetor heat arm is rotated to the fuU ram air position. their respective cockpit
controls should be .062 of an inch out from their fuU forward stops.
a. Disconnect the throttle cClfttrOl cable at the carburetor and loosen the jam nut securing the cable
end.
b. AdjuSt the linkage by rotating the cable end to obtain the .062 of an inch spring back of the
cockpit control when the throttle arm contacts its Stop.
c. Reconnect the cable end to the control ann and secure jam nut.
Ah,
~ 5 5 : : s ~ ~ j ~ PANEL ASSY.
SPRING- BACK .0625
FIGURE 7-6 COCKPIT CONTROL SPRING BACK

POWER PLANT
ISSUED: 8/18/72
285
1

::::1---- 4

2
I. IDI.' MlllT\,IR, "DN'TM'''T
Z. M'IlT\,III' COIITROI. .. III"
J _1. DIII ...10
"\,111. IIII.IT 'C"....
S. TIOIIIOTTl.1 All..
t. 101.1 6OJ\j,T.., .. T
7 ...... "T IClIlW
FIGURE 77. CARBURETOR
d. Adjust mixture and carburetor heat control by loosening the cutelled nut at the control anns and
sliding control cable throulh the stud until the .062 of an inch spril'll back of the cock!,it control is
obtained when the mixture is in the full rich position and the carburetor heat is in the full ram air position.
e Tighten casteUed nut and safety.
f. Pull the throttle. mixture and carbureror heat controls in the cockpit full aft to as<el"tain that the
thrcrtle um contactS the idle screw and the mixture control arm contaet1 its idle CUt off StOP and the
carburetor neat flap valve is in the full carburetor hut position.
7-37. Adjusanent Of Idle Speed And Mixture.
a. Start the engine and wann up in the usual manner until oil and cylindcr head temperaturcs are
normal.
b. Check lrl.lJftCtos. If the "mq-drop" is normal. proceed with idle adjusanent.
c. Close the throttle to idlc. If the RPM chanps 'Jlpreciably aiter makinl the idle mixture
adjustment durina the succeeding steps. l'ftdJusc the idle speed to the desired RPM.
NOTE
The idle mixture must be adjusted with the fuel boost pump "ON".
POWER PLANT
ISSUED: 8/18/72
2 86
PIPER COMANCHE SERVICE MANt:Al

d. When the Idling speed has been stabilized. move the cockpit mixture control" ith a smooth. -acadv
pull toward the "Idle Cut-OFF" position and observe the tachometer for any change during the "leaning
process ". Caution must be exercised to return the mixture control to the "Full Rich" position before the
R PM can drop to a point where the engine cuts out. An increase of more than 50 RPM while "leaning nut"
indicates an excessively rich idle mixture. An immediate decrease in RPM (if not preceded by a mornentaty
increase) indicates the idle mixture is too lean.
e. If the above indicates that the idle adjustment is too rich or too lean, turn the idle mixture
adjustment in the direction required for correction. and check this new position by repeating the above
procedure. Make additional adjustments as necessary. Each time the adjustment is changed. the engine
should be run up to 1000 RPM to clear the engine before proceeding with the RPM check. Make final
adjustment of the idle speed adjustment to obtain the desired idling RPM with closed throttle. The above
method aims at a setting that will obtain maximum RPM with minimum manifold pressure. In case the
setting does not remain stable. check the idle linkage: any looseness in this linkage would cause erratic
idling. In all cases. allowance should be made for the effect of weather conditions and field altitude upon
idling adjustment.
i ~ ~ Ignition System.
7-.l9. Magneto.
CACTIO,
Ascertain that the primary circuits of both magnetos are grounded
before working on the engine.
7-40. Inspection Of Magnetos. At time of engine inspection or when a magneto has been removed from
the engine. the following checks may be performed. Each step in the check list is keyed by number to a
pan shown in Figure 7-H.
a. Inspect distributor block contact springs. If broken or corroded. they should be replaced.
b. Inspect oil felt washer. It should be saturated with oil. If dry. check for worn bushing. Of 0. K.. add
'0. JO oil.
c. Inspect distributor block for cracks or burned areas. The wax coating on the block should not be
rernoved. Do not use solvents.
d. Look for excess oil in breaker compartment. If present. it may mean a bad oil seal or oil seal
hushing at drive end. Check manufacturer's overhaul procedure.
e. Look for frayed insulation or broken wire strands in leads in back of magneto. See that terminals
are secure. Be sure wires are properly positioned. The position of the leads in the 200 series breaker
compartment must be as shown in Figure 7-9. otherwise chafing or breaking may result.
f. Inspect capacitor visually. If possible test for leakage. capacity and series resistance. Remember. an
~ electrical failure of an aircraft capacitor is rare.
g. Adjustment of breakers must be COrrect for proper internal timing of magneto. (Refer to
.. paragraph "-42.)
h. Check if breaker cam is clean and smooth. if cam screw is tight (25 in. lbs.). If new points arc
installed. blot a liule oil on cam.
ISSl'ED: 8/18/72
2B7
POWER P L ~ T
PIPER CO\1ASCHE SERVICE MASl:AL
9
1 CONTACT SPRING
2 RETAINING SPRING
3 DISTRIBUTOR BLOCK
4 BREAKER COMPARTMENT
5 LEAD WIRE
6 CAPACITOR
7 BREAKER ASSEMBLY
8 BREAKER CAM
9 IMPULSE COUPLING
10 FLYWEIGHTS
FIGl'RE 78, MAGNETO INSPECTION
11. RIVETS
12 LEAD CIRCUIT
13 CONTACT SPRING
14 INSULATOR
15 VENT PLUG
i. Inspect impulse coupling 121 magneto) flyweights for excessive looseness of the axles. Design
couplings having .917 inch thick body should be checked with I 8 inch drill. Couplings \\ ith .974 inch
thick body are checked" ith a \0. IRdrill. If drill fits between cam and flyweight the fit is too loose and
coupling should be replaced. (Refer to Figure 7-10.)
j. Check impulse coupling for excess wear on the contact edges of body and flyweights.
k. Check that the impulse coupling flyweight axle rivets are tight and there are no cracks in body.
I. Check lead conduits for frayed or broken areas of braid due to excessive wear and replace where
deemed necessary.
m. Check the springs for breaks. corrosion, or deformation. If possible. check continuity from block
with tester or light.
n. Check insulators for cracks. breaks or deterioration due to age. Ascertain insulators are clean.
o. Timing and ventilator plugs. Ventilator has drilled holes and should be in lowest hole in magneto
to sene also as drain for excess water or oil. Solid plug is used in other hole - or in location exposed to rain
or water.
!'OTE
REVISED: 4/10/81
The magneto service instructions in this manual are to cover minor
repairs and timing. For further repairs and adjustments of the
magnetos. it is recommended that the manufacturer's service
instructions be followed.
2B8

POWER P ~ T

~ F T ~ T T I O N
MEASURE BODY
THICKNESS HERE
FIGURE 7-9. LEAD POSITIONING FIGURE 7..tO. IMPULSE COUPLING
Remove the harness outlet plate from the magneto by removing the four attaching screws.
Remove the two nuts and washers securing the magneto to the engine accessory housing.
Pull the magneto from the engine. e.
7-41. Removal Of Magneto.
a. lift the side panels of the engine cowling.
b. Disconnect the "P" lead from the magneto and the retard breaker lead from the left. -200 series.
magneto.
c.
d.
7.42. Timing Procedure. (Internal Timing) -20 and -200 series magneto main breaker points. When
installing new or adjusting breaker points and before timing the magneto the engine. it is important that the
internal timing of the magneto be correct.
a. To internally time the magneto it should be removed from the engine to determine "EO< gap.
b. To determine "E" gap. find neutral position of the magneto drive by rotating drive coupling in a
left hand direction until the red or white chamfered tooth on the distributor drive gear appears through the
timing inspection hole. At the same location. the drive should feel to have fallen into a notch or neutral
position.
c. Rotate coupling from neutral. in a left hand direction 100. appearing through timing hole. when
the white or red tooth aligns with the white line of the distributor block. the magneto is set at "EO< gap. (Refer
to Figure 7-11.) Alignment may not vary over +4.
d. Using the alignment of the chamfered tooth on the distributor gear and the white line of the
distributor block as a reference. adjust the breaker points to open at this point. Turn the magneto drive
until the cam follower is on high point of the cam lobe. Measure contact clearance. it must be .018 inch + .006
with the point opening set at "E" gap + 4. If breaker points do not come within tolera.nees. they should be replaced.
ISSl'ED: 8/18/72
2B9
POWER PLANT
-----I
---
r
3 4 IN
SOLDER
CAM
SOFT WIRE
'Ie
TIMING MARK
FIGURE 7-11. MAGNETO TIMING MARKS FIGURE 7-12. TIMING POINTER
7-43. AdjUICIIICDt Of R.crardIIftsker 'aiDa. -200 series mapetoS.
&. Install timing plate and pointer Oft IftIIMtOs without UDUnI marks cut in the breaker
compartment (refer to Fipre 7-13) or just the pointcr on rnqnctOl with tizninI markscut in the breaker
compartment. (Refer to Fifure 7-14.)
NOTE
A timing kit. including timing plate. etc.. may be purchased thfOUlh the
eftJine or rnqneto manufacturer. A pointer may be fonned as shown in
Figure 712.
NOTE
A pointer cao a1so be made by wrappq a piece of soft wire tilhtly
around the bead of cam securin, screw and. bending it to extcnd over
timing marks.
b. Find neutral position of the magneto drive by roa.an, drive couplint in a left hand direction \ann}
the red or white chamfered tooth Oft the distributor drive par appcan throUJh the timin, inspection hole.
At the same location. the drive should feel to have fallen into a notch or neutral position.
a
c. Hold the mapeto drive in the neutral position and bend the cimini pointer until it indicates 0 on
the timins plate or in the breaker compartment.
POWER PLANT
ISSUED: 1/18172
2810


11/
'\1
I,
'\
"\
.. I
..
-,
,
.,.
-""""--....,.
" ',\
" .,
I
..
\
,,+
, .
,
<,
/
FIGURE 7-13. TIMING PLATE INSTALLED
ON BREAKER COMPARTMENT
FIGURE 714. BREAKER COMPARTMENT WITH
CAST TIMING MARKS
d. Rotate the drive couplin, from neutral. in a 1m band direction 10. Look throueh the timirll
hole and alirn the chamfered tooth of the distributor ,ear with the white line of the distributor block.
AscertlU1 that the main breaker pointS open at this point and the pointer inciicates 10 on the plate or "E"
gap In the breaker compartment.
o
c. Without moving the drive coupliDl from the "E" lap or 10 after neutnl position. bend the
pOinter back to the 0
0
mark.
i. l'sing Data. Table VIHI determine the degree of retard of the magneto being checked. :-.Iorma.lly
the correct retard setting will be stounped in bottom of breakCT compartment for convenience.
g. Tum the drive c:oupliDl in the left hand direction until the pointer reaches the required number of
degrees retard. the retard breaker points should open a.t chiS point.
I. Rota.te drive coupler. until cam follower is on the high paint of the cam lobe. Measure contact
clearance. It must be0.018 or the points must be replaced.
CAUTION,
If cam scrcw was removed be sure to reinsta1l Uld torque to 2S inch
pounds.
TABLE vu-u. DATA

Mqneto
Mapeto Type Pan No. Dqree Rcurd
10-163005-1
20'
10-163005-2. -3.-7
25
10-163005-5
30
POWER PLANT
ISSUED: 8/18/72
2 811
TIMING MARK
FIGURE 715. ENGINE TIMING MARKS
7-44. Installation And TimiDJ Procedure. (TiJhinl Maplcto to Enpe.) The mlJnetos can be installed and
nmed to the enatne by the foUowinl procedure;
NOTE
Ascertain that the breaken are .:orrect for proper internal timing of
magnetos.
a. Lift the et\!lne cowling side panels.
b. Remove the tOP spark pll.ll from ~ one cylinder. Place the thumb of one hand over the spark
plug hole and rotate the crankshaft in direction of nonnal rotation until the comprc5,1ion srroke IS reached.
The compression stroke is indicated by a positive pressure inside the cylinder tending to lift the thumb cif
the spark plug hole. In this posinen both valves of No, one l:)'linder ate dosed. Turn the crankshait
opposite to its normal direction of rotation until it is approximately 35 degrees BTe on the compressicn
stroke of No. one cylinder. Rotate the crank.maft in its normal direction of rOtation until the 25 degrees
mark on the back of the starter gear and the crankcase panUlg sutiaee are aligned. or the marks on the front
of the starter rinl gear and the drilled hole in the starter housing align. (Refer to Figure i-I 5.)
NOTE
The impulse coupling magneto l-21) or the ZOO shower of sparks
magneto can be used only on the left side of the engtne I a.s viewed from
the rear).
POWER PLANT
REVISED: 4/10/81
2 812

c. Rotate the drive gear on the mapeto until the c:hamfered tooth on the distributor ,car inside the
magneto alians with the white pointer u sam throu,h the inspection hole in the magnetO housin,.
d. WithOut allowing the feat to tum from this position, insull the mqneto with psket on the engine
ana secure with wuher! and nutS.
e. Tiabten nuts sufficiently to bold mapeto in position and yet allow it to be route(l.
f. Futen the ground lead of the timing I.iJbt to an unpainted dleW1ic portion of the maneto and
one posltive lead to the terminal side of the main breaker peina.
g. Turn on the timqUcht switch.
h. Route the mapcto housin, in the direction of the maplet rotation a few dqrccs until the timiftl
light comes on. Then slowly Nm the maplecc in oppositc direction until the timinlliJht just goes out.
Secure the mapcto housing in this position.
NOTE
Some timing lights operatc the OPPosite of the one mcntioned.
i. Route the cnnkshaft opposite DOnna! roution until it is approximately 3' degrees BTC on
compresslon scroke :-.10. one cylinder.
NOTE
The c:rwshait should not be routed more than 10 dqrccs in direction
opposite normal roeation from thc 25 dqrce aTe as the pawl on the
impulse coupling (21 m*lftetos) will enpp with the stOp pin and late
timint will be indicated throUJh the impulse coupq mcch&n.ism. If this
should happen. route c:rankshaft in 1lOrm&i direction until sharp click is
heard. this will indicate that the impulse coupliq bu pused through
firinl position. Tum crankshaft in direction oppositc normal roution to
approximately 35 degrees BTCand proceed with timiDI check.
j. Turn the cn.nkshait very slowly in direction of 1l0rmal rotation unQl the timing mark on the front
face of the ring gear a.1igns with the drilled hole in the starter or the timing mark on the back of the ring
,eu aligns with the crankcase pU'tinJ surfaca. At this point the liIht sbould '0 eue,
k. If the light does not go eue at this point. alien timing marks and route magneto on mountiftl
flange in the desired dirtttion and repeat the proceduR until the light goes OUt at 2S degrees before top
dead center.
CAUTION
When timing retard breaker magnetos to the engine. only main breaker
pOints arc timed. :-.lever attcrnpt to time retard breaker points to the
engine.
POWER PLANT
ISSUED: 8/18172
2 813
1. TiJhtcn the two mountinl nuts and replace the iDJpection pi'll.
m. Afur tiahteniJla m&fJ'etO mounM, nuts check timinJ to make SUN it is still COlftet.
n. lnmll the other mapero and time usint the Prccediat inlmae:tiOIlS A tbroUJb M.
o. With both ma,neros timed to the eqiDc and secured. check thae they fIR eopcber. Rouee tbe
crankshatt opposite normal roution to appromnaeciy 35 depus ITC with No. 1 cylinder on the
compression moke.
p. If the maperos ate timed correctly. both tiIniIIf upa will 10 OUt silnulcancously when the
crankshaft is nuned in the norma! direction &lipin, che 15 de,ree marks with the drilled hole in the seaner
housan, or the crankcase pucinf surfaces.
q. DiscoMect timiaJ lisht. Asccnain that theiaspection pIlip aDd braker cover arc insullcd and
secure.
r. Inscall hamal plate and ICC1If'C with Krn/1.
s. Connect "P" leads and safety.
t. Conneee sW'tint vibrator lead to the left -200 mapeto.
u. Secure engine cowlinJ.
745. SCIttiDt Vibrator Checkial f'roadUft.
a. Measure voltaIC between vibrator tmninal marked "in" and the pound terminal while opera.ting
suna. OutpUt must be a.t lcut 8 vola on 12 volt sysccms.
b. If volUle is adcqua.te. listen for bU%zm, of vibrator dunn, R.IftiDJ. If no buzzin, is heard. either
the vibra.tor is dcfectiw or the circuit from the outpUt "SO" tcrminaJ. on the vibrator to the retard (dual
breaker) mqneto is open. Check both switch a.nd mard circuits. Also check for JOOd eleettica! ground.
c. Retatd poina ma.y not be closing due to WI'ODI a.djUIUDCDt. or may be elccmca.lly cOMec:red in
the circuit due to a poor connection. Inspect retard poina to ICC if they elOIe. Check for proper contact a.t
the switch a.ndrcurd tcrmirlals of lewd (dual breaker) ft'IaIJIcta andat the vibrator. Check witin,.
d. TW'ft enpne in proper di1'cction of rocation until retard poina jllSt open No.1 cylinder position.
Remove input connection from Rafter to ptne1lt "e Nl'Ilm,. On the a.nd
hold No. 1 pll1l lead 5/16 inch spark. On me PA24-400 check spark by removinl spark pluS.
connectiftl lead to plug a.nd Jl'Oundinr piUJ. OblCrVC spark at plul' spark cap. If spark is wca.k or mislinr
try new vibrator. If this docs not correct trouble tcmove JUlftCtO and cbeck for improper intcma.l rimiftl or
improperly meshed distributor pan.
CAlJTION
When chew.. vibrator action. stand dar of propeller or remove spark
plug tmnina.1s.
POWER PLANT
ISSUED: 8/18/72
2 814
PIPER COMASCHE SERVICE MAl'il'AL

FIGl'RE 7-16. SYSTEM RETARD BREAKER MAGNETO INSTALlATIOS
7-46. Harness Assemblv.
a. Check lead for nicks. CUb. mutilated braiding. badly worn section or any other evidence
of physical damage. Inspect spark plug sleeves for chafing or tears and damaged or stripped threads on
coupling nuts. Check compression spring to see if it is broken or distorted. Inspect grommet for tears. Check
all mounting brackets and clamps to see that they are secure and not cracked.
b. L'sing an ohmmeter. buzzer, or other suitable low voltage device. check each lead for continuity. If
continuity does not exist. wire is broken and must be replaced.
c. Minor repair of the harness assembly. such as replacement of contact springs. spring retainer
assemblies. insulating sleeves or of one lead assembly. can be accomplished with the harness assembly
mounted on the engine. However. should repair require replacement of more than one lead assembly or of a
cable outlet plate. the harness should be removed from the engine and sent to an overhaul shop,
7-47. Removal Of Harness.
a. Disconnect the clamps that secure the wires to the engine and accessories.
.i> b. Loosen the coupling nuts at the spark plugs and remove the insulators from the spark plug barrel
well. lse caution when withdrawing the insulator not to damage the insulator spring.
- c. Place a guard over the harness insulators.
d. Remme the harness assembly terminal plate from the magneto.
e. Remme the engine baffle plate that receives the harness assembly.
I. Remon: the harness from the airplane.
rssttn. 8/18/72
2B15
POWER PlA:o\T
7-48. Of Harness. in.stalling harness magneto. check mating surfaces for clcanlin.
Spray entire face of grommet with a lightcoat of Plastic Mold Spray. SM-O-O-TH Silicone Spray
equivalent. This will prevent harness grommet from sticking to magneto distributor block. .
a. Place the harness terminal plate on the magneto and tighten nuts around the plate alternate" to
seat cover squarely on magneto. Torque screws to 18 to 22 inch pounds. .
b. Route ignition wires to their respective cylinders.
c. Clamp the harness assembly in position and replace the engine baffle plate.
d. Connect the leads to the spark plugs.
7-49. Spark Plugs.
7-50. Removal Of Spark Plugs.
a. Loosen the coupling nut on the harness lead and remove the terminal insulator from the spark plug
barrel well.

When withdrawing the ignition cable lead connection from the plug.
care must be taken to pull the lead straight out and in line with the
center line of the plug barrel: otherwise. a side load will be applied
which frequently results in damage to the barrel insulator and
connector. If the lead cannot be removed easily in this manner. the
resisting contact between the neoprene collar and the barrel
insulator will be broken by a rotary twisting of the collar. Amid
undue distortion of the collar and possible side loading of the
barrel insulator.
b. Remove the spark plug from the engine. In the course of engine operation. carbon and other
combust ion products will be deposited on the end of the spark plug and will penetrate the lower threads to
some degree. As a result. greater torque is frequently required for removing a plug than for its installation.
Accordingly. the torque limitations given do not apply to plug removal and sufficient torque must be used
to unscrew the plug. The higher torque in removal is not as detrimental as in installation. since it cannot
stretch the threaded section. It does. however. impose a shearing load on this section and may. if sufficiently
severe, produce a failure in this location.
!\OTE
Torque indicating handle should not be used for spark plug removal
because of the greater torque requirement.
c. Place spark plugs in a tray that will identify their position in the engine as soon as they are removed.
ISS[ED: 8/18/72
2B16
POWER PlA.
PIPER COMAl'ICHE SERVICE MANrAL

FIGt'RE 7-17. REMOVING SEIZED SPARK PLrG
~ O T
Spark plugs should not be used if they have been dropped.
d. Rernov al of seized spark plugs in the cylinder may be accomplished by application of liquid carbon
dioxide by a conical metal funnel adapter with a hole at the apex just large enough to accornodate the funnel
of a (01 bottle. IR..fer to Figure i-17.) When a seized spark plug cannot be removed by normal means. the
funnel adapter is placed 0\ er and around the spark plug. Place the funnel of the C02 bottle inside the funnel
adapter and relea... e the carbon dioxide to chill and contract the spark plug. Break the spark plug loose with
a wrench, A warm cylinder head at the time the carbon dioxide is applied will aid in the removal of an
excessix ely seized plug.
e. Do not allow foreign objects to enter the spark plug hole.
7-51. Inspection And Cleaning Of Spark Plug.
a, Visually inspect each spark plug for the following non-repairable defects:
I. Severely damaged shell or shield threads nicked up. stripped or cross-threaded.
, Badly battered or rounded shell hexagons.
J Out-of-around or damaged shielding barrel.
4, Chipped. cracked. or broken ceramic insulator portions.
5. Badly eroded electrodes worn to approximately SOC( of original size.
b. Clean the spark plug as required. removing carbon and foreign deposits.
c. Test the spark plug both electrically and for resistance.
d. Set the electrode gap at .015 to .018 of an inch or if a smoother operation at idle speed and reduced
magneto drop-off is desired. set at ,0 II:( to .022 of an inch. However. with wide gap setting the plugs must be
... en iced at more trequent intervals. Fine wire platinum or iridium electrodes should be set at
.015 to .on: of an inch only.
ISSl'[D: 8/18/72
2B17
POWER P L ~ T
7-52. Inst11lacion Of Sp.k Plup. Before iftstallinc spm plup. ascmaiD that the thrads within tile
cylinder are clean and not dunlfed.
a. Apply anti-seize compound sparinliY on the threads and iDaall psKct and spark plup. Torque 360
to 4020 inch pounds.
CAllTJON
Make certain the deep socket is properly seated on the spark plUl
hexacon u clamaae to the plUl could result if the wrench is cocked to
one side when pressure is applied.
b. Carefully insert the terminal insulator in the spark plUl and tithten the couplin'IlUt.
7-53. Lubricacion Systelil.
7-54. Oil Prcuure Relief Valve. Subject mpnes may be equipped with either an adjusuble or
non-adjustable oil pressure relief valve. A brief description of both types foUows:
a. NOll-adjustable Oil Preuun: Relief Va1ve The valw is not adjlllt&ble: however. the pressure can be
conaolled by the addition of a maximum of three S T D ~ washen under the cap to increase pressure or
the use of a spacer (Lycominl PIN 73629 or 73630) to deereue pfCSIW'C. Panicles of meaJ or other foreign
matter lodged between the ball &nd scat will result in a drop in oil prasure. It is advisable. therefore. to
disassemble. inspect. and dean the valve if excessive preaure fluCN&tions are ROted. The oil preSlUre relief
valve is not to be mistaken for the oil cooler bypus valve. whote function is to permit pressure oil to
by-pus the oil cooler in case of an obm'\lction.
b. Adjustable Oil Pressure Relief Valve - The adjustable oil prasure relief valve enables the operator
to maintain en,ine oil prasure within the specifacd limits (refer to the ape manufacturer's &ppropriate
manllll). The valve is loc&ted &bove and to the rear of No.3 cylinder. If the pressure under normal
operatins conditions should consistently exceed 90 psi. or run less than 60 psi.. adjust the valve as follows:
With the engine thorouply warmed up and runninl lot &maximum of 2200 RPM. observe the reading
on [he oil pressure lauge. If the pressure is above 90 psi. StOP eqine.loosen the adjustin,locknut; &nd back
off the adjustina scrcw one or twO fun turns. Tiabten locknut and retest. If prcuure is tOO low, tum
&djusting screw funher into the rdief valve plua. thereby iDcreuinl the tension on the relief valve spnng.
When the valve has been satisfactorily adjusted. tilhten the 10c1u:aut and lock wire the crown nut to the
drilled eu projecting from the valve mountlftl boSi.
755. Oil Screens. The oil screens are the pressure screen. located in a dome shaped housing. above and
between [he magncros and the suction screen located in the lower Ut section of the sump. These screens
should be cleaned at each oil chanae to remove any accumulation of sludp and to e:tamine for meui filings
or chips. If meral particles are found in the oil screens. the eftlPne should be examined for internal da.rnage.
POWER PLANT
ISSUED: 8/18/72
2 818

a. To remove the prCSIUre screen, remove oil tel!1perature electrica1lead or the temperarure bulb and
the C:lp screws sccunng the housing. :"Jote the location of the screws u the round fillister head saew, if
installed. must be returned to upper right comer of the housinS' If the (illister head screw is not reinstalled
in rne same hole from which it wu removed. it is impossible to crack the mounting flange of the vacuum
pump.
b. With the housin. and screen removed. clean and inspect both items. check the mating surface of
the housing and accessory case of gasket particles.
c. Insert the screw intO the housin, so that the screw fits flush with the housing base. Vsing a new
guket. secure the housing to its mountitIJ pad and torque cap screws to 15 inch pounds.
d. The suction screen il. removed from the sump by rernovinJ the hex head plUl at the lower ait put
of the sump. Clean and inspect the screen and ,uket, replace the ,asket if over compressed or dama,ed.
Insert the screen fully intO the sump. install psket and plug. Safety the plug.
'7-56. Oil Cooler.
a. When conducting a routine engine inspection. the oil cooler(s), lines and iteinis shouid be checked
for the follOWing:
1. Oil cooler line attachments should be examined to be Certain that all are tliht and there is no
Indication of cross-threading. (See C for oil line torque.)
2. Oil lines must have adequate cleannce and be properly alifned.
3. 011line supportS should be tight. properly positioned and if wom should be replaced.
... 011cooler should be checked for lealcqc or distorted cells.
S. Cooling fins should be clean and undama,ed.
b. During each engine overhaul. at indication of high oil tempentures or during a 500 hour
inspection. the oil cooler should be removed. cleaned and checked for dam.,ed fins and cells. Wh=n
replaCIng the cooier. properiv align and do not over tighten the mounting bolts so that the cooler would be
damaged. While the oil cooler is removed. the oil linn should be disconnected and flushed.
c. If it is found that 011 is lcalung around the line compression nuts. check that the nuts are tightened
to 125 inch pound wet torque or the nut may be backed off, reti.htened fiRJer tight. plus a 3/4 tum. Do
not Olver torque.
d. Should oil continue to leak. it may be necessary to replace the seal rings. Also remove the
compression nuts and Inspect the line ends in the area of the swaged femdes for collapsed tubing. This
condition may be observed by looking into the rubini ends. Should the tubing show indicanons that It is
collapsed and new seal rings and proper torque does not stop leakage. the oil lines should be replaced. Also
Inspect the surfaces of the m t n ~ fittings for damage.
7-57. Recommendations For Chanline on. (Ref. latest Lye. S.l. No. 1014 )
a. If an additive oil is used in '" new engine. or a newly overhauled engine. high all consumption
might possibly be experienced. The anri-fricncn additives of some of these oils will retard the break-in or
the piston rings and cylinder walls. ThIScondinon is euily corrected by the use of straight minerai oil unnl
normal oil consumption 15 obramed, then change to the additive type.
b. In engines that have been operating on Str:aight mineral oil for more man 100 hours. 1 chanse to
detergent oil snould be made WIth a degree of caution. the cleaning action of a detergent oil will tend to
loosen siudge deposits anci cause ?Iuggcd oil passages. In fact. if an engine hu been operating on strai!lnt
mlnerJ.i oil. and 15 known to be In excessivelv dirty condition. the switch to detergent oil should be defe;ed
until afrer tne englnc lS overhauled.
POWER PLANT
REVISED: 4/10/81
2819
c. When cilaftlinc from stniIht mincra.l oil to deterpnt oil, the followin. precautionary steps should
be taken:
1. Do not ldd deteqent ell '0 nn.ilht mineral oil. Drain the strailht mincra.l oil from the (!ngtn(!
and fill with detCfJent oil.
2. Do not opcrate the e"line lOftier than five houn before the fust oil chqe.
3. Check III oil screens for evidence of l1udp or plugiDI. Chanp oU every ten hours ifsludge
conditions arc evident. Resume nonnal oil dnin periods after Rudce conditions improve.
CAlTI'lON
The terms "detcqent", "additift" and "compoulldcd" uled herein ate
intended to mer to 1 clul of aviation CftIine lubricatint oils to which
cerrain Nbstances have bcell added to improve than for aaaUt use.
These terms do not refer to such tnatcria1l commonly known u "tOP
cylinder lubricant", "dopa", "MOil remover" which ate somcame1
added to fuel or oil. These produc:u may cause ci.aInqe co the e"line
and their presence in an eDlioc will void the owner's warranry. Under no
circumstances should automotive oU be used. The Ule of automotive
lubricants in Lycomin. eftlines is sufficicar JfOuacb for rejection of any
warranty claims.
POWER PLANT
ISSUED: 8/18/72
2 820


TABLE vn-m. TROUBLESHOOTING CHART
(ENGINE)
Trouble eau. Reaaedy
Fallure of engIne to Lack of fuel Check fuel system for
Start. leaks.
Fill fuel tank.
Clan dirty lines, strainers.
or fuel cocks.
Underprimin,. PrUne with two or three
strOkes of primer.
Ovcrprimint
OpeD throttle and "unload"
alJine.
Incorrect throttle scttinI. Open throcde to one-tenth
of its rqe.
Defective spark plup. Clean andadjust or replace
spark plUf or plup. Rcfr.
_.
to Parapaph 751 for spark
pi"", pp adjuStments.
Defective ipition wire. Check with electric te;;ter
and replace any defective
wires.
Improper operation of Check. internal timin, of
magnetO to braJc.er painu. mapcto. Check. points.
Mapmzcd impulse couplinJ - Dcm.,netize impuLtc couplinJs.
left m&lnctDonly.
Frozen sparlt plUf electrodes. Replace spark pl,.s or dry OUt
removed plup.
Mixture control in idle an- Open mixture control.
off.
Internal failure. Check oil sump screen for metal
particles. If found. complete
ovcthaul of the engine may be
indicated.
(S-200 magnetOS only> Broken contact sprine. Replace capacitor.
Improper switch wmn, for Reverse mqneto SWItch wires.
left masneto Staninl.
Shorted igftltion switch or Check and replace or repair_
loose ifound.
POWER PLANT
ISSUeD: 8/18172
2 821
"PER COMANCHE SERVICE MANUAL
TAILE VII-ID. TROUBLESHOOTINC CHAllT
(ENGINE) (CODe)
Trouble c:.ua.. Ilem.dy
faiiure of engine to idle lacottCct carburetor idle Adjust duoft1c ROp to
properly. adjusanat. obaiD correct idle.
Idlc mixture. AdjUSt nWauR. Refer to
ezIIUlc lIWlufaeturcr's hand
book for proper procedure.
Leak intbeiDduetion syftaft. Tiptea all coDDecUonsin the
iDd"aiora syscan.lleplace
any para that are defectivc.
Low cylinder compression. Check cyliDder compression.
faulty ipition systan. Check marc ipition system.
OpeD primer. Lock primer.
Improper spark plul tcttiDI Check spark plul pp.
for altitude.
Dirty air fUm-. Clan. refer to Patqn.ph 125.
Low power and uneven Mixture too ricb; indicucd Check primer. Readjustment of
runniJII engine. I)y slugisb capac CU'bWftOr by authomed
operation. red exhaUII: personnel iDdicaEed.
fi&alC and black smoke.
Mixture tOO laD; indicued Check fuellincs for dirt or
by ovcrl1_tiq or back. oEber restrictions. Check
tiline
fuel supply.
Leaks in induction system. TiPten aU cOMcctions. Re-
place defcctift' patts.
Defectiw spark plup. Clean or replace spark plug.
Improper pde of fuel. FUI tank with recommended
arade.
Mapeto breaker pOints not Clean points.
wotkinC prupcrly. Check intcmal tim.ina of
rnqncto.
Defcetive ipition wite. Cheek wire with electric
teSter. Replace defective
wire.
Dcfec:tive spark plul Replace connectors on spark
tcnniDal conacctors. plulwire.
Restriction in cxhaUSt Check for loose muffler baffles.
system.
Improper ip'lition timing. C!leek mqnetos for uiming and
synchronization.
POWER PLANT
ISSUED: 8/18/72
2 822

TABLE VUoIU. TROUBLESHOOTING CHART
(ENGINE) (coat)
Trouble Cauae Remedy
Failure of engine to Throttle lever OUt of AdjUSt throttle \ever.
develop full power. adjustment.
Leak in induction system. Tilhten all cOMeroons, and
replace defective pUts.
Ramction in carbu.n:tor Examine air scoop and re-
air scoop. move restriction.
Improper fuel. Fill tank with recommended
fuel.
Propeller pemor put OUt Adjust ,ovcmor.
of adjustment.
Faulty ipition. Tipten all connections.
Check system. Check ignitIon
timin,.
Rou,h runNnI engine. Cracked engine moUDts. Repair or repalce engine mount.
Unbalanced propeller. Remove propeller and have it
checked for balance.
Bent propeller blades. Check propeller for track.
Defective mounOnI. Install neW mountilll bushings.
Lead depOsit on spark Clean or replace pluJS.
plul'
Malfunctionin( CJ1Iifte. Check entift engine.
L.ow oil pressure. Insufficient oil. Check oil supply.
Dirty oil SCI'ftIlS. Remove and clean oil screens.
Defective pressure Pic. Replace gqe.
Air lock or dirt in relief Remove and clean oil pressure
valve. relief valve.
Leak in suction line or Check psket between accessory
pressure line. housing crankcase.
Hilh oil tempCftNfC.. Sec "High Oil Temperature"
in Trouble Column.
Stopp.,e in oil pump intake Check line for obstruction.
pasu.ge. Check suction screen.
Worn or scored bearinJS. Overhaul.
POWER PLANT
ISSUED: 8/18/72
2 823
TABLE \'11-111. CHART
(P";GI1I\E) (cont)
PO\\ER PL
2B24
ISSlED.8/18/72
Trouble
Cause
Remedy
High oil temperature. Insufficient air cooling.
Check air inlet and outlet
deformation or obstruction.
Insufficient oil supply.
Fill oil sump to proper level.
Clogged oil lines or
Remove and clean oil screens,
screens.
Failing or failed bearing. Examine sump for metal
particles and. if found.
overhaul engine.
Defective thermostats. Replace.
Defective temperature gauge. Replace gauge.
Excessive blow-by,
Usually caused by weak or
stuck rings. Overhaul.
Improper engine operation. Check entire engine.
Excessive oil con- Failing or failed bearing. Check sump for metal particles
sumption.
and. if found. overhaul of
engine is indicated.
Worn or broken piston Install new rings.
rings.
Incorrect installation of Install new rings.
piston rings.
External oil leakage. Check engine carefully for

leaking gaskets. "0"
rings or sand holes.
Leakage through engine fuel Replace fuel pump "0" ring.
pump vent.
Engine breather or vacuum Check engine and overhaul or
pump breather. replace pump.
Inaccurate pressure Cold weather. In extremely cold weather oil
readings. pressure readings up to
100 pounds do not necessarily
indicate malfunctioning.
Overprirning. Cold weather. Open throttle and unload engine.
Inaccurate pressure Cold weather. High or low pressure readings
readings. due to extremelv cold weat her
are not necessarilv a mal-
function. Small and long oil
lines will not transfer pres-
sure readings accurately until
engine is quite warm.
1

2 Cl
INTENTIONALLV LEFT BLANK
SECTION VilA
POWER PLANT P A 4 ~ 5 AND PA24260

Aerofiche
Grid No.
7AI.
7A2.
7A3.
7A-4.
7A-II.
7A-23.
7A-28.
7A-29.
7A-30.
7A-31.
7AH.
7A-B.
7A-H.
7A-H.
7A-39.
Introduction . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Troubleshooting . . . . . . . . . .
Engine Cowling .
7A-S. Removal Of Engine Cowling .
7A-6. Cleaning. Inspection And Repair Of Engine Cowling _
7A-7. Installation Of Engine Cowling . .
7A-8. Removal Of Engine Cowling .
7A-9. Cleaning. Inspection And Repair Of Engine Cowling .
7AI O. Installation Of Engine Cowling .. .
Propeller .
7AI2; Removal Of Propeller. (McCauley) .
7A-B. Cleaning, Inspection And Repair Of Propeller .
7A-H. Installation Of Propeller. (McCauley) .
7A-IS. Removal Of Propeller. (Hartzell) .
7A-I6. Cleaning. Inspection And Repair .
7A-I7. Installation Of Propeller. (Hartzell) .
7A-18. Removal Of Propeller .
1A-19. Cleaning. Inspection And Repair .
7A-20. Installation Of Propeller .
7A-21. Adjustment Of Low Pitch Blade Angle StOP . . . . .
7A-22. Blade Track . .
Propeller Governor .
1A-24. Removal Of Propeller Governor .
7A-2S. Installation Of Propeller Governor .
7'\-26. Adjustment Of Propeller Governor. (Woodward) .
7A-27. Adjustment Of Propeller Governor. (Hartzell) , .
Removal Of Engine PA-24-2S0 , .
Installation Of Engine PA-24-2S0 , .
Removal Of Engine .
Installation Of Engine .
Removal Of Engine .
Engine Shock Mounts , .
Induction System Air Filter (PA-24-2S0. Serial Nos. 24-103 to 24-2476 incl.) .
7A-36. Removal Of Air Filter . . . . . . . . . . . . . . . . . . . . . .. . .
7A-37. Service Instructions _
7A-38. Installation Of Air Filter .
Induction System Air Filter (PA-24-250 and PA-24-260, Serial Nos. 24-2417 to
24-4782 and 24-4784 to 24-4803 incl.) .
2C4
2C4
2CS
2CS
2C5
2CS
2CS
2C6
2C6
2C6
2C6
2C7
2C8
2C9
2CIO
2Cll
2Cll
2Cll
2C12
2C12
2C13
2C13
2C15
2C15
2CIS
2C15
2C16
2CI7
2e18
2C23
203
2D4
20S
20S
209
209
209
209
209
ISSUED: 8118n2
2 C2

Paragraph
Aerofiche
Grid :-':0.
7A-43.
7A-48.
7A-63.
7A-67.
7A-40. Removal Of Air Filter .
7A-41. Service Instruction .
7A-42. Installation Of Air Filter .
Induction System Air Filter (PA-24-260. Serial Nos. 24-4783 and
24-4804 and up) .
7A-44. Removal Of Air Filter .
7A-45. Service Instructions .
7A-46. Installation Of Air Filter ..........................................
7A-47. Alternate Air Door .
Carburetor .
7A-49. Carburetor Maintenance .
7A-50. Removal Of Carburetor .
7A-51. Installation Of Carburetor .
7A-52. Adjustment Of Carburetor Controls .
7A-53. Adjustment Of Idle Speed And Mixture. (Carburetor) .
Fuel Injector .
7A-55. Fuel Injector Maintenance .
7A-56. Lubrication Of Fuel Injector .
7A-57. Removal Of Fuel Injector .
7A-58. Preparation Of Fuel Injector For Shipping .
7A-59. Preparation Of Fuel Injector For Service .
7A-60. Installation Of Fuel Injector .......................................
7A-61. Adjustment Of Throttle And Mixture Controls. (Fuel Injector) .
7A-62. Adjustment Of Idle Speed And Mixture. (Fuel Injector) .
Fuel Air Bleed Nozzles .
7A-64. Removal Of Fuel Air Bleed Nozzles ................................
7A-65. Cleaning And Inspection of Fuel Air Bleed Nozzle .
7A66. Installation Of Fuel Air Bleed Nozzles .
Ignition System .
7A-68. Magneto .
7A-69. Inspection Of Magnetos .
7A-70. Removal Of Magneto .
7A-71. Timing Procedure. (Internal Timing) .
7A-72. Adjusting Retard Breaker Points - 200 Series Magnetos .
7A-73. Installation And Timing Procedure. (Timing Magneto To Engine) .
7A-74. Starting Vibrator Checking Procedure .
Harness Assembly .
7A-76. Inspection Of Harness .
7A-77. Removal Of Harness .
7A-78. Installation Of Harness .
Spark Plugs .
7A-80. Removal Of Spark Plugs .
7A-81. Inspection And Cleaning Of Spark Plug '" " .
7A-82. Installation Of Spark Plugs .
Lubrication System .
7A-84. Oil Pressure Relief Valve '.' .
7A-85. Oil Screen .
7A-86. Oil Cooler .
7A87. Recommendations for Changing Oil ................................
2D9
209
2010
2010
20lO
2010
2010
2010
2010
2010
2011
2011
2012
2012
2013
2013
2013
2013
2013
2015
2D15
2DI6
2DI6
2017
2017
2018
2018
2018
2018
2018
2020
2020
2021
2023
2EI
2E2
2E2
2E3
2E3
2E3
2E3
2E5
2E5
2E5
25
2E6
2E6
2E7
REVISED: 4/10/81
2C3
PIPER COMAl\4CHE SERVICE MANl'AL
SECTIO:" VilA
POWER PLA:"T PA-24-150 A:"D PA-24-260

7A- L Introduction. This section covers power plants used in the and PA-24-2flO and i...
comprised of instructions for the removal, minor repair. service and installation of the engine cowlinc.
propeller. propeller governor. engine. engine shock mounts. induction system. ignition ... ... tern
lubrication system.
iA-2, Description. The PA-24-250 and Comanche is powered bv an Avco-Lvcominz enuine of
either 250 or 260 horsepower. (Refer to Power Plant Specifications in Table II-\.) Engines are serie...
or 10-540 serie... which are six cylinder direct drive. wet sump. horizontally opposed, air-cooled. and are
designed to operate on 91 90 (minimum) octane aviation grade fue\.
CO\\ ling completely encloses the engine and consists of an upper and lower section. Side pa nct- lift up
to allow access to the engine.
The propeller may be a constant speed McCauley or Hartzell unit controlled by a gov ernor mounted on
the engine supplying oil through the propeller shaft at various pressures. Oil pressure from the governor
moves the blades into high pitch (reduced RPM) and centrifugal twisting moment of the blades tend to
move them into 10\\ pitch (high RPM) in the absence of governor oil pressure.
The induction system consists of a wet type air filter on the early models or a type air filter on the
later models and a MA-4-5 Marvel-Schebler carburetor or a Bendix fuel injection unit. The engines are
normally aspirated with no restrictions on maximum power output.
Bendix Scintilla S6l:"-20 series and S6L:"-200 series magnetos are installed with their associated
components. The Sel, series magnetos incorporate a single breaker and an impulse coupling inst.
on the left magneto. The series magneto system consists of a single contact magneto on the
side of the engine and a dual contact magneto on the left. to obtain the retard spark necessary for starting.
A starting \ ibrator. magneto switches and starter switch complete the system.
In addition to the previously mentioned components. each engine is furnished with a 12-\olt starter. a
I olt. or 50-ampere generator or a 70-ampere alternator: a vacuum pump drive and fuel pump.
The lubrication system is of the pressure wet sump type. The oil pump. which is located in the
accessory housing. draws oil through a drilled passage leading from the oil suction screen located in the
sump. The oil from the pump then enters a drilled passage in the accessory housing. which feeds the oil to a
threaded connection on the rear face of the accessory housing. where a flexible line leads the oil to the
external oil cooler. Pressure oil from the cooler returns to a second threaded connection on the accessory
housing from which point a drilled passage conducts oil to the oil pressure screen or filter. In the event that
cold oil or an obstruction should restrict the oil flow to the cooler. an oil by-pass valve is prov ided to pass
the oil directly from the oil pump to the oil pressure screen or filter.
The oil pressure screen or filter element. located on the accessory housing is provided as a means to
filter from the oil any solid particles that may have passed through the suction screen in the sump. After
being filtered in the pressure screen or filter. the oil is fed through a drilled passage to the oil pressure relief
valve. located in the upper right side of the crankcase in front of the accessory housing.
ISSrED: 8/18/72
2C4
POWER Pl..
PIPER COMANCHE SER\'ICE

This relief valve regulate" the engine oil pressure by allowing excessive oil to return to the sump. while
the balance of the pressure oil is fed to the main oil gallery in the right half of the crankcase. Residual nil i...
returned to the sump where, after passing through a screen. it is again circulated through the
eng me.
Troubleshooting. Troubles peculiar to the power plant are listed in Table \'IIAIII in the back Ilf
this section. along with their probable causes and suggested remedies. When troubleshooting cngmc.
ground t he magneto primary circuit before performing any checks on the ignition ... tern.
:A-4. Engine Cowling.
'A-5. Removal Of Engine Cowling. and Serial 'as. 24-1 to 24...nH2 incl.. and
to incl.)
a. Ascertain that the master switch and magneto switches are in the OFF position.
b. Release the three cowl fasteners on each side of the engine compartment.
c. Remme attaching screws from the top cowl at the firewall and nose cowl.
d. Disconnect cowl attachment straps from top cowl.
e. Remme the two attaching nuts. washers and screw securing the top cowl channel to firewall.
f. Lift the top cowl from the engine assembly.
g. Disconnect the air bellows from air filter by loosening the quarter turn fasteners.
h. Di ... connect all drains and holes attached to the bottom cowl.
I. Disconnect the two support tubes from the bottom cowl.
.1. Disconnect the nose gear door retraction rod at the nose gear strut.
k. Remove attaching screws from bottom cowl by pulling down and forward .
.. A6. Cleaning. Inspection And Repair Of Engine Cowling.
a. Clean cowling with a suitable cleaning solvent and wipe dry with a clean cloth.
b. In... pect cowling for dents. cracks. loose rivets. elongated holes and damaged or missing fastener".
c. Repair all defects to prevent further damage.
Installation Of Engine Cowling. (PA-24-250 and PA-24-260. Serial \os. 24-1 to 24-47lS2 incl.. and
24-4":'l'\4 to 14-4XO) incl.]
a. Po-irion the lower cowling and secure with screws to the firewall bulkhead.
h. Attach the two support tubes to the aft section of the lower cowling.
c. Attach the nose gear door retraction rod to the gear strut.
d. Connect air hoses and drain lines to the bottom cowling.
e. Attach the carburetor air bellows to the air filter with quarter turn fasteners.
f. Position the top cowl on the nose section and secure the two cowl channels to the firewall with
screws, washers and nuts.
g. Secure the top cowling to the firewall bulkhead and nose section with screws.
h. Attach the top cowl hold down straps to each cowl support channel.
ISSl'ED: 8/18/72
2C5
POWER Pl..\'T
'7A-S. Removal. Of Eapae Cowlin,. Serial Nos. 24-4183 and 24-4804 and up.)
a. Ascertain that the master switch and maeneto switches arc in the off position.
b. Releue the three cowl fastenm on each side of the eqine coml>artnlent.
c. Remove attaching screws fromthe tal>cowl at the f&feW.n.
d. Remove attachinJ screws from the note lec:tion l>artinI sur.aces.
e. Remove the twO attachin, nuts, wuhen and screws -curinI the top cowl cbannel to fucwall.
f. Lift the tOp cowl from the engine usembly.
I. Disconnect nose gear door ae:tUatifti rods.
h. Disconnect cowl flap control cables.
1. Disconnect gear door fnmcchanncls frem fuewall andattachment straps by removing screws.
j. DisconneCt dn.in lines rom bottom cowl.
k. Remove bottom cowl by rcmovinl SCftWS sccurin, it to the firewall.
'7A-9. Cleanm,. Inspection And Rep.. Of EDpe Cowlin,.
.t. Clean cowliftl with a suitable c!caninl solvent and wipe dry with a clean cloth.
b. Inspect cowling for dents. cracks, loose rivets. elonptcd holes and damapd or missing fureners_
c. Repair all defects to prevent further damacc. Fibcqlus tcl>air procedures may be accomplished
according to Fiberglass Repain, Section IV.
iA-10. InsWIation Of Enpne Cowtint. Serial Nc,. 24-4783 and and up.)
a. Position the bottom cowlinl and secutC with ICt'CWS to the fltewall bulkhead.
b. Secure the gear door frame channels to the fuewall and ename mount maps using attaching
screws.
c. Connect cowl nap conttol cables to flap acruatin, arms.
d. Connect gear door acruatina rods to doors.
e. Connect drain cubes to outlet in bottom cowl.
f. Position tOPcowl on enaine assembly.
I. Attach the cowl support channels to the fltewall with screws, washers and nuts.
h. Secure the cowl nose section halves with screws.
1. Secure top cowl to firewall bulkhead with screws.
). nose gear door. (Refer to SeCtion IV.)
k, Secure side panels with fasteners.
i All. Propeller.
CAUTION
Seiore performing any service functions on the propeller. ucertaln that
the master switch is "OFF", the rnaplCfO switches are "OFF"
<eroundc:d) and the mixture concrol is in the "IDLE Ct'ToOFF"
position.
POWER PLANT
ISSUED: 8/18/72
2 C5

4 2 f
5
e
10
9
8
12
1.IOL.T
2. I"L.AIN WASHER
3. SELFLOClCINO NUT
4. STMTtfll RING GEAJIl SUPPORT
I. SPINNER ADAPTOR RING
e. "0" filiNG SEAL
7. PROI'ELLER
e. HUI MOUNTING 10L.T
e. WASHER
10. SPINNER
11. TAUSS HEAD SCREW
12. FIlER WASHER
FIGURE 7A1. PROPELLER INSTALLATION (MCCAULEY) PA24-2S0

7A-12. Remov&l Of Propeller. (McCauley) (PA2.Z50) (Refer to Piture 7A-1 )
NOTE
In some manner identify the position of each put in relation to the
a. Remove the spinner (10) by removing the screws (11) that secure it to the spinner buJkhcad (S).
b. Place a drip pan under the propeller to catch oil spillage.
c. Cut the safety wire around the propeller mountinJ bola (8) and remove the bolts from the cftllnc
crankshait Hanie.
d. Pull the propeller from the en,ine cnnkshafr.
e. Remove the propeller "0" ring (6) from the propeller hub bore.
i. The spinner bulkhead ~ may be removed from the starter nng gear ~ by removIng nuts, washers
and bolts.
P O W E ~ PlANT
ISSUED: 8/18/72
2 C7
Ellaggerated view of nIcks In
leading edge,
Eqggerated view of nIck
In face of blade,
Recommended method for re-
moving nIcks by riffle file and
crocus cloth. Blend deepest panion
of nIck into leading edge align-
ment with SmOOth curves
SECTION AA-
Nick In face of blade removed
by file anrt crocus cloth as
rec:ommended
FIGURE 7A,,2. TYPICAL NICKS AND REMOVAL METHOD
7A-13. Cleaning, Inspection and I\.epair Of Propeller. (Refer to Figure 7A-2.)
a. Check for oil and grease leaks.
b. Clean the spinner. propeller hub interior and exterior. and blades with a non-corrosive solvent.
c. Inspect the hub parts for cracks.
d. Steel hub parts should not be permitted to rust. Use aluminum paint to touch up. if necessary. or
replace during overhaul.
e. Check all visible parts for wear and safety.
f. Check blades to determine whether they turn freely on the hub pivot tube. This can be done by
rocking the counterweights or blades back and forth through the slight freedom allowed by the pitch
change mechanism. lfthey appear tight and are properly lubricated. the propeller should be disassembled
by an authorized Service Center.
g. Inspect blades for damage or cracks. Nicks in leading edges of blades should be filed out and all
edges rounded. as cracks sometimes start from such places. Use fine emery cloth for finishing.
h. It is recommended that for severe damage. internal repairs and replacement of parts. the propeller
should be referred to the Manufacturer or Certified Repair Station.
i. Grease blade hub through zerk fitting (Hartzell propeller only). Remove one of the two fittings for
each propeller blade. alternate the next time. Apply grease through the zerk fitting until fresh. grease
appears at the fitting hole of the removed fitting. Care should be taken to avoid blowing out hub gaskets .
ISSUED: 8/18/72
2C8

POWER PLANT
PIPER SERVICE MA!I'll:AL
74A-14. Installation Of Propeller. (McCaule)') (PA-24-250) (Refer to Figure 7A-I.)
CAL'TIO'
Ascertain the Master S\\ itch and Magneto Switch are in the"OFF"
poxitinn and the Mixture Control is in the "IDLE-CL'T-OFF'
position.
a. Position the spinner bulkhead ring (5) against the starter ring gear support (4) so that one arrow
lines up with the TCI on the front face of the support.
b. Secure the spinner bulkhead to the starter ring gear support with 12 bolts (I). 12 nuts (3). and 24
washers (2) (one under the bolt head and one under each nut). Carefully tighten nuts uniformly to torque
limits shown in Table \'IIA1.
c. Clean the propeller and engine flanges.
The crankshaft flange is stamped with "0" mark and the starter ring gear is likewise identified by an "0"
mark. L'pon installation of the starter ring gear. the markings shall be mated to insure proper installation.
e. Insert the "0" ring in the groove of the prope\1er (7) hub bore. Make sure that the "0" ring is not
twisted and is liberally coated with clean lubricating oil.

Some \1cCauley Model 2036CI4 propellers will be found in use

with a counterbore in the hub instead of an "0" ring groove. When
installing these propellers. always insert the "0" ring in the
counterbore and push it to the bottom. Never slide the "0" ring on
the crankshaft pilot.
f. Raise the propeller and line up the arrows on the hub flange outer diameter with the short bushing
in the crankshaft flange. Engage the pilot in the hub. making sure that face of hub flange is parallel with the
face of the crankshaft flange. then push the propeller in. Make sure that the bolt holes engage the bushings.
CACTIO'
It is important that the propeller be seated against the crankshaft
flange with a straight push. Rotating or cocking it on will cause
damage to the "0" ring and oil leakage will result. Particular care
must be taken while installing hubs having a counterbore to prevent
damaging the "0" ring or displacing it so that it is lodged between
the flange faces. The latter condition will be indicated by non-
tracking of the blades immediately after installation.
g. Slide washers (9) on bolts (8) and tighten bolts uniformly all around to the torque limits of Table
and safety wire bolts.
h. Check blade track. (Refer to paragraph 7A-22.)
i. Slide spinner (10) over the propeller. align screw holes with the nuts in the bulkhead. and install
washers (12) and screws (\ I). Tighten to the torque given in Table VilA-I.
ISSt-ED: 8/18/72
2C9
POWER PLA'T
r. SPINNER
2. _LAO
3. WASHER
4. SIlINNER RING
5. ENGINE STARTER GEAR
I.IOLT
7. WASHER
I. HUI MOUNTING IOLT
8. NUT
10. "0" RING SEAL
11. PROPELLER MOUNTING SHIM
FIGURE 7AJ. PROPELLER INSTALLATION (HARTZELL) PA24-250
i.-\.-15. Removal Of Propeller. (Hanzell) (PA-24-250) (Reier to Figure 7A-3 )
NOTE
In some maMer identify the position of each part in relation to the
a. Ascertain that the muter switch and mqnetO switches ate in the OFF position.
b. Remove the spinner (1) by removing the screws that secure it to the spinner bulkhead
c. Place a dnp pan under the propeller to catch oil spillqe.
d. Cut the safety wire around the propeller mounanl bolts (8) and remove them from the
crankshaft flange .
.:. Pull the propeller from the engine crankshaft.
f. Remove the propeller "0" ring (10) and shim (11) from the engIne flange:
g. The spinner bulkhead may be removed irom the starter nng gear (8) by removing nuts. washers
and bolts.
POWER PLANT
!SSUED: 8/18/72
2 Cl0
PIPER SERVICE MASt'AL

- Ifl. Cleaning. Inspection And Repair.
The in... trucnon... for cleaning. inspection and repair of the Hartzell propeller are the same a.. tho ..e given
lor the McCaulcv propeller in paragraph 7AD,
17. Installation Of Propeller. (Hartzell) (Refer to Figure 7
a, Position the spinner bulkhead (4) against the starter ring gear support (5) so that one arrow line!'>
up \\ ith the Te I on the front face of the support.
b. Secure the spinner bulkhead to the starter ring gear support with 12 bolt'! (fl). 12 nuts (91. and 24
"asher'! (one under the bolt head and one under each nut), Carefully tighten nuts unif ormly to torque
limits shown in Table \'IIA-1. .
c, Clean the propeller and engine flanges.
The crankshaft flange is stamped with an "0" mark and the starter ring gear is likewise identified an
"0" ma rk, l'pon installation 01 the starter ring gear. the markings shall be mated to insure proper in..tallution.
e. In..tall "0" ring (10) and shim (II) on engine shaft.
CAtTIG'
It is absolutelv essential that shim (II) be installed. as failure to do so
may result in failure of the mounting bolts due to relative movement
of the two flanges.
f. Raise the propeller into position with the engine and slide the propeller onto the propeller mounnng
bushings.
g. 1n... tall the hexagon-head propeller hub mounting bolts in the propeller hub and tighten them t o
the torque given in Table
h. Check blade track. I Refer to paragraph 7A-22.)
I. Safety-wire the mounting bolts and install spinner.
Removal Of Propeller. (PA-2-t260) (Refer to Figure 7A-4.)
a. Ascertain that the master switch and magneto switches are in the OFF position.
h. Remove the spinner (I) by removing the screws that secure it to the spinner bulkhead ( IOj,
c. On airplanes" ith serial nos. 244783 and 244804 and up. remove engine cowling. (Refer In
paragraph
d. Place a drip pan under the propeller to catch oil spillage.
e. Cut safety wire around the propeller mounting studs (7) and remove the studs from the engine
flange. The nuts are frozen and pinned to the studs. so the studs will turn with the nuts.
1'. Pull the propeller from the engine shaft.
g. Remme the propeller Osring (9) from the propeller hub Oeting groove.
h. The spinner bulkhead (10) may be removed from the starter ring gear (II) by removing mit ...
washers and bolts.
ISS t'ED: 8/18/72

zen
POWER PL-\,T
PIPER COMANCHE SERVICE MAN'UAL
1QOaX
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FIGURE 7A-4. PROPELLER INSTALLATION (HARTZELL) PAZ4-2IO
7A19. C1cUlinC,IDlpfttioQ ADdR.epair.
The instrUctions for c:lcaninJ. inspection and repair of the PA24--260 Hartzell propeller an the same is
those given for the .'tc:CauJey used on the PA24-250. (Refer to p&nIBph 7Al3.)
7A20. Inscallation Of Propeller. (PA24-260) (ader to FiJUM 1
a. Clean propeller and enpe fiances.
b. install bWkhead (10) on rinC acar (11) and torque bolts to spec:ifications given in
Table VilA-I.
c. Observe the starter ring gear to make Nrc it is mounted properly on the engine crankshaft flange.
The crankshrlt t1ange is stamped with an "0" mark and the scarter ring gear is likewise identified by an
"0" mark. Upon installation of thc starter ring gear. the markings shall be matcd to insure proper
installation. .
d. Lubrieate and install O-ring (9) in thc propeller hub O-ringlJfoove.
POWER PLANT
ISSUED: 8/18/72
2 C12

e. ."ount propeller on engine. Screw each stud (7) intO its matinl bushill, I few threads at I
time until all are tight. Torque bola to specifications given in Table VllA1. SafetY the mounting bola with
."S20995C"1 wire. routing the wire through the lock pills (8).
f. Check blade track per p&rllf&ph 7A-22.
g. Check low pitch blade &nile. (Refer to parqraph 7AZl.)
h. Install engine cowling if removed.
I. Install spinner (1) and secure with screws.
7A-2L Adjustment Of Low Pitch BI.x ADtlc Stop.
I. The propeUcr comes from the factory with the low pitch stOp adjusted for proper blade angle. If.
however. this adjustment has bccn dimarbed. the foUowin, procedure is pen for obtaininJ blade angle:
1. The blade ansle (Refer to Table VlIA-1) is dcurmined by placing a propeller protractor on the
face side of the propeller. at the 30 inch sation. u measured from the hub center line. The blade must be
horizontal. .
2. The low pitch nop adjustment is made by a screw in the nose of the propeller eylinder.
Roatmg the screw clockwise increases the low pitch and reduces the scarie RPM by about 100 RPM for
each half cum; or vice versa.
b. After the low Ditch stop hu been adjusted for proper blade qie. the govemor should then be
adjusted to obtain rated e.e RPM durin, take-off and climb u dcscnbcd ui para,raph 7A27.
7.-\-22. Blade Track. Blade luck is the ability of olle blade tip to foUow the other. while rotaring. in
almost the sante plane. Exceuive difference in blade track more than .0625 inch fRay be an indication of
bent blades or Improper propeller installation. Check blade traCk as foUows:
a. With the enr'ne shut down and blades Yertical. secure to the aircraft a smooth board JUSt under the
tip of the lowe: blade.."'oYe the tip fore and aft through itS full "blade1hake" mvel. makmg small marks
WIth 1 pencil at each position. Then centct the tip betwccn these marks and scribe a line on the board for
the fuil width of the tip.
b. Carefully rotate propeller by hand to bring the opposite blade down. Center the tip and scribe a
pencil line as before lnd check that lines arc not separated more than .062' inch.
c. Propellers haVIng excess blade track should be removed and inspected for bent blades or for parts
of sheared "0" nng. or foretln panicles. which haye lodged betWccn hub and crankshaft mounting faces.
Bent blades will require rcpw andoverhaul of assembly.
POWER PLANT
ISSUED: 8/18/72
2 C13
TABLE VUAI
.
PROPELLER SPECFtCAnONS
Blade AftIle PA24-2'O Low Pitch (HlIb RPM)
o 0
McCauJey 15.7 ~ 0.2
Hartzell
o ~
14.5 :to.lS
HiP Pitch (Low RPM)
32 + 0.5 McCauley
Haraell 31
0
to n
Blade Anile PA24-260 Low Pitch (HiP RPM) 15
HiJh Pitch (Low RPM) 32'" te 34
Propeller RPM Sm:inI Enpne Static Hip RPM
24-250 2575 RPM Max.
24-260 2700 RPM ~ x
n,me Scatic Low RPM
24-250 1900 :. 25 RPM Min.
24-260 1600 ~ 50 RPM .\tin.
Propeller Torque Limits Description Required Torque
(Dry)
Spinner BuJkhad
BuJkheact to Su.n:er
Ring Gear 100 inch pounds
BuJkheact to Propeller 22 foot pounds
Hub
Propeller .\tounan,
Bolts " to 60 foot pounds
Studs 60 to 70 foot pounds
Spinner Attachment
Screws ..w inch pounds
POWER PLANT
ISSUED: 8/18172
2 C14


iA23. Propeller Goventar.
7A24. Rcmoval Of Propellcr Governor.
I. Lift the left side panel of the engine cowling.
b. Disconnect control cable from governor control ann.
c. Remove the governor mounting stud nua. It will be necessary to raise the ,overnor as the nuts Ire
beinl removed before the nua can be completely removed.
d. Remove the mounting guket. If the governor is to be removed for a considerable len,m of time
Ind mother unit is not substitutcd. it is advisable to covet the mountin. p,ad to prevent darnqe caused by
foreign marter.
7A' 25. Inlta1Jation Of PropcUa' Govcmor.
a. Clean the mounM, pad thoroughly making very ccruin that there are no forelgn particles in the
recess around die drive shaft.
b. Place the governor mounting lasket in position with the raised po"ion of the screen facing away
from the elt(ine.
c. Alip the splines on the governor shaftwith the eriline drive Ind slidc the governor in position.
d. Raise governor off mounting pad enough to install washers IJSd Start mounting nuts. Torque nuts
evenly.
e. Connect the control cable end to the governor control ann.
E- Adjust governor control per p&taJt'lph i A26 or 7A-27.
i A-26. Adjustment Of Propeller Govcmor. (Woodward) (PA-24-250) (Refer to Figure i A5.)
I. Start the engme in accordance with the directions liven in Owner's Operating .\\an'.1l1 and'allow to
warm up.
b. Push the "PROPELLER" cockpit control as far forward as it will go. At this position the governor
sp"d :Ldjusting control lever will be against the hi-rpm fine adjulti"' screw.
c. Observe engine speed. Adjust the governor speed by means of the fane~ d m n e n t screw for 25iS
rpm. To do this. release the f&Stenen and lift the sidc e"linc cowling. Relcase the speed control lever damp
screw (...) and move the lever relative to the covet serrations. Once serration movement m a clockwise
direction produces a decrease in spced of 100 rpm; one sern.tion counter<lockwisc increases the speed 100
rpm. Onc revolunon of the hi-rpm fine adjllStment screw in a dOl:kwisc directicn decreases eng-lne speed 2S
rpm. counter-clockwise roration increases engine speed 25 rpm. for each revolution of the screw.
d. After SCttlnj the engine rpm at 2575. tilhten the l:ontrol lever clamping screw. and run the
self-locking nut on the fine adjustment screwagainst the stOp ri"l projection. Then safery,wlre the head of
the screw to the projection.
e. Fastcn cowling on both sides.
POWER PLANT
ISSUED: 8/18172
2 C15
POWER PLANT
ISSUED: 8/18n2
1A21. AdjlllallGlt Of PropcUcr GoVaDor. (H8acU) (R.efer to Fiprc 7A-6.)
a. R.elease the fucasen and lift the left side cqiDe cowlin,.
b. Start me qine in accord&acc with the directions pven in the Owner's Flitht Manual and allow to
warmup.
c. Push the "PROPELLER" cockpit contrOl as fu forward as it will go. At this position the iovemor
spccd adjustin, contrOllcver will be apinst the hiorpm fmc adjustin, S(ftW.
d. ObSC1'\'e enJine speed. Adjust the JOvernor by means of the fmc adjusanent screw for 257' RPM
or 2700 RPM To do Ibis.looten the fmc adjustment screw locknut and turn the
hi-rpm fmc adjustment screw in a dockwilc direction to accreue enJine speed and a cOWlterdockwise
rotation to increase eftline speed. Oae revolution of the fmc adjustment screw incrusa or decreases the
propeller spccd approximately 15 RPM..
e. After scning the JOvcmor for hiJh RPM, run the self-iockinJ nut OD the fine adjusanent screw
apinst the base projection to lock.
f. Pull the cockpit cOlltrOl aft to the low RPMposition.
I. Observe encillC speed. Set to 1900 RPM (PAZ4-250) or 1600 RPM (PA,Z"Z60) either by
thradins the fittinl at the JOYemor conuol arm onto the able. or by rumiftt it in the direction tending to
remove the fitting from the able. depcndiftJ on whether it is required. to decrease or increase engine speed.
respectively. It will be necessary. of COUl"SC. prior to a.djustinl. to remove the selflocking nut and
disconnect it from the governor cnnuol ann and to release the fittint locknut.
h. Reconnect cable to governor conuol ann. apply fieri", locknut recheck engtne by moving
cockpit control in and out of the appropriate settinl.
I. Secure the cowling.
A'"
I. CClY.II
1. '''''N' II.'A'N'" ""ON' 'CIII"
3. ITOII "'''' cu...." .CIII"
.......0 COlll'II01. IoIV.II C....... ,. .CII."
I. ...ID COIlTIIOI. I.lvell
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. '"1'" II.T.. 'I1.11
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8
FIGURE 7A5. WOODWARD PROPELLER GOVERNOR ADJUSTMENT POINTS
2 C16

t '" aomITI'" 11;111:.
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a. 1;0IlTIIQ.. "NC'Io
8. lellC" &III .... y
FIGURE 7A-6. HARTZELL PROPELLER GOVERNOR ADJUSTMENT POINTS
Remove engine cowling. (Refer to paragraph 7A-S.)
Drain engine oil if desired.
Remove propeller if desired. (Refer to paragraph 7A-12 or 7A-IS.) e.
Removal Of Engine PA-24-2S0. (Refer to Figure 7A-7.)
a. Turn off all cockpit switches and disconnect the battery ground cable at the battery.
b. Move the fuel control lever located on the fuselage floor between the two font seats to the OFF
position.
c.
d.
NOTE
Where a question may arise as where to reconnect hose. line or wire.
the item at the separation should be identified (tagged) to facilitate
reinstallation. Open fuel. oil. vacuum lines and fittings should be
covered to prevent contamination.
f. Remove air duct from right rear baffle.
g. Disconnect vacuum hose from vacuum pump.
h. Disconnect air oil separator drain hose from engine.
r. Disconnect primer line at flexible hose connection.
ISSl'ED: 8/18/72
2eI7
POWER PLANT
J. Disconnect oil pressure line at engine.
k. Disconnect cylinder head temperature wire from :\0. 5 cylinder. Disconnect generator k ~
generator. remove clamp .... ecuring wires to engine and draw them aft to the firewall.
m. Disconnect spark plug leads from top spark plug of each cylinder and draw them through the rear
baffle...
Check the engine for any attachments remaining to obstruct its removal,
Remove the cotter pin. nut. washer. front rudder shock mount and sleeve from each moun.
Slide bolts out of attaching points and swing engine free. placing it on a suitable support. ago
n. Disconnect manifold pressure line at the left rear baffle.
o. Remove fuel pump blast tube.
p. Remme fuel line from engine driven fuel pump.
4. Disconnect engine breather hose at engine accessory housing.
r. Disconnect magneto ..P" leads at magnetos.
s. Disconnect tachometer cable at engine accessory housing.
t. Disconnect oil temperature wire from accessory housing.
u. Remme oil cooler lines.
\ Disconect the governor control cable at the governor and remove clamps securing it to engine.
w. Disconnect starter lead at starter and remove clamps securing it to engine.
x. DIsconnect fuel pressure line from carburetor.
y. Remove carburetor inlet line from carburetor and fuel pump.
1. Disconnect the throttle. mixture and carburetor heat controls from carburetor and cable
attachment bracket.
aa. Remove exhaust stacks from engine by removing attaching nuts and washers.
abo Remove bonding straps from engine at side of mount.
ac, To prevent damage to the tail when removing the weight of the engine from the airplane. attach a
stand to the tail skid.
ad. Attach a one-half ton (minimum) hoist to the lifting strap and relieve the tension on the engine
mounts.
ae.
af.
bolt.
7.'\-29. Installation of Engine PA24-2S0. (Refer to Figure 7A-7.)
a. Attach a one-half ton (minimum) hoist to the engine lifting strap and lift engine.
b. Swing. engine into place. positioning the engine mounting lugs so they align with mount
attachment points.
C. Insert a mounting bolt into the engine mount until its threaded end extends one or two threads
from the mount itself. Insert a shock mount between the engine mounting bracket and the mount. Slide the
mount bolt on through the mount and insert a mount spacer over the bolt and through the engine mounting
bracket.
d. Repeat the procedures in step "c" with the remaining three attaching points.
e. Install the front engi ne shock mounts on the bolts and over the forward end of the mount spacer:
check to see that the shock mounts are not binding. Install washers and a nut on each mounting bolt.
Tighten the nuts progressively. following a circular sequence and torque to 40 foot-pounds and safety.
f. Connect starter cable to starter and clamp cable to left cylinder baffles and engine mount.
g. Attach generator leads to generator and clamp them to right cylinder baffles and engine mount.
h. Attach exhaust stacks to engine cylinders using gaskets. washer and nuts.
ISSl'ED: 8/18/72
zcrs
POWER PLAe
ue. Install engine cowling. (Refer to paragraph 7A-7.)
af. Connect battery ground cable. turn fuel selector valve on and turn on auxiliary fU1C'1 pump. Check
for fuel leaks.
l.
l.
\..,
I.
m.
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4
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aa.
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ac.
ad
PIPER C O M ~ C H E SERVICE MAl'4l' AL

Connect bonding straps to engine and engine mount.
Connect throttle and mixture controls and adjust per paragraphs 7A-51 or 7A-tll.
Connect carburetor heat control and adjust per paragraph 7A-51.
Connect governor control cable to governor and secure with clamps.
lnstall carburetor inlet fuel line and fuel pressure line.
Install oil cooler lines.
Connect fuel lines to engine driven fuel pumps.
Install spark plug leads and clamp.
Connect engine breather hose to engine accessory housing.
Connect oil temperature wire to accessory housing.
Connect tachometer cable to fitting on engine accessory housing.
Connect magneto "P' leads to magnetos. and safety.
Connect manifold pressure line to '0. 6 cylinder.
Connect primer line.
Connect cylinder head temperature wire to '0. 5 cylinder.
Connect oil pressure line to engine accessory housing.
Connect air oil separator drain hose to engine accessory housing.
Connect vacuum hose to vacuum pump.
Install air duct on muffler shroud and right rear baffle.
Install fuel pump blast tube.
Install propeller, (Refer to paragraph 7A-14 or 7A-17.)
Install the proper grade and amount of engine oil.
'OTE
Refer to latest Lycoming Service Instruction '0. 1241.
REVISED: 4/10/81
2C19
POWER PL\'T
2C20
ZI
,
I--i---U
Figure 7A-7. Engine Installation PA-24-250
I. 10VIIIIIOIl
2. n .."tu "'"' """
J. 'TII.. P
4. eu,
S. ,P"u PI.U,
I. OIl. 'CIIII:II "OU""'
7. 11111111 '"OCIl ..OU"T ""I'"LV UII'U to IItnCH AI
I. .11I 1111 MOUIlT
II. T"CIIOMITU e"II.'
10. O'''''O,TI" "'" OUCf
II. M"IlI,.OI.O PlIIUIII 1.1"1
12. CilIlN "I"T oun
U. V"CUU" OU... P
I., .... 111I '"lilTHI"
IS. MU",.I.I11
II. IIUIII.IIIIIV ,.U.1. PUMP'
17. 0'1.
II..... INI OlllYIIl "UII. PUMP
Ill. COHU PIN
20. IlUT
21. WIIIHEIII
U. ,HOCK MOUIlT
u. nun
24. 'OI.T
SKETCH A
2C21
POWER PLANT
ISSUED: 8/18/72
2C22
P'PER COMANCHE SERVICE MANUAL

7A30. Removal Of Enline. (PA-24-260. Seria.I Nos. 24-+000 to 2......782 incl. and ~ 7 8 to 24-Wl03
incl.l (Refer to Figure 7A-8.)
a. Turn off all cockpit switches and disconnect the battery JI'Ound cable at the battery.
b. Move the fuel conrroi lever located on the fusel. floor betwccn the twOfront sean to the OFF
position.
c. Remove engine cowlin,. (Refer to panpaph 7A-'.)
d. Drain enlPne oil if desired.
e. Remove propeller. <Refer to p ~ p h 7A-18.)
NOTE
Where a question may arise as where to reconnect hose. line or wire, the
item at the separation should be identified <uaed) to facilitate
reinsuJ.1&tion. Open fuel. oil, vacuum lines and fittinp should be
f. Disconnect vacuum hose from vacuum pump.
g. Disconnect enalfte breather.
h. Disconnect oil ternpen.ture lead and taChometer c:1rive cable from the e"line accessory housing.
I. Disconnect mlf11eto "P" leads and retard lead (left ma,neto onJy) from rnapccos.
J- Disconnect cabin heat and defrostCT air duCDfrom left muffler shroud.
k. Disconnect fuel pump blast rube.
1. Disconnect the manifold pressure line. NO.6 cylinder.
m. Disconnect fuel pump drain hose from pump.
n. Disconnect fuel pump inlet and oudet lines.
o. Remove oil cooler lines.
p. Disconnect exhaust eas temperature probe from No.6 cylinder exhaust stacit.
q. Disconnect starter cable from starrer.
r.Disconnect throttle. mixture and governor conuol cables and remove cable clamps.
S. Disconnect oil pressure and fuel prasute lines.
t. Disconnect eleCU'ica1leads from alternator. remove c1&mps secunn, wires to mpe and draw them
ait to the firewall.
u. Disconnect cylinder head tempetature lead from No. , cylinder.
v. Disconnect bondinJ StrapS from enJine at ucla of mount.
w. Disconnect tOPspark plu, leads and pull them aft tbroup the rea: cnpe baffles.
x, Disconnect exhaust stack hatllcrs from nose ICU suppOrt rubes.
v, To prevent damqe to thc tail when removing the weight of the enline from the airplane, attach a
sund to the tail skid.
z. Attach a one-ha1f ton (minimum) hoist to the 1iftiftl strap and relieve the tension on the engine
mounts.
u. Check the engine for any atuehmenrs remaining to obsaucr itS removal.
bb. Remove the cotter pin. nut. washer. front rudder shock mount and sleeve from each mounting
bolt .
cc. Slide bolts OUt of aruching points and swing eftJine free. placing it on a suiub'e support.
POWER PLANT
ISSUED: 8/18/72
2C23
2 C24
II
19
10
, 1 I
12
t2 23 24
13 14 15
I 11
IJ
21 21
Figure 7A8. Engine Installation PA24-260 Serial Nos. 24-4000 to 24-4782 inel.
and 24-4784 to 24-4803 inel.
I. ""0"11,.1,.1;11 .OVIIIIIOII
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10. 1"""1 011,. "II,.Tlll
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12 ........ ',.01,.0 ""IIiUllr I,.' .. r
U. IMlI.. r "OU"T
, V"'CUUM 1,.1 .. 1
IS. T/lello..rTIIl C.... I,.(
II. 01'II0.TllI OUCT
17. eAIIII Ml",T OUCT
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It. AIIl IIfT...lll. IlIUr.1l
20. IIIMAUIT .,....CIII
21. UIl"'UIT "u"l,.rll
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25. 10l,.T
2'. ,IIlIIMI MOUIIT
27. COTTIIl "1M
2 ... IIUT
U. W"'"Ift.
2Dl
SKETCH ..
POWER PLANT
ISSUED: 8/18172
2D2

7..1,.) I. Installation Of Engine. (PA-24260. Serial :\OS. 24-4000 to 24-4782 incl. and 2447t.:4 to
incl.l (Refer to Figure 7A-!<.l
3. Attach a one-half ion (minimum) hoist to the engine lifting strap and lift engine.
b. S" ing engine iruo place. positioning the engine mounting lugs so they align with mount
attachment points.
c. Insert a mounting bolt into the engine mount until its threaded end extends one or two threads
from the mount itself. Insert a shock mount between the engine mounting bracket and the mount. Slide the
mount bolt on through the mount and insert a mount spacer over the bolt and through the engine mounting
bracket.
d. Repeat the procedures in step "c" with the remaining three attaching points.
e. Install the front engine shock mounts on the bolts and over the forward end of the mount spacer:
check to see that the shock mounts are not binding. Install washers and a nut on each mounting bolt. Tighten
the nuts progressively. following a circular sequence and torque to 40 foot-pounds and safety.
f. Attach exhaust stack hangers to nose gear support tubes.
g. Connect bonding scraps to engine and engine mount.
h. Connect spark plug leads and clamp to prevent chafing.
I. Connect throttle and mixture controls and adjust per paragraphs 7A-52 or 7A-tl\.
J. Connect carburetor heat control. if installed. and adjusted per paragraph 7A-52.
k. Connect governor control cable to governor and secure with clamps.
\. Connect electrical leads to the alternator. starter and cylinder head temperature probe. :\0. 5
cylinder. Clamp leads to the right cylinder baffles and engine mount.
m. Connect oil pressure and fuel pressure lines.
n. Connect oil cooler line, to engine accessory housing and oil cooler.
o. Connect manifold pressure line. :\0. 6 cylinder.
p. Connect fuel pump inlet and outlet lines.
q. Connect fuel pump drain hose.
r. Connect fuel pump blast tube.
s. Connect exhaust gas temperature probe. <' cylinder exhaust stack.
t. Connect oil temperature lead and tachometer drive cable to the engine accessory housing.
u. Connect magneto ..P" leads and retard lead (left magneto only) to magnetos.
v , Connect cabin heat and defroster air ducts to the left muffler shroud.
w. Connect engine breather.
x. Connect vacuum hose to vacuum pump.
\ Install propeller. (Refer to paragraph
'OTE
Refer to latest Lycoming Service Instruction 1241.
aa. Turn fuel selector valve on and operate auxiliary fuel pump. Check for fuel leaks.
abo Install engine cowling. (Refer to paragraph 7A-7.)
R[VISED: 4/10/81
2D3
POWER PLA'T
7;"32. Removal Of Engine. (PA24-260, Serial Nos. 24-4783 and 24-4804 and up) (Refer to Figure 7;'-9.)
a. Turn off all cockpit switches lind disconnect the butery Jl'ound cable at the battery.
b. .\\ove the fuel control lever located on the fuselage floor between the tWO front scars to the OFF
position.
c. Remove engine cowling. (Refer to panaraph 7A-8,)
d. Drain engine oil if desired.
e. Remove propeller, (Refer to pUlfraph 7A-18,)
f. Remove air ducts from firewa11 and oil cooler.
NOTE
Where a question may arise as where to reconneet bose. line or wire, the
item at the separation should be identified (tagN) to facilitate
reinstallation, Open fuel. oil. vacuum lines and fitrinp should be
g. Disconnect the manifold line, No.6 cylinder.
h. Disconnect magneto "P" leads and rewd'lead licit mllneto only) from magnetos.
r, Disconnect tachometer drive cable and oil temperlt\1te lead from the engine accCSliOry housing.
J. DISConneCt vacuum hoses at V&l:uum pump.
k. Disconnect oil cooler hoses at ait end of engine.
I. Disconnect engine breather from engine.
m. DIsconnect exhaust gas temPftatute lead from No.6 cylinder exhaust stick.
n. Disconnect fuel pump inlet line at fuel pump.
o. DIsconnect :'..:eI pressure. oil pressure and fuel flow lines.
p. Disconnect =;'-,lnder head temperature lead from No. S cylinder.
q. Disconnect the starter cable at the starter. remove ,able clamps at the left side of the enline and
engme mount, and draw cable aft to the firewall.
r, Disconnect alternator leads at alternator, remove clamps sccurinl wires to engine and draw them
ait to' the firewall,
s. Disconnect injector heat control cable at air duct.
t. Disconnect rhronie, mixture and propeller ,ovemor control cables and remove clamps securing
them to engine.
11. Remove bonding scraps from engine at sides of mount.
v, To prevent damage to the tail when removing the weilht of the engine from the airplane. attach .1
stand to the tail skid,
w. Aruc:h .. one-half ton (minimum) boist to the lifti"l strap and relieve the tension on the engine
mounts.
x, Check the engine for attachments remaining to obsauct its removal.
y. Remove: the cotter pin. nut. washer, front rudder shock mount and sleeve from each mounting
bait.
z. Slide bolrs out of .ltta,hing points and swing en,ine free. placing it on a suitable suppOrt.
POWER PLANT
ISSUED: S/1Sn2
2 04
PIPER SERVICE
:A.:n. Installation Of Engine. (P:,\242bO. Serial 'os. 24471B and 244804 and up)( Refer to Figure
a. Attach a one-half ton (minimum) hoist to the engine lifting strap and lift engine.
h. Swing engine into place. positioning the engine mounting lugs so they align with mount
attachment points.
c. Insert a mounting bolt into the engine mount until its threaded end extends one or two threads
from the mount itself. Insert a shock mount between the engine mounting bracket and mount. Slide the
mount holt nn through the mount and insert a mount spacer over the bolt and through the engine
mounting bracket.
d. Repeat the procedure.. in step "c" with the remaining three attaching points.
e. Install the front engine shock mounts on the bolts and over the forward end of the mount vpacer:
check to see that the shock mounts are not binding. Install washers and a nut on each mounting bolt. Tighten
the nuts prcgressively. following a circular sequence and torque to 40 foot-pounds and safety.
f. Connect starter cable to starter and clamp cable to left cylinder baffles and engine mount.
g. Attach alternator leads to alternator and clamp them to right cylinder baffles and engine mount.
h. Connect governor control cable to governor and secure with clamps.
i. Connect throttle and mixture control cables to the injector and adjustment per paragraph ;A-f, I .
.I. Connect injector heat control cable and adjust.
k. Attach bonding straps to engine and engine mount.
I. Connect cylinder head temperature 1:\0. 5 cylinder) and exhaust gas temperature ('0. (-l cylinder)
leads and secure.
m. Connect fuel pressure. fuel flow and oil pressure lines.
n. Connect fuel pump. inlet line.
o. Connect oil temperature lead and tachometer cable to engine accessory housing.
p. Connect magneto .. P' leads and retard lead (Left magneto only) to magnetos.
4. Connect manifold pressure line 1'0. 6 cylinder).
r. Connect oil cooler hoses to engine.
Connect engine breather to engine and clamp.
t. Connect vacuum hoses to vacuum pump and clamp.
u. Connect ducts to muffler. cabin heat inlet and oil cooler and clamp.
\ Install propeller. (Refer to paragraph 7A20.)
w, Install the proper grade and amount of engine oil.
'OTE
Refer to latest Lycoming Service Bulletin Instruction '0. 1241.
x. Install cowling, (Refer to paragraph 7A-10.)
y. Connect battery ground cable. turn fuel selector valve on. open throttle full and turn on the
auxiliary fuel pump. Check for fuel leaks.
7A-:q Engine Shock Mounts. Replacement of engine shock mounts. Refer to Figures 7A-7. 7 and
:;\-9 for the proper arrangement of engine shock mount assemblies. The top shocks are assembled so the
silver colored shock is aft and the gold colored shock is forward. The lower shock mounts are installed
oppo-ite of the top shock mounts. On airplanes with Serial !\umbers 24-4783 and 244804 and up: place shock
mount" ith P '\ in the top aft position and shock mount with P !\ J-3049-34 in the top front
position. Place the lower shock mounts opposite the top mounts. Torque shock mount bolts to 450 to
SO() in. Ibs. and safety.
REVISED: 4/10/81
2D5
POWER
2 06

Figure 7A-9. Engine Installation PA-24-260 Serial Nos. 24-4783 and 24-4804 and up
I I
I
i
II
20
21
22
I.
Z. STUHR
s. ENG INE IA"U'
LI'T INO
S. INJlCTOlI NOULE 'UEL LINE
II 'UlL OISTRIIUTOR VALYE
7.
S. ENGINE OIL 'ILLER
t. LEAO
10. ENGINl ,HOCII MOUNT TO 511ETCH Al
I I .....NI'OLD LINE
Ill. lNG INE .. OUNT
13. TACHO"ETER CAlLE
VACUU" LINE
IS. AliI lOX
tao CAIIN Hl ..T OUCTI
17.
II. INTAtlE.
'I. EXHAUST .. U"LER
ZOo EXHAUST OUTLlT
ZI. lXHAUST STACtlS
U. ExHAUST GAS "ROlE
ZJ. OIL
Z 10LT
2S. I"'INI MOUNT
211.
27. NUT
21.
\I
12 13
14
15
11
26 27 28
SKETCH A
II
POWER
2D7
2D8

7'A-35. Induction SySftM Air Filter. Serial Nos. to 24-1476 incl.)
7A 36. Removal Of Air FiltCl'.
a. Loosen the four quarter tum studs attachm, the filtet to the air box and remot: mter from the
bottom cowl.
7A-37. Service Insttuetions. This type of mtet must be inspected daily for dirt acC'Umulation and proper
oiling. When it is found necessary to dean the flltet (daily when operatiDI in dusty conditions), or if filter
requires oilina. the following procedure should be accomplished.
a. Thoroughly wuh the mtcr in petrOleum solveut. Make ccruift 111 dirt is removed from the mtcr
and that the filter is in a serviceable condition.
b. Dry the mtcr at room temperature, makinl certain it is thoroughly dry before proceeding with the
next step. If the mter is not dry. the solvent will prevent the oil from aclherill. to the small surfaces of the
filter and thereby decrea.se its efficiency.
4;. lmmcnc the mtcr in a Jilht .....eitht Jnde of oil for a period of five miDuta.
d. After removal of the mtet' from the oil, allow to drain thoroUShly before insrallin, in the airplane.
7A-38. Installation Of Air FUter.
a. Posuion the :air filter in the air scoop on the bottom cowl &Dd tceute it with four studs to the air
box.
7A-39. Induction System Air Filter. (PA-24-250 and Serial Nos. 2....1417 to 24-4782 and
24-4784 to 244803 incl.)
7A40. Removal Of Air Film.
a. Release the quarter tum futenen attaehinJ the air scoop to the bottom cowl.
b. Remove air filter from the air box by looscninl the twO attaching sNds.
7.-\41. Service Insuuc:tion.
a. The filter should be cleaned daily when operatinJ in dusty conditions and if any hola or tCU's are
noticed. the filter should bereplaced immediately.
b. Remove the mter element and shake off loose dirt by tappinJ on a hard surface. being careful not
to dam. or crease the sealiDJ ends.
CAUTION
Never wuh the filter element in any liquid or soak in oil. Never attempt
to blow off dirt with compressed air.
POWER PLANT
ISSUED: 8/18/72
2 09
7A4.:!. Installation Of Air Filter.
a. Position the filter on the bottom cowl and secure with studs.
h lnvia ll air scoop on bottom cowl and secure with quarter turn fasteners.
Induction System Air Filter. (PA<!4-260. Serial 24-4783 and 24-4804 and up)
7A-44, Removal Of Air Filter.
a. Loosen the right side cowl fasteners and lift cowl.
b. Loosen air box door fasteners and open door.
c. Pull air filter out of box.
7A45. Service Instructions.

a. Blow filter out with compressed air from the gasket side or wash In warm water and mild
detergent.
h. Drv thorouzhlv.
c. When operating in dusty conditions inspect filter daily.
7A46.
a.
b.
c.
d.
Installation Of Air Filter.
With the gasket side of the filter down slide it into the air box.
Ascertain that the retaining springs are holding the filter securely.
Close air box door and secure.
Close cowl and fasten.
7A47. Alternate Air Door. The alternate air door located in the induction svstern. on the rizht ...ide of the
injector air box between the air filter and the injector unit. is to provide a source of air there be an
air stoppage through the filter system. The following should be checked during inspection:
a. All door seals are tight and hinges secure.
h. Actuate the door to determine that it is not sticking or binding.
c. Check that the spring tension of the door is tight enough to allow the door to remain closed at full
engine rpm. yet should there be an air stoppge it will be drawn open.
7A-4H. Carburetor.
7A-49. Carburetor Maintenance. In general. little attention is required between carburetor overhauls.
However. it is recommended that the following items be checked during periodic inspection of the engine.
a. Check tightness and lock wire of all nuts and screws which fasten the carburetor to the engine.
b. Check all fuel lines for tightness and evidence of leakage.
c. Check throttle and mixture control rods and levers for travel. tightness and safety.
d. Clean the fuel inlet screen. (Refer to Figure 7A-IO.)
e. Remme plug at aft position of carburetor and drain any accumulation of foreign matter.
f. Check carburetor air box for wear and full travel of heat door.
g. Check adjustment of idle mixture and idle speed.
ISSt'ED: 8/18/72
2DI0
POWER PLA.

7
I
lLooo_- 5
::J.,.,---.
2
1. 10L..[ -.. ... &QJOITy,,"!"
Z. ""l:'!"".. r :O.. .all""
J. :)... ,,,
6. UI ' ..
,. ....
6.
' ..._.. U fe_r ..
FIGURE lAl0. CARBURETOR
7A50. Removal Of Carburetor.
a. Remove the lower cowling as described in parqraph 1A5.
b. Disconnect the throttle and mixture control cables from tht carburetor.
c. Disconnect the carburetor heat control cable from tbe air box.
d. Disconnect the carburetor heat air duct from the aUbox.
e. Disconnect fuei line from carburetor.
f. Remove carburetor from the engine sump by removing pa1locltnuts. nutS and washers.
g. Cut safcty wire and remove bolts attaching the air box to the carburetor.
7A S1. Installation Of Carburetor.
a. Secure air box with gaSkCt to the carburetor using cap bolts and washers. Safet)' With lock wire.
b. Install gasket and carburetor on the bottom of the sump and secure with washers. nuts and pal
locknuts.
c. Connect fuel line to carburetor.
d. Conncct throttle. mixture and carburetor heat control cables co carburetor and air box.
e. Connect carburetor neat air duct to air box.
POWER PLANT
ISSUeD: 8/18/72
2 011
7A-51. Adjustment Of Carburetor Controls. (Refer to Figure 7-6a.) The throttle mixture and carbure.
heat controls are adjust.ed so that ,;,'hen the throttle arm ?n t ~ e carbu:retor is rotated forward against it'>
throttle stop and th.. mixture arm IS rotated forward against Its full rich stop and the carburetor heat arm is
rotated to the full ram air position. their respective cockpit controls should be .062 of an inch OUt from
their full forward stops,
a. Disconnect throttle control cable at the carburetor and loosen the jam nut securing the cable end.
b. Adjust the linkage by rotating: the cable end to obtain the .062 of an inch spring back 01 the
cockpit control when the throttle arm contacts it stop.
c. Reconnect the cable end to the control arm and secure jam nut.
d. Adjust mixture and carburetor heat control by loosening the castelled nut at the control arms and
sliding control cable through the stud until the .062 of an inch spring back of the cockpit control is obtained
when the mixture is in the full rich position and the carburetor heat is in the full ram air position.
e. Tighten caste lied nut and safety.
f. Pull the throttle. mixture and carburetor heat controls in the cockpit full aft to ascertain that the
throttle arm contacts the idle screw and the mixture control arm contacts its idle cut-off stop and the
carburetor heat flap valve is in the full carburetor heat position.
7A5"}', Adjustment Of Idle Speed And Mixture. (Carburetor)
a, Start the engine and warm up in the usual manner until oil and cylinder head temperatures are
normal.
b. Check magnetos. If the "mag-drop" is normal. proceed with idle adjustment.
c. Close the throttle to idle. If the RPM changes appreciably after making the idle mixture
adjustment during the succeeding steps. readjust the idle speed to the desired RPM.
;\;OTE
The idle mixture must be adjusted with the fuel boost pump O ~
d. When the idling speed has been stabilized. move the cockpit mixture control with a smooth. steady
pull toward the "Idle CutOW position and observe the tachometer for any change during. the "leaning
process. Caution must be exercised to return the mixture control to the "Full Rich" position before the
RPM can drop to a point where the engine cuts out. An increase of more than 50 RPM while "leaning OUt"
indicates an excessively rich idle mixture. An immediate decrease in RPM (if not preceded by a momentary
e. If the above indicates that the idle adjustment is too rich or too lean. turn the idle mixture
should be run up to 2000 RPM to clear the engine before proceeding with the RPM check. Make final
method aims at a setting that will obtain maximum RPM with minimum manifold pressure. In case the
idling adjust rnent.
ISSt'ED: 8/18/72
2D12
POWER PL.-\.

7A-H. Fuellnjee:tor.
i A'S. Fuellnjel:tor Maintenance.
a. In aencn.l. little attention is required between injector overllauis. However. it is recommended that
the foilowitll items be checked during periodic: inspection of the enpne.
1. Check tightnas and lock of all nud and screws which fasten the injector to the e"line.
Z. Check ail fuel lines for tightness and evidence of It&kase. A sliJht fuel stain adjacent to the air
bleed noules is not cause for concern.
3. Check throttle and mixture control rods and levers,for tiJbmess and lock.
4. Remove and clean the injector fuel inlet srraincr at the (Int Z5 hour iNpection and each 50
hour inspeCtion thereafter. Damaged strainer "0" rinp should be replaced. Torque strainer to 6510 inc:h
pounds.
b. Tests prove that .asoline which becomes stale due to prolonccd stOnce absorbs oxygen rapidly.
This stale OXIdized gasoline acquires a very distinctive odor similar to varnish. causes rapid deterioration of
synthetic rubber pans. and also forms a JWTImy deposit on the intcma.l meta! parts. This condition.
however. does not occur during normal operation of the injeCtor where fresh fuel is being constantly
circulated.
i.0\-'6. Lubrication Of Fucllnjec:tor.
a. There is little need for lubrication "f the injector in the field bcnveen regular overhauls.
However, the clevis pIns used in connection with the thronle and manual mixture ecnerol teversshould be
checked for freedom of movement and lubricated, if necessary.
b. Place a drop of enllne pde oil on the end of the thronle shaft in such a manner that it can work
into the throttle shaft buShings.
iA-.5i. Removal Of Fuel Injector.
a. Remove the lower cowling as described in puaJl'aphs 7AS or 7A-8.
b. Disconnect the throttle and mIxture conttol cables at the injector ueie,
c. Disconnect fuel lines at Injector unit.
d. Remove the Injector from the engine sump by removing pa1locknutS, nuts and washers.
e. Cat safety wire .1nli remove bolts attaciung the air box to the injector unit.
iA-S8. Preparation Of Fuel Injector For Shippi",. Any unit taken OUt of service. or unitSbeing returned
for overhaul. must be flushed with preserving oil (SpecIfication Grade 1010), USln! the
tollowlng procedures:
a. Remove plugs and drain ail fuel from the injector. If available. apply 10 to IS psi air pressure to
tne fuei Inlet until all fuel is discnarged from the injector.
b. Replace plugs and flushing all filtered through a 10-micron tilter 3t 13-15 psi to the injector
fuel inlet until all is discharged from the outlet.
c. Repiace fuel inlet shIpping plug.
POWER PLANT
ISSUED: i/18f72
2013
A
... VALVE
LEVER
MIXTURE
ADJUSTMENT
IMPACT TUBE

FLOw DIVIDER
FLOWDIVIDER
(I DIAPHRAGM
H to/lINCH QD. STAINl.ESS
ll:
E:::===-.:::::h.tONE PER CYLINDER)

FLOW DIVIDER VALVE
CONSTANT HEAD
IDLE SPRING
CONSTANT EFFORTII
SPRING
AIR DIAPHRAGM
MANUAL MIXTURE
CONTROL AND IDLE
CUT-OFF LEVER
FUEL INLET
SECTION-AA
IDLE VALVE LEVER
CONNECTE 0 TO
THROTTLE LEVER
L.INKAGE
Figure 7A-II. Schematic Diagram of RSA Fuel Injector System
(PA-24-2S0 IL PA24-260)
POWER PLA.
REVISED: 4/10/81
2D14

CAL'TtON
Do not exceed the above air pressure u internal aam...,e to cbe injector
may result.
d. After filling wicb prnervative oil. the injeC'ror shou1cl be protected from dust and din and given
such protection against moisture as climatic conditions at cbe point of st0tlle require. In most cases.
storing the unit in a dry area will be sufficient.
e. If the unit is to be stored near or shipped over salt water, the followm, prel:&utions should be
observed:
1. Spray the exterior of the injector with anapproved preservative oil.
2. Pack in a dustproof container. WftP the containCf with moisture and vapor-proof material and
seal. Pack the wrapped unit In a suiuble shippinB ease, Pack a one-half pound baa of silie:!. gcl aysuls In the
dustproof container with InJcctor. The baa must not touch the injector.
CAUTION
Extreme caution should be exercised when handliftr or worltinl around
the Injector to prevent oil or fucl from entering the air sections of the
injector. As explained previously. 4amate to the air diaphrapn will
result. Fluid can easily enter the air section of cbe injector throlllh the
impact tubes or the annular Il'oove around the venturi. For this reason,
a protective plate should be installed on the seoop mountiDJ fIanJC
when perfonnin, routine maintenance on the e"line. such as wuhin(
down the engine and air scoop. serviciDJ the air ruter (surplus oil on the
clement). or when injecting preservative intO the eft(ine prior to scoriftl
or Shipping.
iA-S9. Preparation Of Fucllnjector For Service. Fuel Injectors that have been prepared for storlie should
undergo the followmg procedures before being placed in service.
a. Remove and clean the fuei inlet strainer UKmbly and reinstall.
b. Inject clean fuel intO the fuel inlet connection with the fuel outlets uncapped until clean fuel flows
from the outlets. Do not exceed is psi inlet pressure.
i .. ~ Installation Of FucllnjeC'tor.
I. Secure lir box with gasket to the injeC'ror using cap bolts and washers. SafetY with lock wire.
b. Install gUKet and injector umt on the bottom of the sump and seC\lfC with wuhers. nuts and pal
locknuts.
c. Connecr the fuel lines to the injector unit.
d. Connect the throttle and mixture eenerct cables at the injector unit.
e. Install engine cowlift! pcr pamgnph iA-7 or 7Al0.
POWER PLANT
ISSUED: 8/18n2
2015
I. 101.1: IPIIO AtiJUITWINT
2. 101.1 "'lTUIII .lO.IUIT"UT
,. MlllTUltl ......
... "UII. ~ I I N
FIGURE 7A12. IDLE AND MIXTURE ADJUSTMENT (FUEL INJECTOR)
iA61. Adjumnenc Of Throm. And Mixaare Controls (Fuel Injector). The throttle and mixt\lre controls
are ldjuned so that when the throttle ann on the injel:tor is rotated forward ..,ainn ics full throttle stop
and the mixture ann is rotated forward against its full rich stOp. theifrespel:tive cockpit control should be
.062 of an inch in from their full forward stops.
a. At the injee:tor. disc:onnel:t the throttle and/or mixture concrol cable end from its control ann.
b. Loosen the Jarft nut securing the cable end.
c. Adjust the linkage by rocating the cable end to obtain the .062 of an inch spring back of the
cockpit control lever when the throttle or mixture control ann conDets its Stop.
d. Reconnect the cable end to its control ann and secure jam nile.
e. Pull the throttle and mixture controls in the cockpit full aft to ascertain that the injector idle
screw contacts its to!' and the mixt\lre control ann contacts its Ian pOlition.
1A-62. Adjustment Of Idle Speed ADd MixQlre. (P"elLDjec:ror)
a. SW't the engine and wann up in the usual manner until oil and cylinder bead tcmper:nures arc
normaL
b. Check magnetos. If the "mq-drop" is normal. proceed with idle adjustment.
c. Close the throttle to idle. If the RPM chaDps appreciably mer making the idle mixture
adjustment during the succeeding steps. rudjust the idle speed to the desired R.PM.
NOTE
The idle murture must be adjusted with the fuel boose pump "ON".
POWER PLANT
ISSUED: 8/18n2
2 016
PIPER SERVICE
....
ricrat 7A-I3. FrEL AIR BLEED NOZZLE
d. When the idling speed has been stabilized. move the cockpit mixture control with a smooth. steady
pull toward the "Idle Cut-Off" position and observe the tachometer for any change during the "leaning'
process. Caution must be exercised to return the mixture control to the "Full Rich" position bel ore the
can drop to a point where the engine cuts out. An increase of more than 50 RPM while "leaning nut"
indicates an excessively rich idle mixture. An immediate decrease in RPM (if not preceded by a momentary
e. If the above indicates that the idle adjustment is too rich or too lean. turn the idle mixture
should be run up to :WOO RPM to clear the engine before proceeding with the RPM check. Make final
method aims at a setting. that will obtain maximum RPM with minimum manifold pressure. In case the
idling. adjustment.
7:\-0). Fuel Air Bleed !'iollies.
7A-M. Removal Of Fuel Air Bleed Nozzles. The nozzles must be carefully removed as they or the
cylinders may be damaged.
a. Lift the side access panel of the engine cowling.
b. Disconnect the fuel line from the nozzle.
c. Carefully remove the nonle using the correct size deep socket.
d. Clean and inspect the nozzle as given in paragraph 7A-65.
ISSl'ED: 8/18/72
2D17
POWER PLA'T
7A65. Cle.ning.nd Inspection of Fuel Air Bleed Nozzles.
. a. Clean .acetone Methylethylketone (MEK) and blowout all foreign panicl
wah compressed air In the direction opposite that of fuel flow. Do not use wire or other hard objects to
clean orifices.
b. Inspect the nozzle and cylinder threads for nicks. stripping or cross-threading and battered or
rounded hexagons.
c. Inspect and replace nozzle Orings found to be cracked. brittle or distorted. Refer to Lycoming
Service Instructions 11'40. 1275 for detailed test procedure of air bleed nozzles.
7A66. Inst.lation of Fuel Air Bleed Nozzle.
a. It is important for the nozzles -to be correctly positioned with the air bleed hole facing upward.
b. Install the nozzles and tighten to a little less than 60 inch-pounds torque.
c. Continue to tighten the nozzles until the letter or number stamped on the hex of the nozzle body
points down. In this position the air bleed hole will face upward.
NOTE
Do not exeed 60 inch-pounds torque on nozzles when aligning air
bleed hole.
d. Connect fuel line to nozzle.
CAUTION
Start nozzles and line couplings by hand to prevent the possibility of
cross-threading.
e. Install engine cowling.
7A67. Ignition System
7A68. Magneto.
CAUTION
Ascertain that the primary circuits of both magnetos are grounded

before working on the engine.
7A..69. Inspection Of Magnetos. At time of engine inspection or when a magneto has been removed from
the engine. the following checks may be performed. Each step in the check list is keyed by number to a
part shown in Figure 7A-14.
I. Inspect distributor block contact springs. If broken or corroded. they should be replaced.
2. Inspect oil felt washer. It should be saturated with oil. If dry, check for worn bushing. If O. K.add
No. 30 oil.
3. Inspect distributor block for cracks or burned areas. The wax coating on the block should not be
removed. Do not use solvents.
4. Look for excess oil in breaker compartment. If present. it may mean a bad oil seal or oil seal
bushing at drive end. Check manufacturer's overhaul procedure.
5. Look for frayed insulation or broken wire strands in leads in back of magneto. See that terminals
are secure. Be sure wires are properly positioned. The position of the leads in the 200 series breaker
compartment must be as shown in Figure 7A-IS, otherwise. chafing or breaking may result. .
POWER PLANT
2D18
1 CONTACT SPRING
2 RETAINING SPRING
3 DISTRIBUTOR BLOCK
4 BREAKER COMPARTMENT
S LEAD WIRE
6 CAPACITOR
7 BREAKER ASSEMBLY
8 BREAKER CAM
9. IMPULSE COUPLING
10 FLYWEIGHTS
Figure 7A14. Magneto Inspection
11. RIVETS
12. lEAD QFlCUlT
13. CONTACT SPRING
1. INSULATOR
15 VENT PLUG
6. Inspect capacitor visually. If pOSlible. test for Ink capacity and series resistance. Remember,
an electrical failure of an airaaft capacitor is rare.
7. Adjustment of breaken must be correct for proper internal timinl of magneto. (Refer to
pU'Faph iA71.)
8. Check if breaker am is clean and smooth. if am screw is acht CZ5 in. lbs). If nC'W points are
installed. blot a little oil on cam.
9. Inspect impulse couplin, (-n mllfteto) flywqhts for excessive looseness on the axles. Design
couplinrs havinJ .927 inch thick body should be checked with 1/8 inch drill. Couplings with .974 inch
thicle. body are checked with a No. 18 Crill. If drill fiu betWeen cam and flywei&ht. the fit is too loose and
coupline should be replaced. (Refer to Fipre 7A-16.)
10. Check impulse couplinC for excess wear on the contact ed,es of body and flyweilha.
11. Check that the impulse coupliq flYWeilbt axie rivetS are tifht and there are no cracks in body.
12. Check lad. conduits for &ayed or broken areas of braid due to exc:essive wear and replace where
deemed necessary.
13. Check the sprinp for breaks. corrosion. or defonnation. If possible. check continuity from block
with tester or litht.
14. Check insulato" for cracks, breaks or deterioration due to ace. Ascertain insulators are clean.
15. Timine and ventilator plup. Ventilator has drilled holes and should be in lowest hole in magneto
to serve also as dwn for excess water or oil. Solid plug is used in other hole - or in location exposed to rain
or water.
REVISED: 4/10/81
2D19
POWER PLANT
MEA5iJRE 3COv
THICKNESS
l..EF'T FlOTATION
FIGl'R[ 7Al!\. LEAD POSITIOl'lING FIGt:RE 7A16. IMPl:LSE

The magneto sen ice instructions in this manual are to cover minor
repairs and timing. For further repairs and adjustments of the
magnetos, it is recommended that the manufacturer's service
instruction" be followed.
Remme the harness outlet plate from the magneto by removing the four attaching screws.
Remove the two nuts and washers securing the magneto to the engine accessory housing.
Pull the magneto from the engine. e.
7A 70. Removal Of Magneto.
a. Lift the side panels of the engine cowling.
b. Disconnect the "P" lead from the magneto and the retard breaker lead from the left. <!OO series.
magneto.
c.
d.
7 A-i I. Timing Procedure, (Internal Timing) -20 and -200 series Magneto Main Breaker Points. When
installing new or adjusting breaker points and before timing the magneto to the engine. it is important that
the internal timing of the magneto be correct.
a, To internally time the magneto it should be removed from the engine to determine "E" gap.
h. To determine "E" gap. find neutral position of the magneto drive by rotating drive coupling in a
timing inspection hole. At the same location. the drive should feel to have fallen into a notch or neutral
position.
ISSl'ED: 8/18/72
2D20
POWER PL.\.
,n
OR

i
1,4 IN,--_-4
---
:IM1NG MARK.J
SOFT WIRE
SOLDER
r
3 4 iN,
FIGURE 7A-17. MAGNETO TIMING MARKS FIGURE 7A-1'. TIMING POINTER
c. Ratite coupling from neutral. in a left hand direction 10, Appcarina tht0Ulh timing hole. when
the white or red tooth aliens with the white line of the distributor block, me ma,neto is set at "E" gap.
(Refer to Fifure 7A-11.) A.lipment ma,., not vary over 4.
d. Using the ali,nment of the chamiered tooth on the distributor JCat a..,d the white line on the
distributor block as a reference. adjUSt the bre&ker paints to open at this point. Tum the magneto dnvc
until the cam follower is on high point of the cam lobe. Measure contact elcan.nce, it must be .018 inch =
.006 with the point opening set ilt "E" gap 4- 0. If breaker poina do not come within tolerances. they
should be repiaced.
7.-\-72, AdjusciDg Reurd Breaker PoiDa -200 Seria M.,nctos.
a. Install timing plate ilftd pointer on mllnttos without amln, muks cast in the breaker
compartment (refer to FiJurc 7.-\-19) or JUSt the pointer on mqnetos with cimini marks cast in the breaker
compartment. (Refer to FiJure 7A-20.)
NOTE
A timing kit. inc:ludin, timing plate. etc. may be purchased through the
engine or m&JTleto manufacturer. A pointer may be fanned as shown in
FilUre 7A-18.
NOTE
.-\ pointer can usa be made by wra!'ping a piece of soft wire tighdy
around the head of cam securing screw and bending it to extend over
timing marks.
POWER PLANT
ISSUED: 8/18/72
2 D21
PiPeR COMANCHE SERVICE MANUAL
OUI ' CIIlTII .....111 ..

,.
11 II ...
. (
, '
, ..
,/
FIGURE 7A19. TIMING PLATE INSTALLED
ON BREAKER COMPARTMENT
FIGURE lA-ZI. BREAKER COMPARTMENT WITH
CAST TIMING MARKS
b. Find neutn1 position of the mlpeto drive by rotaan, drive couP1iaI in aleft hand direction until
the red or white chamfered tooch on the distributor drive par appan throUJh the tintina inspection hoie.
At the same location. the drive should Em to have fallen into a ItOCCb or awn position.
c. Hold the rnqneto drive in the DCUa1l posicion and bend thc timiDJ pointer WlW it indicates 0 on
the timina plate or in the breaker compattment.
d. Route the drive coupliftl from neutral in a left hand direcDoD 10'. Appear throu.h the timing
hole and align the chamfered tooth of the distributor par with the white line of the distributor block.
Ascertain that the main breaker pOiDts open at this point ud the pointer indicates 10
0
on the plate or "E"
gap in the breaker compartment.
e. Without moviDJ the drive coupling trom the "E" pp or 10 after neutral position, bend the points
back to the 0
0
mark. -
f. Vsm, Data Table VllA1I determinc the dqree retard of the mapetO beinl checked. Nonnally the
correct reutd settiDJ will bestamped in bottom of breaker companmcnt for convenience.
g. Turn the drive coupliftJ in the left hand direction until the pointer reaches the required number of
derrees retard, The rewd breaker pointS should open at this point.
h. Rotate drive coupler until cam foUower is on the hirh point of the cam lobe. ~ e s u r e contact
clearance. It must be 0.018 ! 0.006 or the poinu mua betC'placed.
CAUTION
If cam screw was removed. be surc to reinstall and torque to 2' inch
pounds.
POWER PLANT
ISSUED: 8/18n2
2 022
PIPER COMANCHE SERVIce MANUAL

TABLE VIlA"t. TIMING DATA
M..-ro
M.petO Type Pan No. Dep'ee Recard
S6L'I-2oo -5. -9.-11 30
10-163010-3, -6 45
10-163010-10
7A73. laaallation And Tinrint Procedure. (Timiq Mapeto to Eape.) The mapetos can be installed
and timed to the m,ine by the foUowing procedure:
NOTE
Ascertain that the brnken are coma for proper internal timing of
marnecos.
a, Lift the enpe cowling side panels.
b. Remove the tOP spark plug from No. one cylinder. Place the thumb of one hand over the spark
ph"i hole and rotate the crankshaft in direction of normal roeation until the compression sU'Oke is reached.
The compression Stroke is indicated by a positive pressure inside the cylinder tending to lift the thumb off
the spark pJug hole. In this position both valva of No. one cyliDder are closed. Tum the crankshaft
opposite to in norma! direction of rotation until it is approximateJy 35 dqrca BTe on the compression
stroke of So. one cylinder. Rotate the crankshaft in its normal direction of rotation until the 25 degrees
mark on the bad. of the scaner gear and the craDkca.se parting surfaces are aliped. or the marks on the
front oi the starter rin,sear and the drined. hole in the starter housing allIn. (Refer to Figure 7A-21.)
NOTE
The impulse coupling mqneto (-21) or the -200 shower of sparks
mapetos can beused only on the left side of the capc (u viewed from
the rear).
c. Rotate the drive gear on the magnetO until the chamfered tooth on the distributor gear inside the
magneto alifT's with the white pointcr as seen through the inspection hole in the magneto housing.
d. Without allowing the JUI' to rum from this position. install the rnqnero with IUket on the ensine
and secure with wuhers and nun.
e. TiJhcen nuts suificiently to hold magneto in position and yet allow it to be rotated.
f. Fasten the ground lead of the timin, light to all unpainted metallic: portions of the magncro and
one positive lead to the terminal side of the main points.
POWER PLANT
ISSUED: 8/18nZ
2 D23
UI
JP"!I..-------- TIMING MARKS
FIGURE 7A21. ENGINE TIMING MARKS
g. Turn on the timing licht SVritc:b.
h. Rotate the magneto housing in the direction of the mapet roution a fewdqrees until the timing
light comes on. Then slowly tum macncto in opposite directioa until the timing IiIbt goes OUt. Secure the
magneto housing in this position.
NOTE
Some timing lighu operate the opposite of the one mentioned.
i. Rotate the crankshaft opposite norma! rotation wuil it is approximately 3S dqrecs BTC on
compression stroke So. one cylinder.
NOTE
The crankshaft should not be rotated more than 10 dqrecs in direction
opposite normal rotation from the %5 dqrce BTe as the pawL on the
impulse couplinl (.Z1 macnetos) will enpp with the stOp pin and late
tuning will be indicated throUlh the impulse coupling mechanism. If this
should happen. rotate crankshaft in normal direction until sharp click is
heard; this will indicate that the impubc couplinJ has pused through
firing position. Tum crankshaft in direction opposite normal rotation to
approximately 35 dqrees ~ and proceed with riminJ check.
POWER PLANT
REVISED: 4/10/81
2 024

;. Turn the crankshaft very slowlyin diree:tion of normal rotation until the riming mark on the front
hce of the 0111 par w,ns with the clrilled bole in the starter or the timing mark on ehe baa of the rins
gear ~ n s with the aankcase putinf sunac:es. At this pOint the liBht should 10 OUt.
k. If the iight does not go out at this point. a1ip tirDinJ marits and rotate magneto on mounnnc
nan,e in me desired direction and repeat the procedure until the litht IOcs out at _25 dqrees before tOP
dead center.
CAUTION
When timiftl rcurd breaker mqnetOI to the enpne. only main breaker
points ate timed. Never mempc to time retard brc&kct points to the
engine.
Install nuness plate and secure with screws.
Connect "P" leads and safety.
Connect starring vibrator lead to the left 200 mqnetos.
Secure engme cowling. u,
s,
t.
L Tighten the two mowarinl nun and replac:e the inspection plut.
m. After tighteniftl mqneto mOllntiq nua. check timin, to make sure it is still correct.
n. Install the other mqneto and time uu, the preced"" inmuctiQnl A through M.
O. With both macnetos timed to the engine and secured, check that they fire together. Rotate the
crankshaft 0ppoSlte normal rotation to apprOximately 35 dcgrca BTC with So. 1 cylinder on the
compression stroke.
p. If tbe mqnccos are timed correctly, both timin, liJha will go out simultaneously when the
crankshaft is tumcd in the nonnal direcaon &ligninl the 2' dqree marks with the drilled hole in the starter
housoftJ or the crankcase puring surfaces.
q. Disconnect tinung litht. Ascenain that the inspection plugs aDd breaker cover are inStaned and
secure.
r.
7A-;4.. SW"Cin1 VibratOr Checkin, Procedure.

a. ."1easure voltate berween vibrator terminal marked "in" and the ground terminal wiule operating
starter. Output must bea.t lcut a-volu on 12volt systems.
b. If VOltage is adequate. listtn for buum, of vibrator durin, sta.nin,. If no buzzing is heard. eIther
the vibrator is defective or the cirC\l.it from the outpUt "BO" terminI! on the vibrator to the retard tdual
breaker) magneto is open. Check both switch and retard Circuits. Also check for good electrical Il'0und.
c. Retard potnu may not be dOlin, due to \\TO"I adjustment. or may not be electrically connected
In the circuit due to 1 poor connection. Inspeer retard points to see if they close. Check for ?roper .:onract
at the swltch 1nd retard terminals of retard (dual breaker) mqneto. and at the vibrator. Check wiring.
d. Turn engine in proper direction of rotatioo until retard points JUSt open on :"010. one cylinder
posuicn, Remove input connection from starter to prevent enpe turning. Hold So. one plug head 5116
Inch from ground; energize \"'ibrator by tumlftg switch to SCart. P1ur lea.d should throw a 5116 inch spark.
Observe sparx at plup spark cap. If spark is weak. or missing, tty new vibrator. If this does not correct
trouble. remove militleto and check for improper internal timing or improperly meshed distributer ge1r5.
POWER PLANT
ISSUED: 8/18/72
2 El
PIPER COMANCHE SERVICE MANlAL
FlGlRE 7A22. IGNITIOS SYSTEM RETARD BREAKER MAGNETO INSTALLATION
CAL'TIO:"
When checking vibrator action. stand clear of propeller or remove
spark plug terminals.
Harness Assembly.
7A-76. Inspection Of Harness.
a. Check lead assemblies for nicks. cuts. mutilated braiding. badly worn section or any other evidence
of physical damage. Inspect spark plug sleeves for chafing or tears and damaged or stripped threads on
coupling nuts. Check compression spring to see if it is broken or distorted. Inspect grommet for tears.
Check all mounting brackets and clamps to see that they are secure and not cracked.
b. lsing an ohmmeter. buzzer, or other suitable low voltage device. check each lead for continuity. If
continuity does not exist. wire is broken and must be replaced.
c. Minor repair of the harness assembly. such as replacement of contact springs. spring retainer
as... emblies, insulating sleeves or of one lead assembly. can be accomplished with the harness assembly
mounted on the engine. However. should repair require replacement of more than one lead assembly or of a
cable outlet plate. the harness should be removed from the engine and sent to an overhaul shop.
ISSt'ED: 8/18/72
2E2
POWER
PIPER COMANCHE SERVICE MAl'il"Al

7A-77. Removal Of Harness.
a. Disconnect the clamps that secure the wires to the engine and accessories.
b. Loosen the coupling nuts at the spark plugs and remove the insulators from the spark plug barrel
well. lse caution when withdrawing the insulator not to damage the insulator spring.
c. Place a guard over the harness insulator.
d. Remove the harness assembly terminal plate from the magneto.
e. Remove the engine baffle plate that receives the harness asernbly.
f. Remove the harness from the airplane.
7/\.78. Installation or Harness. Before installing harness on magneto. checking mating surfaces for
cleanliness. Spray entire face of grommet with a light coat of Plastic Mold Spary. SM-O-O-TH Silicone
Spray or equivalent. This will prevent harness grommet from sticking to magneto distributor block.
a. Place the harness terminal plate on the magneto and tighten nuts around the plate alternately to
seat cover squarely on magneto. Torque screws to 18 to 22 inch pounds.
b. Route ignition wires to their respective cylinders.
c. Clamp the harness assembly in position and replace the engine baffle plate.
i/\-79. Spark Plugs.
.. A-SO. Removal Of Spark Plugs.
a. Loosen the coupling nut on the harness lead and remove the terminal insulator from the spark plug
barrel well.
~ O T
When withdrawing the ignition cable lead connection from the plug
care must be taken to pull the lead straight out and in line with the
center line of the plug barrel: otherwise. a side load will be applied
v. hich frequently results in damage to the barrel insulator and
connector. If the lead cannot be removed easily in this matter. the
resisting contact between the neoprene collar and the barrel
insulator will be broken by a rotary twisting of the collar. Avoid
undue distortion of the collar and possible side loading of the barrel
insulator.
h. Remove the spark plug from the engine. In the course of engine operation. carbon and other
combustion products will be deposited on the end of the spark plug and will penetrate the lower threads to
some degree. As a result. greater torque is frequently required for removing a plug than for its installation.
to unscrew the plug. The higher torque in removal is not as detrimental as in installation. since it cannot
stretch the threaded section. It does. however, impose a shearing load of this section and may. if sufficiently
severe. produce a failure in this location.
ISS LED: 8/18/72

2E3
POWER P l ~ T
FIGURE 7A23. REMOVING SEIZED SPARK PLUGS
NOTE
Torque indicatiDl handle should not be used for spark plug removal
c. Place spark plup in a aay that will identify their position in the engine as soon as they are
removed.
NOTE
Spark plup should not be used if they have been dropped.
d. Removal of sci&ed spark plup in the cylinder may be accomplished by application of liquid carbon
dioxide by a Conical metal funnel adapter with a hole at the apex just latJc enough to accommodate the
funnel of a C02 beetle. (Refer to Figure 7A23.) When a seiled spark plUJ cannot be removed by normal
means. the funnel adapter is placed over and around the spark plug. Place the funnel of the C02 bottle
inside the funnel adapter and rele:uc the carbon o x ~ to chill and contract the spark plug. Break the
spark plug leese with a wrencn. A warm cylinder head at the time the carbon dioxide is applied will ald in
the removal of an excessively seized plu,.
.. Do not allow foreign objects to enter the spark plUJ hole.
POWER PLANT
ISSUED: 8/18/72
2E4

7A-81. Inspection And Cleaning Of Spark Plug.
a. Visually inspect each spark plug for the following non-repairable defects:
I. Severely damaged shell or shield threads nicked up. stripped or crossthreaded.
., Badly battered or rounded shell hexagons.
3. Out-of-round or damaged shielding barrel.
4. Chipped. cracked. or broken ceramic insulator portions.
5. Badly eroded electrodes worn to approximately 50C( of original size.
b. Clean the spark plug as required. removing carbon and foreign deposits.
c. Test the spark plug both electrically and for resistance.
d. Set the electrode gap at .015 to .018 of an inch or if a smoother operation at idle speed and reduced
magneto drop-off is desired. set at .018 to .022 of an inch. However. with wide gap setting the plugs must be
serviced at more frequent intervals. Fine wire platinum or iridium electrodes should be set at .015 to .01S of
an inch only.
7A-lQ. Installation Of Spark Plugs. Before installing spark plugs. ascertain that the threads within the
cvlinder are clean and not damazed.
. a. Apply anti-seize compound sparingly on the threads and install gasket and spark plugs. Torque 360
to .t10 inch pounds.
U T I O ~
Make certain the deep socket is properly seated on the spark plug
hexagon as damage to the plug could result if the wrench is cocked to
b. Carefully insert the terminal insulator in the spark plug and tighten the coupling nut.
7A-S3. Lubrication System,
".-\-84. Oil Pressure Relief Valve. Subject engines may be equipped with either an adjustable or non-
adjustable oil pressure relief valve. A brief description of both types follows:
a. :\on-adjustable Oil Pressure Relief Valve: The valve is not adjustable: however. the pressure can be
controlled by the addition of a maximum of three STO-425 washers under the cap to increase pressure or
the use of a spacer (Lycoming P N 73629 or 73630) to decrease pressure. Particles of metal or other foreign
matter lodged between the ball and seat will result in a drop in oil pressure. It is advisable. therefore to
disassemble. inspect. and clean the valve if excessive pressure fluctuations are noted. The oil pressure relief
valve is not to be mistaken for the oil cooler by-pass valve. whose function is to permit pres-ure oil to
hy-pass the oil cooler in case of an obstruction.
b. Adjustable Oil Pressure Relief Valve: The adjustable oil pressure relief valve enables the operator
to maintain engine oil pressure within the specified limits (refer to the engine manufacturer's appropriate
manual). The valve is located above and to the rear of :\0.5 cylinder. If the pressure under normal operating
conditions should consistently exceed 90 psi. or run less than 60 psi. adjust the valve as follows:
ISSl'EO: 8/18/72
2E5
POWER PLA:"IT
With the engine thoroughly warmed .up and running at a ma.ximum of 1200 observe the reae
on the 011 pressure gauge. If the pressure IS above 90 pSI. stop engine. loosen the adjusting locknut: and bac
\)1'1' the adjusting screw one or two full turns. Tighten locknut and retest. If pressure is too low turn adiustinu
screw further into the relief valve plug. thereby increasing the tension on the relief valve spring. When
valve has been satisfactorily adjusted. tighten the locknut and lock wire the crown nut to the drilled car
projecting (rom the valve mounting boss.
Oil Screen. The oil screens are the pressure screen. located in a dome shaped housing. above and
between the magnetos and the suction screen located in the lower aft section of the sump. These screens
should be cleaned at each oil change to removeany accumulation of sludge and to examine for metal filings
or chips. If metal particles are found in the oil screens. the engine should be examined for internal darnge.
a. To remove the pressure screen. remove oil temperature electrical lead or the temperature bulb and
the cap screws securing the housing. :\ote the location of the screws as the round fillister head screw. if
installed. must be returned to upper right corner of the housing. If the fillister head screw is not reinstalled
in the same hole from which it was removed. it is possible to crack the mounting flange of the vacuum pump.
b. With the housing and screen removed. clean and inspect both items. check the mating surface \)1'
the housing and accessory case for gasket panicles.
c. Insert the screw into the housing so that the screw fits flush with the housing base. l'sing a new
gasket. secure the housing to its mounting pad and torque cap screws to 75 inch pounds.
d. The suction screen is removed from the sump by removing the hex head plug at the lower aft part
of the sump. Clean and inspect the screen and gasket. replace the gasket if over compressed or damaged.
Insert the screen fully into the sump. install gasket and plug. Safety the plug.
7.-\-Ro. Oil Cooler.
a. When conducting a routine engine inspection. the oil cootens). lines and fittings should be chcc
for the following:
I. Oil cooler line attachments should be examined to be certain that all are tight and there is no
indication of eros-threading. (See C for oil line torque.)
, Oil lines must have adequate clearance and be properly aligned.
J. Oil line supports should be tight. properly positioned and if worn should be replaced.
4. Oil cooler should be checked for leakage or distorted cells.
5. Cooling fins should be clean and undamaged.
b. During each engine overhaul. at indications of high oil temperatures or during a 500 hour
inspection. the oil cooler should be removed. cleaned and checked for damaged fins and cells. When
replacing the cooler. properly align and do not over tighten the mounting bolts so that the cooler would be
damaged. While the oil cooler is removed. the oil lines should be disconnected and flushed.
c. If it is found that oil is leaking around the line compression nuts. check that the nuts are tightened
to 125 inch pound wet torque or the nut may be backed off. retightened finger tight. plus a J 4 turn. Do
not over torque.
compression nuts and inspect the line ends in the area of the swagged ferrules for collapsed tubing. This
condition may be observed by looking into the tubing ends. Should the tubing show indications that it i,
collapsed and new seal rings and proper torque does not stop leakage. the oil lines should be replaced. Also
m..pect the surfaces of the mating fittings for damage.
ISSl"ED: 8/18/72
2E6
POWER

7A87. Recommendations For Chanlinl Oil. (Ref. latest Lye. 5.1, ~ o 1014 ,)
a. If an additive oil is I.IJCd in ~ new enJinc. or a newly overhauled enp1c. hiJh oil consumption
might poSlibly be cxperieru:cd. The anti-friction additives of some of these oils will rewd the break-in of
the piston riDes and cylinciet walls. This condition is euily conee:ted by the \lse of smilht minen! oil until
normai oil consumpaon is obWoed. then chaop to the additive type.
b. In enama tbu have been operatinl on stniIht mincn.l oil for more than 100 houn. a change to
deteraCDt oil should be nwle with dqrcc of caution. the cleanm, action of detCfJCftt oil will tend to
loolCn sludJe deposlts and caUIC pluFd oil pUS&JCS. In fact. if an CftIine hu been operatinl on straiIbt
mincra1 oil. and is known to be in exceuivcly dirty condition. the switch to dcterpnt oil should bedeferred
until after the CftJine is overhauled.
c. When chI.fttinI from saailht mineral oil to deterFnt oil. the foUowm, precautionary steps should
be taken:
1. Do not add detergent oil to sm.ilht mincm oil. Drain the mailht mincn1 oil from the engine
and fill with detCfJCDt oil.
2. Do not opcr&te the engine lancer than five hours before the fJrSt oil change.
3. Check aU oil ~ s for evidence of sludp or pluging, Chaar: oil every ten houn if sludge
conditions are evident. Resume nonnal oll drain periods after sJudie conditions improve.
CAUTION
The terms "dcceqcnt", "additive" and "compounded" used herein ate
intended to refer to a cIa.u of avWion enJine lubricating oils to which
certain substances have been added to improve them for aircraft use.
These terms do not refer to such mueri&ls commonly known as "tOP
cyliJlder lubricant". "dopes", "carbon remover" whlch are sometimes
added to fuel or oil. These products may caUK dam. to the engine
and their presence in an e"line will YOld me owner's warranty. Under no
ctfcumJQllces should automCltive oil be u.scd. The use of automotive
lubricantS in Lycominl engina is sufficiczn lfOunds for rejection of any
wuranty claims.
POWER PLANT
ISSUED: 8118/72
2 E7
TABLE VlIA-IU. TROUBLESHoanNGCHA1lT
(ENGINE) (CAUURETOR)
Trouble Caauc RCIMdy
Failure of ename to Lack of fuel. Check fuel system for leaks.
start. FiU fuel tank.
Clan dirty lines. strainers.
or fuel cocks.
Undupriminl
. Prime with two or three
strOkes of primer.
Overpriminl
Open throttle a.nd"unload"
enpne.
Incorrect throttle scttiJ1I. Open throttle to one-tenth of
its rep.
Defective spark plup. ClCUl and adjUSt or replace
spark plu, or plup. Refer
to Paragraph 7A-81 for
spark plug ,ap adjusanents.
Defective ignition wire. Check with electric: tester and
replace any defective wires.
Improper operation of Check iDtcma.l cimini of
mapeto to breaker poinu mapeto. Check points.
Mapctizcd impulse couplint Dcmapctize impulse couplings.
left mapeto only.
Froze spark plul electrodes.
Replace spark plugs or dry out
removed plur.
Mixture control in ictle cut- Opcn mixture control.
off.
Internal failure.
Check oil sump screen for metal
particles. If found. complete
overhaul of the engine may be
indicated.
rs-zoo ma,netOS only) Broken contact: SPrint.
Replace capacitor.
I
Improper switch wirinl for
Reverse mlflleto switch wires.
left mapeto swtin.
Shorted ilnition switch or
Check and replace or repau.
loose ground.
POWER PLANT
ISSUED: 8/18172
2fa
PIPER COMANCHE :iERVICE MANl'AL

TABLE VilA-III. CHART
(CARBCRETOR) (cont)
Failure of engine to idle Incorrect carburetor idle Adjust throttle stop to
properly. adjustment. obtain correct idle.
Idle mixture. Adjust mixture. Refer to
engine manufacturer's
handbook for proper
procedure.
Leak in the induction Tighten all connections in
system. the induction system.
Replace any parts that
are defective.
Low cylinder compression. Check cylinder compression.
Faulty ignition system. Check entire ignition <tern.
Open primer. Lock primer.
Improper spark plug Check spark plug gap.
setting for altitude.
Dirty air filter. Clean. refer to Paragraphs
7A-35. 7A-39. i,.\-..o.
Low powe rand uneven Mixture too rich: indicated Check primer. Readjustment
running engine. by sluggish engine of carburetor hy author-
operation. red exhaust ized personnel indicated.
name and black smoke.
Mixture too lean; indicated Check fuel lines for dirt or
by overheating or back- other restrictions. Check
firing. fuel supply.
Leaks in induction system. Tighten all connections.
Replace defective parts.
Defective spark plugs. Clean or replace spark plug.
Improper grade of fuel. Fill tank with recommended
grade.
Magneto breaker points not Clean points.
working properly. Check internal timing of
magneto.
Defective ignition wire. Check wire \\ ith electric
tester. Replace defective
wire.
Defective spark plug Replace connectors on spark.
terminal connectors. plug wire.
Restriction in exhaust Check for loose muffler
system. bartles.
Improper ignition timing. Check magnetos for trimming
and synchronization.
ISSl'ED: 8/18/72
2E9
POWER PLA'Y
TARLE TROUBLESHOOTI:"G CHART
(E'GI'E) (CARBU RETOR) (conn
2EIO
ISSl ED. 8/18/72
Failure of engine to Throttle lever out of Adjust throttle lever.
Leak in induction system. Tighten all connections. and
replace defective parts.
Restriction in carburetor Examine air scoop and remove
arr scoop. restriction.
fuel.
Propeller governor put Adjust governor,
out of adjustment.
Faulty ignition. Tighten all connections,
Check system. Check
ignition timing,
Rough running engine. Cracked engine mounts. Repair or replace engine
mount.
Unbalanced propeller. Remove propeller and have
it checked for balance,
Bent propeller blades. Check propeller for track.
Defective mounting. Install new mounting
bushings.
Lead deposit on spark Clean or replace plugs.
plug.
Malfunctioning engine. Check entire engine.
Low oil pressure Insufficient oil. Check oil supply.
Dirty oil screens. Remove and clean oil
screens.
Defective pressure gage. Replace gage.
Air lock or dirt in relief Remove and clean oil pres-
valve. sure relief valve,
Leak in suction line or Check gasket between
pressure line, accessory housing crank-
case.
High oil temperature. See "High Oil Temperature"
, in Trouble Column.
Stoppage in oil pump intake Check line for obstruction.
passage. Clean suction screen.
Worn or scored bearings. Overhaul.
POWER

TABU VIlA-IB. TROUBLESHOOTING CHART
(ENGINE) (CAUIJR.E'TOR) (coat)
Trouble CauIC Remedy
HiJh oil cempcraC\lre. Insuff'icicut air cooliq. Check air inlet and
oudet defomation or
ObsauetiOD.
Insufficient oil supply. Fill oil sump to proper
ind.
Cloged oillina or Remove andclean oil
screens. screens.
Failint or failed beariDl. Examine sump for metal
particles and. if found.
overhaul enJine.
Defective thmnostus. Replace.
Defective CClftpeTatutC ... Replace , .
Excessive blow-tty. Usually caused by weak or
stuck rinp. Overhaul.
Improper enpIe operation. Check entire engine.
Excnsive oil con-
FailinJ or failed beariftl. Check sump for metal par-
sumptlon.
tides aDd. if found.
overhaul of engine is
indicated.
Worn or broken piston rings. Install new finis.
Incorrect installation of InsWl new rings.
piscon rings.
External oilleakace. Check engine carefully for
leaking ,wen. "0"
rings or SUldholes.
Leuqe throUJh engine Replace fuel pump "0"
fuel pump vent. ring.
Engine breather or vacuum Check entine and overhaul
pump breather. or replace pump.
(naccurate pressure Cold weather.
In extremely cold weather
readings.
oil pressure readings up
to 100 pounds do not
necessarily indicate
malfunctioning.
Overpriming.
Cold weather.
Open thrortle and u n o ~
engine.
POWER PLANT
ISSUED: 8/18/72
2Ell
TABLE VlIA-IU. TROUBUSHoonNC CHART
(ENGINE) (CARBURETOR) (coat)
Trouble C_
Remedy
Inaccurate pressure Cold weather.
Hilh or low pressure rcadinls
readinp. due to extremely cold
wcather are neeneees-
sarilya malfunction. Small
and 1011I oil lines will not
transfer pressure readinp
accurately until engine lS
quite warm.
POWER PLANT
ISSUED: 8/18/72
2 E12

TABLE VlIA-IU. TROUBLISHOOTtNC CHART
(ENCINE) (FUlL INJECTION)
TroulHc e.-. Remedy
Failure of ellline to Luk offud. Cbeck. fuel system for leaks.
start. Fill f\lel tank. Clan
dirty lina. stl'ainen or
fuel cocks. '
VndcrprilDiDl Prime by boldiftl boost pllmp
switch 4 to 10 seconds.
Overpriminc. Place control in "idle-cur-
ofr. Open throttle and
Wlload ellline by Nmin,
over with SW'tCf
Incomct throttle Opcn throttle to 118 of irs
seain._
L'&nJC.
Defective spark plup. Clean and adjllSt or replace
spuk plUl or plup.
Dcfee:tiw battery. Rcpl&ce with charged
battery.
Improper operation of Clean poiDa. Check internal
mapeto breaker poinu. timin. of magnetos.
Air bubbla in fuel system. Check. fuel vent.
File! pump fai1lltc. Replace pump.
Fllel tiDe rauieted. Cbeck. inlet line.
Lack of sufficient fuel Check fuel strainer and fuel
pressure. adjusanenu.
Internal failure. Check. oil sump strainer for
mr..al particles. If found.
complete overhaul of the
enJine may be required.
Cloacd injector nozzles. Remove from cylindcn. clean
in acetone solvent. blow
through the injector nozzle
opposite direction of fuel
flow with compressed air.
100 pSI.
Defective ipition wire. Check with electric tester.
wires.
POWER PLANT
ISSUED: 8/18/72
2E13
PIPER COMANCHE SERVIce MANUAL
TABU VlIA-ID.TROUBLESHOOTING CHAJt.T
(ENGINE) (FUEL INJECTOR) (conI:)
Trouble
ea.u..
Remedy
Failure of enaiDe [I)
Incorrect idle adjustment.
Adju. throttle Stop to obtain
idle pro9crly.
correCt idle.
Insufficient fuel prasure. Check fuel stniner and pump
pressure adjustment.
CI"IPd injector nozzles. Remove and flush with acetone.
Blow mroul" orifice with
compressed air - 100 psi.
Leak in induction systCft'l. Tilinen all connections in
the induction system. Re-
place any defective pans.
Low cylinder compression. Check condition of piston
rings and valve scatS.
Faulty' ipition system. Check entitc ipition system.
Low power and Ilnewn ,\tixture too ricb; indicated InjeCtor may need recall
l"'Jnning.
by slugish enJine epee- bration by authorized
ation, red exbaust flame penonDel.
at niBhe. EXlRme cues
indicated by b1&ck smoke
from exhaust.
Mixture tOO Ian; indicated Check fuel Check
by overhcatiq or back fuel lines for obstrUCtions
firing. or restrictions.
leaky noule. Remove nozzle and blow intO
it. Air escapin, throlllh
the noule valve indicates
leaking. Replace nozde.
Cloged injeCtor nozzles. Remove and tlush with acetone.
Slow through orifice with
compressed air 100 PSI.
Dirt in inlet screen. Remove screen and :lllsh With
acetone. Blow with
compressed air.
Din in "T" fitting. Remove "T" fitting lot dism-
burer. clean in acetone.
Blow through orifice With
compressed air - 100 pSI.
Fuel supply pressure ruel pump pressure.
excessively high.
Leak in mlilufoid line. Tighten fittings.
POWER PlANT
ISSUED: 8/18nZ
2 E14
PtPER COMANCHE SERVice MANUAL

TABLE VIIAlll. TROVBLESHoonNG CHART
(ENGINE) (FUEL INJECTOR) (cont)
Troub. eau. Remedy
Low power aDd IlDCVCft Lcait La lDcWc1ion system. Tithten all connections.
Nn.niJlI. (eeae.) Replace defective pam.
Poor fuel. Fill tank with fuel of
recommended p'ade.
Mapero breaker points Cleu points. Check internal
not workial properly. timiaa of mlpetos.
Defective iplition wire. Check wirewith electric
tesnf. Replace defective
wire.
Improper ipition cimini. Check mqnetos for riming
uad syDcbroni%ation.
Defective spark plu, Replace conncCton on spuk
tcrmiMl coftJlecton. plue wire.
Incorrect valve clearancc. Adjutt valve clcarance by
changinl pllsh rods.
Flow meter reads high. Cloged nozzle. Remove andflush with aee-
tone. Blow throu,h orifice
with compressed air 100
pli.
Fwllrc of engine to Throttle lever nut alit Adjust throttle lever.
devclop full pOWCT. of adjustment.
Leak in induction system. TiJhtcn iDtake pipe mOllnnnl
flange nuts aDd tighten
intake manifold.
Mixture tOO Ian. InjectOr ml1$t be reealibraeed.
Throttle linkap limiting Check throttle link. and
travel of throttle valve. throttle valve opening.
Restrictions in inlet air Examine air scoop and
scoop. removc restrictions.
Improper fuel. Fill u.nk with recommendcd
aviation fuel.
Failiry ignition. Ti.hten all connections.
Check system with testct.
Check ilnition timing.
Rough engme. Cracked e.e moune. Replace moune.
Unbalanccd propeUer. Remove propeUer lDd have
it checked for balance.
Ddective mounting Install new mounting
bushings. bllshinp.
POWER PLANT
ISSUED: 8/18n2
2 E15
TABLE VlIA-In.TROUBUSHOOnNG CHART
(ENGINE) (FUEL INJECTOR) (coDti
Trouble C..
Remedy
L\Jwoil pressure. Insufficient oil.
Fill tank with oil of recom-
mended v1scosity.
Leak in suction tiDeor
Check ,uket between iCC-':S'
pressure line.
sory housing and crank-
case.
Dirty oil strainers.
Remove and clean oil
strainers.
Air lock or dirt in relief Remove and clean oil pressure
valve. relief valve.
HiJb oil temperature. See High Oil Temperature"
in "Trouble" I:olumn.
Relief valve OUt of Check valve.
adjllSanent.
Defective pressure .lfe. Replace ,age.
StOppage in scavenge Check line ror obStrUction.
pump intU.e passage. Clean suction strainer.
Failing or failed bcarinp. Check sump for metal
particles.
High oil temperature. Insufficient OU I:oolm,. Check air inlet and outlet for
deformation or obstnlction.
Insufficient oil supply. Fill extema! tank to proper
level with specified oil.
L.ow grade of oil Replace with oil coniormin!
to specification.
Cloged oil lines or Remove and dun oil
stninm. strainers.
Excessive blow-by. L'suaJIy caused by worn or
stickiftl nngs.
Failing or failed beuinp. Exarrune sump for meta!
panicles. If found. over-
haul of engine is indicated.
Defective temperature Replace gage.
gage.
POWER PLANT
ISSUED: 8/18n2
2E16

TABLEVlIA-IJI. TROUBLESHOOTING CHART
(ENGINE) (FUEL INJECTOR) (COllt)
Trouble c.u. Remedy
Excessive oil c:onswnptiOft. LowJftck of oil. Fill caak with oil c:omOnmftl
to specification.
FUlinI or failed bearincs.
Check sump for metal panides.
If found. overhaul of
enpe is indicated.
Worn piston riDp. InsuJ1 new rinls.
Incorrect iasca11alion of InsWl new rinp.
piscon rinp.
Cold weather difficulties. Cold oil. Move airctait into a heated
hqar. Heat oil.
Inaccurate pressure In extreme cold weather. oil
rcadinp. preuurc readinp up to
approximately 100 lbs, Do
Sot necessarily mean
rna!functioninl.
Overp
rimil1l' R.ocate crankshaft in direction
of normal rOtation with
throttle "full open", and
mixture in "idle-cue-off"
andipition switch "OFF",
Weak battery. tnstaU fully charged bauery.
Faulty ignition switch. Check ground WIl'eS.
POWER PLANT
ISSUED: 8/18172
2 E17
SECTION YIIS
POWER PLANT PA24400

Aeroflche
Grid No.
78-1.
78-2.
783.
78-7.
7B-12.
7816.
7B17.
78-18.
78-19.
7824.
7B-33.
Introduction .
Description .
Troubleshooting . . . . . . . . . .
78-4. Removal Of Engine Cowling . .
785. Cleaning. Inspection And Repair Of Engine Cowl .
786. Installation Of Engine Cowling .
Propeller .
78-8. Removal Of Propeller .
789. Cleaning. Inspection And Repair Of Propeller .
7810. Installation Of Propeller . .
7Bl1. Blade Track . .
Propeller Go\..ernor .
7813. Removal Of Propeller Governor .
78-14. Installation Of Propeller Governor
7815. Adjustment Of Propeller Governor .
Removal Of Engine . . .
Engine Shock Mounts
Induction System Air Filter .
78-20.. Removal Of Air Filter .
7821. Service Instructions .
7822. Installation Of Air Filter .
78-23. Alternate Air Door .
Fuel Injector . . . . . . . . . .
7825. Fuel Injector Maintenance .
78-26. Lubrication Of Fuel Injector
7827. Removal Of Fuel Injector
7828. Preparation Of Fuel Injector For Shipping
78-29. Preparation or Fuel Injector For Service .
78-30. Installation Of Fuel Injector .
7B-31. Adjustment Of Throttle And Mixture Controls ..
78-32. Adjustment Of Idle Speed And Mixture . .
Fuel Air 8leed Nozzles . .
7834. Removal or Fuel Air Bleed Nozzles . .
78-35. Cleaning And Inspection or Fuel Air Bleed Nozzle .. . .
7836. Installation Of Fuel Air Bleed Nozzles .
2E20
2E20
2E21
2E21
2E21
2E21
2E21
2E22
2E23
2E24
224
2F2
2F2
2F2
2F5
2F5
2F5
2F5
2F6
2F6
2F6
2F6
2F6
2F6
2F6
2F7
2F7
2F7
2F9
2F9
2FIO
2FIO
2Fll
2FII
2Fll
2Fll
Revised: 9/10/79
2 E18

iB-37.
iB-H.
7B-48.
78-52.
Iq'1ition System Mainttnanct
"iB-38. Inspection Of .\\agntto
7B-39. Removal Of Magneto .
7B-40. Adjustment Of Magneto Breaker Points
7B-41. Transformer Assembly .
7842 Magneto Timing. (Timing Magneto To Engine)
Harness Assembly . .
78-44. Inspection Of Harness , .
78-45. Removal Of Harness , . , , .
7846. Installation Of Harness . . .
7847. Starting Vibrator .
Spark Plugs - .. , ..
7849. Removal Of Spark Plugs , , .
78-50. lnspecrion And Cleaning Of Spark Plug
7B-51. Installation Of Spark Plugs .
Lubrication System . ,
iB-53. Oil Relief Valve ., , ,.. . , .
78-54, Oil Screens , .
7B-5S. Oil Cooler . .
78-56. Recommendations For Changing Oil .
Aerofiche
Grid No.
2F12
2FI2
2FI3
2FI3
2fl7
2F\7
2Fl9
2F19
2F19
2fl9
2F20
2F2\
2F2\
2F23
1F23
2F23
2F23
2F24
2F24
2F24
Revised: 9: 10: 79
2 E19
SEC1'IONVlIB
POWiR PLANT PA-Z4oooM)O
1B-1. ImrodUClioD. This section COftrI power plana ued in die and is comprised of
insa'\lc:tions for the mnOl1. minor repair. scmcc Uld _,II",j
o
ft of the enrine cowlial. propeller.
propeller ,ovemor. ftlJiAe. en,iDe shock mounU. inducDon sysmn. ipiaoft system &ad lubrication system.
71-2. Dacripdoa. The PA2+400 COmaDche is powered by an Avco-Lycominl 10-120 AlA eiBht
cylinder. direct drive. Wet sump. fuel injected. horiJonully oppoMd. air-cooled ename with acompression
ratio of 8.1:1 raced at 400 HP at 2650 RPM and daipcd to operate Ob 1001130 (minimum) octane
aviation Jftdc fuel. Cowliq completely endotcS the ename aad consists of an upper. a lower. and a nose
see:tiOb. Side pandl Uft up to allow aCCaI to the CftJiae.
The propeller is a COnstlDt speed three blade HanzeU umt contrOlled. by a IOvenlor mounted on the
cnJine supplyU1B oil duo. the propeUcr shaft If vuious pressutcS. Oil preuure from the governor moves
the blades into hiBh pitch (reduced RPM) and centrifupl twistint momcftt of the blades tend to move them
into low pitcll (hip RPM) in the aDlence of .00000r oil pressure.
The induction system consisa of a dry type air ruter. an alternate air door IIld a Bendix RSAIOADI
type fuel injector. Tbis cnpne is nonna11y aspirated widlllO ratriC1ions on maximum power output.
Bendix Scinrill& 5-100 series mapftOS are inRal1cd with their usociated components. The m&fneto
SYStCDl consisu of a dual (mud) conUC't uxmbly rnqncto. a sialie contact assembly mapeto. a high
tension hunCSl assembly. one tnDSfonncr ISICmbly mounted on each m&fDeto and twO low tCDsion leads. ,\
statting vibrator. anda combination ipitioa and saner switch.
In Idc1ition to the previously mentioned componena. eacb enpoe isfurnished with all-volt suner; a
10-ampere a1tcmator. a vacuum pump drive and fuel pump.
The lubrication system is of the prellUft Wet swnp type. The oil pump. which is located in the
accessory housm,. draws oil through a clriJlcd pusqe lcadin, from the oil suction screen located in the
sump. The oil from the pump then eQters a clriJlcd puaqe in the acensory housinl. whicll feeds the oil to a
threaded connection on the rear face of the accalOry housinJ. where a fle:tible line leads the oil to the
eXtCma1 oil cooler. Preuure oil from the cooler tctuml to I second threaded connection on the accessory
housinc from which point I drilled PUNIC conductS oil to the oil pfCssurescreen or mtet. In the CVCftt thac
cold oil or an obstruc:iion should rcmiet the oil flow to the cooler. an oil by-p.... valve is provided to pUi
the oil directly from the oil pump to the oil presaure screen or fI1ter.
The oil pressure saecD or film clement, 10Qted on the accessory housitll is provided u a means to
filter from the oil any solid particles that may have passed throu,h the suction screen in the sump. Aiter
being filtered in the prasutc screen or filter. the oil is fed throulb a drilled P&SUIe to the oil pressure relief
valve. located in the upper right side of the cn.nkcasc in front of the accessory housiftl.
This relief valve regulates the enpne oil pressure by allowinl excessive oil to return to the sump. whtic
the balance of the prcuure oil is fed to the main oil pUcry in the n,ht half of the aankcase. oil LS
returned by gravity to the sump where, after PusU1l through a screen. it is a,1in circulated through the
engine.
POWER PLANT
ISSUED: II18n2
2 E20
Seeute the fore and aft ends of the top cowl with screws.
Install the bottom cowl access plate and secure with quarter tum fastenm.

0 .
7B3. TroubiahooQnI' Troubles peculiar to the power plant are listed in Ta.ble vtIB-1l in the back of this
5eC'tion. along with their probable auses and sulJlested remedies. When trOubleshooting engines. ground the
magneto primary circuit before performing any chew on the ilJUtion system.
78-4. a_oval Of tap. CowliD,.
a. Release the quarter tum fasteners sec:uriftl the side cowlinJ to the bottom cowl.
b. Remove $CI'CWS a.t the front and aft ends of the tOP cowl.
c. Remove the twO nUtl. wubas and sc:ft'WI attaebi,. the top cowl to the firewall fittings.
d. Lift the top cowl from the eapse aacmbiy.
e. Remove the bottom cowl acceu panel by lOOscNq the qullter tum fasteners.
f. Disconnect air intake hoses and drain line from the nose cowl.
g. Disconnect cowl flap contrOl cables.
h. Remove bottom cowl by removinl screws sccuriDt bottom cowlint at the firewall. nose cowl and
landing geardoors.
r, Remove the nose cowl by pullinJ OUt hinlc piDsand scpu'URI it at the hinJe.
iB-S. CleaniDJ.lftspccUon ADd Repair Of Enpc Cowl.
a. Clean cowling with a suitable claninl solvent and wipe dry with a dean doth.
b. InspeC't cowlinl for dents. cnclts. loose riVets. elonpmi holes and damaged or mislinC f&.steners.
c. Repair all ddects to prevent further damage.
i ~ InstaUadoD Of Enpnc CowUnJ.
.&. POSItion the nose cowl halves on the front c:f the enpe and secure with hinp pins.
b. Raise the bottom cowl Into position and sccure with screws to the fl1'ewall. nose landing gear door
frune and the aese cowl.
c. Connect air hoses to nose cowl and drain line to the bOttOmcowl.
d. Connect cowl flap control cables.
c. Install the top cowl and secure suppOrt channels to fuewall fittings with twO screws. washers and
nuts.
.
g.
7B-7. PropeUer.
CAUTION
Bdore pcrfomUfti any service functions on the propeller. ascertain that
the master switch is "OFF", the mqneto switches uc "OFF" grounded
and the mi.xture control is in the "IDLE Cl'T.()FF" position.
POWER PLANT
ISSUED: B/18n2
2E21
10CMlC
8
I.
a. ..
3. ..O... , ",/I
.....ou"' ..,
S. Ou.... ",.,'"
I. 11'0" -'''0 11-''''
1...., ....." ",..,
t "ft,,,-."-.,,
FIGURE 78-1. PROPELLER INSTALLATION
7B-8. Removal Of Propeller. (Refer to Fipre 1B-1.)
NOTE
In some manner identify the position of each part in relation to the
other to facilia.te installation.
a. Remove the spmner (1) by mnoviq the screws that secure it to the spinner bulkhead (7).
b. Place, drip pan under the propeller to catch od spillap.
c. Cut the safety wire uound the propeller mounting boltS (4) and remove the bolts from the engine
crankshaft flanJC.
d. Pull the propeller from the m,ine crankshaft.
e. Remove the propeller "0" rinJ (6) and shim (5) from the engine flange. .
f. The spinner bulkhes may be removed from the swttr riD, gear (8) by removing nuts. washers
and bolts.
POWER PLANT
ISSUED: S/18n2
2 E22
FIGURE 782. TYPICAL NICKS AND REMOVAL METHODS

EXAGGERATED VIEW OF NICKS
IN L E I N ~ EDGE.
RECOMMENDED METHOD FOR REMOVING

NICKS IY RIFFI.E FILE AND CROCUS CLOTH.
BLEND DEEPEST PORTlON OF NICK INTO
lEADING EDGE AUGNMENT WITH SMOOTH
CURVES.
EXAGGERATED VIEW OFNiCK
IN FACE OFBLADE.
SECTION AA
NICK IN FACE OFBLAOE
REMOVED BY FILE AND
CROCUS CLOTH AS RECOM
MENDED.
iB9. C1anint. InspectioD And Repair Of PropeUer. (Refer to Figure 7B2.)

a. Check for eil and JftUC leaks.
b. Clean the spinner. propeller bub interior and exterior. and blades with a noncorrosivt solvent.
c. Inspect the hub partS for cracks.
d. Steel hub pam should not be pennitted to fUR. Usc:Lluminumpaint to touch up. if necessary. or
replate durinl overhaul.
e. Check all visible pIttS for wear and safety.
f. Check blades to determine Whether they tum freely on the hub pivot rube. This can bedone by
rock in, the blades back and forth thtoup the sliIbt Ueedom allowed by the pitch change mechanism. If
they Ippeat tisht and o&re properly lubricated. the propeUer should be disulcmbled by an luthonzed service
center.
g. Inspect bladcs for c1amaac or cracks. Nicks in leadinl edca of blades should be rued OUt and ill
edtes rounded. IS cracks sometimcs stilt from such places. UscfIDe emery cloth for finishin,.
h. Ie is recommended that for severe dam intcma1 repairs and replacement of parts. the propeller
should be rderred to the HaraeU Factory or Certified Repair Scation.
I. Grease blade hub throUlb zetk fittinp. Remove one of the twO fittings for nch propeller blade.
alternate the next time. Apply grease d:ItouJh the zerlt fitting until fresh pase appears at the iittmg hole of
the removed tittiq. Care should be taken to avoid blowln' OUt bub gaskets.
POWER PlANT
ISSUED: 8/18/72
2 E23
7BIO. lua1Wioa Of PropcUcr. (Refer to Fipre 781.)
L Position the spiJmer buJkhead (7) apiftIc the swter rin, Jat suPPOrt (8) so thar on arrow lines up
with the TCI on the front face of the support.
b. Secure the spinner bulkhad to the saner rina gear suppon: with 12 bola. IUlCI aDd 24 washen.
(One under the bolt head and one wuler cadi nut.) CaftfuUy tiptCD nuts uniformly to torque limits shown
inTable VIJ.l. .
c. Clean the propdIcr aDdCDJineflutes.
d. Observe the starter rinI par to make JUre it ismounted properly on the cnJiae amkshaft fIante.
The cnakshaft fIanp is swnped with III "0" mark uad the saner riftJ par is likewise identified by an
"0" mark. Upon iDsuJ1ation -of the stamf riJII aar. the mariUnp sball be ma:ed to insure proper
installation.
c. Install "0" rint (6) and shim(5) on the eaFnc sbat't.
CAUTION
it is absolutely CSSCDtial that shim (5) be insta11cd u failure to do so
may rault in f&i1urc of the mournin, bola due to reLativemovement of
the two a&fIICS.
f. Raise the propeUer into posicion with the enpc.nd slide the propeUer onto thc propeUer
mountinJ bushiDp.
,. Install the mountiJlt bola (4) in the propeUer hub and secure propeller to engifteflange.
h. Torque bola to specification liven in Table VIlB1 and safety.
i. Check blade track per pancnPh 7811.
j. Install propeUcrspinner and secure to bulkhead with screws.
7B-l1. Ba.Ie Track. Blade track is the ability of one blade tip to foUow the other. while routing. in
almost the same plane. Excessive difference in blade traCk more than .0625 inch may be an indication of
bent blades or improper propeller installuion. Check blade u foUoWl:
a. With thc cnJine shut down and blades vertical. secure to the aircraft a smooth board just under tbe
tip of the lower blade. Move the tip fore and aft throup iu fuU "bladc1hakc" m.vel. makin. small marles
with a pencil at each position. Then center the tip between these marks and scribe a line on the board for
b. CarcfuUy route propcUcr by hand to brinl the opposite blade down. Center the tip and scribe a
penc:illinc u before and check that lines arc not lCparated morc than .0625 inch.
c. Propellcn haviDi excess blade m.ck should be removed and inspected for bent blades or for partS
of sheared "0" rinI. or forcip particles. which have lodpd bctwccn hub and cnnkshaft mountinJ faces.
Bent blades will require repair and overhaul of uscmbly.
POWER PLANT
ISSUED: BI1an2
2 E24


TABLE VlI....
~ O E L L E R SPIOFICAnONS
Bladc Anllc Low Pitch (HiIh RPM)
H-
Hip PitcJl (Low RPM)
36-
PropeUer RPM SettinJ Enpne Static HiP RPM. 26'0 RPM. Max.
Entine Stacic Low RPM. U,O:!: '0 RPM. MiD.
PropeUer Torque Limits Description Required Torque
(Dry)
Spinner Bulkhead 100 iDch pounds
Propellcr .'Y\ountinl
Bolts 100 co 11' foot pounds
Spmncr Attachment
Screws 40 incJl pounds
POWER PLANT
ISSUED: 8/18172
2 Fl
PIPER SERVICE MA:'\itAL
I. AOIII$'.' SCIIIYf
Z. 1.0CII "liT
J. I:O"TIIOI. All'"
CO"TlIOI. ."UI.
S. IClIlYf A'II"'II.'
FIGl'RE 7B-3. PROPELLER ADJl'ST:\lEl'iT
..R-I 2. Propeller Governor.
Removal Of Propeller Governor.

J. Lift the left side panel of the engine cowling.
b. Disconnect control cable from governor control arm.
c. Remove the governor mounting stud nuts. It will be necessary to raise the governor as the nuts are
being: rernov ed before the nuts can be completely removed.
d. Remove the mounting gasket. If the governor is to be removed for a considerable length of time
and another unit is not substituted. it is advisable to cover the mounting pad to prevent damage caused
foreign matter.
Installation Of Propeller Governor.
a. Clean the mounting pad thoroughly making verv certain that there are no foreign particles in the
recess around the drive shaft.
b. Place the governor mounting gasket in position with the raised portion of the screen facing away
from the cnuine.
c. .-'\iign the splines on the governor shaft with the engine drive and slide the governor in position,
d. Raise governor off mounting pad enough to install washers and start mounting nuts. Torque nuts
evenlv.
ISSt'ED: 8/18/72
2F2

POWER PL\'T
P COMANCHE SERVICE MANUAt

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11 12 13 14 15 II
21
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22
23
24 25
Figure 78-4. Engine Installation
SKETCH A
26 27
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2829
eu, 'ueT'ON ,ellllN

INI 'NI: MOUNT
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lNI 'Tit ....
INJleTOlt
DItT"IBUTOII
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INI 'T"....
ENGINI 'HOCK MOUNT (IIIl'l" TO 'KITCH .. ,
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[NIINI B"I"THI"
ENII"I MOUNT
M.. IIIITO
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REVISED: 4/10/81
2F3
POWER
2F4

e. Connect the control cable end to the governor control arm.
f. Adjust paragraph 7B-15.
g. Fasten the cowling on both sides,
7B-15. Adjustment Of PropeUcr Governor. (Refer to Figure 7B-3.)
a. Start the engine in accordance with the directions given in the Owner's Flight Manual and allow to
wumup.
b. Push the "PROPELLER" cockpit control as fu forward as it will go. At this position the governor
speed adjusting conrrol lever will be apinst the hi-rpm fine adjusting screw.
c. Observe engine speed. Adjust the governor by means of the fine adjustment screw for 2650 rpm.
To do this. release the fasteners and lift the side engine cowling. loosen the fine adjustment screw locknut
and turn the hi-rpm fine adjustment screw in a clockwise direction to decrease engine speed and a
counterclockwise rotation to increase engine speed. One revolution of the fine adjustment screw increases
or decreases the propeller speed approximately 15 RPM.
d. After setting the engine rpm at 2650, run the self-locking nut on the flne adjustment screw against
the base projection to lock.
e. Pull the "PROPELLER" cockpit control aft to the low RPM position.
f. Observe engine speed. Set to 1550 rpm either by threading the fitting at the governor control arm
onto the cable. or by turning it in the direction tending to remove the fitting from the cable, depending on
whether it is required to decrease or increase engine speed, respectively. It will be necessary, of course, prior
to adjusting, to remove the selflocking nut and disconnect it from the governor control arm and to release
the fitting locknut.
g. Reconnect cable to governor control arm, tighten fining locknut. and recheck engine by moving
cockpit control in and out of the appropriate settings.
h. Fasten the cowling on both sides.
7B-16. Removal Of Enpne.
7B-17. Installation of Engine.
NOTE
Refer to latest lycoming Service Instruction So. 1241.
7BIS. Engine Shock Mounts. Replacement of engine shock mounts. Refer to Figure for the proper
arrangement of engine shock mount assemblies. The top shocks are assembled so the silver colored'shock is
aft and the gold colored shock is forward. The lower shock mounts are installed opposite of the top shock
mounts. Torque shock mount bolts to 450 to 500 in. lbs, and safety.
REVISED: 4/10/81
2F5
POWER PLANT
7B19. Induction 5y5_ Air FUtu.
7B20. Removal Of Air Fiker.
a. Remove the bottom cowl accal panel by looscnint the quarter Ntft fasteners.
b. Loosen clamp and remove air intake hose from filter box.
c. Releue the fucenm and remove the air box.
d. Remove the air mtet from the air box.
7B-21. Serrice huaucdo....
a. The f.&1tet should be cleaned daily when operating in clUK)" conditions and if any holes or tcan are
noticed. the rdter should be replaced immediately.
b. Remove the falter elemmt and shake off loOKdirt by tappinJ on a bud surface. beiDl careful not
to damage or c:rcuc the scaling ends.
CAUTION
Never wash the mtet element in any liquid or soak in oil. Never attempt
to blow off dirt with compl'CSICd air.
7B21. Insca11atioll Of Air FD
a. Place air filter in air box and install on backing plate.
b. Secure box to plate with cam10e fasteners.
c. Install air intake hose on fUter box and secure with clamp.
d. lnsall bottom cowl accCSl plate and secure with futencrs.
iB23. AltmWC Air Door. The a1tcmate air door. located in the induction system on the bade side of the
injector air box. is to provide a source of air should there bean air stapp. through the filter system. The
foUowing should be cheeked duriDJ inspection:
a. AUdoor seals are titht and binI'S secure.
b. Actuate the door to decennial! that it is not sticking or bindin,.
c. Check that the spriftl tension of the door is tight enou,h to allow the door to remain closed at full
engine Ri."'. yet should there be an air StOpP. it will be drawn open.
7B-24. Fucllnjector.
7B2'. Fuel Injector )taintenaDce.
1. In general. little attention is required between iajel:tor overhauls. However. it is recommended that
the following items be checked during periodic inspection of the engine.
I. Check tiahmas and lock of all nuu and screws which fasten the injector to rhe engine.
2: Check all fuel lines for tightness and evidence of leakace. A slight fuel stain d j ~ n t to the lir
bleed nozzles is not cause for ceneera.
POWER PLANT
ISSUED: 8/18/72
2 F6

J. Check chronle and mixture control rods and levc:n for ti,htnCSl and lock.
Remove and clcsn the injector fuel inlet strainer It me fllSt 25 hour inspection and each 50
hour inspection thernfter. Dunaged strainer "0" rings should be replaced. Torque strainer to 65-70 inch
pounds.
b. Tests prove that psoline which becomes sale due to proloapd uorqe absorb. oxyget rapidly.
This stale oxidized psoline acquires a very distinctive odor similar to vunish, causes rapid deterioration of
synthetic rubber parts. and aha fonns I gummy deposit on the internal metal partS. This condition.
however. docs not occur durinl normal operation of the injector where fresh fuel is being consundy
c1rculated.
7826. Lubricalioa Of Fucllnjectot.
a. There: is very linle need for lubrication of the: injector in the field bftWecn rcpw overhauls.
Huwc:ver, the clevis pins used in connection with the throttle: andmanual mixcure conrrollevcn should be:
checked for frcedom of movement and lubricated, if necessary.
b. Place a drop of enpne grade oil on the end of the throttle shaft in such a manner that it can work
into the throttle shaft bushings.
;'8-27. Removal Of Fuel Injector.
a. Remove the bottom cowlin,. (Refer to plf&lnPh 78-4.)
b. Remove air intake hose: from filter box.
c. Release the fasteners around the air box lAd remove from back plate.
d. Remove nuts and bolts from clamp assembly at the injector unit.
e. Remove safety wire and screws from air box back plate.
f. Remove back plate and clamp assembly from injector unit.
g. Disconnect throttle and mixcure control cables from injector unit.
h. Disconnect fuc:llincs from injector unit.
I. Remove pal locknuts and nuts from injector unit mounting scuds.
J. Remove fuel injector from mounting pad.
7828. Preparation Of Fuel Injector For Shippinl' Any unit taken OUt of service. or units being returned
for overhaul. must be rlusheQ with preserving oil (Specification Grade 1010), using the
follOWing procedures:
a. Remove plup and dnin all fuel from the injector. If available. apply 10 to 15 psi air pressure to
the fuel inlet until all fuel is dischatJed from the injector.
b. Replace plugs and apply flushing oil filtered through a lO-micron filter at 13-1S psi to the Injector
fuel inlet until oil is discharged from the euuee.
c. Replace fuel Inlet shipping plug.
CAUTION
Do not exceed the above air pressure as ineernal damage to the injector
may result,
POWER PLANT
ISSUED: 8/18/72
2 F7

A
IDLE VALVE
LEVER
IDL.EMIXTURE
ADJuSTMENT
IMPACT TUSE

FLOW DIVIDER
FLOWDIVIDER
II DIAPHRAGM
:: rolS INCH00. STAINLESS

,;;==.
II ONE PER CYLINDER)
FLOW DIVIDER VALVE

THROTTLE VALVE II
II
THROTTLE II
LEVER II
II
rOLE SPEED II
AADJUSTMENTI'
II
FUEL II
INLET II
MANUAL MIXTURE
CONTROL. AND IDLE
CuT-OFF LEVER
FUEL INLET
SECTION-AA
IDLE VAL.VE L.EVER
CONNECTED TO
THROTTLE LEVER
LINKAGE
Figure 78-5. Schematic Diaaram of RSA Fuel Injector System (PA-24-400)
2F8
POWER PLANT
REVISED: 4/10/81

d. After filling with preservative oil. the injector should be protected from dust and dirt and Jiven
such protection apinst moisture IS climatic conditions at the paine of stance requite. In mose cases.
searing the unit in a dry ala will besufficiene.
e. If the. unit is eo be stored neg or shipped over sale .wacer. the foUowiJII precautions should be
observed.
1. Spray the txterior of the injectOr widl aD approved pmctVacive oil.
2. Pack in a dusrproof cOllcaiDcr. wrap the concaiacr with moimare and vapor-proof material and
seaL Pack the wrapped unit in a suitable sbippinl casc. Pack a one-ha!f pound bac of silica pi crystaLs in the
dustproof conainer with injector. The baI.must noc touch the injeC'tOr.
CAtmON
Exueme caution should be acrciscd wben handlin, or working uound
the injector to prevent oil or fuel from enteri.n& the air sections of the
injector. As cxpWacd prcv1ously, dam. to the air diaphrapn will
result. Fluid c:u easilyenter the air section of the injector throlllh the
impa.et tuba or the annular sroove around the venturi. For this rnson.
a procective plate should be insta1lccl on the scoop mountin. flange
when pcrfonnin. routine maintenance on the enaJne. such IS wuhina
dawn the rnpne and air scoop. seMl."ing tbe air filter (surplus oil on the
clemenc). or when injcctinl pracrvative intO the ename prior eo scoriDl
or sbippinl'
78-29. Preparation Of Fuel Injector For Service. Fuel injectors thu have been prepated for scorageshould
underlo the foUowiJta procedura before bcm, placed in $CIVice.
a. Remove and clean the fuel inlet strainer uscmbly and reinsuJl.
b. Inject dean fuel inca the fuel inlet connectioll with the fuel oudea uncapped until clean fuel flows
from the oudets, 00 noc exceed IS psi iDlet prcuurc.
iB-30. InscaUadoa Of Fuel InjectOr.
a. Innall fuct injeCtor with psket on mouncinl pad.
b. Install air box bracket on the twO lower injector mounting studs .utd secure bracket and injector
unic with wuhcn. nuts and pallocknuu.
c. Connect {uellines to fuel injector unit.
d. Connea throttle and mixture control cabin to contrOl arms and adjust per puagraph 18-31.
e. Install air box clamp uambly and back place on fuel injector inlet.
f. Secure back plate to support bracket and clamp assembly with SCRWS and safety.
i. Secure c1a.mp at the injector inlet with 2 bolts. washcn. :tuts, and cotter pins.
h. Install filter and air box on back plate and secure with esmloc fasteners.
I. Connect and secure air intake hose and drain, if removed.
J. Install bottom l:owling.
POWER PLANT
ISSUED: 8/18172
2 F9
PIPER SERVICE
U1
'. ......
Z '''1'0 40JU,T.....T
.... TU". "OJU'T"'''T
... ,e"II"
s, "'.":"111 .....
F1Gl'RE 78-6. IDLE SPEED AND MIXTl'RE ADJt'STMENT (Ft'EL I:\JECTOR)
I. Adjustment Of Throttle And !\'fixture Controls, The throttle and mixture controls arc udiu-ted '0
that when the throttle arm on the injector is rotated forward against its full throttle stop and the mixture
arm is rotated forward against its full rich stop. their respective cockpit controls should be of an inch
in from their full forward stops.
a. At the injector. disconnect the throttle and or mixture control cable end from its control arm.
b. l.oo...en the jam nut securing the cable end.
c. Adjust the linkage by rotating the cable end to obtain the .0(,2 of an inch spring back of tho:
cockpit control lever when the throttle or mixture control arm contacts its stop.
d. Reconnect the cable end to its control arm and secure jam nut.
e. Pull the throttle and mixture controls in the cockpit full aft to ascertain that the injector idle
screw contacts its stop and the mixture control arm contacts its lean position.
-:'B-J::!. Adjustment Of Idle Speed And Mixture. (Refer to Figure 7B-6.)
a, Start the engine and warm up in the usual manner until oil and cylinder head temperature- arc
normal.
b. Check magnetos. If the "mag-drop" is normal. proceed with idle adjustment.
c. Close the throttle to idIe. If the RPM changes appreciably after making the idle mixture adju... trne nt
during the succeeding steps. readjust the idle speed to the desired RPM.
ISSl"EO: 8/18/72
2FIO

POWER PLA,r
PIPER CO)1A:\CHE \1A:\L\l

\OTE
l hc idlc mixture must he adiu-tcd with the fuel boo-t pump "0'."
d. \\ hen the idling has been -tabilized. move the cockpit mixture control with a smooth. <teadv
pull toward the "Idle Cut-Off" position and observe the tachometer for any change during the "leaning
process. Caution must be exercised to return the mixture control to the "Full Rich" position before the RP\l
ca ,. drop to a poin t \\ hen: the engi ne cuts out. An increase of more t han SO RP\1 \\ hile "It:aning out" indica te-
an rich idle mixture..-\n immediate decrease in RP\l (if not preceded a mornentarv increa-ct
indicates the idle mixture is too lean.
e. If the above indicates that the idle adjustment is too rich or too lean. turn the idle mixture adjust-
ment in the direction required for correction. and check this new position repeating the above procedure.
Make additional adjustments as necessary. Each time the adjustment i" changed. the engine should he run up
to 2000 RP\1 to clear the engine before proceeding with the RP\I check. Make final adjustment of the: idle
-peed adiu ... trncnt 1\) obtain the de... ired idling RP\-t with closed throttle. The above method aim... at a cuing
that will obtain maximum RP\1 \\ ith minimum manifold pres ure. In case the setting dot:... not remain table.
check t he idle linkage: loo-ene ... s in thi ... linkage would cau e erratic idling. In all ca...es. allowance hould
he made for the effect l)f weather condition... and field altitude upon idling adjustment.
Fuel Air Bleed :\ozzles.
Removal Of Fuel Air Bleed r Rcfer to Figure '87.) The nozzle... mu... t he curctullv removed
a" or the linder... may he damaged.
a. lilt t he "ide access panels of the engine ':0\\ ling.
h. Di... connect the fuel line from the nozzle.
c. Curctullv remove the novzle. u... ing the correct xize deep ... ocket.
d. Clean and inspect the novzlc as given in Paragraph 78-.1S.
-R-_'5. Cleaning And Inspection Of Fuel Air Bleed
a Clean the nozzle, with acetone or Mcthylerhylkctonc (\1 EKIand blow out all foreign panicle" \\ ith
compte..... cd air in the direction opposite that of fuel flow. Do not use \\ ire or other hard ohiect-, h) clean
ori I icev.
h. In... pect the nozzle and cylinder threads for nick.......tripping or cro-,... -thrcuding and battered or
r0unded he'agon....
c. lnvpcct and replace nozzle Ovnngs found to be cracked. brittle or distorted. Refer to corning
Sen ice Instr uction... '0. 12"'S for detailed te-a procedure of air bleed nl)/lIe.;.
Installation or Fuel Air Bleed
a. It i... important for the nozzles to be correctly po... itioned with the air bleed hole facing upward.
b. In..tall the nOllles and tighten to a little le... s than flO inch-pounds torque.
c. Continue to tighten the nozzle ... until the letter or number ... tamped on the hex of the nOIl!c
point- Jtl\\ n. In this position the air bleed hole \\ ill face upward.
ISS CEO: 8/114(72

2F11
POWER P1.A'T
FIGURE 78-7. FUEL AIR BLEED NOZZLE

NOTE
Do not exceed 60 inch-pounds torque on nozzles wh.en aligninJ air bleed
hole.
d. Connect fuel line to nozzle.
CAUTION
SW't nozzles and line couplinp bY' hand to prevent the possibility of
c:ross-ehreadin"
e. IftStall engine cowlinc.
78-37. IpitiOD Sysrem MaiDtnancc.
7838. Inspection Of Mapcm.
a. Remove h.amess assembly cover from mapetO and inspect partS for moisture, broken leads or
other ciam.,c.
b. Swinl lads out of outlets in distributOr block and remove two Krews sccurilll block in hOUSing.
Lift the block from mapcto.
c. To properly inspect the breaker compartment and breaker points. it will be necessary to remove
the distributor t1ft1er by removing the two &ttachinJ screws and washers.
d. Inspe breaker poinrs for excessive wcu or burning. Desired contact surfaces will have :l dull gray
sandblasted or frosted appearance . .Minorin'qularitics or roulhncss of point surfaces arc not harmful.
POWER PLANT
1551;[0: 8/18/71
2F12
P'PER O M ~ H E SERVICE :\'lASt: L

'0attempt should be made to stone or dress contact points. Should
contact assembly have bad points or show excessive wear. the
complete contact assembly should be replaced.
e. Check the condition of the cam follower felt. Squeeze felt tightly between thumb and forefinger.
If fingers are not moistened with oil. re-oil using 2 or 3 drops of Scintilla 10-86527 lubricant. Allow approxi-
mately 30 minutes for felt to absorb the oil. Blot off the excess with a clean cloth. Too much oil may Ioul
contact points and cause excessive burning.
78-39. Removal Of Magneto,
a. Loosen fasteners and lift the cowling side panel.
b. Disconnect high tension leads (short center lead) from the transformer.
c. Remove the four screws securing the harness block to the magneto and remove block.
d. Disconnect .. P" lead from magneto and retard lead if removing left magneto.
e. Remove nuts and clamps securing magneto to engine and remove magneto.
"'8-40. Adjustment Of \1agneto Breaker Points. If it is certain that the cam has not been moved ~ I O
manufacture or 0\ erhaul, the contact assembly points can be adjusted by setting them at 0.0 19 inch I magneto-
S 'Of>:!- and up are adjusted to 0.016 j; o.oo:n clearance on the high point of any cam lobe.
If the cam has been disturbed or if it is not known that cam has been moved. time magneto uxing the
follow ing procedure:
'OTE
Magnetos of late manufacture have a brown strip of glyptal painted
across the cam retaining nut and the cam flange which makes it
possible to determine if the cam has been disturbed since manu-
facture or overhaul.
a. The S700 magneto has raised timing marks as shown in Figure iB-R. The center timing mark is the
reference or beginning point for proper timing and represents the full register position of the rotating magnet.
The "R" and "L" identify the two additional marks to be used for timing either a right-hand or left-hand
rotating magneto. The first mark. in the desired direction of rotation. identifies the 27
c
pa-t full register
instant of rna in contact assembly opening. The second rna rk. 7-1 2 later. identifies the instant of reta rd
contact assembly opening on retard contact assembly magnetos.
h. Loosen cam securing nut and run nut up flush with end of shaft. Loosen nut on drive end nf rotor
...haft. Remove main and retard contact assemblies and capacitor (rom breaker support assembly. Rework a
(llain wa-her as shown in Figure 78-9. Slide inside diameter of washer against rotor shaft between cam and
breaker vupport assembly. Tighten nut on drive end of magneto until cam is loose on rotor -hatt. Remove
J'I:\\ orkcd \\ asher from housi ng.
ISSl'ED: 8/18/72
2Ft3
POWER PLA:'\T
A...
RETARD CONTACT OPENING POINT
MAINCONTACT OPENING POINT
TIMING MARK ~ ~ t D ~
ORIVE MEMBER
FIGURE 7B8. MAGNETO TIMING MARKS
c. Remove am secuMJ nut and lift cut cam. Position distributor finpr on camfiance and file a
notch on edge of cam flan,e aliped with proper timiDi mark an finter. (Refer to Figure 1BI0,)
RqJosition cam on rotor and iastall sec:urinl nut flush with end of rotor shaft. Be sure notch on cam can be
seen when looking in contaCt assembly end of rnqnero.
d. Loosen drive shaft nut and install the 11-846' Holdinl Toolan rotor shaft as shown in Figure
1Bl1. Slide the 11-8464 Timin, Pointer Oft rotor shaft between drive plate and oil slinger. Securely tighten
nut and washer down on holdiftl tool. Place mapcco in venical position. drive end up.
10"7
~ 0 3 1 3
1.000
1.250
-+,+0.,25
FIGURE 78-9. REWORKED PLAIN WASHER
2 F14
POWER PLANT
ISSUED: B/18/72
F'lL.ED NOTCH
TIMING MARl<
~
I
:: ('\
II i J
-' I ,1_,
QISTRIBUTER FINGERR---..... ; ;
A."
FIGURE 1110. FILED NOTCH ON CAM
e. Tum rotor in direction Of rotation until timm, mark on drive member is betWeen the outside
timing mark on the "L" side and indented dot on flange of hOUM" Lehay flick adjusting knob of the
HOidinJ To->' and allow rotor to come to l"C:St. With rotot in this position. alip timing line of the Timing
Pointer with full rqister position timing mark. R.echeck cimint pointer position by again flicking Holding
Tool. Pointer should come to rat aligned with the timiDl mark. Tithten adjustment knob of Holding Tool
until pressure isapplied on howm, flange preventinl rotor from ru.ming freely .
....
TIMING POINTER
~ T O R HOI.OING TOOL
FIGURE 1811. INSTALLATION OF ROTOR HOLDING TOOL AND TIMING POINTER

POWER PLANT
ISSUED: B/18/12
2F15
...0
PAINTED LINE ON DISTRIBUTOR BLOCK
FIGURE 7812. ALIGNMENT OF CAM IN INSPECTION HOLE
NOTE
Be sure the Timing Pointer does not move on the rotor shaft after it has
been aligned with the full register position timing mark.
f. Turn rotor shaft in direction of rotation until timing line of Timing Pointer is directly over timing
mark for main contact assembly point opening. Tighten adjusting knob so rotor cannot tum but not tight
enough to cause damage to drive end bearing.
g. Install main contact assembly and tighten pivot screw. Turn cam until files notch on cam is
approximately in center of hole marked "T". (Refer to Figure 78-12.) Then continue turning cam in
direction of rotation until cam follower of main eeneaer assembly is on high point of cam lobe. Set contact
clearance to 0.019 + 0.001. Torque securing screws to 2025 lb. in. and pivot screw to 1215 lb. in.
h. Turn cam until notch on cam flange is approximately aligned with screw hole nearest hole marked
"T". Connect the 11-851 Timing Light. or equivalent. across main contact assembly. Tum cam in direction
of rotation slowly until timing light goes out (contact points open). While holding cam in this position.
tighten cam securing nut. Be sure cam does not move while tightening nut. Torque nut to 20-25 lb. in. Be
sure timing light is still out.
i. Check that the Timing Pointer is over timing mark for main contact assembly point opening.
Loosen adjusting knob of the Rotor Holding Tool and tum shaft until Timing Pointer is aligned with
scribed line for rerard contact assembly point opening. Tighten adjusting knob of Holding Tool enough to
hold rotor in this position.
j. Install retard contact assembly and tighten pivot screw. Using the 11-851 Timing Light, set contact
points to open at this point. Torque securing screws to 2025 lb. in. and pivot screw to 1215 lb. in. Loosen
adjusting knob of Holding Tool. Turn rotor in direction of rotation until cam follower of retard contact
assembly is on high point of cam lobe. Check contact clearance. It must be from 0.018 to 0.023 inch. If
clearance does not fall within limits. replace the ~ o n t t assembly.
k. Apply a stripe of glyptal, any color, across cam retaining nut and distributor rotor mounting
surface.
POWER PLANT
ISSUED: 8/18/72
2 F16

UI
"""'\:------- TIMING MARK
FIGURE 7B13. ENGINE TIMING MARKS
TrlQlf'onncr Aucmbly.
a. Check tn.nsfor:ncr uscmbly for cracks in the casing or for bent or broken mounting brackets.
Inspect outlets for damaged or stripped threads.
b. l'sing an ohmmeter, measure the resistance of the primary and secondary winding of the
transfonner uscl'ftbly. Check primary resistance between pin of small connector and transformer housing.
Resistance shall be 1 to 3 ohms. Measure secondary mistance between pin of qe connector and
transformer housing. Resistance shall be 10.000 to 14.000 ohms.
c. If transfonner assembly is damlfed or it fails the test. remove four screws securing it to mqneto
housll\g. Install new transfonner assembly and torque securing screws to Z'30 lb. in.
iB-U. MqnftO TiminJ. (Timin. MapetO to Enpne) Check each unit for proper magneto rctaeion before
placing either unit on the engine. If the magneto is of the COlTeet rotation. tum magneto rotor shaft in
direction of rotation until the timiftl mark on the drive member is approlrimately in alignment with 1n
indent on drive end of magncco housing. One of the painted on the distributor block should also be In
alignment when viewed through the opening marked "T" in the housing. When viewed from drive end of
the magneto. the painted line on the right side of distributor finger is for clockwise rotation. and the
painted line on the left side 15 for counterclockwise rotation..\\qneto is now :'>00. 1 cylinder advance firing
posmon.

The lines on the distnburor finger and distributor block as described In
previous parlifaph. arc for reference onlv. Absolutely no adjustment of
contact pome opening from these marks sha.Jl be used 15 an indicanon or
proper internal magneto timing.
POWER PLANT
REVISED: 4/10/81
2 F17
PIPER COMA!"olCHE SERVICE
a. Turn the engine crankshaft t,o numbe.r one cylinder ful,l advance (Refer to Fig.
7B-().) Install the magneto on the engine and tighten the mounting clamps sufficiently to hold magneto if.
position and yet allow it to be rotated.
Extreme caution must be exercised when aligning one of the painted
lines on the distributor finger With the painted line on distributor
block. After magneto has been installed on engine. check through
opening marked "1'" to see that these marks (lines) are still properly
aligned. Cam lobes are so close together that if the magneto is turned
only slightly it will be possible to time magneto on the WRO:\G
CYLI:\ DER. It could be on the cylinder in firing order or it
could be on PREvlOl'S cylinder in firing order. 10-710 series
engine firing order is 1-5-8-)-2-6-7-4.
b. Connect a timing light to switch wire (shielded capacitor wire) and to a good ground on engine.
C. If the timing light is out (battery operated models). rotate the magneto housing in direction of its
magneto rotation a few degrees until light comes on. Then turn slowly in opposite direction until light goes
out. Secure the magneto in this position.
:\OTE
The magnetic force in the S-700 series magnetos tends to act in the
direction in which the rotor is turned during the timing operation.
This causes the backlash in the magneto drive gears to accumulate in
the same direction. Consequently. as the magneto is being timed. the
backlash can be overlooked and result in a timing error as much as 6
to to\ degrees. To eliminate this possibility. insert a small screwdriver
through the "T" marked opening and engage the painted rotor
timing groove. (The painted lines on the distributor block and finger
will be found in approximate alignrnent.) With a light force depress
the screwdriver. moving the rotor in a counterclockwise direction.
as viewed from the rear. sufficientlv to remove anv backlash while at
the same time. rotate the magneto back and forth in both directions
until the breaker points just begin to open. as indicated by the timing
light. If inaccessability to the "I'" marked hole prevents it from being
used for holding out backlash. the magneto distributor block must
be removed and the magneto rotor utilized for this purpose.
d. Repeat this procedure for the other magneto using another timing light.
.:. After both magnetos have been satisfactorily timed. leave the timing light wires connected and
recheck timing as previously described to make certain that both magnetos are set to tire simultaneously. If
ISSl"ED: 8/18/72
2F18

POWER PLA:"T

the cimini is eerreet. both timinl LiJhts will be out. If the breakCT points open too soon, loosen the
mqneto mounting nua, aad roate the m2pleto in a clockwise direction (right ma,ntto). The left
should also be routed in a clockwise liirection. If points open too late. 'tum both mqnetos in a
counterclockwise direction. When it is eena.iJI both mqrlctos arc set to rue tOJemer, remove timing LiJht
&nd replace plugs.
CAUTION
Whm timinlretard breaker mapetos to the enpc. only main breaker
poina are timed. Never attempt to time rewd breaker poina to the
etlJine.
i8-43. Hamcu Assembly.
7844. Inspection Of Hamcu.
a. Check lead assemblies for nicks, CUtl, mutilated bnidifttJ, badly wom section or &ny other evidence
of physical damage. Inspect spark plug sleeves for chafing or tean and damaged or stripped threads on
couplinJ nuts. Check compression sprina to sec if it is broken or distorted. Inspect grommet for tean.
Cheek all mounting brac:kcu and clamps to see that they ate secure and not cracked.
b. Using an ohmmeter, buzzer. or other suitable low voltage device, check lead for continuity. If
continuity does not exist, wire is brakeD and must be replaced.
c. Minor repair of the harness assembly. such as replacement of conact springs. spring retainer
assemblies, insulating sleeves or of one lead assembly, an be accomplished with the harness assembiy
mounted on the engine. However. should repair require replacement of mote than one lead asscmbly or of a
cable outlet ?late, the harness should be removed from the enline and sent to an overhaul shop.
7B45. Removal Of HIlDCSI.
a. DiscoMect the clamps that SCCUtc the wires to the e"line and accessories.
b. Loosen the coupling nuts at the spark plugs and remove the insulatOrs from the spark ?lug barrel
well. Usc caution whm withdtawi"l the insulator not to d.a.mlle the insulator spring.
c. Place Ii guard oyer the harness insulators.
d. Remove the harness assembly tcnninal plate from the magneto.
e. Remove the eqine baffle plate that receives the harness usembl)'.
f. Remove the harness from the airplane.
7B46. Installation Of Harness. Before installing harness on lnaneto. check mating surfaces for cleanliness.
Spray entire face of grommet with a tilht coat of Plastic Mold Spray. SM.Q.QTH Silicone Spray or
equivalent. This will prevent harness grommet from sticking to magneto distributor block.
a. Place the harness temunal plate onthe magneto and tighten nuts around the plate alternarelv to
scat cover squarely on magneto. Torque screws to 18 to 12 inch pounds.
b. Route ignition wires to their respective cylinders,
c. Clamp the harness assembly in position and replace the engine baffle ?late.
POWER PLANT
ISSUED: 8/18/72
2 F19
.'70
LEFT MAGNETO
COMBINATION STARTER ANDIGNITION SWlTOf-- .......=4iiiiSi
Q ~ ct.-
BATTERY:
f 0 STARTlNGMOTOR I ~ ~
~ ) SCHEMATIC wmlNG DIAGRAM
.-/ IGNITION SYSTEM. RETARD BREAKER MAGNETO
SINGLE ENGINE
FIGURE 78-14. IGNITION SYSTEM RETARD BREAKER MAGNETO INSTALLATION
7B47. Startial Vibrator. (Refer to Figure 1B.14 )
a. D,sconnect all spark plulleads from the left magneto, at the spark plup.
CAUTION
Be sure all left magneto spark plug leads ue removed. thus preventing
cross-firingof eae mqneto and the possibiliry of hazardous cendirions.
b. Rotate engine crankshait until number one cylinder is in itS rewd firing posicon. L'smg the
11-851 Timing Light. check to sec that both mll"eto contact usemblin lre open.
c. Electrically disconnect starter from suner solenoid. If this is not possible. remove battery terminal
from starter switch or remove starter switch termInal fr(lm vibrator.
CAUTION
It is necessary that the starter be electrica.lly removed from the circuit before the vibrator
is put into operation to eliminate possibility of starter being enetJiud during eae rest,
d. Place combination switch in its "LEFT" position.
POWER PLANT
ISSUED: 8/18/72
2 F20
PIPER COMANCHE SERVICE MANuAL

e. If it was possible to elecmc::ally disconnect the saner from the starter solenoid. the starnng
vibraror may be enc:rgi.zed by tumiftJ the stuter switch on.
f. If starter wu not electrially removed from staner solenoid, it is necessary to connect a jumper
lead from stancr swttch terminal on vibraror to ungrounded terminal on battery. This will energize the
StartinJ vibrator.
c. Holdinl the number one cylinder spark plug lead approximately 3/16 to 1/4 inch away from a
load i!'ound. a series of hot sparks should occur.
CAUTION
Grasp the spark plat lead far enouJh away from the connection so as
not to produce any dafttcrous elecmca.l shock.
h. If the spark does not jump the ,ap. check the applied voltale to the starting vibrator. This voluge
should be either 1.2 or 24 volts ckpendinr upon the system being checked.
i, If voltage is correct, check the contact points of the mllDeto. Both SCtS of contact p"inu shail be
opened.
J. Reject aU units not complyint with the preceding requirementS or which show any visual defects,
1B-48. Spark Plup.
18-49. Removal Of Spuk Plup.
a. Loosen the coupling nut on the harness lad and remove the terminal insulator from the spark plug
barrel well.
NOTE
When withdrawing the ignition cable lead connection from the plug.
care must be taken to pull the Ie:ld straight out and in line with the
center line of the plug barrel; otherwise, a side load will be applied
which frequently results in dam.,e to the burel. insulator and
connector. If the lead C2.ftnot be removed easily in this manner, the
resisting contact between the neoprene collar and the barrel insulator
will be broken by a rotary twisang of the collar. Avoid undue distortion
oi the collar and possible side loading of the barrel insulator.
b. Remove the spark plug from the engine. In the course of engine operation. carbon and other
combustion products Will be deposited on the end of the spark plug and will penetrate the lower threads to
some degree..\s " result. greater torque is frequently reqUired for removing a plug than for its instillation.
to unscrew the plug. The higher torque in removal is not as detriment:ll as in installation, since it cannot
stretch the threaded section. It docs. however imposc " sheanng load on thiS section and may, if
sufficientlv severe. produce a failure in this location.
POWER PlANT
ISSUED: 8/18/72
2 ~
FIGURE 7815. REMOVAL OF SEIZED SPARK PLUG
NOTE
Torque indicannt haadle should not be used for spark plug removal
c. Place spark plup in a my that will identify dleir position in the engine as soon as they are
removed.
NOTE
Spark plup should not be used if they have been dropped.
d. Removal of seized spark plup in the c:ylinder may be accomplished by applic:&tion of liquid carbon
dioxide by a Conical metal fuMel adapter with a hole at the apex just luge enough to accommodate the
funnel of a C02 bottle. (Refer to Figure 78-15.) When a seized spuk plug cannot be removed. by normal
means. the funnel adapter is placed over and around the spark plug. Place the funnel of the C02 bottle
inside the funnel adapter and release the carbon dioxide to chill Uld eeneaee the spark plug. Break the
spark plug loose with a wrench. A w:um cylinder head at the time the carbon dioxide is Olpplied will aid in
the removal of Ul excessively seized plug.
e. Do not :lHow foreign objectS to enter the spark plug hole.
POWER PLANT
ISSUED: 8/18/72
2F22

7S-S0. ImpecUoD AJld Claniq Of Sparkftu,.
a. Visually inspea each spark plu, fOf the foUowinl defeca:
1. Severely damaJcd sheUor shield mreads nicked Ill'. stripped or aoatbreaded.
Z. Badly battered or rounded $beU hexqons.
3. Out-of-round or damated sJUeldinc barrel.
4. Chipped. cnc:ked. or brokcli ceramic iNulator portions.
S. Sadly eroded electrodes 'Nom to approximately 5Q4K, of oriJinal size.
b. Clea.n the spark plu, as requited. ranoYint carbon and for. deposia.
c. Test the spuk plUl both eleetric:a11y and for resistance.
d. Set the electrode ,ap at .015 to .018 of all inch or if a smoother operation at idle speed and
reduced mllftCto drop-off is desired. set at .018 to .022 of an inch. However. with wjde ,ap seain, the
plup must be serviced at man: frequent inmvals. Fine wile platiDumor iridium electrodes should be set at
.015 to .018 of an inch only.
78-51. InltlJJation Of Spark Plup. Before installint spuk I' lUIs. uccmin mat the threads within the
cylinder are clean and not ciarnqed.
a. Apply anti-sei:ze compound spatinllY on the threads and install,askeeand spark pl\lls. Torque 360
to inc:h pounds.
CAUTION
ccttain the decp socket is properly seated on the spuk plUl
hexqan as damage to thc plu, could result if the wrench is cocked to
b. Carefully insert the terminal insulator in the spark plu, and tilhten the cOl&pling nut.
78' Z. Lubrication Synem.
78-33. Oil Relief Valve. Thc function of the oil pressure relief valve. which is located between the upper
rilht engine mounttn,lul and NO.7 cylinder. is to maintain'eftline oil pressure withill specified limitS by
withdn.win, a portion of the oil from the circul.atinl system and retw'1'lin, the oil to the sump should the
prcnure become excessive. This valve is not adjustable. however. particles of metal or other foreJgn matter
lodled between ball and seat will result in a drop in oil pressure. It is advisable. therefore. to disassemble.
inspect U1d clean the relief valve if excessive pressure fluctuations are noted.
The oil pressure relief valve is by no means to be confused with the oil eocter by-pus valve. which IS
located on the ou pressure screen housina mountiftt pad. The sole purpose of the by-pass valve is to serve as
.1 safety meuure. permittin!J pressure oil to byoplSS the oil cooler entirely in case of an ebserucncn wuhin
the cooler,
POWER PLANT
ISSUED: 8/18/72
2F23
7B-54. OUScreens. The oil SCreclll ue me preslUft screca, loeucd in a dome shaped hOllSiDg, above 1ftd
between the mqnuos and the suction screen locaeed in the afe section of the sump. Tbese screens should
be clCU'led ae eacb oil cbanp to remove any aCCWllulation of sludle and to examine for metal fJ.1.inp or
chips. If mew pattides ue fOWld in the oil ICZftIll. the eapte should be examined for ineernal ciamac
c
.
a. To remove the prasure screm, remove oil mnpcn.mn elcct::ricallad or the tempcn.aue bulb and
the cap screws seCllriDl the housiDl. Note dle locadon of the screws u che round fillister hca.cl screw. if
insulled. mu.sc be mumed co upper ri,ht comer of the housiDt. If the flllilur bad ICtew is not rewulled
in the same hole from which it was remowcl, ie is possible to cnck the moun=- flante of the vacuum
pump.
b. With the housinl aDd SCIft1l remowed. c1eul andinlpCu both irea, chcckthe matinI surface of
the housinr andaccasory cue for pee partida.
c. InKft me screw inca the bousinllO thae the screw fia flush with the boutin, base. Usinr a new
gasket. secure the houlinl to ia mounc:m, pad and torque cap screws to 7S inch poullds.
d. The suction screen is mnoved from the sump by removm, the hex had plu, at the lower aft part
of the sump. Clean and inspect the screen and psket. rcplac:c tbe ,uku if over compressed or damaged.
Insert the scrccn fully ineo the sump. insc&ll fukft andpiUl' Suny the piUl'
iB55. ou Cooler.
a. When conducUfti a routine enJine inspection, the oil coolcr(s).lincs and fitciftp should be checked
for the following:
1. Oil cooler line attaehmcna sbould be txamined to be certain that all 1ft tithe and thete is no
indicuion "f aouthrcadinl. (Sec C for oil line torque.)
2. Oillina muse have aclequarc c1anncc and be properly a1itncd.
3. Oil line supportS should be tithe, properly positioned and if wom should be replaced.
4. OUcooler should be checked for leakap or distorted cells.
S. Cooling fUll should beclean and undamqed.
b. Durinl each engine overhaul, at indications of hiah oil rempCQcuI'CS or during a sao hour
inspection, the oil cooler should be removed, cleaned and checked for damqed fUll and cells, When
replacing the cooler, properly alip and do not over tighten the mounting bolts so thae the cooler would be
dam.lfecl. While the oil cooler is removed. the oil lines should be disconnected and flushed.
c. If it is found that oil is leaking around the line compression nua. check that the nuts are tightened
to 12' inch pound wee torque or the nue may be backed off, migbtened finger right. plus a 3/4 rum, Do
not over torque.
d. Should oil continue to leak, ie may be necessary co replace the seal rings. Also remove the
compression nua &tid inspece the line ends in the uca of the SWilled females for collapsed wbine. This
condition may be observed by lookiftl intO the tubing ends. Should the cubilll show indications that it is
collapsed and new seal rinp and proper torque docsnee HOpleak.lle, the oil lines should be replaced. Also
inspece the surfaces of the mating fietings for dam.lle.
1856. Recommendations For Chanlinl Oil. (Ref. Lye. latest 5.1. No. 1014 .)
a. If an additive oil is used in a new enline, or a newl)" overilawed engine, high oil consumption
might possibly be experienced, The antifriction additives of some of these oils will rcurd the break-ill of
the piston ring! and cylinder walls. This condition is cuily corrected by the use of straight mineral oil until
normal oil consumption is obtained. thcn change to the additive type.
POWER PLANT
REVISED: 4/10/81
2F24
PtpER COMANCHE SERViCEMANUAL

b. In cnpnes that have been operatins on stniIht rninera.l oil for more thm 100 hOlln. achaap to
detergent oil shollid be made with a dqree of calltion. the deaniDJ action of a dctftlCt oil will tend to
loosen silldge deposits aad cause plll.ed oil pusqa. In fact. if an enpe hu been opcru:inc on stniIht
minerai oil. and is known to be in cxCCSlivcly difty cOllditioD, the switch to clctCfJCt oil sboll1dDe defcrrccl
until after the enpne is overhauled.
c. When chanlilll from saaiPt mineft1 oil to deterpnt oil. the foUowinl precautionary steps should
be taken:
1. Do not add deu:rpnt oil to stnipt mineral oil. Dnin the sttailht mineni oil from the enpne
and fill with detClJCnt oil.
l. . Do not opente the eJ:llinc lonprthu (1ft hows before the (U'St oil cha
3. Check a.Il oil sc:reeDS for evidencc of sludp or plullinl. Chanp oil every ten hours if sludle
conditions ate evident. Resume DOnna! oil drUl periods &ftet sludte conditions improve.
CAUTION
The terms "dcterpnt". "additivc" aDd "compounded" used herein are
intended to refer to a clus of aviation cpe lubric:atiq oils to which
certain substanca have been added to improve than for aircraft use,
These terms do IlOt refer to such mataia.ls commonly known as "top
cylinder lubricant", "dopa", "carbon remover" which 1ft sometimes
added to fuel or oil. Tbc::sc products may cause d.tmaIe to the meine
and their presence in Ul eftline will void the owner'swun.nty. Under no
circ:umsunces should automotive oil be IlICd. Tbe use of :automotive
lubric&ftts in Lyc:omiq ensines is sufficient grounds for rejection of any
wananty daims.
POWER PLANT
ISSUED: 8/18112
2Gl
PIPER COMANCHE SERVICE \ A ~ t AL
TABLE \"IIB-II. TROL'BLESHOOTI'G CHART (E'G"E)
2G2
tsst ED. 8/18/72
Failure of engine to Lack of fuel. Check fuel system for leaks.
start . Fill fuel tank. Clean
dirty lines. strainer or
fuel cocks.
L'nderpriming. Prime by holding boost pump
switch 4 to 10 seconds.
Overpriming. Place control in "idle-cut-
off." Open throttle and
unload engine by turning
over with starter.
Incorrect lhrottle setting. Open throttle to I 8 of its
range.
Defective spa rk plugs. Clean and adjust or replace
spark plug or plugs.
Defective battery. Replace with charged
battery.
Improper operation of Clean points. Check internal
magneto breaker points. timing of magnetos,
Air bubbles in fuel system. Check fuel vent.
Fuel pump failure. Replace pump.
Fuel line restricted. Check inlet line.
Lack of sufficient fuel Check fuel strainer and fuel
pressure. adjust ments.
Internal failure. Check oil sum!" strainer Ior
metal particles. If found.
complete overhaul of the
engine may be required.
Clogged injector nozzles, Remove from cylinders. clean
in acetone solvent. blow
through the injector nozzle
opposite direction of fuel
flow with compressed air.
100 psi.
Defective ignition wire. Check with electric tester.
" Ires.
POWER PlA'
P1P':R COMANCHE SERVICE MANUAL

TABLE VllB1J, TJlOUBLESHOOTING r.HAJtT
(ENGINE) (coat)
Trouble Cau. Remedy
Failure of engine to Incorrect idle adjusmaent Aaj\lSt throttle itoI' to obtain
idle' properly. comet idle.
Insufficient fuel pressure. Check fuel strainer and pump
pressure adj\&$unent.
Clogcd injector nodes, Remove and flush with acetone.
810w throulh orifice with
compressed. air' 100 psi.
Leak in induction system. rithten all connections in
the induction system. Re-
place any defective partS.
Low cylinder compression. ClMck condition of piston
rinp and valve seaa.
Faulty iptition system. Check entire ipition system.
Low power and uneven Mixture tOO rich; indicated lnjeaor may need recall-
runnint by slugish CftIine opu- bration by authorized
adon, red exha\I.R flame pctSOnnei.
It ni,ht, Exacme cases
indicated by blac:ksmoke
from exhaust.
."lixture tOO lean; indicated Check fuel supply. Check
by ovcrbeatinJ or back- fuel lines for obstnlccions
firing. or nmrietions.
Leaky nozzle. Remove nozzle and blow intO
it. Air escapin, through
the nozzle valve indicates
leakin,. Replace nozzle.
Cloacd injector nozzles. Remove and flush with acetone.
Blow through orifice with
compmsed lit 100 psi.
Din in inlcr screen. Remove screen and flush with
acetone. Blow with
compressed air.
Dirt in "T" fittinJ. Remove "T" fittin,lt distri-
buter. clean in acetone.
Blow throu,h orifice with
compressed ait ' 100 psi.
Fuel supply pressure Check fuel pump pressure.
excessively hiJh.
POWER PLANT
ISSUED: 8/18/72
263
TAIL! VlIJS.U.TROUILESHoonNG ClART
(ENGINE) (CODt)
Trouble c.au. Remedy
Low power and uneven Leak in maDuold llise. TehteD fiftinp.
runnin!l. (cont.) Leak in iaduaion sysum. Tighten all COnucUOIlS.
Replace defective pans.
Poor fuc!. Fill tank with fuel of
recommended pde.
MqnetO breaker poina Clwa poiaa. Check inmnal
not worlcin, properly. timint of mapctos.
Defective ipition w1rc. Check wire with electric
tester. Replace defective
wire.
Improper ipition timiIII. Check maplClOS for timiOl
aDdsynchronization.
Defective spade piq Replace connecton on spark
termiDal conneeton. plua wire.
Incorrea valve dean.nce. Adjust. valve cieuance by
chanp. push rods.
Flow meter reads high. Cloged nonle. Remove andflush with acetone.
Blow through orifice with
compressed aU 100 psi.
Failure of engine to Throttle lever nut OUt of Adjust throttle lever.
Leak in induction system. Tilhten intake pipe mounting
flanse nuts and tighten
inuJc.e manifold.
Mixture too Ian. Injector mult be reealibrated,
Throale linkaplimicint Check throttle link. and
travel of throttle valve. throttle valve opening.
Restrictions in inlet &if Examine aUscoop and
scoop. remove resttiCtions.
aviation fuel.
Faulty ignition. Tighten all connections.
Check system with tester.
Check ignition timing.
Rough engine. Cracked encine mount. Replace mount.
Unbalanced propeller. Remove propeUer Uld lave
it checked for balance:.
Dde:ctlVC mounting Insull new mounting
busbints. bushings.
POWER PLANT
ISSUED: 8/18/72
2G4

TABLE VIla-II. TROUBLESHOOTING OlART
(ENGINE) (cont)
Troublc
Call.
Rcaacdy
Lowoil pressure.
lnsu.fficicftt oil.
Fill tank with oil of reeem-
mcnded viscosiry.
Leak in suction linc or Check gasket between aeees-
pressure linc.
lOry bousiftJ and crank-
cue.
Dirty oil strainers. Remove &ftd dean oil
mainers.
Air lock or dirt in relief Removeand clean oil pressure
valve.
relicf valve.
Hilh oil temperature. See "High Oil Temperature"
in ''Trouble'' column.
Relief valve out of Check valve.
adjusanent.
Defectivepressure Pie. Replace g.
StopPlle in sc::avCDJC Check linc for obstruction.
pump intake passage. Cleansuction strainer.
Fa1liDJ or failed bcarinp. Chcck sump for metal
particles.
High oil tempcn.ture.
Insufficient oil coolin,. Check air inlet and outlet for
deformation or obstrUction.
Insufficient oil supply. Fill extcml1 tank to proper
levcl with specifiedoil.
Lowgradc of oil. Replace with oil conforming
to specification.
Cloged oillincs or Remove and dean oil
mainers. Strainers.
Excnsive blow-by. Usuallycaused by wom or
scickinl riftp.
Fa.ilint or failed bearinp. Examinesump for metal
particles. If found. over-
haul oi engine is Indicated.
Defectivc temperature
Replace gage.
gage.
POWER PLANT
ISSUED: 8/18/72
285
TABLEY1IB-U. TROUBLESHOOTtNGCHAllT
(ENGINE) (cone)
Trouble ea.u. Remedy
Excessive oil consumption. LIJW ande of oil. Fill tank with oil confonning
to specification.
F.wn, or failed bearinp. Chcc:k sump for mew pam-
cles. If found. overhaul
of enpne is indicated.
Worn piston rinp. InsWl Dew riZlp-
Incorreet insuUatioll of IDIUll new rinp.
piston rinp.
Cold weather diffiadtia. Cold oil. ~ v &irenic iaee a heated
hUll'" Heat oil.
lnaccurue praNre In extrmle cold weather. oil
rcadinp. pressure readinp lip to
approximateJy 100 Ibs. Does
Not necessarily melJl
nWtunctioninJ
OverprimiDl
Rota" crankshaft in direction
of normal rotation with
throttle "full open", and
mtmare in "idle-eut-off"
and ignition switch "OFF".
Weak battery. tnsrall fuUy chattcd batter,..
Faulty ignition switch. Chcck JfOWldwires.
POWER PLANT
ISSUED: 8/18/72
2 66
Paragraph
SECTION VIIC
POWER PLANT
Aerofiche
Grid :"0.
REVISED: 4/10/81

7C-2.
7C-3.
iC-4.
7C-8.
7C-14.
7C-18.
7C-22.
7C-26.
7C-30.
7C-34.
7C-34a.
Introduction . . . . . . . . . 2G9
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G9
Troubleshooting " .. . . . . . . . . . . . . . . . 2G10
Engine Cowling.... . . . .. . .. . . . . .. . .. . . .. . .. . . . .. . .... . .. . .. . . . . . . .. 2G10
7C-S. Removal of Engine Cowling. ... .. .. . . .. . . .. . . . .. . . . . . . . . . . .. . . . . . . . 2G10
Cleaning. Inspection and Repair of Engine Cowling. . . . . . . . . . . . . . . . . . . 2G10
7C-7. Installation of Engine Cowling...................................... 2GII
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2GII
7C-9. Removal of Propeller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G II
7C- 10. Cleaning. Inspection and Repair of Propeller ... ; . . . . . . . . . . . . . . . . . . . . . 2G12
7C-ll. Installation of Propeller........................................... 2GI3
Adjustment of Low Pitch Blade Angle Stop.......................... 2G13
Blade Track........... 2G
Propeller Governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G 14
7C-I S. Removal of Propeller Governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G 14
7C-16. Installation of Propeller Governor.................................. 2GI4
7C-17. Adjustment of Propeller Governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2G15
Engine. . . .. . . . . .. . . . .. . . . . .. . .. . . . . . . . . .. . . .. . . .. . .. .. .. . . . . . . . .. . 2G17
7C-19. Removal of Engine 2G\7
7C-20. Installation of Engine 2G18
7C-lOa. Protection of Engine Mount. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G19
7C-21. Engine Shock Mounts. . . . . . .. . . .. . .. . . . . . .. .. . . .. . . . .. . . . . .. 2G19
Turbocharger 2G19
7C-22a. Turbocharger Nomenclature. . . .. . . .. . . . . . . . . .. . .. . . .. . . . .. . .. 2G 19
7C-23. Removal of Turbocharger. . . . .. . . . . . . .. ... .. . . . .. . .. . . . . .. . . . . . . . . . lG2/
Installation of Turbocharger................................... 2G21
7C-2S. Adjustment of Turbocharger 2G24
Overboost Pressure Relief Valve -, . . . . . . . . . . . .. 2G24
7C-27. Removal of Pressure Relief Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2G24
Cleaning and Inspection of Pressure Relief Valve. . . . . .. . . .. . . . . . .. . . . 2G24
7C-29. Installation of Pressure Relief Valve.. . . . . . . . . . . . . ..... .. . . . . . ... . . . . 2H I
Induction Air Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .. 2H I
7C-3l. Removal of Air Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2H I
Service Instructions... . . . . . . .. .. . . . .. . .. .. .. . . . .. .. . . . . . . . . . . . . . . . 2H I
7C-33. Installation of Air Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2H I
Alternate Air Door . . . . . . . 2H I
Indicator. Mixture Control (EGT) 2H2
7C-34b. Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . .. 2H2
7C-34c. Installation of Mixture Control Indicator Probe. . . .. . . .. . . .. . . . . . . . . . 2H4
2G7
7C-35. Fuel lnjecror .
iC-36. Fuel Injector .\taintenance .
iC3i. Lubncarion of Fuel InJector .
7C)8. Removal of Fuel InJectOr .
7C-)9. Preparation of Fuel Injector For Shippin. . .
7C-40. Preparation of Fuel InJector For ServIce .
7C-H. Installation of FuellnJec:ror . .
iC-U. Adjustment of and Controls .
7C43. Adjustment of Idle Speed and .
iC4-4. Fuel Air Bleed :-.Iozdcs . . _ . . . . . . . . . . . . _ .
7C45. Removal of Fuel Air Bleed :'IIonles ,........... . .. _ ..
Cleaning and Inspection of Fuel Air Bleed Nozzle .
:"C-;.7. Installation of Bleed :-.Ioules .
7C48. IgnItion .\1aintenance . . .
:"C-49..\\""neto . , , , . . . . . . , .
7C;0. Inspection of Magneto . . . . . . . , ..
7C-; 1. Remova.l of .\tagneto .
7C-52. Timing Procedure (IntClnal Timing> .
7(;). Inst:lIlation and Timing Procedure (Timing.\tacnno to Enline) .
7C54o. Stuting Vibrator Checking Procedure _ .
7C55. Harness -\sscmbly . . . . . . . . . . . , _ .
7e-56 Inspection of Harness . . . .
ie57. RI!mov31 ot Harness . . . . . .. .. . . _ .
7e;8. Insullation of Harness .
7C;9. Spark Plugs . .
7C60. Removal of Spark Plugs .
7C-61. Inspection and Cleaning of Spark Plug .
7e61. Insta.lIation of Spark Plugs .
Lubricanon System. . . . . . . . . .
7C-04. all Pressure Relief Valve .
Oil Screen . . . . . _ .
Oil Filter Element , .
7(-67. Turbu Oil Fluw .
Oil Cooler _ .
7C-69. Recommendations For Changing all .
Acrotlche
Grid No.
2H,
2W
2m
2H'
ZH6
2H6
2H.
2H8
2H,
2HI0
2HI0
2HI0
2HI0
2H11
ZHll
zan
2H13
2H13
2H15
2H17
2817
2H17
2H18
2H18
2H18
2H18
2H20
2H20
2H20
2H20
2H21
2H21
2H21
2H23
2H23
IssueD: 8/18/72
288


SECTIONvue
POWEllPr...ANT
PA24-260 (TUJUIOCHARGED)
7C1. Incroduetioa. This section coven power plants IlJed in the PA24-260 Turbo Comanche and is
comprised of instructions for the removal. minor service and insullation of the engine cowling.
propeller. propeller governor. en,me. eftlJine shock mounts. induction system. fuel injector. t\\rbocharJef.
Nel air bleed nonles. iJnition synem and lubrication system.
7C2. Description. The PA24-260 Turbo Comanche is powered by an Avco-LycominJ lOHOR1AS. six
cylinder. direct drive. Wet sump. horizontal opposed. fuel injected. air cooled cnfine with a compression
ratio of 8.5:1. rated a 260 HP at 2700 RPM. and desiJned to operate on 100/130 (minimum) octane
aviation J1'&de fuel. The cnpe contains components which make it suitable for curbochUling.
CowlinJ compLetely encloses the engine and consists of cwo biftlCd side access panels. an upper and
lower sectIon and a nose section. The cowl flaps are an intqraJ pan: of the lower cowl and are operated
manually throulh mechanicallinkap.
Tbe propeller is a Hartzell conS'taDt speed. conaoUed by a governor mounted on the engine supplying
oil through the propeUer shaft at various pressures. Oil pressure from the JOvcrnor moves the blades intO
high pitch (Low RPM). The centrifugal twistiJll moment of the blades move them into low pitch (High

The airplane's induction system consists of a dry type air flltcr and alternate air door. The e:'lgine fuel
system consists of a Bendix RSA-5A01 type fuel injCC'tor and a Lear-Seigler fud supply pump as an integral
put of the fuel injCC'tor symm. Two Rajay part number RJOOSOoI02 turbochlllft'S arc attached to the
engine. waste pte concrol of the turbochltJCf provides the pilot with complete freedom of choice
in turbochUJcr use. A pum-puUconcrol is installed for WIStC pte contrOl.
BendixScintilla S6LN1Zoo series maenctOS arc installed on the eftline. The system consists of two
mqnetos with "shower of sparks" retard points in the left mllftcto. necessary for starting.
In addition to the aforementioned components. the encine is eqUipped with an alternator. a geued
starter and vacuum pump. The enJine mount is steel t\\binl conser Iction attached at the firewaJl and
incorporates Y1bration absorbing mounts. From the exhaust stadts. gues are directed to the t\\rbochargcr
waste gate. through or around the t\\rbine. as required. and overboard at the rear of the CJlIine cowl. engtne
nacelle.
The lubrication system IS of the full pressure wet sump type. The oil pump. which is located in the
accessory b0usint. draws oil throu,h a drilled PUSlle leading from the oil sucnon screen located in
sump. The oil from the pump then enters a drilled Pllllle in the accessory housing. which iceds the oil to a
threaded connection on the rear face of the accessory housing. where a flexible line Leads the oil co the
external oil cooler. Pressure oil from the cooler returns to a second threaded connection on the aceessorv
:,ousmg from which poinr a drilled conducts the oil to the oil pressure filter. In the event that cold
011 or an obstrUction should reseiee the oil flow to the cooler. an oil cooler by-pass valve1$ provided to pass
the 011 directly from the oil pump to the oil pressure filter.
POWER PLANT
ISSUED: 8/18172
2ss
The oil pressure filter element, located on the accessory housin is provided u a means to mtet any
solid particles that may have puscd through the suction screen in the sump. After bema filtered
the preuure ruter, the oil is fed through a drilled PUSlle to the oil pressure relief Y2lve, lceated in :he upper
right side of th.'! cnnkcase forward of the accessory housing.
This relief valve rqulaus the ftlJine oil pressure by allOwln' elCcest oil to retum to the sump, while the
baianceof the pressure oil is fed to the main oil pllcry in the ript half of the c:nnkcue. Residual oil is
returned by poavity to the sump where. after pusmC thfOqh the suction screen. it is acain circulated
through the engine.
The tIlrbochaqus arc lubricated tft !npne oil -hicb is supplied to the turbo oil gallery by lines
connected to the mpne accessory housina.lncorporatcdin the oil supply line isa pressure replator popper
valve. The use of & restricted fininl reduces CftIine oil prasure to 30-3' psi pressure required for the
turboc:hUJCtS. Oil isSQvenpd from the aarbocballer sump andrerumcd to the crcine sump by a scavenlft'
pump inna1lcd on the hydraulic pump drive pad of the mpc accasory housing.
7e]. TroublesbooM,. Troubles peculiar to the power plant ate listed in Table vncnin the back of this
section. along with their probable causes and SUgeHed remedies. When troublcshoutiq enpnes. groun4 rhe
magneto primary circuit before pcrfotJllint any checks on the iJnition system.
7C..... Enpac CowliDs.
iCS. Removal Of Enpae CowtiDl.
a. AscerWtl that the master switch and mapetO switches arc in the off position.
b. Release the three cowl fasteners on each side of the mpe compartment.
c. Remove attachinl5CtCWS from the top cowl at the ftrewall.
d. Remove attaching screws &om the nose section partiftl surfaces.
e. Remove tne tWO attachin. nuu. wuben and screws securing the tOP cowl channels to firewall.
f. Lift the top cowl from the enpne UlCmbly.
g. Disconnect nose gear door accuatina rods.
h. cowl nap control cables.
i. Disconnect leat 400r frame channels from firewall an4 attachment str:LpS from tubular structUre
by removing screws.
J. DIsconnect min lines from boltom cowl.
k. Remove bottom cowl by removing screws securing it to the firew1ll.
Cleaning, Inspection And Repair Of Eope Cowlinl'
a. Cle:Ln cowling with a suitable cleaning solvent an4 wipe dry with a dun cloth.
b. Inspect cowling for denes, cracks. loose rivets. elongated holes 1Il4 dunqe4 or missinlJ futeners.
c. Repair all defects to prevent further damqe. Fibertlass repair procedures may be lccomplished
acc:ording to Fiberglass Repairs. Section IV.
POWER PLANT
ISSUED: 8/18/72
2Gl0

7C7. lnscaUaDon Of Enpac Cowlin,.
a.. Position the bottom cowlm, and secure with screws to the firewall bulkhead.
b. Sec:ure the ,ear door frame channcls to thc firewall and enginc mount straps uslnf auaching
screws.
c. Conne!:t cowl nap conual cables to flap a.cn&atiq urns.
4. Conncct Jar door &CaIaWlt rods to doors.
e. Connect cinin cubes to outlet in bottom cowl.
f. Poation tOp cowl on enriDc assembly.
g. AttaCh t,q! cowl SIlppon chaMcis to the fuewaU with screws, washers and llUes.
h. Secure the cowl nose section halves with screws.
l, Sec:uretop cowl to firewall bulkhead widl screws.
j. Adjust note gear door. (Refer to Section Vl.)
k. Secure side panels with fasteners.
7C8. Propeller.
CAtlTION
Before pcrfonninl any service functions on the propeller. uccnaift that
the master switch is OFF. the masnno switches arc OFF (,rounded)
and the mixture eeaerel is in the lDLE CUT-oFF position.
7C9. RemovaJ Of Propclkr.(Rcfer to Figure 7C1.)
a.. Ascertain that muter switch and rnqneto switches are in the OFF position.
b. In some manner identify the position of each pan: in relation to the other to facilitate installation.
c. Remove the spinner (1) by removing the screws that sccure it to the spinner bulkhead,
d. Remove the en,me eowli,.. (Refer to parapph 7C!.)
e. Place a drip pan under. the propeller to catch oil spillap.
f. Cut the safety wire around the propeUer mounti,. SfUds (7) and remove the SNds from the engine
flanse. The nuts arc froun and pinned to the studs, so the sNds will tum with the nuts.
g. Pull the propeller from the eftJine shaft.
h. Remove the propeller aoring (9) from the propeUer hub Ooring groove.
i, The spinner bulkhead (10) may be removed from' the staner ri,. gear by removing :11.lt5 and
wuhen.
POWER PLANT
ISSUED: 8/18/72
2611
1002.
FIGURE 7C1. PROPELLER INSTALLATION
.,
I.
Z.
J. "OJlI'T"'IIT
... "liT
t. I.''''''

T. ,'UO
I. .. ,..
t. "0" .,",
'0. -a"'." '.0
r r , , .... ,., ., ",. u ...
7C10. Clcaninl.lnlpeCtion And Repair Of PropdJcr. (Refer to FiJUte 7C2.)

a. Check for oil and rrcue leaks.
b. Clean the spinner. propeller hub and blades with a non-eorrosivc solvent.
c. Inspect the hub partSfor cracks.
d. Steel hub puts should not be permiacd to euse. Usc duminum paint to touch up. if necessary. or
replace durin, overhaul.
e. Check aJl visible partSfor wear and safety.
f. Check blades to determine whether they tum freel)' on the hub pivot rube. This can be done by
!'ocking the blades back and forth throulh the slitht freedom allowed by the pitch change mechanism. If
they appear tight and are properly lubricated. the propeller should be disassembled by an authorized
ServiceCenter.
g. Inspect blades for damage or cncks. Sicks in leading edges of blades should be filed out and ail
edges rounded. as cracks somet1D'les start from Ncb places. Usc fine emery cloth for finishing.
h. It IS recommended tnat for severe dam. internal repairs and replacement of partS. the propeller
should be refcned to the or a Certified Repair Station.
i. Grease blade hub through Ink finint. Remove one of the cwo fittings for each prceeller blade.
,uternate the next time. Apply grease through the zerit fittll\! until fresh p-ease appesn at the fimn, hole of
the removed fitting. Cue should be taken to avoid blOWing OUt hub gaskets.
POWER PLANT
ISSUED: 8/18/72
2812

Ell8ggerated View of nicks rn

leading edge
E"aggerated vIew of nick
In face of blade
FIGURE 7C%' "TYPICAL NICKS AND REMOVAL METHODS
Recommended method for re-

movong niCkSbv rtffle hie Ind
crocus cloth. Blend deepest portIOn
of "'Ck Into leadi"g edge 1119'"
me"t With smooth curves
/It.:
SECTION A.A-
Nick ,n face of blade rerT'oved
by "Ie ann crocus cloth 3S
recommended
1Cll. InsaUadon Of PropeUcr. (Refer to Fipre 1Cl.)

a, Clan propeller &adenpne flanps.
b. Install spiMU bulkhnd (10) on scatter rine par. andtorque bolts to specifications given in Ta.ble
VUCI.
c. Observe the surtCT rin, sur to make sure it is mounted properly on the engine crankshaft f l r ~ e
The crankshaft f1anIe is scamped with &.D "0" mark a.nd the starter tin, gear is Ijkewise identified by an
"0" mark. Upon insW1&tion of the staner rins gear. the markinp shall be mated to insure proper
instaU&tion.
cl. Lllbricate and install o-nn, (9) in the propeller hub 00rinI JfOOvc.
e. ."'ollnt propeller on engiDe. Screw each stUd (7) into io maan, fWlJe busbinl a. few thrcads it a.
time IIntil all are ript. Torque bolts to spec:ifications Jiven in Table VUC1. Succy the mounting bolts with
MS2099SC41 wirc. routiftl the wire wouBb the lock pins (8).
f. Check blade auk per puqrapb 1CU.
g. Install mpae cowlins. (Reier to parqraph 7C7.)
h. Install spinner (1) and secure with screws.
iC12. AdjlllUllCDtOf Low Pitch Blade Anpe Seop.
a. The propeller comes from the fa.ctory with the low pitch Stop a.djusted for proper blade angle. If.
howeYer. this adjustment bu been dimarbcd.the followin, procedUI'C isgiven for Obtaining blade angle;
1. The blade angle (refer to Table Vue1) isdetennined by plaCinga propeller protractor on the
face side of the propeller. at the 30 inch station. as measured from the hub center line. T!1c blade must be
horizontal.
POWER PLANT
ISSUED: 8/18172
2813
2. The low pitch ROp adjusancnt is made by a screw in the DOse of the ptopdlcr cylinder.
Rotatin, the screw clockwise iJlerases the low pitcb aDd reduces the staae RPM by about 100 RPM for
each half nun; or vice vasa.
b. Alter the low pitcb Rap hu been adjlllttd for propu blade q1e. the JOYemOr should then be
adjusted to obcain maximum raredcacmc RIMdUriJII akc-off climb as dacribcd ill pU'IfDpb 7C17.
1C-13. Blade Track. Blade cnc.:k is tbe ability of oae blade tip to foUow tbe other. wbile rocatin,. in
almost thc samc plane. Excessive diffcrnce.in blade tn.ek more thaD .062' inch may be aD indfeation of
bent blades or impropcrpropcUcr iDsallMioa.Cbeckblade aICk u follows:
a. With the eJIIine shllt down IUIdblada vertic::a!. secure to the aircraft" smooth boatel JUSt under the
tip of the lower blade. the tip fore aDd aft duoUfb iu fuB"bLadc1bakc" mYel. makin, small marlc.s
with a pencil at eacb position. Then center the tip becween thae lIW'ks &lid scribe " line on the bovd for
b. Cudully !'Otlce ptopc11cr by haDd co brill, the opposite bWl. do'Wll. Center the tip and scribea
penci11inc as before and chcc.k that 1iacs &rC not scpuatcd more chaD .062' incb.
c. Propcllcn baviq excess blade track should be removed aDd inlpected for bent blades or for pans
of sheated "0" rinI. or forcip panicles. wbich bave lodpd bctwea bub a.Dd cnnkshalt mOllnting faces.
Benc blada will require repair and overhaul of assembly.
PropcBcr GOftftlOr.
1C15. Removal Of PropcUcr Govcmor.

a. Lift the !eft side panel of the CftIiae cowlin,.
b. Disconnect control cable from governor control ann.
c. Remove the governor mOllntiftJ stUd Dilts. It will be neccssuy eo raise the ,overnor u the nuts arc
bem! removed before the nllts can be completely removed.
d. Remove ehe mounnn, gasket. If the covemor is to be rcmowd lor a considcnblc leftJth of rime
and Uloehcr lUlie is noe sllbstituted. ie is advisable to coYer the cnountinl pad to prewnt damage caused by
foreign matter.
7C16. InstaUaQon Of PropcUerGovernor.
1. Clean the mounting pad thoroughly makin, very certain that thCfC are no forciJn panicles in the
recess around the drive shafe.
b. PI"ce the IOvcmor mounting gukcc ill position with the raised ponion of the screen facinl away
from the cnline.
c. Align the splines on the govcmor shafe with the enline drive and slide the IOvcmor in posicion.
d. Ra.isc governor off mounting pad enollsh to insull washers and sun: mountinl nutS. Torque nuts
evenly.
e. Connect the control cable end to the JOVemor conuol urn.
f. AdjuR gov.crnor concrol per parqnph 1e17.
POWER PLANT
ISSUED: 8/18/12
2G14
PIPERCOMANCHE SERViCE MANUAL

r , ~ ......OJU'T''' (111'"
Z. 1.0( ~ OUT
J. e O T ~ O I .11...
eO"TIIOI. I I ~
s, .elll" .'11"'1.'
FIGURE 7C-J. PROPELLER GOVERNOR
iCli. Adjunment Of Propel1crGovemot. (Refer to Figure 7C-3,)
a. Start the enJine 1ft accordance with the cbrections ,ive!1 in the Owner's Flight :'-tanual olnd lilow to
warm up,
b. Push the "PROPELLER" cockpit contrOl as far forward as it will iO. At this position the governor
speed adjustiftJ controllcver will be apinst the hi-rpm fine adjusting screw.
c. Observe engine speed. Adjust the govemor by means of the flne adjustment screw for 2700 RP"'.
To do this. release the fasteners and lift the left side c"I!inc cowling, Loosen the fine adjustment screw
locknut and tum the hi-rpm fine adjusaneftt screw in a clockwisc direction to decrease cftllne speed and ;1
ecuntercloekwee rocabon to increase cngine speed. One revolueon of the fine adjustment screw increases
or decreases the propeller speed approximately 15 RP.\t.
d. After sertin, thc governor for hi&h RPM. run the self-locking nut on the fine adjustment screw
agamst the base projection to lock.
e. Pull the "PROPELLER" cockpit control aft to the low RP.\1. position.
. Observe engine speed. Set to 1600 RPM eitner by threading the fitfmg at the governor ccnrrci arm
into the Cable. or by tumUlI it in the riitection tending to remove the finlftg irom the cable. de;lending on
whether It is required to decrease or increase engine speed respectively. It Will be neeessarv. pnor to
adjusting, to remove the sclflocklftJ nut and disconnect It irom the governor control arm .I.nd to release the
fitting locknut.
g, Reconnect cable to governor control arm. apply fittiI1J locknut and recheck cngme by movln!1
cockpit control :n md out of the appropnate seum,s.
:" Secure the cowling.
POWER PLANT
ISSUED: 8/18/72
2G15
_TABLE VIle..
PROPELLER SPECFlCAnONS
Blade AftIle Low Pitch (Hip RPM) 13.'- +.3- /-.0
HiP Pitch (Low RPM.) co 3-f
Propener RPMSettinI E.eScam HiJh RPM 2100 RPM Max.
EftIi.De Stacie Low RPM 1600 50 RPM Min.
PropeUcr Torque Limits Description Requited Torque
(Dry)
SpinDer Bulkhcacl 22 foot pounds
Propeller Mountiq
SNds 60 co 10 foot pounds
Spinner ActadunCllt
Screws 40 inch pounds
POWER PLANT
ISSUED: 8118/72
2 G16

7C-18. ERpne.
7C.I'. Removal of [nline. PA-24260 (Turbocharged) (Refer to Figure 7C4.)
a. Tum off aU cockpit switches and disconnect the battery JfOund cable at the bactCry.
b. Move the fuel control lever located on the fuR. floor between the twO front seats to the OFF
position.
c. Remove engine cowlin. (Refer to panpph 7C-S.)
d. Dnin engine oil if desired.
e. Remove propeUer. (Refer to pUIIftPh 7C-9.)
f. Disconnect cabin beat. fuel pump and oil cooler air duets.
NOTE
Where a question may ariJe as where to eeeeaaeee bose. line or wire. the
item at. the scparation should be identified (uqed> to facilitacc
installation. Open fuel. oil. vacuum lines and fininp should becovered
,. Disconnect the manuold pressure line. No.6 cylinder and remove clamp securing it to engine
mOWlt.
h. Disconnect turbo oil supply lines at the enJine xcusory hOUM,.
I. Disconnect mqncco up" leads. mard lead (left magncco only) and shicldint Jl'ounds from
mqnetos.
J. Disconnect tachometer drive cable and oil temperature lead from the engine accessory housing.
k. Disconnect vacuum hose at vacuum pump.
1. Disconnect oil cooler oudet hose at eriline accessory housm, and inlet hose at oil cooler.
m. Disconnect engine breather from enline.
n. Disconnect exhaust gu and cylinder temperature leads from So. 6 cylinder c:'Chaust stack and
cylinder head.
o. Disconnect fuel pump inlet line and drain hose at fU'CWall.
p. Disconnect fuel pressure. oil pressure and fuel flow meter vent lines.
q. Disconnect the stuter cable at the starter. remove cable clamps at the left side of the engine and
enpne mount. and draw cable aft to the firewall.
r. Disconnect altemator leads at alternator. remove clamps securirlJ wires to engine and draw them
aft to the firewall.
s. Disconnect alternate air door concrol cable.
t, Disconnect throttle. mi.'tt\1fC and propeller governor centrol cables and remove clamps secunng
them to engine.
u. Remove tail pipe braces.
v, Disconnect exhaust wute gate concrol cables and remove clamps securing them to the tail pipes.
\Y. Disconnect spark plUJleads from left bottom spark plup.
x, Remove bonding scraps from engIne at sides of mount.
y. Loosen matneto mounanl nuts and rOtate magnccos to clear engine mount.
POWER PLANT
REVISED: 4/10/81
2817
z. To pn:orent d.unap to the tall wheD maovm, the wciPt of the enpae &om the airplane. uw:h a
suad to the tail skid.
a&. Attach a ODe-balf ton (mWmwn) boise to the Iiftiq strap mel reline the tcalion OD the eftli.ac
mowns.
abo Check the enpfor uy amchmeng maljnj,. to oblU'Uet its raaCMl.
Ie. RCIIlCJVe tile coe= piD. nut. wubcr, &ont nadder shock IDOUIU aDd sIftw from ncb moWlcm,
bolt.
ad. Slide bola out of m:aclliDl poiDaaDdswiDI CftIiDc &ce. placiq it aD & suitable support.
7C-l0. Installation 01 Enline. PA24-260 (Turbocharged) (Refer to Figure 7C-4.)
L Attach a0ac-ba1f tOD (DWUm1llD) hoist to theeqiDe 1if1:iDI strap &Dei lift CftIine.
b. Swint eDJiDe iDeo place. poIIitioaiDI the CIIIiDC alOWltiDI lup so they &lip witD mouDt
acue.bmCllt poiDD.
c. lmen: a lIIountiDt bolt iDtO tb. CDIi- lDOWlt llneil its tbraded end aumds ODe at two duads
from the moUDt iac1f. lDlCrt & shock maUDt bctwem me cap. mounrm, bracket lAd IDOWlt. Slide the
mount bolt on throufb tbe moUt lAd iDIcrt & mout spacer owr me bolt qd thtoup the ea,ine
mounant bracket.
d. Repar: the proccdans ill step "e" with themnaiDiac threelnacbiJII points.
e. IDltlll the froat eqiae shock mounD on the bola ad ova' the forward eDd of the mount spacer:
cbeck to sec that the shock lIlOuau are not biIId.iDI. luaJI wubcn ad a INt all each mounriDt bolt.
Tipcen the Dua propeaiwly, follDwm, a circu1ar tcqueDee aDdtorque to 40 foot-pOUDdl ad safccy.
f. CODftCCt starter cable to st&t'CU mel clamp cable to left cylinder baffla ad cqinc mount.
,. Attaeh altmwor lads to utml&mr aDd c:lunp them to ript cyliadcr bIlfla aDd eq;ne mount.
h. COlUlCct govemor collaol cable to IOVftftOf andsecure with damp
i. Connect throttle and mixture conuol cabks to the injector uu:I adj\lltmeat per pU'llfllpb C ~ : Z
J. Connect wute pte c01ltr01cables and adjusr per p.,.,nph 7CZ'.
k. Connect altemate a.ir cocaol cable and adjlllt per puqrapb 7C-)4.
L Attaeb bond.iq suaps to eapne ud CDIiDC mount.
1ft. COMCct cylinder bead temperature &ad exhaust au temperature leads at No.6 cylinder and secure
to mOllnt.
n. COlUlCct fuel prasure, fuel flow meter' vat and oU prcs1UfC liDes.
o. COnMct fuel pump, iDler liac aDd dnia to fuewa1l.
p. COMect oUtempauurc lead anel tlChotnctcr cable to CftIiDe accessory bOUMI.
q. Conacct mapetO "'''lads, mud lead (left mqncto oaly) &ad shicl.diD, JfOunds to lftIP'cros.
r. COnMct turbo oil supply &iDes u the eqiDe acceuory boulilll.
s. COlUlect maaifold pmsure 1iDe to mamber 6 cylinder.
r, Conoect oUcooler hosesto caJinc ud cooler.
II. Connect ecliDe brcubcr to cnpac and secure with clamp.
v, Connect vaauam bOle to vacuum pwnp and secure clamp.
w. Connect dllcr:s to cabin beat inlet. oil cooler and fuel pump should. and secure with clamps.
x, Connect spark plullads to left bottom spark plul' and secure with clamps.
y. lnsuJl WI pipe bnces.
t. lnsuJl propeller. (Refer to parqraph 7CU.)
aa. Install the proper grade and amount of engine oil.
NOTE
Rcfcr to latest Lycoming Service Instruction No. 1241.
REVISED: 4/10/81
2Gl8
POWER PLANT
PIPER COMASCHE SERVICE MASt" At

abo Time magnetos to engine. (Refer to paragraph
ac. Install cowling. (Refer to paragraph 7(-7.)
ad, Connect battery ground cable. turn fuel selector valve on. open throttle full and turn on the aux iliarv
fuel pump, (heck for fuel leaks.
Protection or Engine Mounl. The lower engine mount tubes which are next to the turbochargers have been
painted with a special heat resistant paint. Should the mount need repainting. the following procedure must be followed
to insure the heat resistant quality:
a, Strip all old paint from the lower engine mount tubes.
h. Sand the full length of the tubes and remove all grease and oil.
C. Aprly three brush coats of extra high H-170 Heat Rem. paint. or Krylon high heat aluminum paint
\0, or Randolph products heat resistant coating \0. Kn60 or
\OTE
The engine mount tubes should be warm during the paint application.
but not hot.
d. -\110\\ twelve hours between brush coats.
Engine Shock :\"Iounls. Replace engine shock mounts. Refer to Figure for the proper arrangement 01
engine shock mount assemblies. Place shock mount with P \ J-.:\049-.:\5 in the top front position and shock mount \\ ith
P \ in the bottom front position. Place shock mount with P \ J-.:\049-.:\4 in the top rear position and ... hock
mount with P \ J-.:\O-l9-J5 in the bottom rear position. Torque shock mount bolts to -l50 to 500 in. Ibs. with torque
wrench applied to bolt heads and safety.
-:'(-22. Turbocharger.
Turbocharger Somendalure. Many unfamiliar terms may appear on the following pages of this manual. An
understanding 1)1' these will be helpful. if not necessary. in performing maintenance and troubleshooting. The following
is a list 1)1' commonly used terms and names as applied to turbocharging and a brief description.
TFR'1
Supercharge
Supercharger
Turbine
MEA\I\G
To increase the air pressure (density) above or higher than ambient condition...
A device that accomplishes the increase in pressure,
More commonly referred to as a "Turbocharger" this device is driven by a turbine
The turbine is spun by energy extracted from the engine exhaust gas,
The portion of a turbocharger that takes in ambient air and compresses it before
discharging it to the engine.
The exhaust driven end of the turbocharger unit.
The wastegate is a butterfly type valve in the exhaust by-pass which. throughout its
travel from open to closed. allows varied amounts of exhaust gas to by-pass the
turbin. controlling its speed. hence the output of the compressor. The "actuator is
operated by a hydraulic piston operated by engine oil and cylinder with the piston
linked to an arm on the butterfly valve shaft.
Wa-tegate and Actuator

t Exhau-t
REVISED: ..1/10/81
2G19
POWER Pl.-\'T
Ground Boosted or
Ground Turbocharged
Deck Pressure
Manifold Pressure
Norrnalizing
Overboost
Overshoot
Bootstrapping
Critical Altitude
ADDED: 4/10/81
These phrases indicate that the engine depends on a certain amount.
turbocharging at sea level to produce the advertised horsepower. An engine
that is so designed will usually include a lower compression ratio to avoid
detonation.
The pressure measured in the area downstream of the turbo compressor
discharge and upstream of the engine throttle valve. This should not be
confused with manifold pressure.
The pressure measured downstream ofthe engine throttle valve and is almost
directly proportioned to the engine power output.
If a turbocharger system is used only to regain power losses caused by
decreased air pressure of high altitude. it is considered that the engine has been
"normalized".
An overboost condition means that manifold pressure is exceeding the limits at
which the engine was tested and FAA certified and can bedetrimental to the
life and performance of the engine. Overboost can be caused by
malfunctioning controllers or improperly operating wastegate in the
automatic system or by pilot error in a manual controlled system. Refer to
latest copy of Lycoming Service Bulletin No. 369.
Overshoot is a condition of the automatic controls not having the ability to
respond quickly enough to check the inertia of the turbocharger speed increase
with rapid engine throttle advance. Overshoot differs from over boost in t.
the high manifold pressure lasts only for a few seconds. This condition c
usually be overcome by smooth throttle advance. A good method fOI
advancing the throttle is a follows. After allowing the engine oil to warm up to
approximately 140
0
F. advance the throttle to 28" to 30" manifold pressure.
hesitate 1to 3 seconds and continue advancing to full throttle slow and easy.
This will eliminate any overshoot due to turbocharger inertia.
This is a term used in conjunction with turbo machinery. If you were to take all
the air coming from a turbocharger compressor and duct it directly back into
the turbine of the turbocharger. it would be called a bootstrap systemand if no
losses were encountered. it would theoretically run continuously. It would also
be very unstable because iffor some reason the turbo speed would change. the
compressor would pump more air to drive the turbine faster, etc. A turbo-
charged engine above critical altitude (wastegate closed) is similar to the
example mentioned above, except now there is an engine placed between the
compressor discharge and turbine inlet. Slight system changes caused the
exhaust gas to change slightly. which causes the turbine speed to change
slightly, which causes the compressor air to the engine to change slightly. which
in turn again affects the exhaust gas. etc.
A turbocharged position engine's wastegate will be in a partially open position
at sea level. As the aircraft is flown to higher altitude (lower ambient pressures)
the wastegate closes gradually to maintain the preselected manifold pressure.
At the point where the wastegate reaches its full closed position. the preselected
manifold pressure will start to drop and this is considered critical altitude.
POWER PLANT
2G20

7C-23. R.emoval OfTurbodwpr.
a. Remove the bottom cowlinl.
b. Disconnect air duetS at compressor iDlet aDd outlet. When mnoviaJ the riPt aubocharJer Wlit
dUeOMect Wet duet at the air plenum aDd remove plaum from turboc:barJer by 100seninJ clamp at
comprasor iDlct and removinJ bolt anacbial it to Nrboc:barJer.
c. DiscoMeet wate pte conaol cable and mnove cable cWnp from a&rboclwpt exlwaK stack.
do Disconnect turbochupr cxhaua stack brace.
e. Remove V band damps at turbiDe inlet aad outlet.
f. Pull exhaust stack uacmbly lit arid down.
,. Disconnect oil inlet aDdoutlet lina from turbocharpr.
h. Remove bolt attaehiq inboarcl mOWlt to narbocharpr moWltiq lUI.
i, Remove Ilua. wubcn &Del bolt utaehiDt tOP aubocharJer mount to eftlinc
7C-Z4. lDRa1Iadon Of Turboc:Urpr.
a. Asc:ettaiJl that inboard turbocharJer mou.at is installed on aft fuel injector mounana studs and
cnpne sump. and safctied.
b. Install oil line fittinp in turbine CC1UCf housiq.
c. [nsaJ.I tOp mount on turbochaJJcr and secure wim cap screws md safccy wire.
d. [nsWl bl&nkct on narbinc housinl and secure with safety wire.
c. 1nsu.l1 NtbochalJer aucmbly on eftlinc. iNcn wubcn between top mount and cnpne sump
flatlF and SCCUR mount to f1anp \Vim bolt wuhcn and IlUU.
f. Loosen V band clamp attaehinJ the ewo halves of the turbine topdler. [f necessary roeate turbine
housing to alipl the comprasor diKhU'le outlCl: wim the compressor discJwtc usembly (air box).
g. Torque the turbocbU'JCf center section V bud clUllp to )0-40 inch pounds.
h. Secure turbocbaqcr to the inboard mountiDi brace with bolt wutters and nut. Position washm as
required on either side of the turbochU'lCf mounoOllul to prevCftt pre-load on the inboard brace when
mountina bolt is torqued.
i. COMeet inict and oudet oilliDa to turbocharpr.
j. Position inlet and oudet exhaust stadcs with pskets on exhaust turbine housin, and secure with V
band clamps. Torque clamps to 55-75 inch pounds.
NOTE
For all ..v.. band couplqs on the exhaust SYStem. be Nrc putS arc
concmaic before tilhtenin, couplinp. Couptinr will not center pam
automatically.
2G21
POWER PLANT
ISSl:ED: 8/18/72
Figure 7C-4. Engine Installation (PA-24-260 Turbocharged)

I. 1'1II0'1\, ...11I 10VIIIII0Il
I. ,TAIITlII 111111 IIAII
3. \,.,T 1111 IT... ,
'UIL DIITIIIIUTOII VALVI
I. "AIIIl 'LUI
I. 111I1111011. PlI.LIII
7. TUII,O OIL 1I10UCTIOll CMICIl VALVI
IIIIINIIHOU MOUNT (111'111 TO nlTCH AI
VACUUM I'UM'
10. MAIl"OIoO I'IIIIt'UIlI LUll
II. AlII PI loTIII 101
II. CA.III HIAT DUCTI
II. IIHAUIT MU"\,III
I COM"'ltIOIl I!!LIT DUCT
II. IIHAU.T 'TAC.'
te. TUIIIIII 11l1.1T DUCT
17. TUIIIIIlI ......1l1C1T
II. WAITI IATi
II. IXHAUIT IAI TI.. ,nATUIII 1'1II0111
10. TUlliO OIL I""'IT I,IHI
ill. IXHAUIT TAIL "'I....I'T
n. OIl, COOUIl
U. IXHAUIT TAIr,. "'1. "'HT
I 10...T
IS. 11111111 MOUNT
ZO. CDTTlIl "N
27. IIUT
....AlNIIII
REVISED: 4/10/81
II
,
I
i
" II
70,
.,
I i
28"2728
II
24 25
!
SKETCH A
POWER PLANT
2G22

\
\,
COI'IOl LlfU
COlnOl CAm
'::> ,

ruu
.UII,CATIOI
flOI D.lleTiOI
LEGEliD
OIL 'IU5UIE
InUCTIOM IAl IE
I;

(I'.IE
OIL
A" All II
--------. ,,---------1
FIGURE lCS. SCHEMATIC DIAGRAM DF TURBOCHARGER SYSTEM
POWER PLANT
ISSUED: 8/18172
2G23
k. ConneCt turbochU'Jft' outlet staek brace.
l. Connect wute pte control able and clamp to turbocbUJft oudet mck.
m. Aajust contrOl cable rod SO swaged area is recaICa intO able attadunent clamp with wUte pce
in the dosed position.
n. Connccr ~ o m p r l r oudet aad inler ductS and secure with clamps. When inIta11inI the rilht
Ntbocharpr. position air plenum on N1'bodtUJU and RCIlfe to compressor inlet with cJamp and co
turbochU'JCt lu, with bolt. wuber and Qut. Connect inlet and outlet air chacts to air plenum and secure
with clamps.
o. AdjuSt tucbocharpn co eftliDe. (Refer co panppb 1C-Z'.)
p. Retorque all V band clamps after run in.
q. Install eDJinc cowq. (Refer to paftlnpb 1C-7.)
iC25. AdjUftlllent OfTurbochlIrpn.
:L Remove bonom enJine cowL
b. Adjust wUte pte control cable rods soboth WUte pta close at the same rime and swaged areais
recessed inco cable attachment clamp.
c. Start engine with turbochU'Jft1 "off" and aUowCJ1IiMS co warm up.
d. Run eft!ine at fun throttle (2700 RPM) aad acivaDce rurbochupr control lever until manifold
pressure reads one half inch of mercury less than the field barometric ptaalre.
e. Stop eftline.
f. Without moviftl the wute ,ace control cable adjust the coftcrollever back to its stop.
g. Safety all control cable connections and install quadrant trim panel.
h. Install bonom CftIine cowl.
iC26. OverbeaR Pteuwc Rc1icf Valve. The ovcrboost prasure relief valve sensa deck pressure directly
against the valve face which is hela in a dosed posieioQby action of the canica.! sprint andaneroia bellows.
The valve face will remain seated under all conditions of 1l0rmal deck manifold presl\lrcs. In tbe event chat
overboost docs occur. The relief valve will not permit deCk pressure and thereby manifold ?tessure to build
up co marc than 3.'" HIA in cxcess of normal maximum allo.... ble prCSll.1res.
iC27. Removal Of Pralun RcJicf Valve.
a. Remove bottom enpne cowl. (Refer to pltafnpb 7C-'.)
b. Remove bolrs sccurin, relief valve to compressor dischUJc box.
c. Cap compressor dischUJe box to ptVnt conumination.
iCl8. Cleanine And Inspection Of PmIwe ReUd Valve.
a, Ciean vaive ana seat areas with saivent or air.
b. Inspect valve aetion by pushiftJ on pressure side, to detcrminc that beUows or spring are not
resmeted.
c. Inspect valve and seat for wear or damage.
d. Inspcct "0" tlng guket for damace or deterioration.
POWER PLANT
ISSUED: 8/18/72
2G24

7C29. l.asraI1atioa Of PreIun IlcIicfValve.
a. Clean mourninc flantu.
b. InsWl relief valve with "0" riaI."cton compreuor diJchaqe box and secure with bola.
c. Install bottom cowl. (Refer to parqrapb 7C-7.)
7C-30. lDductioa Air FD.
7C31. Removal Of Air 'ileer.
L LooteD the riplt side cowl fuccnen and lift cowl.
b. LoolCD air box door fasr:cnm and opeDdoor.
c. Pull air filter out of box.
7C32. Service IllJa'UcQoDt.
a. Blow fUter OUt with compressed air from the pskct side or wash in warm water and mild
dcteraent
b. Dry t!lorouPlY.
c. When opcrarina in dusty conditions inspect filter daily.
7C33. lam".cion Of Air ,ilter.
a. With the gasket side of the ruter down, slide it iDto the air box.
b. Ascertain that me maininl sprinp are holding the ruter securely.
c. Close air box ciaor iUld secure.
d. Close cowl and fasten.
7C.34. Alta'ft&te Air Door. The altcm&ce air door. located in the induction system. on the front side of
the air plenum. between the air filter and the turbocharger units. is to provide a source of air should there
be an 1ir stoppqe tbrou.h the fdter system. The followiq should be checked during inspection:
a. Door scaJs arc titht and hinps arc secure.
b. Aetuate the door to determine that it is not Sticking or binding.
c. Check cockpit conuol cable for free crave!.
d. Check r.hat when :he control knob in the cockpit is full in. the cable is adjusted to allow
approximately one-ei,hth inch between the aetuatinl arm roller and the door when fUlly closed.
e. Check that the sprina tension of the door is tigbt enough to allow the deer to remain dosed at full
engine rpm. yet should there be an air scoPPlIe through the mter it will be drawn open.
POWER PLANT
ISSUED: 8/18/72
2Hl
P'PEA COMANCHE SEAV'CE MANUAL
1C34A. Indicator, Mixture Control (!GT). The mixture control indicator is to
aid the pilot in seJectinl the most economical fuel-air mixture for cruisinl Oisht at a power
setting of 75% or less. It is a seosin, device to monitor tbe fuel__it mixture lavinl the enaine
cyiinden. {f. after checkinl with the trouble-sbootin, chan. tbe indicator is (ound to be
defective it sbould be replaced. If the lads are found to be defective they should be replaced.
Non
When replacinl leads it is imponant to use the same type and
lengtb of wire as tbe resistance of the leads is critical (or proper
operation of tbe pup.
1C-348. Cl....., and 1aIpectioa. Unless mechanical damate is evident. broleen pass. bent
or broken pointer or broken case. the foUowin, cbecks should be pcrfonned befoe removing the
instrument.
a. Remove probe from exhaust stack and check for broken weld (at tip end) or burnt end.
Measured resistance of probe should be .8 ohms.
b. Disconnect lead wira at instrument and measure resistance of lead wires. Resistance
witb lead wires connected to probe sbould be J.J ohms.
CAUTION
Do not connect obmmeter across meter. It will bum-out the
movement of the meter.
c. With leads connected to instrument. heat probe with propane torch to dull red. The meter
should read up to the fourth graduation. or approximately ISOOO F. If the meter does not move. replace
it.
TAILE VlIC-JA TROlJ"BLESHOOTING CHART
(MIXTURE CONTROL INDICATOR)
TROUBLE CAUSE REMEDY
Gause inoperative Defective pUIC. probe Checle probe and lead wires
or wirina. for chafin,. breaks or
shortinl between wires
and or metal structures.
Fluctuating readinl Loose. frayed or broken Clean and tighten con-
electrical leads or faulty nections. Repair or replace
connections. defective leads.
POWERPLANT
ADDED: 9/10/79
2H2
P'PER COMANCHE SERVICE NUAL

VIEW"A"
CHOOSE A SUFFICIENTNUMBEROFAt.TiRNATELARGEAND
SMALJ. SPACE"S TO 1.0CATE ""p" OF PR08E, WHEN
ASSEMBLED, NEAR CENTER OF EXHAUST STACK,
FIGURE 7CSa. INDICATOA PROBE INSTALLATION
POWERPLANT
ADDEO: 9/10/79
2H3
PIPER CO'MANCHE SERVICE MANUAL
7C.l4C. IDlUllation of CODlrOlladlatot Probe. Whcn makin. the instailation of the
indicator probe in an exhaust stack which has not been prcYiously drillcd locate the hole as
follows:
a. locate thc Number 6 cylinder exhaust stack.
b. to a point on the exhaust s&ack 3 inches from the enaine exhaust port (Refer to Fil.
7CSA).
c. Drill a .189inch hole located as shown in fipre 7C.SA.
d. Install indicator probe as indicated in 7CSA.
POWERPLANT
ADOEO: 9/10/79
2H4

7C-35. Fuel Injector.
7C-36. Fuel Injector Maintenance.
a. In general. little attention is required between injector overhauls. However. it is recommended that
the following items be checked during periodic inspection of the engine.
1. Check tightness and lock of aU nuts which fasten the injector to the engine.
2. Check all fuel lines for tightness and evidence of leakage.
3. Check throttle and mixture control rods and levers for tightness and lock.
4. Remove and clean the injector fuel inlet strainer at the first 25 hour inspection and each SO
hour inspection thereafter. Damaged strainer "0" rings should be replaced. Torque strainer to 6570 inch
pounds.
b. Tests prove that gasoline which becomes stale due to prolonged storage absorbs oxygen rapidly.
This stale oxidized gasoline acquires a very distinctive odor similar to varnish. causes rapid deterioration of
synthetic rubber parts. and also forms a gummy deposit on the internal metal pans. This condition,
however. docs not occur during normal operation of the injector where fresh fuel 15 being constantly
circulated.
7C37. Lubrication Of Fuel Injector.
a. There is very little need for lubrication of the injector in the field between regular overhauls.
However. the clevis pins used in connection with the throttle and manual mixture control levers should be
checked for freedom of movement and lubricated. if necessary.
b. Place a drop of engine grade oil on the end of the throttle shaft in such a manner that it can work
into the throttle shaft bushings.
7C38. Removal Of Fuel Injector.
a. Remove the bottom engine cowl.
b. Disconnect flexible ducts from compressor discharge box.
c. Remove compressor discharge box from injector unit by removing safety wire and cap screws.
d. Disconnect throttle and mixture control cables from injector unit.
e. Disconnect inlet and outlet fuel lines from injector unit.
e. Remove both inboard turbocharger support braces.
g. Remove remainina nuts attaching injector to engine.
h. The mixture control cable bracket may be removed' from the injector unit by removing attaching
safety wire and screws.
POWER PLANT
ISSUED: 8/18/72
2H5
7C-39. Preparation Of Fuel Injector For Shippm,. Any unit taken out of service. or units being retumed
for overhaul. must be nushed with preserving oil (Specification MIL.Q-6081, Grade 1010), using the
fonowing procedures:
a. Remove pluJS and drain all fuel from the injector. If available, apply 10 to 15 psi air pressure to
the fuel inlet u n ~ all fuel is discharged from the injector.
b. Replace pluJS and apply flushing oil fdtcred throuah a 100rnicron fllter at 13-15 psi to the injector
fuel inlet until oil is discharged from the oudet.
c. Replace fuel inlet shipping plq.
CAUTION
Do not exceed the above air ptaSW't as internal damaJe to the injector
may result.
d. After filling widl preservative oil, the injector should be protected from dust and dirt and given
such protection against moisture as climatic conditions at the point of storace require. In most cases,
storing the unit in a dry area win be sufficient.
e. 1f the unit is to be stored near or shipped over salt water, the following precautions should be
observed:
1. Spray the exterior of the injector with an approved preservative oil.
2. Pack in a dustproof container, wrap the conumer with moiSture and vapor-proof material and
seal. Pack the wrapped unit in a suiuble shipping cue. Pack a o n ~ l f pound baa of silica gel crystals in the
dustproof container with injector. The baa must not touch the injector.
CAUTION
Extreme caution should be exercised when handling or workin, around
the injector to prevent oil or fuel hom entering the air scctions of the
injector. As explained previously, dam. to the air diaphrapn will
result. Fluid can euily enter the air section of the injector through the
impact tubes or the annular groove around the venturi. For this reuon,
a protective plate should be installed on the scoop mounting flanse
when performing routine maintenance on the engine. Such as washing
down the engine and air scoop, servicing the air falter (surplus oil on the
element), or when injecting preservative into the engine prior to storing
or shipping.
7C-40. Preparation Of Fuel Injector For SCIYicc. Fuel injectors that have been prepared for storlie should
undergo the foUowing procedures before being placed in service.
a. Remove and clean the fuel inlet strainer uscmbly and reinsuU.
b. Inject clean fuel into the fuel inlet connection with the fuel ouden uncapped until clean fuel flows
from the outlets. Do not exceed 15 psi inlet pressure.
POWER PLANT
ISSUED: II18n2
2"6
FUEL INLET
IDLE VALVE LEVER
CONNECTE 0 TO
THROTTLE LEVER
LINKAGE
PI"ER COMANCHE SERVICE MANUAL

FLOW DIVIDER
FLOW DIVIDER
II DIAPHRAGM
:: (/8 INCH QD. STAINLESS
t
PI!R CYLINDER)
IDLE VALVE
LEVER
MIXTURE
ADJUSTMENT
IMPACT TUBE
AIR INLET A
Figure 7C-6. Schematic Diagram of RSA Fuel Injector System
(PA24-260 Turbocharged)
2H7
POWER PLANT
REVISED: 4/10/81
Adjust idle speed and mixture. (Refer to pancnPh 1C....3.)

Install en,ine cowlinl. (Refer to parqraph 7C1.)
J.
1C41. InnaUadoa Of Fuel Injector.
a. In:r-..3ll mIXtUre concrol cable bracket on injector unit and secure with screws and safety wire.
b. Install injector unit with psket on enpne and hold in place witl:a washers and nua on the two
front mounnn, studs.
c. 1nsW1 the inboard turbocharpr support braces scc:urinc them to ach aft injector mountint srud.
to each turbocharpr inboard mounUntIUl and to the eftlinc sump.
d. Safety the fuel injectOr lIlOuntiDI nulS with pal DUIS and safety wire the cap screws seCUM!I the
turbochuJer support braces to the eqiDc sump.
e. Connect the inlet and oudet fuelliDes to the iDjeCtorunit.
f. Connect the throttle and mixtureconrrol cables to the injee:tOr unit and adjult per parqn.ph
1C-42.
,. IllIW1acion compteslOr dischatp box with pet OD injectOr unit and sceure with cap screws and
s&fetywire. .
h. Connect flexible dum from compressor outlet to compreuor discharge box and secure with
damps.
i,
1C-42. Adjustment Of Thrordc And Mlxrun o n ~ l s Thc throttle and mixture controls are adjusted
when the throttle um on the injector is rotated forwll'Cl apinst its full throttle stop and the mixture ann is
rotated forward .ainst ia full rich stOp, their respective cockpit control should be .062 of an inch in from
their full forward SlOpS.
a. At the injector. disconnect the throttle and/or mixture control cable end from its control ann.
b. Loosen the jam nut SCC\lnn, the cable end.
c. Adjust the Iink.,c by rotating the cable md to obtain the .062 of an inch spring back of the
cockpit control lever when the throttle or mixture control ann contactS its StOp.
d. Reconnect the cable end to its control ann and secure jam nut.
c. Pull the throtde and mixture controls in t.he cockpit full aft to ascertain that the injector idle
screw contacts its SlOp ud the mixture cona-olann contaCts its lun position.
1C4 3. Adjultlllatt Of Idle Speed AlId Mixture.

1. Start the enginc and warm 'up in the usual manner until oil and cylinder head temperatures are
normal.
b. Check mapcros. If the "lftII"drop" is normal. proceed with idle ijuscment.
c. Close the throttle to idle. If the RPM changes appreciably after maJt.ing the idle mixture
adjustment during the succcedinl steps. readjust the idle speed to the desired RPM.
NOTE
The idle mixture must beadjUSted with the fuel boose pump "ON".
POWER PLANT
ISSUED: 8/18/72
2H8

i , 101,' '-CIO 40JII'f"'"f
Z. 'OI,l .. ,.fll'" AO.lll'f"""f
J. "'.fV'" .....
~ 'VII, 11'.1111
FIGURE 7C7. FUEL INJECTOR
d. When the idlinl speed hasbeen stabilized. move the cockpit mixnare conrrol with a smooth, steady
pull toward the "Idle Cut.()ff" position aDd observe the tachometer for ally chqe durin, the "ieatung"
process. Caution must be exercised to renamthe mixture control to the "Full Rich" posinon before the
RPM caD drop to a point wbere the en,me cua out. An increue of more thm 50 RPM while "leaning out"
indicates an excessiveI)' rich idle mixture. An ilnmediate decn:uc in RPM(if not preccciedby a momentary
increase) indicates the idle mixture is too ICUl.
e. If the above indicates that the idle adjusancnt is tOO rich or tOO lean, tum the idle mixture
adjuSUftel1t in tbe diztttion reqUired for correction. and check this new position by repeating the above
procedure. Make additional adjusanents as necessary. Each time the adjuStment is changed, the engine
should be run up to 2000 RPM to dear the l"Iine bdore procecdin, with the RPM check.. k e final
adjuStment of the idle speed adjustment to obtain the desired idliDg RPM with closed throttle. The above
mctbod aims at a scttinl that will obtain maximum RPM with minimwn manifold pressure. In case the
setting does not remain stable, check the idle IinkaIc; any looseness in this \inkage would cause erratic
idling. In all cases. allowance should be made for the effect of weather conditions and field altirude upon
idling adjumnent.
POWER PLANT
ISSUED: 8/1Sn2
2 HQ
PIPER COMA:"IiCHE SERVICE :\1A:\l'AL
ua
t ...:TA'.III
I. ,N,..
3. ~ A
II. -'0" ..,.
S. 0" .,...
OUU
FIGl'RE 7C-8. Fl'EL AIR BLEED SOllLE
7(' ~ . Fuel Air Bleed Sozzles.
'T-45. Removal or Fuel Air Bleed Nozzles. The nozzles must be carefully removed as they or the C\ Iinders
, .-
may he damaged.
a. Remove the top engine cowl.
b. Disconnect vent line from shroud by expanding clamp and removing line.
I.:. Disconnect the fuel line from the nozzle,
d. Remove the spring retainer. spring and shroud from the nozzle.
e. Carefully remove nozzle. using the correct size deep socket,
I. Clean and inspect the nozzle as given in paragraph 7C-46,
7(' -4n. Cleanina And Inspection or Fuel Air Bleed Sozzle.
a. Clean the nozzle with acetone or Methylethylketone I MEK) and blowout all foreign particles \\ ith
compressed air in the direction opposite that of fuel flow. Do not use wire or other hard objects to clean
,mficcs.
b. Inspect the nozzle and cylinder threads for nicks. stripping or cross-threading and battered or
rounded hexauons.
c. Insrect and replace nozzle O-rings found to be cracked. brittle or distorted. Refer to Lycoming
Sen ice In..trucuon '0, 1275 for detailed test procedure of air bleed nozzles.
POWER PtA'T
2HI0
ISSt'ED; 8/18/72
"T. ~ 7 . Installation or Fuel Air Bleed Nozzles.
a. It i.. important for the nozzles to be correctly positioned with the bleed hole facing upward.
h. Insrall the n077le5 and torque to flO inch-pounds.
c. Ascertain that the O-rings are properly installed on the nozzle stem and install the nozzle shroud.
(Refer to Figure "C-li.)
d. Connect the vent to the nozzle shroud.
e. Install the spring and spring retainer on the nozzle stem.
f. Connect the fuel line to the nozzle and adjust the connecting vent line to align and center the
injector nozzle with the injector nozzle shroud and secure with clamps,
g. In..ta II the top engine cow l.

7C48. IpiDoa SY"MaiDcmuc:e.
7C49. Mlpfto.
CAUTION
AscmaiD that the primary circuit of botb maptftOS illfOundcd belore
workinl Oft the eftIiDe.
1C'O. Inspection Of Mapleto.
a. After the fim: 2' hour and '0 hour periods. and periodically thereafter. $e contact uscmblies
should be checked. Examine the pointS for excaaive wear or bunUni. Points which have deep pies or
bumed areas should be discarded. Examine the cam follower felt for proper lubrication. If
necessary. poines can be cleaned by usin, any hard finished paper. Oan braJc.cr compartment with dry
doth.
b. If eneine operatin, troubles devdop which appear to be caused by the ilnition system. it is
advisable to check the spark plup and wirine fltSt before workinJ on the rnqnetos.
c. Should the trouble appear ddinitciy ISIOCated with the mapeco. the most effective measure is to
install a rCl)l.cemcnt mapeto which is known to be in satisfactory condition and send the suspected lll'ut to
the overhaw shop for tcst and tCl'aU.
d. Should this not be possible. a visual inspection may disclose the source of trouble. Remove the
harness oudct plate from the magneto. Inspect for the presence of moisNre and foreign matter on the
rubber grommet and hilk tension oudec side of distributor block. Check heitht of block contact springs
{OA22 :'nIX. from top of block tower to spring}. Also check for broken leads or damqcd insulation. If
either is ?re5eftt. remove magneto and replace.
e. Remove the braker cover and harness SCC\IriftJ screws and nuu. and separate cover from magneto
housing. Check contact assemblies to sec that cam foUower is securely riveted to ies spring. Examine the
contact points for excessive wftr or burning. Figure 1C9 shows how the avcrqe contact ?oint Will look
when surfaces are SCl'&nted for inspection. Desired contact surfaces have a dull gray. sand-blaSted (almost
rough) or frosted appeanncc. over the area where electrical contact is mlde. Thi. mean. that are
worn in and mated to each Other. thereby providinc the best possible electrical contact and highest
efficiency of perfonnance.
f. .\\inor irregularities or roughness of point surfaces -ue not harmful (refer to Figure 7C9 center).
Neither arc small pits or mound if not tOO pronounced. If there is a possibility of pit becoming deep
enough to penetrate pad. Figure 1C-9, right. reject contact assembly.
NOTE
So attempt should be made to stone or dress the eentaee points. If the
points are bad Ot show excessive wear. the complete contact assembly
should be replaced.
POWER PLANT
ISSUED: 8/18/72
2Hl1
NORMAl. POINT IS SMOOTH

~ FUT. SURFACE HAS
CULL GRAY "SANOElUSTEO"
APPEARANCE
MINOR IRREGUL.ARITIES -
SMOOTH ROL.L.ING HIL.LS
ANO OAL.ES WITHOUT ANY
DEEP PITS OR HIGH PEAKS.
Tl-IIS IS A NORMAL. CON-
OITION OF POINT WEAR.
WEL.L. OEFINED MOUNO
EXTENOING NOTICEABLY
ABOVE SURROUND ING
SURFACE.
FIGURE lCS. CONTACT POINTS
g. Check condition of the am foUower felt. Squeeze felt updy between thumb and forefm,er. If
fingers are not moistcnecl with oil, re-oil usiq Z or 3 drop. of Scintilla 10-865Z7 lubricant. Allow
approximately 30 minutes for felt to absorb the oil. Blot off the exccu with a dean doth. Too much oil
may foul contact poino and c:&1ISC excessivebllminJ.
h. Check the capacitor mOllntir!t bracket for cncks or lootenesa. Usi", the Scintilla 11-176i-1. z or
-3 Condenxr Testor or equiva1ent. check capacitor for capacitance. series resistance and leakate.
Capacitance shall be at lean 0.30 microfarads.
i, Check ma,ncto to enciDe timin, as foUows:
1. Connect Scintilla 11-851 TimiD( Litht or tquivalent aero. the main contact assembly.
2. Slowly brinf the engine up to number one cylinder advance finn, position as instructed in
paragraph 7C-S3. At this inSWlt the timin,li,ht should '0 out. If it does. the mapetO is properly timed to
the engu'le. If the timinl litht does not go Ollt. removal of the mqfteto for internal timing check and
inspection is recommended.
NOTE
The magneto service insmlctions in this manual are to cover minor
repairs and timing. For further repairs and adjllStlheDts of the magneto,
it is recommended that the manufacturer's recommended service
instructions be followed.
POWER PLANT
ISSUED: 8/18/72
2H12

PIPeR COMANCHE SERVICE MANUAL

7C-51. R.mOll1 Of Mapero. Before rernoviq the mqnftO. make sure mapcto switches a.re off.
&. Remove the harness assembly tmniDal plate from the mqncto.
WARNING
The mapctO is not iDccma1ly JI01IDtied; wheD the pound lead is
discouectat. the mapeto is hot. RcmOYinl me hamal wembly
termiD&l plat. tim and jnn,m,. it I.aa millimiza the dafta'er of startiDI
the enpne accidcDtally when the pound lad is ranowd from the
mapcto.
b. Disconnect the poud 1ead IIld the retard spark lead on the left mqncto. at the rn.qncto.
c. Remove the nuts andwubcrs &Dd draw the mqactO from the entine.
7C52. TimiD, Procedure. (Intemal TimiD,.)
a. Remove the cover to the c:oncaa(s). clistributor block. etc.
b. To internally time the main CODtact assembly of either the dual-breaker rnqnetos or the
si,.le-brc&ker mapctot. proceed u follows:
1. LoOllD the nut scc:uriq the drive place to the mapeto shah sufficieDuy in order to install the
Sc:iDtilla 11-3465 Rotor Holdiq Tool uDder the DUt andfiat washer u shown in Fipre 7C-IO. Tighten the
nut securely.
2. Remove the timiDI inspectiOD plul from the top of the mqDctO. Tum rotating mqnet to
proper neutral position. This pOsitiOD is determined by locatitll keyways on driveend of magnet shaft at 12
o'clock with respect to name plate on bousq. Tichtcn &djustint knob of 11-3465 Rotor Holdi,. Tool
until pressure isapplied OD bousiD. flaqe preventiq mapct from tumin,.
3. Looscn aDd rotate cam. until camfollower of main contact uscmbly rests on lliJhcst point of
cam lobe. Adjust main contact uaembly to obtain the c:laraDce of 0.016 inch. Ti,hten m&Ul contact
assembly securin. saews to 20-25 i.nc:.b pounds.
4. Install the 11-3693 Timiq Plate A_mbly and the 11-3149 POUlter Assembly of the 11-3150
Sc:intilla Timq Kie to breaker compartment of mapeto. (Refer to Figure 7C1l.) Align pointer assembly
With the 0 marlcon timiq plate. LoolCll adjusting knob of 11-8465 Roeor Holdq Tool sad tum routing
mqnet in normal 4irection of rotation until pointer indexes with the respective E lap mark (1 t' ).
Tighten adjustialltnob of 11-3465 Tool and remove the 11-8149 Pointer Assembly from tnalfteto. t.:singa
timing licht. adjust main contact points to just open. This adjusanent shall be made by rotating C111\. in
opposite direction of rotation. a few dqrees beyond poine where contactS close. Then rotate cam in normal
direction of roution until CODUetS just open. While holdin. cam in this exact position. push cam on rDafllct
shaft II far as pomble with the fmlftS. Extreme care must beexercised in this operation. If earn adjustment
is chanp in the slilhtest dqree. the timinl of the mapeto will be thrown off. Do not drive camon shaft
W1th a mallet or other in'tr\lmcnt. TiJbtcn the securiDi screw thereby dnwing the camdown. evenly and
tlght.ly. Torque screw to 1620 inch pounds. Loosen the 11-346S Rotor Holdinl Tool adjusting knob and
return rotatin. mqnet to neutral position. Reinstall the 11-8149 Pointer Assembly over 0
0
mark on timing
plate. Rotate mTet shaft in normal direction of rOtanOD and check for openinf of main o:ontact points at
E gap setting (1 S = ). .
POWER PLANT
ISSUED: 8/18/72
2H13
U4
FIGURE 7ela. ROTOR HOLDING TOOL

INSTALLED
FIGURE lC-l1. T1MING KIT INSTALLED
c. The retard conuct wembly of the dual-braker mapetos may betimed II foUows:
1. The retard conract assembly is adjusred co open a predetermined number of degrees after the
main contact assembly opens. The dqree of mard for any particu1ar IDIpctO is scamped in the bottom of
the breaker compatmleJu.
2. Locate the exact point of maiD contact: usembly openiaJ and set the 11-31-409 Poincer
Assembly over the 0 mark Oil the 11-3693 Ti.alinc Plate Asser.Ibly. Tum rounn, rnapet in the direction
of normal rotation until pointer indexa with the dqrec of mari. TiBhten adjult'inl knob of 11-8465
Holdinl Tool and set reu:d contaCt UlCmbly co ju.st opa. within ... f ..cf. Tilhtcn Rearin, screws co
20.26 inch poullds. Loosen adjustiq leaob of holdu., cool and tum rotuint mapct until cam foUower is
on high pOint of cam lobe. Contact: cleuucc shill be 0.016 t 0.006 inch. If dimension is not within limits.
re-adjust coneact assembly and recheck to be sure chat poina will open within retard degree tolerance.
Remove the 11-8150-1 Tilnint Kit and twO sruds from the mapcto.
d. If the distributor block WII not removed from the houu" the internal timinl may bechecked by
cumin. the maencto in the I'lOmW rotation to number one fll'inl position (keyway up and main points just
openinJ). At this position. the reference line on the distributor block should line up between the L and LB
marks on the Jftt. On sinIle contact mqneros the line should favor the L mark and on the dual contact
tnqDCEOS the line should favor the LB mark. if possible.
e. If the disaibutor block wu removed from the housinl. the distributor ,ear w,nment and internal
check may be accomplished as foUows:
1. Tum rotuinJ mapet in direction of rOtacion until it is located in firing position (keyway up
lnd main points just openinl). TiJhten adjustinl knob of 11-8465 Rotor Holding TooL Apply l light
coatint of Bendix Grease PIN 10.27165 to teeth of distributor lcu. if needed, The large distributor gear
incorporates four timinl marks. L and LB for left hand rotarion and R and RB for right band rotation.
2. With dismbutor par assembled to block. rum ,ear WltU raised rib on block lines up between
the L and LB marks. Assemble block and par iDto housing. meshing the distributor to!mer. For the
dua.! ccnuce assembly mapcto. distributor block rib must aIipI between painted marles. However. the rtb
should favor the LB mark. if possible. (Reier to Figure 7C-U.) On the sLnlle COftUct magneto the rib
should favor :he L marx.
POWER PLANT
ISSUED: 8118n2
2H14

RET....O TERMIN"'L
FIGURE 7C12. ALIGNING TIMING MARKS
SINGLE CONTACT ASSEMBLY MAGNETO
FIGURE 7C13. FORMING LEADS IN
BREAKER COMPARTMENT
3. Secure distributor block to housiq with studs Uld washen. TiJhteD studs tinter titht. Loosen
the 1HI465 Rocor HoldiDl Tool and tum rotatinc mqDft in revcnc direction of rotation Wltil timine light
indicatcs main contaCt UICIIlbly has just opened lAd check to make cettain rimiDJ marits &li(n within
tolerance indicated ~ v Tilhten block sccuriDI scuds. fltSC to ... inch pOWlds torque and then final
torque to 20 inch pounds.
~ Inscrc the tip of yOUl small fqer throu,h timinI hole in housm. andapinst Iarp distributor
,car teech. Rock distribucor par back and forth sliIhtly. There must be perceptible backlash between teeth
of 1. and small san. This check should be made at three different points. 120
0
apart on gear. If
ba.ck1uh is not evident. replace Iarp distributor sur.
,. Install the breaker cover and completc reassembly of the magneto. Refer to manufacrurer's
publications for completc disulcmbly &adrcaaembly procedurcs.
f. lnscall and time mapeto. removed from enpne. ill accordance with paracraph 7CB.
J. Secure extema1 switch and retard leads to the breaker cover termiDals. Connect harncss assembly
to the mllDno.
7CS3, last.aUadoa And Timial l'roadun. (TiaIiq MapeuJ to Eope.)
a. Remove a spark piuafrom No.1 cylindcr and tum cranksh&ft in direction of normal rotation until
the compression strOke is resched.
NOTE
The advance cimina mark on the tOP face of the starter ring ,ear is
marked at both 2rf and 25" BTC. t.."sc only the 2,0 BTC marie. when
tuning the rnqncros to the enginc.
POWER PLANT
ISSUED: 8/18/12
2H15
PIPER COMANCHE SERVICE MANt:Al
Timing Mark
FIGt'RE 7C-14. ENGINE TIMING MARKS
lIoal
\Hln TaaT1l
FIGURE 7C..IS. MAGNETO TIMISG ~ R K S
b. Continue turning the crankshaft until the 25 advance timing mark is in alignment with the small
hole located on the top face of the starter housing at the two 0 'clock position. (Refer to Figure 7C-14.)
c. Remove the inspection plug on the left magneto and turn the drive coupling in direction of normal
rotation until the first painted chamfered tooth is aligned in the center of the inspection hole. (Refer.
Figure 7C-15.) Without allowing the gear to turn from this position. assemble gasket and magneto to
engine. Secure in place with washers and nuts; tighten only finger tight.
d. Fasten ground wire of electric timing light to any unpainted portion of the engine. and one of the
positive wires of the timing light to a suitable terminal connected to the ground terminal of the magneto.
Then turn the engine crankshaft several degrees from the advance timing mark in direction opposite to that
of normal rotation.
e. Turn on the switch of the timing light. which should be lit. Turn the crankshaft slowly in direction
of normal rotation until the mark on the starter gear aligns with the hole in the starter housing. at which
point the light should go out. If not. turn the magneto in its mounting flange and repeat the procedure until
the light goes out. Repeat the same procedures with the right magneto.
~ O T
Battery powered timing lights operate in the reverse manner from
that described above; the light goes on when the marks align.
f. After both magnetos have been timed. leave the timing light wires connected and recheck
magnetos as previously described to make sure that both magnetos are set to fire together. If timing is
correct. both timing lights will go out simultaneously when the timing marks are in alignment. Tighten nuts
to specified torque,
REVISED: ../10/81
2H16
POWER PlA.
PIPER COMANCHE SEFcVICE MANUAL

,. After !1UInC'tos have been properly timed. replace breaker covcrand secure.
h. Install the P'OlInd lead and the mard sparklead on the left mqncto.
i. Place the hamas tcnniaa.l plate on the mllfteto aad nptcn Illlt arollftd the plate a.ltcmately to
sat cover sqllarely on mqueco. Torque Illlts to 18 to 12 iAchpounds.
1C-'4. Sanint Vibntor Cbeeldn, Procedwe.
a. Measure voltap between v ~ t o r terminal madtcd "in" and the pound termiIW while opcratinl
saner. Olltpllt mllst beat leut 8-vola on 12-volt sysccms.
b. If volcqe is aclcqIWe. listeD for bllZZiq of vibrator dwint startinI. If no buzzinl is hard, either
the vibrator is defective or the circuit from the output "10" terminal on the vibrator to the mud (dual
breaker) lDapftO is open. Check bochswitch and mud circuia. Also check for lood electrical JfOllad.
c. Retard poina may not be c.losiq due to wroftl adjllltDlCDt. or may not beelectrically COMected
in the circuit due to a poor connection. IASpec:c rccard poina to see if they close. Check for proper contact
at the switch aDd reuzd tcmWWs of mud (dua! braker) maenao aad at the vibrator. Check 'Nirin,.
d. Tum e"line in proper direction of rotation IlDcil retard poina just open on No. one cylinder
position. Remove input coaaection from SQfter to prevent cnpae tumiq. Hold No. one plUl head '/16
inch from If'Ound eneqize vibrator by tumiDI switch to RUt. Pl\lllad.should thl'OW a '/16 inch spark.
Observe spark at pilip spark cap. If spark is weak or minirll. tty new vibtator. If this does not COrtect
trollble. remove mlfDeto aDd check for improper intema! cimini or improperly meshed di.scrib,uor leatS.
CAUTION
When checki.. vibrator action. stand clear of propeller or mnove spark
plllg terminalJ.
7C05'. HU'DCSI A.uembly.
7C'6. Inapection Of H_.
I. Check lead UICIIlbUcs for nicks. cua. mutilucd braidiq. badly worn section or any other evidence
of physical damace. lllSf)CCt spark pllli sleeves for cbafUII or tears and damaged or stripped threads on
cOllplinl nuts. Check compression sprina to see if it is broken or distorted. Inspect grommet for tears.
Check all mounnna bndteu aDd clamps to see that they are secure and ace cracked.
b. lJsiDI an ohmmeter. buzzer. or other suitable low voltap device, cbeck each lead for continuity. If
continuity does nOt exist. wile is broken and must bereplaced.
c. Minor repair of the hamcss usembly. sllch u replacement of contact sprints. spring retainer
assemblies, insulating sleeves or of ODe lead assembly, can be accomplished with the harness allCmbly
mOllnted on the ftIpe. However. should repair reqllire replacement of more than one lead usembly or of I
cable olldcc plate, the harness should be removed from the engine aad sent to an overhaul shop.
POWER PlANT
ISSUED: 8/18/72
2H17
7C57. Remcm1 Of HtmIa.
a. OiscollDCC't the c1unpt tbar secure die wiIa to the mpae IDd &CcaIOries.
b. Loosen the cOllpliJll nlla at the spark pillp and remove eIle iDsulaton from the spark plu, bane!
wcU. Use caution wben widldrawinl ttle iDsu!acor not to cIaInIp the iDsu1alor SPriDl.
c. Place a pard over the IwDas iDlWaror.
d, .Removetheb&mcu UlClllbly tamiD&l place hom t b ~ mapetO.
e. Remove tile mpae bUile place thac receives the bamea .-albly.
f. Remove the hamal from the airplaae.
7C58. I....nrio'll f ~ Before josqm,. hameu on mapcto. check raarm, surfaces for cleanliness.
Spray mare face of P'Oa:t.IIIft wim a upt cou of Pwac Mold Spray. SM"()"()-TH Silicone Spray or
eqlliwent. Thil will Prcmlt b.amaI pooDIIDec fromRickiac to m.apeto diftribucorblock.
a. Place die barDesI termiDal plate on the mapeto ~ tiPmn allts around ttle place alcernately to
sac cover squ.areJyon rn&petO. Torque screws co 18 to %% inch pounds.
b. Route ipition wins to their respective cyliftdcn.
c. Clamp the ham.. UMIIIbly in position and replace the enpe baffle plate.
d. COIUleC't r.beleads to die spuk plup.
7C59. Spark Plup.
7C-60. Remcml Of Spck Plup.
a. Loo$CD the couplinJ nut on the bamea lad and remove the mmiDat iDsulator from the spark plue
bam:! well.
NOTE
When widu:in.wq the iplition cable lead cormcction from the plug,
c:a.re must be taken to pull the lad straipt OUt and in line with the
cmter liDe of me plUl butel; othenrile. a side load will be applied
w::1ic:b frequently resWQ in cIuDIp to the banel insulacor aDd
coMel:tor. If tbe lead cannot be removed easily in mis manner. the
resil'ti.q c:onaec between tbe neoprene collar UICI the banel insulator
will be broken by a rotarY twistin, of the coUar. Avoid undue distortion
of the coUat and po.ble side loadiftl of the banel insulator.
b. Remove the spark plUl from the eapae. In me course of e.e operation. carbon and other
combustion produca will be deposited on the end of the spark plul and will penetrate the lower threads to
some degree. As a tawt. pater torque is frequently required for mnovUlg a plug than for its insu.llacion.
Accordiftlly. the torque limitations given do not apply to plUl removal and sufficient torque must be used
to unscrew the plu. The hilber torque in removal is not as dcaimena.l as in insoa11arion, since it cannot
stretch the threaded section. It does. however. impose a sbearin, load on thlS section and may. if
sufficiently severe. produce a failure in this location.
POWER PLANT
ISSUED: 8/18/72
2H18

FIGURE 7C18. REMOVING FROZEN SPARK PLUG
NOTE
Torque indican." handle should nee be: used for spark plug removal
because: of the areate:t torque requirement.
c. Place spark plup in a tray that will identify their pOliti;)n in the engine 15 soon .u they are
removed.
NOTE
Spark plugs should not be used if they have been dropped.
d. Removal of seized spark plup in the cylinder may be accomplished by application ot liquid carbon
dioxide by a Conical metal funnel adapter with a bole at the apex just lute enough to accommodate the
funnel of a C02 bottle. (Refer to Figure 7C16.) When a seized spark plug cannot be: removed by normal
mc:u1s. the funnel adapter is placed over and around the spark plug. Place the funnel of the C02 bottle
rnside the funnel adapter and release the carbon dioxide to chill and contract the spark plug. Break the
spuk ?Iug loose With a wrench. A wa.rm cylinder head at the time the cuban dioxide is p ~ l i e Will J.id In
the removal of an exeesswelv seized plug.
c. Do not allow foreign objects to enter the spark plug hole.
POWER PLANT
ISSUED: 8/18172
2 H19
IlIIpCCIioaADd cJanj., Of Spule ......
a. Visu&Uy ach spark plu. for the foUowiq non-l1!'?ainble defectS:
1. Severely d&mqed shell or sbield mr.dIllicked up. stripped or crotIduuded.
Z. Badly baaeredor rouadcd IbeJl bGllODS.
3. Out-of-round or damapd lbicldiDt bum!.
4. Chipped. cracked. or brokal c:euUciDlulator pORioaa.
5. Badly eroded e1ee:a:oda wom to approxUnate1y 5ow. of oriIiDa1
b. Clean the spark plq u required. removiaI carbon and foman deposits.
c. Test tile spark plUl both dcetric:a11y IDd for resiRuc:e.
d.Set the dccaodc laP at .016 inch orila _oomer operation at idle speed and reduced
lftII1lcrD dropoGff is desire. Sft at .018 to .02%of an inch. Howeftf, with wide pp sm:iDt the plul' must be
serviced at more frequent iDtftVals. Fine wire pWinum or iridiumelectrOdes should be set at .015 to .018
of an inch only.
7C-6Z. 1DIaUaGoa Of SpIIk PIup. Before inIta1liDI spark plup. UCCtUia thac the threads within the
cylinder arc daA and not damapd.
a. Apply anti1Cize compound spariDpy on the tIIrads and iDSa.ll psket and spark plup. Torque 360
to 42.0 incb pounds.
CAUTION
Make certain the deep socket is properly _ted on the spark plug
hexacon u ctamace to the pha, could result if the wreach is cocked to
one side Whelll preuute is applied.
b. irlsert the tcrmiDal insulator in the spark plUllAd tiptcn the couplinS nut.
7C-63. Lubricadoa System.
Oil Prcuure Relief Va1ft. Tbe adjusublf >i1 pressure relief valve enables the operator to mainuin
eftline oil pressure within the specified limits (refer to the eftJine lIWlufa.e:tUrCf's appropriate manual). The
valve is located above md to the rear of No, 5 c:ylilllder. If the presllUC under nonnal opcratina conditions
should consistently exceed 90 psi. or run less than 60 psi. adjust the valve u foUows:
With the elJline thorou.tl1y wumcd up md rurminl at a rnuimum of 2200 obsefVC the readi"l
on the oil pressure pup. If the pressure is above 90 psi. stop enaine. back off the adjustinl screw one or
tWO full turns. If pressure is too low, t\ll1l adjustin, screw further intO the relief valve pluS. thereby
increuinl the tension on the relief valve spring. When the valve nu been satisfaCtorily adjusted. lockwire
the crown nut to the drilled ear projec:tinJ from the valve mounan, bo. The engine hu a thermostatic
bypus valve as a safety feacure. The valve will open should the temperaNre exceed a safe operating level
and allow the oil to circulate in the system to avoid permaneftt damaae to the engine.
POWER PLANT
ISSUED: 8/11/72
2H20

7C-65. Oil SCNCIl. The suction saftn located in the left side of the en,iDe sump should be cleaned at each
oil chantc to remove any accumulation of sludle and to Qamine for metal fittinls or chips. If meu.l
pU'ticles are found i.D me screen. the eJIIiDe should beexamiDed for iDtema1 damap. The suction screeD is
removed from the sump by removiDi the hex had plu, at the lower left side of the sump. Clan and
inspect the screen and psket and replace the .....ce if OWl' compmled or damlpd.
7C-66. Oil Fiker I_au.
a. The oil falter element should be removed &her each fifty hoWl of enliDe operation; this is
accomplished by removiDJ the lockwiR from the bolt-hcad at tile end of the futer bousm,. looscninl the
bolt. and remOYinl the fUm' IIIImbly from the adapcer.
b. Before diJc:ardiaI the filter dC1llCftt. rc1IIOve the oueer pcrforami paper cover. and usiDi a sb&rJl
knife. CUt throqh the folds of the element at both ends, close to the metal caps. Then. c:arcfully unfold the
pleated element and eumine the material trapped in the flltu for evide.ace of internal eftIU\e c:1a.m.qe such
II chips or particles from bcariDp. In new or llcwly overhauled CDliDa. some small particles of metallic
wviDp milht be found; these arc pncrally of DO coascquencc &Del should not beconfused with panicles
produced by imp&C'tiDJ, abraion or pressure. Evidence of iDtcnl&1 eapae damafe found in the oil filtet
juRifics further elWlWwion to determinethe cause.
c. After the element has been replaced. titbttn the atudlin, bolt within 15 to 18 foot pounds
torque. Lockwire the bolt tbrouJb the loops on the side of the housint to the drilled head of the
thermostatic valve. Be sure the lockwire is replaced at both the attaehiq bolt head and the thermostatic oil
cooler by-pus valve.
7C-67. Turbo Oil Flow Check. (Refer to Fipre 7C17.) Should an indication of low turbo oil pressutc or
flow eeeur, the foUowm, system checks may be accomplished.
a. To check oil pressure. 11K the foUowi.. procedure:
1. InsWl a pressure .'ute with a raqe of 0 to 80 psi pressure in the pressure line to the
turbocharJm alter the redue:tiOft check valve.
Z. Start the enpne and warm up in the \lSU&l manner UfttU oil temperature is normal.
3. Idle eftlinc at 1000 RPM and observe pressure PUF. It should indicate a minimum of 15 psi.
Run engine al ZOOO ~ the pressure laUJC should rac:l a minimum of 30 psi and a nwumum of 5' psi.
b. To cheek turbo oil flow, UK the foUowiDi procedlUe:
1. Asccruin that the enrine oil sump is full as indicated on the dipstick.
2. Start the ensine and warmup in the usual lIWlner until oil temperature is normal.
3. StOP enpte and dixonnea: oil drain UDe. of the eurbochU'let to be checked. It the sump. ing.
.... Plug Nmp connection where drain line wu disconnected.
5. Install test line. approximalely four feet IOIll. on discoDnea:ed turbo oil drain line.
6. Set twO clean one .&I1oncapacity containm below the eftliDe.
7. Allow the turbo oil drain test line to hane in one coftwner.
8. Start engine and idle at 1000 RPM.
9. When oil flows from the turbo oil drain line into the container. qUickly direct the oil flow into
the empty container and immediately start timiD, for one minute.
10. When one minute has passed. direct the oil flow into the scavencer container and StOP engine.
11. Measure the oil in the test container. It should be a minimum oi 0.4 quart.
12. Disconnect test line. remove plUJ irom dram line tee fitting and connect ~ r b o 011 drain line to
tee fitting.
13. Test oil flow of the other turbocharger unit by using the same procedure.
POWER PlANT
ISSUED: 8/1&n2
2 H21
2111
FIGURE lC1l. TURBO OIL FLOW CHECK
2822
,IDUCTIOI
D
t
POWER PLANT.
ISSUED: 8/18112
PIPeR COMANCHE SeRV\CE MANUAL

1C-68. Oil Cooler.
a. When conduetin. a routine encine inspection, the oil eeeler, lines and fittings should be checked
for the foUowinJ:
1. Oil cooler line attachments should be examined to be Ceru1D thu all are and there is no
indication oi crOSltbreadinJ. (Sec C for oil line torque.)
2. Oil lines mua have adequate clearance and be properly aliped.
3. Oil line supportS should be titbt. property positioned and if wom should be replaced,
Oil cooler should bechecked for or discon:ed cells.
, . Coolin. fiDs should be clean &ad unclamqcd.
b. Dunn, each cupne overhaul; atindicuions of bith oiltntpentures or dunn, a 500 hour
inspection. the oil cooler should be removed; daned aDd checked for dam.d fltlS and cells. When
replac:m, the cooler. properly a1ipl aDd do not over tilinen the mOWltifti bolts sothat the cooler would be
e:tamaccd. While the oil cooler is removed. the oil lina should be dUcoMected andflushed.
c. If it is found that oil is leaking around the line compression nua. cbeck that the nuts arc tilhtened
to 125 inch pound Wet torque or the nut may be backed off. rctiPtened ftlll" tiCht, plus a 314 tum. Do
nOt over torque.
c;ompression nuts and inspect the line ends in the area of the swaged ferrules for collapsed rubin,. This
condition may be observed by lookq intO the cubint ends. Should the the cubing show indications that It
is collapsed and new scaI rinp and proper torque does not StOp lcakap. the oillincs should be replaced.
Also inspect the surfaces of the mann, fininp for dam.
7C-69. Recommendations For Chanlina Oil. (Ref. latest Lye. S.l. No. 1014.)
a. If an additive oil is wed in a new eDJinc. OT a newly ovcmauled engine. high oil consumption
miJht possibly be experienced. The antiofrietion additives of some oi these oils will retard the break-in oi
the piston rinp 1I\d cylinder walls. This condition is easily eerreeted by the usc of straight mineral 011 until
normal oil consumption is obtained, then ehanF to the additive type.
b. In erlJincs that have been opcratirlJ on sttailht mineral oil for more than 100 houn. a ch<Lnte to
detergent oil should be made with a degree of caution, the deaning ac:tion of a detCfJent oil will tend to
loosen sludge deposia and caUsc pluacd oil pusqcs. In fact. if an engine has been operanng on
mineral oil. and 1$ known to be in cxcessividy dirty condition. the switch to detergent 011 should be deren-cd
until after the enpne is overhauled.
c. When chanlin, from straight mincraJ oUto detergent oil, the following precautionary steps should
be taken:
1. Do not add detergent oil ee Straight mineral oil. Drain the straight minen.1 oil from the eftilne
ancl rill with detergent oil.
2. Do not operate the cngine lonpt than five hours before the fim oil change..
3. Check oil screen <Lnd filter for evidence of sludge or pluaing. Change oil every tcn hours if
sludge conditions arc evidenr, Resume normal oil drain periods after slild,c ccndinons improve.
POWER PLANT
REVISED: 4/10/81
2 H23
CAUTION
The tmns "dncqent", "additive" and uxd herein &tC
intended to refer to a c1&g of aviacion cnaiDc lubricaeinl oils to which
certain subtuDces haw been added to impnmr them for &ircnft: ux.
These tennI cIo not refer to such mucriaJI cOllUllonly kaown as "tOP
cylincict lubricant". "<lopes", "carbon ranova" whieb 1ft sometimes
addcci to fuel or oil. These products may cause dun. to thc cnainc
aDd their pracDCCill an capac will void thc owner's warranty. Uncler no
cirCUmlQftcel sbouJcl aucomotiYe oil be UIed. The 'lie of automotive
lubricants ill Lycomin, mrmes is sufficieat IfOUncls for rejection of any
warranty claims.
POWER PLANT
ISSUED: 8/18/72
2H24

TABLE VIIelI. TROUBLESHOOTING QlMT
(INGINETUUOCHARGED)
Trouble CauJc Remedy
Failure of enple to Lack of fuel. Check fuel system for
Start.
laks.
Fill fuel tanks.
Cleu dirty lines,
Klftftl. or fuel valves.
Wuer in fuel injector. Dtaift water from f\lel
system.
Insuffic:ient prime. IIlCRUC prime.
Ovcrprirrliq. Open throttle and engage
saner.
Lack of suffic:icDt Clean fuel nraincn
fueJ flow. and screens. Check
fuel pwnp.
Incorrect throttle Opcn throttle to one-
setting. tenth of its mngc.
Defective spuk plup. Claa and adjUSt or
replace spark plu,
or plup. Refer to
,
Table 11-1 for spuk
I
plu, liP adjustments.
Defective iplition wire. Check with electric
ccster and replace
any defective wifts.
Improper operation of Check internal timinl
mqneto to breaker ofmapctos.
I
points. Clean and set points.
Intema.1 failure. Check oil sump screen
for mcta1 particles.
If found, complete
overhaul of the enrine
may be indicated.
Fraun spark plq RcpJacc spark plup or
electrOdes. dry OUt removed plugs.
Shorted ipirion switch. Check. arad replace or
repair.
POWER PLANT
ISSUED: 8/18/72
2 11
TABU CHART (CODt.)
(ENGlNITt1RIIOCHAJlCED)
TroubJc c.u. Remedy
FaUure of eDfine to lacomct idle Refer to puqrapb
idle properly. adjUSUIIICDt. 7Coo43.
Idle mixaare. Refer to puqrapb
7C.... 3.
Leak in the iDduction TifbteD &ll coMccnons
system. in the iDduction sys-
tem. Replace &Dy
para that an: defec
tive.
UDeal cylinder Check cyliDder com-
compression. pression.
Faulty ipition Check enarc ipition
sysccm. system.
Irnproper spuk pi'll Rqap spark plu,.
ppsminl
Cloged iajcccor DOzzle. Remove and c1eaD.
puap.ph 7C-46.
Ditty air ruter. Check aDddeaD.
Insufficient fuel CIe&D fuel stniIlcr IIld
pressure. check fuel pump.
Low power IIld U!lcvcn tOO rich: ift. Check injector. Adjust
runmn.cragiDe. dicated by slugisb mixtun: conaol.
enBiDe operation.
red exhaust flame
IIld black smoke.
Mixture tOO lall: in- Check fuellincs for dirt
dieated by overhc:at- or other restrictions.
in, or backfiring. Check fuel supply.
Cloacd injector Remove and clelll.
nozzles. parqraph 7C46.
Leaks in induction Tichtcn aU connections.
system. Replace defective
putS.
Dirt ill injector inlet Remove screen and
screen. dean.
Defective sparit plugs. Clean or replace spark
plup.
Improper grade of Fill tIIlk with recom-
fuel. mended ande.
POWER PLANT
ISSUED: 8118/72
212
PtpER COMANCHE SERVice MANUAL

TABLE VlIC-II.TROUBLISHOOTING CHART (eene.)
(ENGINETUIUIOCJIAAGED)
Trouble Caute Remedy
Low and Mafneto breaker Check dltema1timm,
runnitll cflJinc. (cent.) poinu nat woriting of m..,neto.
properly.
Defec:tive ilftition wirc. Cbeck win: with eler:aic
tester. Replacc de-
fective wire.
De1'ec:tive spark plul Replace connectors on
terminal connectors. spark plUl wire.
Improper iJnition Check magnetos for
amm,. timiq and synchro-
nization.
Flow meter reads hiJh. Cloged nozzle. Remove and dean.
puqraph 7C-46.
Defective fuel injector. Repair or replace fuel
injector.
Fatlure of engine to Throttle lever out of Adjust throttle lever.
Leak in induction Tipten all connections.
system. and replace defective
pam.
.\\ixture tOO lean Injector must be re-
or tOO rich. calibrated.
Restriction in Examine air inlet and
induction air. tcmove restriction.
Improper fuel. Fill tank with reeem-
mended fuel.
PropellCt' Jovcmor put Adjust governor.
out of adjustment.
Propeller out of Adjust propeller low
pitch stop.
in inlet Examine air scoop iU1d
ilr scoop and filter. filter and remove
restrictions.
Faulry ignition. Tilhtcn all connections.
Check ignition
Cheek ipition timing.
Turbochaller control RiJ Turbochargers. Refer
out of adjustment. to pangnph 7CZS.
POWER PLANT
ISSUED: 8118/72
213
TABLE vnc-u, TROUBLESHOOTING CHART (eeae.)
(ENGINE-TURBOCHARGED)
Trouble Cauc Remedy
Routh runni.. eJIIine. Cracked eupne mouna. Repair or replace
enJine mount.
UDba1anced propeUer. Remove propeller and
ba1&nce.
Bent propeUer blades. Replace propeller.
Defective mountiJII. IDlt&11 new shock
mouna.
Lead deposit on spark Clean or replace plup.
pluto
Malfunctionina eDline, Check entire eDJine.
Low oil pressure. Insufficient oil. Fill oil sump to propCT
level.
Dirty oil screen or Remove aod dean oil
futer. screen. Replace
filter.
Relief valve OUt of Adjust vaJvc.
adjusancnt.
Defeetift pressure Replace gaule.
pUle.
Air lock or dirt in Remove and clean oil
relief vaJve. pressure relief vaJve.
Leak in suction line Check gasket between
or pressure line. acCCSlOry housing and
crankcase.
Hilh oil tcmpcraNrc. Sec "High Oil Temper-
anne" in Trouble
Column.
StopP. in oil pump Check line for obsrrue-
intake pa.ss.qe. tion. Clean suction
sereen.
Wom or scored Overhaul.
beannp.
POWER PLANT
ISSUED: 8/18/72
2 14
PtPERCOMANCHE SERVICE MANUAL

TABLE vue-a. TROUBLESHOOTING CHAltT (COOL)
(ENGlNITUlUIOCHARGID)
Trouble eau- Remedy
Hilb oil temperature. Insufficient air
Check air iDiet and
coolinl olldet deformation
or obmuction.
IDSllfficicnt oil supply. Fill oil swnp to proper
level.
Clogcd oil lines or Remove and clean oil
screeDor fUm. scteeDl. Replace filter.
Cloged oil cooler. Ranove and clean oil
cooler.
FailinI or failed Examine sump for
bearing. metal particles and.
if found. overhaul
CftJine.
Defective thenno- Replace.
staG.
Defective temper- Replace lallle.
aNre pUle.
Excessive l o w ~ y UsuaUy caused by weak
or stuck "DIS. Over-
haul.
Low grade of oil. Replace with oil con'
formine to specifi-
cations.
Improper eftlinc Check entire engine.
operation.
POWER PLANT
ISSUED: 8/18/72
215
TABLEVlIC-U.TROUBLISHOOTING CHART(COOL)
(ENGlNITVlUIOCJIA1tGID)
Troubie Caa8I Remedy
Excessive oil con- Falled or fa.i1q Cbeclc sump for mew
sumption.
beariJII
particles and. if
found. overhaw of
enpne is iIIciicated.
Wom or brokaa piston Insu.l1 new rinp.
riDp.
IncolfCcr iIIsulIation lucall new rinp.
of piston riDp.
Extemal oillcakace. Check cpecucfully
for lcakq pskea.
"0" rinp or sand
holes.
Failure of rinp to sat. Use miDcra1 base oil.
(New nil:rided Climb to cruise &lti-
cylillderS.) Nde at full power &Ad
operate u 7' "" cruise
power settint IIntil oil
consumption stabilizes.
Low grade of oil. Replace with oil .;on-
formiDt to specifi-
catioDS.
Failed or failinJ turbo- Replace or rebuild
chaqerbarinc or seaLs. NrbochllJCl'.
Faulty oil preaure ReplKe valve.
reducint valve in
turboc:harJcr oil supply.
Inaccurate pressure Cold weather. HiJh and low pres.llfe
radinp. rcadiDp due to ex-
aemely cold weather
are not necessarily
a malfunction. Small
aAcll0ht oillina will
not rransfer pressure
feaclinp accurately un-
til enpe is quite warm.
POWER PLANT
ISSUED: 8/18/72
2 16

TABLE VlIC-II. TllOtTBLESHOOTtNG CHART (cone.)
(ENGlNETt1UOCHARGED)
Troubfc c... Remedy
Loss of. reduction of. MalfuDetionq nwti Repair or replace
or fluctuation of fold preuure pup puJe. NOTE: If the
manifold pramre due to faulty pup or cnpne chances in
while rurboc:hU'lina. possible oil in MAP power level or the air-
reference lineor speed chanps. then
pte. a.crual chan,e in MAP
occurred due to
one of the reasons
listed below:
TurbocharJer inlet Check cluet:iDJ and re-
duct blocked. move oblttUction.
Tutbocomprasor dis- Connect or replace
chute duet ruptured ducting.
or disconnected.
Severe rupture on ex Replace defective put.
haUSt stacks causiac
waste pte to bein
d'fective.
TurbochatJcr rotor Repla.ce TurbochllJer.
jammed.
Ruptured manifold Repair leak.
pur: liDe or fimn,.
BrokeD waste pte Replac:e contrOl cable.
conaol.
Loss or reduction of Out of fuel. Refuel.
fuel pressure when
turbochuging.
Pa.rtia1 fuel vapor lock Tum on boost pump
at hilt! altirucic due to and/or reduce power.
hot fuel and biJh power
setti.llp.
Ma.1func:tionm, fuel Tum on bOOR pump
pressure rquJaUnI and/or reduce power.
valve or fuel pump.
Ruptured fuel line or Shut off fuel
1eakint fittinl or valw. full rich mixture
pump shaft seal. until fuel forward of
firewall is consumed by
engine. Secure enll"e.
POWER
ISSUED: 8/18/72
2 17
TABLE VIICD. TROUBLESHOOTING CHART (cont.)
(ENGINETtJRSOCHARGED)
Trouble C... Remedy
Lou or reduaion of Ruptured booIt pres- CoftUnue operation IIntil
fuel pressure when sure reference line next lIDding if engine
turbocharging. (eent.) to fuel pressure is smooth; otherwise.
reculatinl valve. reduce power to obtain
smooth encine opCftoon.
GroWld check fuel
system.
Engine runs hot (5 .\1ar be due to extreme Reduce power or open
or marc) when turbo- hot weather. cowl flaps.
charging or naturally
aspitated. Cracked or loose eyl- Repair or replace as
inder cooling air required.
battles.
Durilll c:1jmb. Reduce power or open
cowl flaps or increase
Indicated Air Speed.
Ovcr-boost or RPM Reduce MAP or RPM.
roo hiJh.
Fuel mixture tOO lean Enric:hen mixture.
durin, very hot
weather.
Mis-timcd isnition. Check ignition riming.
either recarded or adjUSt as necessary.
pre-ignition.
Detonanon due to tOO Fuel mixture set tOO
low octane fuel or lean or fuel eetane roo
item above. low. Cheek mixture
and fuel grade.
Faulty cyliftdcr head Replace instrumenr.
tempftlltutc ,auge.
Defective oil cooling Inspect and repait as
system. required.
Combinations of above. SystemaocaJly elimi-
nate by above steps.
POWER PLANT
ISSUED: 8/18/72
2 18

TABLEvnc-n. TROUBLESHOOTING CHART (COIlt.)
(INGlNI-TUUOCHAllGED)
Trouble e- Remedy
Airplane performance May be ciue to hot Speed for the TlU'bo
is reduced from weather. COllWlche will be
normal. reduced 2 to 4 mph
for 10 F riJe in
tempeftNre above
It&Ddatd day. This
is because Turbo-
chUJUS, like
Nrbina. arc hat
leftlic:m: u to per-
formance.
Tired eJllinc. or OUt R.epair CDline u re-
of Nne. quircd.
Airplane may have laspect airframe and
additioDll drat due repair u necessary.
to radio anrcnna.
uainI ,earor
flapl. OUt of ring.
etc.
Fuel consumption is Mixture SCt tOO rich. Develop proper leaning
higher than normal. technique.
Leak in fuel system. Locate and repair leak.
Prolonpd hich power Reduce power and lean
at full ricb mixture. for fuel economy.
HOt weather. Hot weather will naN-
rally incrnsc fuel
consumption 2 to 4
GPH dcpendinC on
power. leaning and
temperature of the air.
This is due to less
dense air for the same
MAP. Also it hu been
found from tcstS that
slithdy richer mixture
should be used for ex-
tremely warm weather
to maintain a lower
head temperature.
This will insure good
encme life.
POWER PLANT
ISSUED: 8/18172
219
TABU vnc-a, TROUBLESHOOTING QlART (coat.)
(ENGlNE-1'11RJKJCHARGED)
Trollble c:... RuMdy
Oilleakiq Ollt of Oil sump or intake R.epair or replace sump
tJIIine induction valw pidc Ieak.iDt or '111ft pide.
drain. NOTE: cite intO induction
should be taken sy_m.
to make tuft oil
is from iDsidc Failed Turboc:lwJer Rcplace TurbochltJCf.
CJlIine iDlet drain. beannp md com- NOTE: TbeTurbo-
not on the outside preuor sal. c:btrpr seal will
from some other point have to be in very
on engine.
poor condition to
perlhitoiltopus
the compralOr im-
pe11cr seal.
Turbochaqu dnin Reroute for clear flow
line misrouted or or remow obmuction
pluaed &om line.
Noisy Tllrboch&tfCt' Dunapd bc:arinp. Replace unit.
rotatiftl usembly.
Rocaa.. unit rubbint
Replace unit. NOTE:
bollSinl u a rsalt
Allowable wit play is
of damapd bariap. .017 to .028 inch due
clistoned housinp. 1:0 semi-Oouin, bear
dirt accumulation on inp. Allowable shaft
impeller. carbon
axial play is .004 to
build..,p on turbine .009 inch.
or foman object
damap.
Oillaki,. out of
Badly worn Of failed
Replace turbocharger.
exhaust pipes. turboch&tJCf shaft
oil seal.
Fouled oil prasure
Replace valve.
reducing valve in
turbo oil supply.
hull:}' scaveftler pump
Replace pump or
remove obstNction
or restriction in
in system.
scaven.e system.
POWER PLANT
lSSUED: 8/18/72
2 110
2111
8-1. General .
8-2. Description .
8-3. Fuel Cells .
Pre- Removal Instructions .........................................
8-5. Removal .
8-6. Handling And Storage .
8-7. Fuel Cell Compartment .
8-8. Molded Nipple Fittings .
8-9. Installation .
8-10. Fuel Quantity Indicating System ..................................
8-lOa. Checks And Adjustment Of Fuel Quantity Indicating System .
g-lOb. Removal Of Fuel Sender. .........................................
8-lOc. Installation Of Fuel Sender .......................................
8- I I. Repair Of Fuel Cell ............................................
8-12. Fuel Selector Valves .....................................................
8-13. Removal Of Fuel Selector Valves .
8-14. Servicing Three Position Fuel Valve
(PA-24-180 and PA-24-2S0) ................................
8-15. Servicing Five Position Fuel Valve (Hoof). (PA-24-2S0
and PA-24-260) ................................................
8-16. Servicing Fuel Valve (Airborne Mechanisms). (PA-24-400) .
8-17. Installation Of Fuel Selector Valve .................................
8-18. Cleaning The Fuel System ........................................
8-19. Fuel Strainers .
8-20. Fuel Strainer. (PA-24-180 and PA-24-2S0, Serial Nos. 24-1 to
24-2174. 24-2176 to 24-2298) ....................................
8-21. Fuel Strainer. (PA-24-180 and Serial Nos. 24--2175.
24-2299 and up and PA-24-260) ..................................
8-22. Fuel Strainer. ........................................
8-23. Fuel Strainer, Bendix Plunger Pump. (PA-24-180, PA-24-2S0 and
PA-24-260 with carburetor induction.) ...........................
8-24. Fuel Pumps ..............................................................
8-25. Removal And Replacement .
8-26. Fuel Pump, Bendix Plunger Type. (PA-24--180, PA24-2S0 and
PA-24-260 with carburetor induction.) ............................
8-27. Resistance Check (Plunger Type Pump) .
8-28. Servicing Of Fuel Pumps, Bendix Model Nos. 480518-1,
480 528 and 480 533 .
8-29. Fuel Pump Pressure Check ........................................
8-30. Electric Fuel Pump, Dukes (PA-24250 and PA-24--260
with Fuel Injected Engines) .
8-31. Removal And Installation Of Electric Fuel Pump .
8-32. Engine Primer System (Carburetor Induction) .
8-33. Prime Pump .
8-34. Prime Jets .
8-35. Fuel Flow Gauge Damper (Fuel Injection System) .
8-36. Troubleshooting .
SECTION VIII
FUEL SYSTEM
Paragraph
Aerofiche
Grid 1'\0.
2113
2113
2113
2113
2113
2121
2122
2122
2122
2123
2123
2J I
2J I
2J I
2J2
2J2
2J3
2J4
2J5
2J5
2J6
2J6
2J6
2J6
2J7
2J7
2J7
2J7
2J8
2JIO
2J 10
2JI2
2J 13
2JI3
2JI5
2J 15
2JI6
2316
2JI6
REVISED: 4/10/81
2112

SECTION VIII
FUEL SYSTEM
8-1. General.
8-Z. DacriptiOD_ The fuel cells on the Comanche consist of ayon-neoprcne bladders which are contained
in cavities in the forwud sections of the wq. The main or inboard cells on ill models hold a capacity of 30
gallons each. Auxiliary cells on the and PAZ4-Z60 hold a of 15 pllon. ca.ch and on the
PA24-400, 35 pllons each. There art no auxiliary fuel cells on the PA24-180.
Fuel is taken from cuh cell UltoUJh a sC1'ftn located in the cell oudet and then onto the
shutoff-selector valve. From the Idector the fuel is drawn throulh the sediment bowl where it is filtered
and anywater or sediment trapped.
The fuel pumps. both the CftJine driven and the electric auxiliary, deliver fuel direct to the carburetor
or injector. The fuel pumps on the carburetor induction systcrn aM connected pan11e1 and the pumps on
the fuel injection system are connected in series. The fuel apin is filtered bdore it enters the carburetor or
injector.
8-3. Fuel Ceo..
84. Pre-Rcmoval Insuucaoftl. When necessary, for any reason. to remove the fuel cell from the caviry or
to collapse it within the wi",. it is sugested that the fuel ceU be drained. then flushed. sprayed. or rubbed
with a light engine oil. Do not remove the fuel cell until 24 hours have elapsed after the oil has been
applied. This will keep the cell pliable until ready to reinstall.
85. Ranov&!.
a. Drain the fuel cell, then tum the fuel seleeror VlL1ve to the off position.
b. Remove the flathead screws from the oval cover plate on toP.of the wing panel and remove plate.
c. Disconnect the fuel sender unit wires from the unit.
d. Remove the unit mounting plate bolts andwashers. both at the wiDl panel opening and at the cell.
Remove the sender unit plate and ,askct, being careful when sliding the plate off the drain and vent hose
not to damage the unit or bend the float arm. On the outboard cell of the PA24-400 remove the filler
assembly.
e. Remove the screws attaching the "eess plate or wine f&iring to the fuel cell outlet molded nipple
fitting. Loosen the damp 50 that the cell may be: drawn from the fuel line.
. Place tape or other protective material around thr cell aceess hole to prevent to the ceil
when removIng.
FUEL. SYSTEM
ISSUED: 8/18/72
2 113
i , COUIITl:IIIUII. IClIC"
a. caVIll Tl
J n. COVIll
IT. nll.CII UII'T
I. CILL ,A,TllIllI
C.., 10l"T
,. "110'" UII.T 'UTI
I. l'\ICL CILL
.....IT. l'\IlL CII.L
'1. ",11" CII"I" C....'AlI"...T
, I. ACca'1
la. CIo.OM"
"1."'111
'A. IIIIA'II TU.l
II_ 11.0111 UIIIT
Ie...O_IT
". V'IIT TV.I
". VC.T "OSI
'.. IliA. II "aSI
20. .'\,AsN 'UA
11 5 8
10
TU"" MAMOU CLOCKWI. TO TlGHTCN CAl'.
3 4 2 11
12 14 16 11
FIGURE 8-'. FUEL CELLINSTALLAT10N (MAIN/INBOARD)

ADDED: 4/3178
2 '14

2111
qJ Q
I ,..,..... '
---:..,......I)..-+----
"'OUD fUEL CElL
.... - .
.'- - - -
mCTRIC fUEL "'WI
fUll ST.Mln
......
lilt
fUEL $TI'
THlDnLl
CWUlrrDR
I ELtCTRIC fUn PU"
j
I (IIII( fUll MIP
I
I
I
I
I
,
,
.... ".
fUEL
,.., SWITCH

,..(llaZZLES
.....ZZLlS
SUIlL lOS '.,1" zuna
1I.IlLlOS '''UII lID lIP
FIGURE ..2. FUEL SYSTEM SCHEMATIC
P424180
FUEL SYSTEM
ISSUED: 1/11/12
2115
2114
AUX fun CElL

PI.I ruMP
fUIlCAl(S
fU(l
WCTIl
..uIll run CElL
fUUs...-.
fUll "1'$
fUR Pl[SSlJI(
\ .. , ,
Yl1T
,. lIllZl1S
run SEIIIU
AUX, run CELL
fIGURE ..3. FUE L SYSTEM SCHEMATIC
P42,4250, Serial Nal. 14105 ta 242298
2116
CARBURETOR SYSTEM
FUEL SYSTEMA
ISSUED: 8/18n"

211'
fUEL PRESSLIE
AUX. FUEl CELL
FUEL lAC(
PHIl PUMP
IIlXlUIE
~ ~ i ... ~
.o.J VENT
~
I
.s
I
CAIUfTDI
I
~
"
I
I
,b
"0
......
I ]
ct==
I
-
--J
I
I
.... /IlIlZLES
I
I
CARBURETOR
I SYSTEM
I
EKIII fun
PUMP
&NECK ValVE
fUEL IlDZZLfS
~
_AID fIl[l CELL -
r;-=. =z:::--.=-----::..--::-- ~ \
fUEL NilP ,
SW,IlCN
ELfCTlIC FUn PIlIP
AUX fun eru
FUEL INJECTION
SYSTEM
FIGURE .... FUEL SYSTEM SCHEMATIC

P424250, $erial Has. 2".2299 and up ancl PA24260
2117
FUELSYSTEM
ISSUED: 8/18/72
2112
AUI. filL ClLL
WCTIIC fill ..
FUlL fUll IAII
III. fWL em
_flO.
..
FIlLIIIIZZLfS
FlGURE ..S. FUEL SYSTEM SCHEMATIC PA24-260 (TURBO)
FUEL SYSTEM
ISSUED: 8/18n
2118
2 119
OUTIaUD FUll em
1Ill1TVI[
fUlL FlDW
U;(
" IlWl
Lr--I'-'-'"
,"II. YIll
_
FUll IIOlllU --_....-:: - \
- "
lIITlOAID fUll tELL

FIGURE lH. FUEL SYSTEM SCHEMATIC
PA24400
FUEL SYSTEM
ISSUED: 8/18/72
2120

......
. ...
FIGURE 8-7. BAYONET FASTENERS FIGURE .... BUTTOH 'ASTENERS
I. Insert the arm between the fuel cell and top of the wiD&. work outward &om the opening
rel.uinl the cell suppon bayonet cllpa. (Ref. to fipre 8-7.) The cli.- fit into compartment
futeners md CllQ be releued by ezertiAI pre.awe unrud on aU PA-24 ..ries aircraft except the
outboard cells of the PA-24-400. After rel...iDa all upper clip., ntle... the lower clips.
h. On the outboad cells of the PA-24-4Ol)botb the bayonet cli,.aad button piratypefuteners
are used. (Refer to fillUre 8-8.) To disconnect mill cell from its fasteDer plates. release all the
top futeners which Ite the bayonet clips. After the top h.. been rele..ed, reICh under the cell
and work the pin type futeners from their breeket plat... The frcat-outboard pin is worked. out-
ward while the aft-outboard pin is worked rearward. The inboard fasteners are .U worked inward
toward the fusela. The center futeners are the baYOftet type.
i , Fold the cell neatly within the wing and remove it pnlly throuch the oval opening .t the
top of the winl.
8-6. Honcllin, And Sforo,.. When synthetic rubber fuel cellS are placed in service. the luoline
has a tendency to extract the pla.ticizer from the inMr lifter of the fuel cell. Thi. extraction of
plasticizer is not detrimental .. leal IS a-oliDe .._Wi iA the f.l cell, in.smuch the ~
line will act a suitable plasticizer. When the luoline is drained from the fuel cell. the plas-
ticizing effect of the lesoline is lost and the inner lifter of the ful cell belins to dry out and
subsequent crackinl will occur. This craekinl may penetrate throuah the walls of the cell after
the cell has been refueled. To prevent this failure from Iffectinl serviceable fuel cells which
preViously contained lasoline .nd are now to be .tored for more thllD 10 days in the airplane or
in star.... a thin coat of enline oil shculd be ~ p l i e d to the inner liner of the cells. If it be-
comes neeessary to return cells to the contractor, they ,bOllld be repacked as nearly similar to
the original factory pack as possible.
a. Do not drag or hlndle the fuel cells .ttY mote than necessary by their molded nipple fittings.
cell openinls r::r: attachment fittinp.
b. Store cells at roOlll temperlltul'@ with ItO more than normal humidity.
c. Do not allow the cells to remain any lonler than possible under stronl li&ht.
FUEL SYSTEM
ISSUED: 8/18/72
2 121
d. When stonDi the cells, store itl such a lUlUUtf the theil shippml ccataiDftS are placed
level ami will not crush the cells. When necessary to stack mOte the ODe hiCb. see that the can.
tainers are placed Otl nch oth.r so .. to preclude Illy dMI.r of sUppial aad the sharp
ed.. at one container perforainl Mother.
s-t. Fvel C.II C...,."",ent.
a. Thoroughly clear the c.ll compartm.nt of all fittillp. trilluailllS. 100......h.rs. bolts, or
nuts.
b. Roulld off all ,h.-p eelps ofth. fuel c.ll cOlIlp.-tment.
c. lDapect the fu.l cell cOlIlpartlllent juat prior to fuel ceU inatallatioa.
d. Tape over aU aherp eel., and aU roup riv.ts.
8-8. Molel" Hipple Fittin, The molded nipple fittiDl is lilhtweilht fittitll developed for
ease in iutaUation in certaia locatioas ill the alrlllae. In Older to let the best service frora this
tyJHr fittiDa. it is necury to exercise certain pNCaatiClllI a the time of iIl.taUation. The spe--
cific precautions other thaD the ..neral care Us h_d1iq .. as foUows:
a. Insert the nowtube into the fittml until the eftd is fluah with the iuide ed.. of the nipple.
b. Th. hoa. clamp must be cle. of thad of dle UUinl by 1/4 Il1:h where pcasible.
c. Locate the hoa. chlllIp on the fabric reiDforc.d ..a of the nippl
d. Tipten the hc.e clamp finler-upt. Do this ooce. Do lleX N-ti&hten WIlen the boae clamp
is lOOMned complet.ly and aUowed to set for 15 minutes befen re-tipteninl.
e. Do nct us. s.aUna put. or Isskat compowad.
f. Apply a thin fihD rJ. Simonize Wax to m.tsl flow tulMa to faciUtat. installation and removal.
8-9. Installation.
. Insp:t the fuel cell for any shippitll or .toNCe d.ap.
b. Check to be sure that the fuel cell is .._ encugh to fl.z. Do not use sharp tools such as
screw dtivers, files, etc. for install_ion purpoaes. Note the torque limits for the sender unit and
filler unit placarded on tbe fuel ce11.
c. Place tape or anoth.r protective material over the eel..s of the willa cell access hole to
prevent dam.linl the cell. Not. the location of each c.U fut.n.r bracket, and on the outboard
cell of the PA24-400 the direction the button pill fasten.r mUit be dnawn to secure it to its
bracket. Fold the cell with faten.rs attsched. insert it thrOilp the winl openina .nd unfold.
"OTE
Do not let the fuel cell remain Us the folded or coUapaeci condition
any lonler than absolutely necessary,
d. Acell may b. fastened by startinl at the center under side of the ceil. workina toward each
end. insertin, the nipple fittinl throu&h the winl and finishinl at tbe top access hole. Early fuel
cells have loeatinl tabs attached to the inaide of the cells. By Il'ippinl these tabs, the location,
installation and eheckinl of the i.stener to their breckets may be Late cells do
FUEL SYSTEM
ISSUED: 8/18/72
2 122

not have tieu tabs. thoulh installatiOll is similar. Th. fastea.rs may be f.lt thrOlllh the rubber
cell and by grippilll the caU skin with the fiDprs arouDd the f.teur area they My be installed
in their bracket. To check if .ach futener i. secure reach bet..en the cell alld wina exerting a
sHiht pressure inward.
e. Attach the fuelH... to tbe molded !UPpie ittUlI aDd ..ewe.
f. Make final inlpection prior to clociftl tbe fuel cell to make sur. the fuel cell is clear of
foreiln matter such as lint. dust. oil or aay other ialtaUatioa _teriat. If the fuel cell is llot
completely clean. wipe it with a lint-free cloth Sc.k8d in alcohol or Iatr...ne.
I. PMition the sender UAit and/or fillet wt with its ..kat aDd iastaU the vent aed drain
hc.. Aliln the bolt hole. aDd inaert all bolts before tiChtelUftl. Torque tbe bolts accordini to
require.-nts placarded on the cell. Special attention .bollld be liven to the boltand stld lenlths
to avoid bottomina on the inside of the bUDd tapped hoi.. or do. nuts. Either of the.. conditions
could produce an error which -.owd r.,lIlt in a lou of cOIIlpr..sion of tbe sealiDl surface.
h. Connect the sender unit wires and replace U. cover plate(s). la.ket(l) and screws.
8-10. Fuel Quantity h.tllutl", 5,.te
8-10a. Cfteclt Anti .....ju.tlII...t Of Fuel Quantity I_leoti", 5,.......
a. General Checks of System.
1. Completely drain the main Ind l\lXiiia" f_l cells that relate to the pUle that is to be
checked. (Refer to Dramine Fuel Cell.. Section n.)
2. Level the airplane lonlitudinally .ad laterally. (Refer to LeveUCI. Section 11.)
3. Connect a 14-Yolt power supply to tbe airplue electrical .ystem Ind observe the fuel
quantity .auee. It should read empty with the respective fuel ..lector lever at both the main and
auxiliary ON positions.
4. Add fuel to each cell in tbe amount of 3. is U.S. pUona to tbe luxiliary cell and 7.5 U.S
allons to the _in cell. to brinl each cell to its full capacity,
5. Again move the .elector lever to both ON p..itians aad .er.'! 11111'1. At either
position the quantity pointer should allan with allY part do the oae-quarter full laUie index.
6. Continue to add fuel in increments of 3.75 aDd 7.5 U.S. plloa to the auxiliary and
main cells respectively for each quarter capacity at tbe cells. At each quarter increment. Witil
full. check that tbe qualltity pointer alieftS with Iny part do the conesponding index. with the
selector lever It either ON pOlition.
i. Should the glUle aad the lllIlount of fdl in- the cell not correspond. the procedure in
steps "btl thrOulb lid If lDay be nece.sary to isolate the trouble in the system.
b. Serder Check.
1. Remove the fuel sender to be checked. (Refer to paraanph 8-1Ob.)
2. Secure the sender in the appropriate position on the fabricated jil as shown in Figure
8-9, (The iii may be fabricated from dimensions liven in Filure 8-19.)
3. With the float arm .pilllt the bottOtrl stop. the float should be just touchina the base
of the jig_ If the float arm is not touehinc the btlse of the jil or tM bottom stop. adjust the float
by bending the arm at a poaition shown in Fiiure 8-9.
4. After the sencler has been adjusted. check for the proper amount of resistance by the
followina
FUEL SYSTEM
2 123
_.III111'tCIII
1' .... lItSBTOI
t
T " YelL!S I
TU::"L :
1
Il'f i I
I
t
I
,
An,
METHOD ONE METHOD TWO
FIGURE ..g. otECKING SENDER UNIT FIGURE ..,0. CHECKING fUEL GAUGE
(a) Connect an ohmmeter to the sender uftit.
(b) tbe float arm a..irllt its bottom stop and ascertain the ohauneter indicates
0.00 to 0.50 oluDa resistance.
(c) Slowly move the floet armfrom the bottOlll stop to the top stop. The ohmmeter needle
should steadily move I!P the scale. without fluctuation, .. the f10Itt arm is moved.
(d) With the float .rm .pillSt its top stop, the ohmmeter should indicate 29.6 to 31.3
ohms resistance.
If incorrect resistance or fluctuation is found, the .ender should be repl.ced.
c. Wiring Check.
1. Check all IroWld connections throulhout the indicatinl system for conosiOll or loose
connections that may cause excaasive resist.nce in the circuit.
2. Check all.plice. and terminal connections for corfOlJion and .ecurity.
3. Check Wiring betwe.n connections for uces.ive resiatance dlle to frayed or broken
strands.
d. G.llge Check.
1. Sender Method:
(a> Position and secure a calibrated sender to the fabricated checking jig.
(b) Connect the sender directly to t.M gaUle beinl checked usina Number 16 or larger
wire. (Refer to FiINre 8-10.)
(c) Connect a 14-YOlt power supply to tbe electrical system 01 tbB .Up"ne.
(d) Operate the power supply and mOve tbe .ender noet .rm tlvolllh ita travel. As-
certain that the empty and full pcMitiaal 01 tbe sender aad the lallie cone.pond. If not. the
lallge should be
2. Resistor :'ftethod:
(a> COIlaect a 15-ohm resistor to tbe ..ader Wlit terminal of tbe laule beici cheeked.
(Refer to Figwe 8-10.)
FUEL SYSTEM
ISSUED: 8/18/72
2 124

CAUTION
:'t1ake certain the sencier resistor is connected to the proper side
of the gauge.
(b) Connect a 14-volt power supply to tile electrical system of ttw airplane.
(C) Operate the power supply and ascertain tbe laup indicates one-half full.
(d) Repeat the procedure Ilailll a 3D-obm rHiator which should cauae the laule to
indicate fllil.
(e) If the laqe does eet iadicate properly, it should be
8-10b. Re..o.ol Of Fuol Send.,.
a. Remove screws attachinc the oval cover plate to the top of the wiq.
b. Disconnect electrical leads from the sender wt.
c. Remove screws and ...hem auachinlsender to moatiq plate and sender.
8-1Oc. Instoll.tion Of Fuel Se.,.
a. Place the sender unit Iuket on mountiq plate aad iutall Hader.
b. Secme sender to mDW'ltinC plate with washers and screws.
e. Connect electrical lnds to sender.
d. Install cover plate and secure with screws.
CAUTIOH
No repairs are to be made on the radius of a cell or in the fittinl
area of a cell. Cells with such damep are to be returned to the
facrory for repairs. So damapd ar..s such as CIlts and tears
larger than 1 inch are to be repaired in the field.
a. Outside the Cell.
1. Use a piece of synthetic rubber coated fabric (U.S. Rubber Co. 5200 outside repair
material) large enCNlh to cover damaCe at least 2 inches from cut in any direction. Buff this
material lilhtlyalld thorolllhly with fine emery eloth(l80 lrit) and .ash with :\1ethyl Ethyl Ketone
solution (U.S. Rllbber Co. 3339) to remove buffinl dust.
2. Cement buffed side of patch with two coats of U.S. Rubber Co. 3230 cement or
Sota Minin& Co. EC-678. Allow each coat to dry 10 to IS minutes.
3. Buff cell area to be patched lilhtly and thorouchly with fine emery cloth and wash 'Nith
3339 solunen to remove buffinl dust.
4. Cement buffed area with two coatS of U.S. Rubber Co. 3230 or }tininl Co.
EC678 cement. Allow each coat to dry 10 to IS minutes.
3. Freshen cemented area of patch and cemented area of cell with 3339 Solution.
6. While still tacky. apply edge of patch. to edCe of cemented area on the cell. With a
REVISED: 4/10/81
2 Jl
FUEL SYSTEM
roller or blunt instrument. roll or pre the patch to tile c:alllellted aNa ad roll or press it down
a halfinch to an inch aero at tiIIIe so not to trap air betWMD patch ud cell. L.ay ~
pound shot bae aver pcch which ia proteetlld by a piKe of Hol1ad Clotb to preyeat sUcking.
Weipt should. not be teIIlaved far 6 hours.
7. Seal coat eel. of patch 1/2 iftch with cae coat of U.S. Rubber Co. 3230 or Minne.ota
)Unin, Co. EC-678 cement aDd aUow the cement to dry tharouply.
b. IIlside rS Cell.
1. After the dau,ed aNa baa been patched OIl the eutaWe of the cell aDd the repair al-
lowed to stand a mwmWII of 6 bOlln. the cell ~ thea ready to have th. patch applied OIl the
insid.e of tbe cell.
2. Liptly &Del tharClUply buff piKe al cuNd U.S. Rubber Co. 5200/87 nyloa sandwich
material 1 enoup to cover d...... at let 2 iDCb.. frma cur: i.a aay clirectioa. W.sh buffinl
dust off patch with Methyl Ethyl Ketone soluUco (U.S. Rubber Co. 3339).
3. CelDent buffed side of pech with two Cotts 01. bl-ek rubber cement. U.S. Rubber Co.
3230 or Minnesota Miami Co. EC-678d aUow eada coat to dry 10 to 15 miautH.
4. Buff cell ..a to be patched liptly aad tborouPlY with fiDe ..ery cloth ud then wash
off buffinl dust with Methyl Ethyl Ketone so1l1tioa (U.s. Rubber Co. 3339).
5. C08t buffed area with two ca.ts of black rubber cement, U.S. Rubber Co. 3230 or Minne-
sota MiAmi Co. EC-6i8. ami aUow each cott to dry 10 to 15 lDillllt
6. Freshen cemented ... of pacb .d c:alllented ... of <*11 with Methyl Ethyl Ketone
solution (U.S. Rubber Co. 3339).
i. While Itill tacky, apply eel. of patch to ed. of ceraeated .... ceateriDl patch over
cut in cell. With a roUer or blunt iDstrWllellt, rollar press th. patch to the cemented area Oft the
cell. Hold part of patch off the cemented ... and roU or pre.. it down a half-inch to an inch at
a time so u not to trap air between patcb &Ad ceU. Apply SOopouad ,bot b.C to repaired ... and
do not disturb for 6 hours.
8. Seal coat patch and 1/2 inch &011I cle of patch with two co.ts of U.S. Rubber Co.
3230 or Minnesota ~ n l Co. EC-678 cemnt. Allow the fint e..t to dry 15 minute. or more and
the second coat to dry 12 houn ar more so that Wbell the ceU i. ia itl folded or oripnal position
the patch area will not stick to other are.. of the cell. Wipe patch and cemented .rea liptly with
number 10 oil.
c. Scuffed Fabric.
1. Buff a surtoWldiDlscuffed fabric.
2. Wash buffin. dust &OID ..a with 3339 sollltioa.
3. Apply two coats ci U.S. Rubber Co. 3230 or Mimlesota Mia.inl Co. EC6i8 cement to
the buffed area, allowia& 10 millute. dryiDl time between coats.
8-12. fuel Selector Val"
8-13. R.lftcwal Of Fuel Selector ValYe., Remoye! of the fuel valye on all models of Camanche
aircrait are basicaUy the same.
a. Drain fuel from the fuel cells.
b. Remoye the fuel ,.lector v.lve handle.
c. Remove the screw, Mcurinl the 'fuel valve protector plate and remove plate. If plate is
wired with se lector switches. brinl the plate Itrapt up. beinl careful not to damale the switches
FUEL SYSTEM
ISSUED: 8/'8/72
2J2
@-l
0-
2
~
@--4
t-
S
~
<bt>--'
I I
I--._---.J
PIPER COMANCHE SERVICE MANl' AL
1. VALVECAP
2. CRUSH WASHER
3. "0" RING
4. WASHER
5 SPRING
6. BRASSWASHER
7. POSITION WASHER
8. VALVE STEM
9. PIN
10. PLUG COCK
11. VALVE BODY
FIGl'RE 811. THREE POSITIOS Ft:EL VALVE PA-24180 AND PA24250

and disconnect the wiring.
d. Remove the floor carpet and floor panel covering the selector.
e. Disconnect the fuel lines.
f. Remove the screws securing the valve mounting plate. The forward screws are secured by nuts while
the aft screws are secured by plate nuts, Remove the valve from the aircraft.
X-14. Servicing Three Position Fuel Valve. (PA-24-180 and PA-24-250) The three position valve should be
serviced every 400 hours or ",'hen there is an indication of valve binding. The binding of this valve (refer to
Figure 8-11) is caused by fuel coming in contact with the plug and gradually removing the film of lubricant:
presence of foreign material or the use of improper lubricants.
a, With the valve removed from the aircraft. remove the vah..e cap (I) and interior parts.
b. Inspect the position washer (7) inner perimeter surface for indications of wear: should this be
..:\ idem, replace washer.
c. Check the condition of plug cock (8) and valve body (II) for scored surfaces. The surface", if not
badly scored. may be conditioned by lapping with a fine polishing compound, Clean away all compound after
lapping. If plug cock will not seat properly or if scoring remains evident. the valve should be replaced.
d. Check the condition of the valve stem in the area where the "0" ring (2) seats. Should the stem be
worn or damaged so that the "0" ring will not seal. replace the valve,
e. With a lOx magnifying glass. inspect the valve plug cock for cracks. If cracks are visible. replace
valve.
f. Clean the valve of all foreign matter. lubricate the dry plug with a light film of MIL-G-6032.
(Type I) grease. turn the plug several times in its seat and wipe off any excess lubricant in the plug cock and
valve pons. Lubricate position washer with a light film of MIL-G-6032 (Type I) grease, Reassemble the valve
with a new '0" ring.
RE\'ISED: 11/1/82
2J3
Fl'EL SYSTE:\1
g.
h.
pressure.
Rotate fuel selector to check for smooth operation and to insure proper seating in detent POSitiO.
Before reinstalling the valve, it should be checked for leaks and correct operation using 50 PSI

If valve is submerged in water for test. insure all water is removed.
I. After reinstallation of valve, check operation and for fuel leaks.
815. Sen-icing Five Position Fuel Valve (Hoof). (PA-24-250 and PA-24-260) the five position
valve need only be serviced when there are indications of binding or leakage around the valve shaft (I.
Figure 8- I 2). at the mating surface of the upper valve body (10) and lower valve body (6) or if reason to
believe that there is leakage through the valve when in an off position, Replacement of "0" rings will
usuallv correct this condition.
a', With the valve assembly removed from the aircraft. remove the safety wire and disassemble the
valve assernblv.
b. Check the shaft hole of the va he body ( 10) where the "0" ring (2) makes contacts for roughness that
might damage the "0" ring. Polish the hole surface to remove any roughness.

REVISED: 11/1/82
2J4
Fl.'EL S)5T.
9
1. VALVE SHAFT
2. "0" FI'NG
3. SEAL
4. VALVE PLATE
5. Pl.ATESPRING
8 LOWEFI VALVE 10DY
7. BAlL SPRING
8. CHECKIAU
e. "O"FlINO
10. u",p VALVE 100Y
11. TAPE
12. SwrrCH
3
:
7

1. VALVE SHAFT .8, FILTER AlBY. 11. TAPE
2, "0" RING 7, WASHER 12. SWITCH
3. IAUSPRING eo SNAPRING 13. DRAINSHAFT
4. 04ECK IAU. t. "0" RING 14. DRAINKNOll
5. GASKET 10. ALTERHOUSING
Co Ascut&in that the valve plate (4) is Dot warped and the plate llU'face toWard the shaft side is not
scored. allowm, <rriDp to be dImIpd.
d. Inspect the plate detmu, bail (8) aDdSPrint (7) to determiIle that the baD will operate properly in
the plate duma.
e. Lllbricate the O-rinp with eJlliDe oil. rallGDble the ya1ft: Uld safety.
FIGURE..12. FIVI 'OSITION PUEL VALVE

PA-U250.... PA.'..-260
'IQURE ..13. JlUIL VALVE AND FILTER
PA-U..&OO
g.16. ScmciDI puc! YaM (Airbome M--imt.). (PA-Z4-400) The fuel valve (Fipe 8-13 on the
PA-24-400 is a combimtion fuel maiDer aDd selectOr valve. 5erYiciDt the fuel stniDer will be dacnbcd in
Plnlf&ph &-22.
a. When it is believed that fuel is lakiDJ tbroup the valve. dirt may be loqed in a valve pon
benveen check ball Uld sat. The fuel sysum should beGullied (mer to Panpaph 8-18).
8-17. IncaJl,rjOIl Of FacI ScleaDr ValYe. inallin. the selector valve ucertaiD that fittiDp arc
properly positioned and iIIan.d.. Do DOt CWCI' aptal t&pCftd fittinp u this may damlle the va!ve
housing. Valva with SlftiIht thrnd tylM! fiainll, with 00riDt taU. bptenlockDut 10 that the O-ring seals
on the IlOn-thraded pOrtioD of the fiam,.
a.. Attach the selector ftlve to ia mounbq bncket md the bracket Uld valve to the airc:n.ft.
b. Attach the fuel lines to the Ylive ftttiJlt. Add CDouth fuel to each cell to determine that there is no
fuellcaks.
c. Rcinsull the floor panel &lid carpet.
FUEL SYSTEM
2J5
REVISED: Sl2Sn6
PIPER SERVICE
d. lf fuel selector switches are installed. connect wiring and carefully slide the main switch ( 12. Fig.
X-11 or X-I J) on the valve shaft (I). Should the main switch fit loose on the valve shaft. shim the flat 01
switch hole with I x 7 If! pressure sensitive adhesive tape (II). Spec. PPP-T-60B. Type III. Clas.. I.
e. Reinstall the selector handle and rotate it through its various positions. at the same time flushing
the fuel lines.
K Cleaning The Fuel System.
a. To flush fuel tanks and selector valve. disconnect fuel line at the carburetor or injector.
b. Select a fuel tank. turn on the electric fuel pumpts) and flush fuel through the until it
is determined that there is no dirt and foreign "matter in the fuel valve.Jines or tank. During this operation.
agitation of the fuel \\ ithin t he tank will help pick up and remove any dirt. Repeatthis procedure for each tank.
c. When all tanks are flushed. clean the filter assembly.
Fuel Strainers.
X-10. Fuel Strainer. and PA-24-250. Serial Nos. 24-1 to 24-2174. 24-2176 to 24-22910:) The
fuel bowl and strainer is reached through an access door located under the right forward section of the
fuselage.
a. Close the fuel selector valve.
b. Loosen and swing the bowl bail up so that the bowl may be removed.
c. Remove the bowl gasket. clean the filter screen and check for damage. If the screen is punctured
or the wire may be fraying from the screen. it should be replaced. Check the quick drain. if it has been leaking
the: "0" ring should be replaced.
d. Reinstall the screen. a new gasket. bowl and secure the bail. Safety the bail nut and the: bail..
1'-21. Fuel Strainer. (PA-24-IRO and PA-24-250. Serial 24-2175.24-2299 and up and PA-24-2t101
b. To remove the fuel strainer and sediment bowl. remove the panel at the bottom of the fuselage.
c. Loosen the screw securing the bowl clamp. remove the clamp and bowl. If it is intended to reuse the
combination screen and bowl seal. be careful not to damage the gasket when separating the bowl from
housing.
d. Clean the bowl. check the drain valve "0" ring. release snap ring securing the screen and clean
screen. Check the: screen and seal for damage.
e. Reinstall the screen and ascertain that the snap ring is secure. Install the bowl. secure and safety.
Turn t he fuel \ alve on and determine that the bowl seal is not leaking.
f. Position fuel drain hose and secure the fuselage panel.
g. To remove the strainer assembly. reach through the drain lever access hole in the floor panel.
disconnect fuel lines. remove the screws securing the bowl and lower through the access panel in the bottom
of the fuselage.
Revised: 11/1/82
2J6
FIOURE ..,.. PUELSTRAIMER
DIS4SSIMI LED, PA-U-400
r , IOWI. .....eT
a. "'I.TIII
J ",
.....1111111
s 10.1.
1120
The fuel
Wlit. with
the lower
8-22. Fuel Strainer. (PA-24-400)
strainer and fuel selector are one
the strainer assembly makinc up
portion of the unit.
b. To clean aad inspect the filter. remove
the lCCess panel located at the bottom of the
fuselale.
c. Remove the screws seeuml the fu.l
bowl and upte the bowl from its bOUNI.
d. Remove filter disc: ....mbly from center
stem by filter retaiaer sprinc and
removifll filter retainer ..asher. (Refer to fiC-
unt 8-14.)
e. Clean the filt.r by pluginl open .nds
of filter disc: with stoppers to prevent dirt from
enterinl. Wash the disc: with acetone. Is.oUne.
carbon tetrachloride. trichloroethylenear Bendix
cle",er. Heavy lint or dust depoaits may be
removed from disc with a soft bristle paint
brush.
I, Drain or blow off c1ellninl fluid and re-
move stoppers. Inspect bowl lasket and
place if neeessary.
I. ReiflStaU filter disc assembly. strainer bowl. drain haa. lad fusela.. panel.
8-23. lIuel Strain.r, B.ndix Plu",.r Pump. (pA-24-180. PA-24-2S0 and PA-24-260 with car-
buretor induction.)
a. Remove the safety ..ire seeurinl the bottom cover and with a wrench. rete the cover
from the pWllp body.
b. Remove the filter. the mapet which he part or separate from the cover and casket.
c. Wash the filter with solvent aDd blo.. out dirt lind solvent with air pressure. Inspect the
cover lasket and replace if deteriorated.
d. For information on further servicial of the pump Ner to paraeraph 8-24.
e. ReinstaU filter. malftet aDd cover heine c_eul not to damap the filter or I_ket. Safety
the cover and o):l8r'18 the pump to check fot l.akace.
8-24. Fuel PU",pl.
8-25. Re"'Oal And Replace",.nt. The electric fuel pump(s) for the PA-24-180 and PA24-250
with carburetor induction are located within the enline compartment, attached to the lower right
portion of the motor mount. The pump(s) for the PA-24-2S0 with fuel iDjection. PA-24-260 and
PA-24-400 are located by removina the rilht forward most floor panel within the fusela,e.
a. All pumps may be removed from the aircraft in apprOXimately the same manner tIlce access
FUEL SYSTEM
ISSUEO: 8/18/72
2J7
is cained.
b. Turn the fuel selector valve to the off position.
c. DiscoMect fuel tines and electrical lead.
d. Remove the bolts securina the pump(s) and remove from aircr.ft. Do not allow dirt or for-
eign matter to enter the open fuel lines. .
e. To install fuel pump(s), secure to the mOWltiAI bracket of the aircraft.
f. Check the fuel lines and pump(s) that no dirt ha. entered the fuel system. COMect the fuel
lines md elee:uical lead. Ascertain that eech pump h.. a 1* 1P'000d.
C. Turn on the m.ster switch, pump itch and open the line on the outside oJ. the pump to
PIUP any air. Resecure the line and check for luelle_lea.
h. Operate the anline for a short time .nd tben clean the inlet screen to the carburetor or
injector.
t-26. Fuel Pump, Bendix Plun,.r T1,.. (PA-24-180, PA-24-2S0 _d PA-24-260 with carburetor
induction.) These pumps are desillled with a solenoid, whicb wbea enerai.ed -ctivate. a hollow
plunaer. The plunaer stroke is controlled by set of intemaptiac points in the electrical circuit
and a calibrated plun.r sprina. The interrupter system ia s.aled in cas .tmosphere. 1f any of
the electrical compcneltts become inoperative, the camp.te pump mUlt be repleced.
Field service is limited to the .stent of cleaninc the bcctom cover, filter screen, plunger
tube and j)lunlet assembly. On the PA-24180 and PA-24-2S0 aircraft, pWllp intemal parts differ
with the early style (refer to lip. 8-15) and the late style (refer to ficure 8-16). On the PA-24-260
only tbe late style pump is used.
1. Early PIWlCer Pump. (Refer to Fiaure 8-lS.)
a. To service the .arly pump, detach from the aircraft and Nmove the bottom eevee (1) and
filter screen (4) as explained in paralraph 8-22.
b. Disassemble the pluftler spring cup (8) by Nmoviftl the three screws (3) s.curing the
cup. Gently touch the plastic cup valve (5) with your finler. If it i. free, do not remove the valve
sprine. Do not apply air pressure to this assembly. Use lonl no.e pliers to replace valve as-
s.mbly if it falls out of the cup. It will click when the ..sembly is properly seated.
c. Pull the pluncer sprine (9) and plunaer ....mbly (10) from the pump with your finlers.
00 not drop or mutilate the pluqer. Th. buffer sprine and valve (i) must not be removed from the
plung.r. Wash the plunler a..embly in luoliDe or a reliable solvent. If it does not wash clean
at if there are any rouch spots, gently dress with crocus cloth.
d. Shake the plunl.r u.embly md listen for click to indicate valve action. If valve is not
iree, replace plutlC.r assembly. SIQlh the pump assembly in I.soline 01 solvent. Swab the tube
with a cloth wrapped stick and blow out with air presawe.
e. Reass.mbl. the unit by insertina the plunler ....mbly in the tube witb the buffer spring
end first. Ch.ck fit by sla.... ly raisina and 10weriDi the plunler in the tube. It should move freely
WIthout any tende!\cy to stick. Aclick will be heard eech time the plunger approaches the top of
tube. If the click cannot be heard, t.'te inerrupter assembly is not functioning properly. Replace
the pump. To finish the reassembly, install the plunler sprina cup Casket (use a :lew one) and
the plunger spring cup. Draw the screws to a snug fit, but not over tiaht. Be sure the cue is not
cocked to prev.nt the pluncer from bindinl in the tube.
. P!ac. the iilt.r screen atOWld the bottom cover maanet. twist the cover with your fincers
and carefully guide the screen around the plung.r sprinc cup. The screen must fit snugly at both
ends. 00 not pinch or disto"t the screen. Install the cov.r and safety. Install on altcraft and
FUEL SYSTEM
ISSUED: 8118n2
2J8
au
PIPER COMAl'iCHE SERVICE MANl:AL
10
1 I &
I

r
3 542
I. tovn
z. COVill ..... IIIT
J. IClt.W
". lellllN
I. CUll v vr
e T
7. " .. uu." v.....v.
. ",-uu.It cu,
i. "t-uNIIII """OCI
'0. "'-JII.r.
, I. "u"",, "01l0
check for leakage.

FIGl'RE 8-15. BE!'iDIX PLrSGER Fl:EL PUMP (EARLY)
CAl!TI01'\
Do not tamper with seal at center of mounting bracket at side of
pump as it retains the dry gas, which surrounds the electric system.
in the upper portion of the pump.
-
-
10 9 7 &
........J.!.b
5 3 2
FIGl'RE 8-16. BE!'iDIX PLl'NGER FUEL Pt.:MP (LATE)
ISSl'EO: 8/18/72
, COv'"
z. cc',r" '''''K,T
J, ... A.II,'
",
2J9
I, 9, '''G
'5. MAS",,_ 'C. ['
,. "0" -111III5 ... lI(or. '.:11
!I. ::.J' iZ . see-
Fl'EL SYSTE'l
2. ute Plunger Pump. (Refer to Figure 816.)
a. Detach pump from the &ireratt and remove the bonom cover (1). psket CZ) andftlter (4).
b. Remove the retainer spring (5) ftom the plunpr tube (11) usahl thift nose plien to spread and
remove ends of retainer from Nbe. Then remove washer (6). "0" nn, sea! (1). ClIp valve (8). pluftler sprinl
(9) and plunger (l0) from Nbc (11).
c. Wash pans in cleanin, solvent and blow OUt with air praIUI'C. If pluftlft does not wash clan
or if there are any roulh spoa lendy clean surface with croaas cloth. Slosh the pump UlCftbly in ciCUling
solvent. Swab the inside of the Nbe with & doth wrapped around a stick and blowout with air preslllre.
d. To reuscmble the pump. iNert the plunF wembly (10) in the tube with the buffer spring
end first. Check fit by slowly raisin, and -lowerinr the plunger in the Nbc. It should move freely without
any tendency to stick. If a dick cannot be heard. the intcmapter Ulelftbly is not functionin. properly in
which case the pump should be replaceci.
e. To complete the assembly. insull the plunser spnn, (9). cup valve (8). "0" ring SCI.! (7) and
wuher (6), Compress spring (9) &nd assemble retainer (5) trith ends of mainer in side holes of rube (11),
Reinstall filter. cover guket. m.,ner and cover. Safety and insull on aitctaft. Check for fuelleakaae.
8-27. ~ n Check (ptunpr Type Pump). To chedc the resistance of the pump. connect an ohmmeter
to the lead wire of the pump and the pump body. A readm, of 4.87 to 6.4 ohms for a 12 volt pump should
be obtained.
8-28. Scrvicint Of Fuel Pumps BendixModd NOI. 410 51"1,480 528 Ir 410 533.
1. Descri?oon and Generallnfonnation.
t. These arc vane tYpe positive displacement pumps. driven by 12 volt DC motors. Each model
has a built-in pressure relief valve which functions to byp.. fuel. via intcm&1 passqa. to the inlet POft. The
motor drives the pump through a rubber coupling. A "live" shaft seal is in the pump section of the
asst:mbly.
b. Field servicing consists of replacing the followi.. partS as reqUired: Cover Gasket,(U}, Shaft
Seal (12), Coupling (2). Motor Gasket (11) and Motor (1). Refer to Parts Catalol for replacement part
numbers.
c. If a pump is removed because of fuelleakaJe. dry the ouuide of the pump and run the pump
on the bench with test fluid to determine if leakap is from the cover ,asker or the shaft seal.
2. Cover Guket Replacement. (Refer to Fil\lre 817.)
a. .\tark the position of the cover with a scribe muk. Remove the eilht cover screws (10) and the
cover (9). The spnn, (8) and pRSSUre plate (7) arc now loose and may be set asidc. There is no need to
remove any vanes (6), use care to UI\lrc that nOlle are lost. Remove the Covet piker (13) alld aJl mca of
this gasket from sealing surfaces on the cover and housm, assembly (3).
b. Reassemblc the pump using a new Cover Gasket (13). The ,asket should drop over the
housing insert (4). Sote that the sprins (8) and pressure plate (7) must be located in their respective
counterbores in the cover (9) as the cover is pulled down by the screws (10). Besure the cover is installed in
its original position. (With the cover installed correctly, the cast word "Bendix" 011 the cover will be on a
dilJonal with the "8" nearest the cutlet). Torque the cover screws (10) in opposite paL" to betWecn 2$ and
35 in. lbs.
3. .\1otor Replacement.
I. Remove the cwo motor nutS (l4), the motor (1), the motor gasket (11) and the coupling (2).
If there is a felt cylinder in the coupling end of the housinl assemblyI remove this, felt cylinder and discard
it.
FUel SYSTeM
ISSUED: 8/18nZ
2JI0

b. Inspect the eoupli"l (2). Use a new coupling if the old one appears deteriorated.
c. Reassemble the pump with a new motor psket (11) and a new motor if required. Tilhten the
motor nutS (14) JUSt snug. Be sure the couplinl (2) ellpJeS both the pump shaft and the motor shaft.
d. Run the pump at free delivery with test fluid. Usc an ammeter to measure motor current. Tip
motor to position it so that current is a minimum. Tilhten motor nutS to approximately 15 in. lbs, Test
pump as described in pancraph 5; the 24-hO\lr Nn-in may be omined.
4. Shaft Seal Replacement.
I. Remove motor and associated putS u described in Section 3. Remove cover and associated
partS as dexribed in parqraph 2. Remove the eitht YanG (6) with care to avoid damqing them.
b. If I retainirIJ ring is found on "the pump shaft. tm10vuhis with suitable pliers and discard the
ring. Push the rotor assembly out of the pump. Remove the housiftt insert (4). notine its position. Using I
.40 to .41 diametet. flat faced brass drift a"d arbor praa., pras the shaft seal (11) OUt of the houSlng (3).
Use cue to avoid darnqina the bcari", surfaces. Para may now be wuhed in a mild solvent.
c. Apply a thin uniform coating of "John Crane Plastic Lad Seal No.2" to the outSide diameter
of a new shah seal (12). (This seal may be a different type than the one which wu in the pump.) With the
covet end of the housing assembly on a flat surface. IIJC a 1$/16 diameter flat faced brass drift in an arbor
press to ptess the shaft sca.I (12) home in the housing UlCmbly (3).
d. Place the inscttion tool <Fipre 817) oYCt the end of the rotor assembly (5). Use: motor oil
to lubricate the end of the insertion tool and the rbaftsa.l. Push and twist the rotor assembly into the
housing uscmbly. Install the housing insert (4). Install the YUlG (6) radius end away from center. Install
the cover and associated putS per parapaph 2. Rcmewe inscttion tool. then install the motor and associated
partS pc:: Section 3. Run in and tesc as described in puqraph 5.
S. Performance Requirements For M.otor Driven Fuel Pumps.
a. Gencn1;
1. Test fuel to be odorless minc:nl spiriu. specific gnvity .76, viscosity 1.0 cs @i8F.
2. Pump shall be mounted with the motor horizontal.
3. Test stand to obtain a mirlimum length of 3/8 I.D. tubing to minimize restriction to fuel
flow.
4. 14 volts D.C. of the proper polarity shall be used throughout.
b. Requirements:
1. Pump to be run for 24 hours at 14 volu with restricted cutlet.
2. Run pump until all air is removed from the system.
3. Restrict fue:! flow completely.
Model No. Pressure Flow Amperes
480 Sl8-1 or 480 528 15 psi 4S JPh min. 5.5 mI.'<.
480533 20 psi 85gph min. 7.5 max.
4. Check for leakage at seal. cover lasket and through cutings.
5. Restrict flow as follows:
Model So. Shutoff Pressure Amperes
480 S18-1 or 480528 25 psi max. 6.5 max.
480 S33 40 psi max. 10. max.
6. Observe for undue noise: dunng all phases of calibration. Excessive noise shall be cause for
rejection.
FUEL SYSTEM
ISSUED: 8/18/72
2Jl1
,. I
.I
I
/
.. II
I. '"'" "'OTOlI ,otI """', .. Gao S II.' ."0 -aO u.
711 .,n "'OTOII '011 ""...... "0ao
Z.
llOU" U .....U'f
6. II0U.' .. ,,, ....,
I. ItOTOlI ......
'1"'"'
7. ......UttI
. '"111I
t. COV."
I O. CO"." 'Clt.w
II. ",OTOlt '''''UT
II......." I.A..
13. COV." ,........ 'f
, ... "'O.,Olt "UTI
9
l
-IQ
"O'r01ll "' ........V ' ...."TION TOO...
FIGURE 10'7. EXPLODED VIEW BENDIX ROTARY FUEL PUMP

8-29. Fuet Pump Presaure Check.
1. Carburetor Induction System.
a. The engine driven pump and the eleeuic pump<s) may be checked by using ehe pressure lage
in the inst'Nment panel or conneetiD, a Pic to the inlet of the carbumor.
b. Check the operation of the en,inc driven pump with the tnJine operating from low thtu high
rpm and the demic pump off.
c. The electric fud pump pressure may be checked with the en,me shut down and the electric
pump on.
d. A pressure reading for CftIine driven and electric pumps on the 0-360 and 0-"'-0 engines
should not be under 0.5 pounds not over 6 pounds. with a desired pressure of 3 pounds.
2. Fuellnjecnon System.
a. Fuel pressures of the engine driven pump and t'lectric pump may be taken by connecting :l
pressure gl!e to the fuel line, at the inlet to the enpne driven pump and at the inlet co che injector,
opecatin, the engine and obscM"I the prCSlure readints as given in Table yilt-I. The electric fuel pump
must be operated at approximately 14 volts, therefore with the engine operating at idle. assiStance of one
cell fcom another battery .:onnecred in series may be to bring the voltage u!' to 14 volts,
FUEL SYSTEM
ISSUED: 8/18172
2J12

1-30. Electric Fuel Pump, Dukes. and PA-14-160 with fuel injected memes).
The Dukes electric fuel pump has replaced the Bendix Model for use on the PA-24-250 and PA.24-260
aircnft with fuel injected enlines. It is a sealed unit and is therefore non-scrviccable.
1-31. Remoyal and 1Dstallatioa of IllC'tric Fuel P1nDp. The electric: fuel pumps on the PA-24-250 and
PA-24--260 airc:raft with fuel injec:tionarc loc:atcd byrcmovin. tbe ri&ht forward-most floor panel within
the fusela,e. To remove the pump. proceed as follows:
NOTI
When removinl fuel pump from aircraft. cap all fuelliaes to prevent
possible contamination of fuel system.
a. Tum fuel seleetor valve to the OFF position.
b. Remove the fuel lines from the pump and disconnect the elec:trieal leads.
c. Loosen the clamp which secures the fuel pump to the aircraft.
NOTE
Do not attempt to disassemble or repair fuel pump. If the pump is
defective. obtain a replacement pump.
d. To install new fuel pump. plaee pump in mountin, bracket and tighten clamp.
e. Reattach fuel lines and eleetricalleads. Make eenain pump has a ,ood 'found.
f. Tum on the maStef switch. pump switc:h and open the line on the outside of the pump to purge
any air. Resecure the line and c:hetk for any leaks.
TABLI VIII-I
POWER REQUIREMENTS:
Nomin.1 12 V.D.C.
R.... 10 to 1. V.D.C.
Ampet8p 5.0 max.
RAnNG:
50 g.p.". et 1. e-i
PRESSURE DAOP
.35 e-i m... et 4Q g.p.n.
NOFLOW fIIIIUSUAE
25 psi m__
Speciflc:.tIOM. Duke
electrIC Fuel
Pump
FUEL SYSTEM
ADDEO: 9/10/79
2J13
TABLE VID..n

21
5
...........
.........
,
r-,
r-,
<,
!II..
!\
"
\
'\
\
\
\
\ \
\ \
,
,
l
.
o 10 20 30 40 50 eo 70 10 10 100
F\.OW G.P.H.
RDN yt"SUS PRESSUR. AT
14V.D.C.
FUEL SYSTEM
ADDEO: 9/10/79
2J14

TAlLI VlII-W. PUMP PRESSURES (FUEL INJEcnON)
Envin . .o.N
At inlet to encine driven pump.
Elearic pump on (14 volts) +35 psHmu.) ..-40 psi (mu.)
Electric pump off
2 psi (min.) psi (min,)
At inlet to injector
Eiecuic pump off 14 pili to 4S psi 18 psi to 40 psi
COperatinc ranp) 12 psi min. for idle
FIGURE ..,.. PRIMER PUMP
(CARBURETOR INDUCTION SYSTEM)
FUEL SYSTEM
1-31. Envine Pri",er Syste", (Carburetor InciudiOft). The nline primer system consists of a hand
operated primer pI.lmp. supply lines cd primer jets. Fuel for the primml system is taken from the
main fuel Une at the fuel strainer Oft early models or the f..l line between the fuel strainer and
electric fuel pump on later models. Fuel is directed throuab the pump. supply lines and on to the
jets located at the induction port of all cylinders, ncept the left NU'. 14ainteaance to the syStem
is uanec.ssary. except at ealiae owrhaw or when irreplar stminl is ellCountered. caused by
one Of more jets beillC plulCed and/or the primer pump is dirty or leakial.
9
8
10
7
t. '''0' .,"
t v.. ' ....
10. -oCE
11 .......[.
'2. L.OC<
3. sr"L.'HG 0'"
6 5 4
13 2
I. '''L.L.
Z. '''L.L. I,,,,"a
3. U""'MI. IC.IW
&. "0" l1li'''01
S. C'tL.'''DI.
,. U"L.'''' I"""a
,. 'ITON
3
1-33. Prillle Pu",p.
a. To check the flow of the pump, disconnect the supply tiae within the ellpne compartment
where the line divides to co to the left Ind richt cylinders. Operate the pump. sufficient fuel
should flow to supply .11 jets and is determined 01111 by tbe amount of pNssure exerted on the
pump knob. When opiratinC the knob, check for
leakqe around the piston.
b. The pump should be removed from the
aircraft for servicinc. This is accompUshed by
disconnectinc the supply liaes at the pump,
:oosing the lock nut from behind the panel,
tuminC off the face nut, withdr.winc the piston
from the pump body and removinc the pWDp
from the panel.
c. Further disassemble the pump and clean
with solvent to remove built up foreiln de-
posits. Ascert3in that the two check balls are
frl!e to 0p'fatc L'1d seat properly. Replace the
piston "0" rings and lubricate with motor oil
before inserting into pump body. If excess
pump wear is indicated, replace:.
d. To check the pump operation 1:Mtfore reA
installinc, assemble. immerse in aasoline and
pump several times to ascertain 1I'0pet oper-
ation.
2J15
PIPER COMANCHE SERVICE MANtAL
e. To pump. insert the pump body through panel. install the piston assembly and sec.
the face nut. Position the pump and secure the locknut behind the panel. Connect the supply lines.
Prime Jets.
a. To remove the prime jets. disconnect the supply line from each jet. With a deep socket and light
pressure. remove the jet from the cylinder.
b. To clean the jet. soak in a carbon remover solution long enough to loosen any dirt and blow clean
\\ ith air pressure. Do not use sharp objects or wire brush to clean the jet tube.
c. Install the jet finger tight to assure that the threads are not crossed and then torque 60 to I
inch-pounds. Align and install the fuel supply lines. tighten to a snug fit.

Should further fuel stoppage of the primer system exist. check the
supply lines for stoppage. bent or collapsed walls.
Fuel Flow Gauge Damper (Fuel Injection System). There are two locations along the fuel flow gauge
pressure line which have a damper installed. One is between the fire wall and the gauge. while the other i..
between the flow divider and the engine baffle. The dampers consist of stainless steel wire installed inside
the line at the two locations described above. These dampers are in the line to prevent surging of the flo"
gauge. and must not be removed except for cleaning purposes only.
Troubleshooting. Troubles peculiar to the Comanche fuel system are listed in Table VIII-I\'
along with their probable causes and suggested remedies. When troubleshooting. check from the fu.A
supply to the items affected. Jf no trouble is found by this method. the trouble probably exists
individual pieces of equipment: they may then be removed from the aircraft and an identical unit or
units. tested and 'known to be good. installed in their place. Troubleshooting the fuel quantity indicator
may be found in Section Xl. Instruments. The electrical diagrams for each fuel system may be found in
Section IX. Electrical System.
Fl'EL 5\,51[.
2J16

TABLE VIn-IV. Fun SYSTEM TROlTBLISHOOTtNG
Troultl. Cau R......y
Fuel lace fails to indicate. Broken wiriDl. Check IDd repair.
Gace not OplratiAl. Replc.
Float plIrtially or completely Replace float.
fUled with fuel.
CirCllit brealatr out. RHet .d check.
Selector swit:eh inoperative. Repair or replace.
Fuel lap indicates fll11 Incomplete 1fOWld. Check lfoaDd connections
whell tanks are not full. at fuel transmitter in
wmlS.
No fuel pressure indication. Fuel valve stuck. Check valve.
No fuel ie tMa. Check fuel, fill.
Defr::t!ve fuel pump. Check pumpfor pressure
build up. Check diaphrap
and relief valve. in entine
pump. Check for obstruc-
tion in electric plUllp.
Check bypos valve. Air
leak in intake lines.
Defective .a. Replce Pie.
Pressure low or pressure Obstruction in inlet side of Tree. lines and locate ob-
surles. pump. struCtion.
Faulty bypa.s valve. Replace.
Faulty diaphr8pl. Repllce or rebuild pump.
Unidentified leak. Fuel lines d.aced or L.oeate and repair or tighten.
improperly installed.
Fuel valve leaks. 'Nom O-rings. Replace O-rings or valve.
FUEL SYSTEM
2J17
I
:-..IUSTi
. lila scans
I /
1\ l
!t
I.nT'
2'-'" ,_aT..AfTlI .-raw-.. CIIAIPfU 41-1 3/141
u'----
111 !
II '

,....- I
I, U'7I"
2.71"--1, I
_Ul.. ...;
I I t
"
"
I
I.
i
-----4,2."----
2.1"
.IU"
,
u,"
4.r' I ,
l.I21"F
I,
, ,
, I
i \
I I' J
IMa..q:
11..32 ;
.1 ---t12'''--",
..........--.....-
I 1:-
1
]

r-.J. '.117 ... 1.1'1 ;
u," \ I '\ I
i - ..ou.
11-- ,. ,
1.1" " : ;-e-
, !
.5'" -
U7l"
2MlZ110-24
4..1111
HII311113Z
unlllL LIST:
11111.3'114 -.n, .-n __
111414.211 tam . ...-n _.....
Z.121II1.371I1.171 ZG40T2 ...
2.111024 san
4- 11 ...
21131' 32 ..
I....q.r
1""'1'32 .r
2114-11.'
.... SClIIS
<D
"'"I'. sans (.IlLY sPlCII
------------11.371"------------
FIGURE "'9. FABRICATED FUEL QUANTITY TRANSMITTER CHECKINGJIG
fUEL SYSTEM
ISSUED: 8/1en2
2J18
2J19
THRU 2L24
PA.2COMANCHE
Service Manual
CARD 3OF 3
PA-24-180
PA-24-250
PA-24-260
PA-24-400
753 516
3Al
NOTE
IN THEIR PROPER NUMERICAL SEQUENCE PRIOR TO USING THE MANUAL.
WARNING
The information contained in this manual II
perlodlcaUy reylsed. Piper Aircraft Corpondon
uri" all uIers of tbls manual to keep It current.
Contact your nearest Piper Aircraft Corpondon
distributor to ananle for a subscription to future
reYisions.
NOTE
Revision service is available in aeroftcheformat only.

with general specifications of Aerofiche adopted by the General Aircraft Manufacturer's Association.
Information compiled in this Aerofiche service manual is kept current by revisions distributed periodically.
These revisions supersede all previous revisions, are complete Aerofiche card replacements, and supersede
frame, opposite revised or added material. Revision lines indicate only current revisions with changes and
additions to existing text and illustrations. Changes in capitalization, spelling, punctuation, indexing,
physical location of material, or complete page additions are not identified by revision lines.
Revisions to Service Manual 753516 issued August 18, 1972are as follows:
Revisions
PR760625
PR77I003
PR780403
PR790910
PR810410
PR821101
IR86092I
June 2S, 1976
October 3, 1977
April 3, 1978
September 10, 1979
April 10, 1981
November I, 1982
September 21, 1986 (Interimj"
Aerofiche Card Effectivity
I, 2, 3, and 4
I
I, 2, and 3
I, 2, and 3
I, 2, and 3
I, 2, and 3
I
* INTERIM CHANGE
Revisions appear in Table 1111 of card 1.
There are no other ~ g s included in
this maintenance manual. Please discard
CARDS 2, or 3.
The date on Aerofiche cards must not be earlier than date noted for respective card effectivity. Consult latest
3A2
TABLE OF CONTENTS
AEROFICHE CARD NO.1
GRID NO.
I INTRODUCTION 1A15
III INSPECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1014
IV STRUCTURES 1E6
V SURFACE CONTROLS 1F1 3
VI LANDING GEAR AND BRAKE SYSTEM 1H19
AEROFICHE CARD NO.2
VII
VilA
vila
VIIC
VIII
IX
X
XI
XII
POWER PLANT PA-24180 2A10
POWER PLANT PA-24-250 AND PA-24-260 2C2
POWER PLANT PA-24-400 . . . . . . . . . . . . . . . . . . . . . . . .. 2E18
POWER PLANT PA-24-260 (Turbocharged) 2G7
FUEL SYSTEM 2112
AEROFICHE CARD NO.3
ELECTRICAL SYSTEM 3AB
;
HEATING AND VENTILATING 3F6
INSTRUMENTS 3F16
ELECTRONiCS 3H1
3A3

LIST OF
Figure Aerofiche
Grid xo.
9-1.
9-2.
9-3.
9-4.
9-5.
9-6.
9-7.
9-8.
9-9.
9-10.
9-11.
9-12.
9-11

9-15.
9-16.
9-17.
9-18.
9-19.
9-20.
9-21.
9-22.
9-21
9-24.
9-25.
9-26.
9-27.
9-27a.
9-27b.
9-27c.
9-27d.
9-27e.
9-27f.
9-27g.
9-27h.
Generator and Starter Wiring System .
Sectional View of Generator .
Wiring Circuit of Three Unit Regulator .
Use of Rimer File to Clean Contact Points .
Voltage Regulator Air Gap Check and Adjustment .
Adjusting Voltage Regulator Setting .
Checking Voltage Setting. Fixed Resistance Method .
Checking Voltage Setting. Variable Resistance Method .
Cutout Relay Air Gap Check and Adjustment .
Cutout Relay Point Opening Check and Adjustment .
Checking Cutout Relay Closing Voltage .
Adjustment of Cutout Relay Closing Voltage .
Checking Current Regulator Load Method .
Checking Current Lead Method. Jumper Lead Method .
Alternator and Starter Wiring System .
Cross Sectional View of Alternator .
Checking Rotor .
Slip Ring End Frame .....................................................
Checking Stator .
Checking Diodes .
Brush Holder Assembly .
Exploded View of Heat Sink Assembly ......................................
Checking Alternator Output .
Volt-Ohmmeter Test .
Jumper Connection .
Regulator Checks .
Relay Test .
Exploded View of Alternator .
Alternator and Starter Wiring System Schematic (Prestolite) .
Removal of Rectifier .
Removal of Slip Ring End Bearing , .
Removal of Drive End Head .
Removal of End Head Bearing .
Testing Rotor for Grounds .
Testing Rotor for Shorts .
3AI3
3AI6
3A22
3A24
3A24
381
381
3BI
383
383
384
3B4
385
385
388
3810
3811
3811
3811
3812
3814
3814
3815
3817
3817
3818
3819
3820
3822
3823
3823
3824
3824
3CI
3CI
REVISED: 11/1/82
3A4
LIST OF ILLUSTRATIONS (COOL)
Figure
Aerofiche
Grid
9-27i.
9-27j.
9-27k.
9--271.
9-27m.
9-270.
9-270.
9-27p.
9-27q.
9-27r.
9-275.
9-27L
9-27u.
9-29a.
9-29b.
9-29c.
9-29d.
9-2ge.
9-29f.
I ()..1.
1()"2.
I()..3.
1()..4.
1()"5.
1()..6.
I().. 7.
II-I.
12-1.
Installation of Bearing .
Installation of Rectifier .
Terminal Assembly .
Slip Ring End Bearing Assembly .
Testing Alternator .......................................................
Brush Installation .
Internal Wiring Diagram ..................................................
Regulator Diagram .
Testing Regulator .
Application of Overvoltage Control .
Testing Overvoltage Control .
No-Load Test .
Lock-Torque Test .
Ex.ploded View of Gear Reduction Starting Motor .
Turning Starting Motor Commutator .
Testing Motor Armature for Shorts .
Testing Motor Fields for Grounds .
No-Load Test Hookup .
Stall-Torque Hookup .
Cabin Heater. Defroster and Fresh Air System and PA-24-250.
Serial Nos. 24-1 to 24-1251 .
Cabin Heater. Defroster and Fresh Air System PA-24-180 and PA-24-250
Serial Nos. 24-1252 to 24-2298 .
Cabin Heater. Defroster and Fresh Air System PA-24-180 and PA-24-250.
Serial 24-2299 and up .
Cabin Heater. Defroster and Fresh Air System PA-24-260. Serial Nos.
24-4000 to 24-4246. 24-4248 to 24-4299 .
24-4247. 24-4300 to 24-4782 inclusive: 24-4784 to 24-4803 inclusive , .
Cabin Heater. Defroster and Fresh Air System PA-24-400 .
24-4783. 24-4804 and up .
1nstrument Panel .
Avionic Antenna Locations .
NOTE
Refer to Electrical System Schematic Index at 307.
3C2
3C2

3C9

3C17
3C17
3C17
3(18
3(18
3F9.
3FI0
3Ft I
3FI:!
3F13
3FI4
3FI5
3F24
3H5
REVISED: 11/1/82
3A5

LIST OF TABLES
Table
Aerofiche
Grid No.
~
IXll
IX-llA
IX-Ill
IX-IV
IX-V
IX-VI
IX-VII
XI-I
xi-u
XI-III
XI-IV
XI-\'
XI-VI
XI-VII
XI-VIII
XI-IX
XI-X
XIXI
XI-XII
XI-XIII
XI-IV
XI-V
Alternator Checks .
Circuit Load Chart (Models Prior To 1970) ............................
Circuit Load Chart (Models 1970 And Later) .
Lamp Replacement Guide .
Index Electrical Svstern Schematics .
Electrical Wire Coding .
Electrical Symbols .
Troubleshooting .
Vacuum Svstern .
Directional Gyro Indicator .
Gvro Horizon Indicator .
Rate Of Climb Indicator .
Altimeter '" .
Airspeed Tubes And Indicator .
Magnetic Compass .
Manifold Pressure Indicator .
Tachometer .
Engine Oil Pressure Gauge .
Turn And Bank Indicator .
Oil Temperature Indicators .
Fuel Quantity Indicators .
3BI6
303
305
306
307
3011
301 :!
3E:!2
3F23
3Gti
3G7
3G8
3G9
3GIO
3GII
3G12
3GI3
3G13
3GI4
3GI5
3GI7
3GI8
3GI9
REVISED: 11/1/82
3A6
3 A7
SECTION IX
ELECTRICAL SYSTEM
Acrofichc
Grid No.
9-1 General
3A12
9-3 Generator System
3A12
9-4 General
3A12
9-5 Checking Generator System
3A14
9-6 Adjustments. Tests And Maintenance Of Generator. (Deico-Remy) 3AlS
4-7 Inspection
3AlS
9-8 Shunt Generator Output
3A16
9-9 Checking Defective Generators
3A16
9-10 No Output
3A16
9-11 Unsteady Or Low Output
3A18
9-12 Excessive Output
3Al8
9-13 Noisy Generator
3A18
9-14 Disassembly. Repair And Reassembly.
3A19
9-15 Field Coil Removal.
3A19
9-16 Inspection And Repair Of Parts.
3A19
9--11 Field Coil
3A19
9-18 Armature Serv ice
3A19
9-19 Polarizing Generator

3A20
9-20 Generator Service Test Specifications
3A20
9-21 Regulators
3A21
9-22 Cutout Relay.
3A21
9-23 Voltage Regulator
3A21
9-24 Current Regulator
3A22
9-25 Resistances
3A23
9-26 Temperature Compensation
3A23
9-27 Regulator Polarity
3A23
9-28 Regulator Maintenance
3A23
9-29 General Instructions
3A23
9-30 Cleaning Contact Points
3A24
9-31 Regu lator Checks And Adjustments
381
9-32 Voltage Regulator
381
9-33 Voltage Setting .
381
9-34 Cutout Relay
383
9-35. Current Regulator
384
9-36 Repair Section
38S
9-37 Regu lator Spring Replacement
385
9-38 Radio By-Pass Condensers
38S
9-39 Regulator Armature Replacement
385
9-40 High Points On Regulator Performance And Checks 386
ISSUED: 8/18/72
3A8
Aerofiche
Grid No.
.'
9-41. Generator Output Control And Relay Test Specifications
9-42. Alternator System
9-43. General .
9-44. Checking Alternator System.
9-45. Adjustments.
9-46. Test And Maintenance Of Alternator.
9-4i. Inspection - .
9-48. Disassembly.
9-49. Checks
9-50. Diode Replacement.
9-51. Slip Ring Servicing.
9-52. Bearing Replacement And Lubrication.
9-53. Brush Replacement.
9-54. Heat Sink Replacement
9-55. Reassembly.
9-56. Output Check
9-57. Alternator Service Test Specifications
9-58. Regulator. (Delco-Rerny) .
9- 59. Checking Regulator Circuit
9-60 Relay. (Delco-Remy).
9-6!, Checking Re lav .
9-61a.A!ternator And Alternator Components (Prestolite)
9-filb. Description Of Alternator.
9-61c. Checking Alternator System.
9-61d. Adiustments .
9-01e, Overhaul of Alternator
9-61 f. Disassembly Of Alternator
9-61g. Inspection And Testing Of Components
9-61h. Assembly Of Alternator
9-61 i. Testing Of Alternator.
9-61 j, Precautions .
9-61 k. Alternator Nomenclature
9-611. Alternator Service Test Specifications
9-61m.Rei!,ulator (Presrolite)
9-61 n, Regulat or Compone nts.
9-610. Operation Of Regulator
9-61p. Preparation For Testing
9-61q. Testing Regulator.
9-6! r. Adiusting Regulator
9-61s.0ver.'oltage Control.
9-61 t. purpose And Operation
9-61 u. Test Procedure.
Y-62 Cranking :'I1otors. (Delco-Remy)
9-63. General
9-64. Checking Cranking Motor.
9-05 Test And Maintenance Of Crankinlt Motor. (Delco-Remy)
9-66 Inspection
3A9
386
387
387
387
387
389
389
389
3810
3812
3813
3813
3813
3814
3814
38lS
381S
3817
3817
3819
3819
3820
3820
3821
3821
3823
3823
3824
3C2
3C3
3C4
lC4
3C5
3C6
3C6
3C6
3C7
3C8
3C8
3C9
3C9
3C9
lC10
le10
lCIO
lelO
le10
ISSUED: 8/1SnZ
9-74.
9-91.
9-92.
9-102.
Checks .
Test Check .
lock-Torque Test (heck _ .
9-70. Disassernblv .
9-71. Component Inspection and Repair .
9-72. Reassernblv .
9-7:\. Cranking Motor Service Test Specifications .
Starting Motors (Prestolite) .
9-75. Description .
76. Operation .
9-77. Maintenance .
9- 78. Overhaul .
79. Removal .
9-80. Disassernblv .
9-81. Brushes " .
9-82. Armature .
9-83. Field Coils .
9-84. Brush Holders .
Gear and Pinion Housing .
Bend ix Drive .
9-87. Assernblv .
9-88. Bench Tests .
Starting Motor Control Circuit .
9-90. Starting Motor Service Test Specifications .
Methods of Checking Generator or Alternator Belt Tension .
Batterv .
9-93. - Servicing Battery .
9-94. Hydrometer Reading and Battery Charge Percent .
Charging Battery ................................................
9-96. Starting Through External Power Receptacle With Airplane's
Battery Depleted .
9-97. Removal and Installation of Batten' .
Removal and Installation of Batter,' .
9-99. Removal and Installation of Battery .
100. Battery Box Corrosion Prevention .
10.1. . Checking Electrical Switches and Circuit Breakers .
LIghts .
9-101 Removal of Wing Navigation Light .
104. Installation of Wing Navigation Light .
9-105. Removal of Tail Navigation Light .
9-106. Installation of Tail Navigation Light .
9-107. Removal of Lamp in Anti-Collision Wing Tip Strobe Light .
9-108. Installation of Lamp in Anti-Collision Wing Tip Strobe Light .
9-109. Removal of Lamp in Anti-Collision Light .
9-110. Troubleshooting Procedure for Anti-Collision and Wing Tip
Strobe Light Systems .
9-11 J. 1nstallation of Anti-Collision Light .
112. Troubleshooting .
NOTE
Refer to Electrical System Schematic Index at 307.
3CI0
::CII
JCII
3CII
JCI2
JCD
JCD
3CI4
3CI4
3CI4
3CI5
3CI6
3CI6
3(16
3CI6
3CI6
3CI7
3CI7
3Ct7
3CI7
3CI7
3CI8
3CI9
3CI9
3C20
3C!1
3C21
3(21
3C21
3C21
3C22
3C22
3C23
3C23
3C23
3C24
3C24
3C24
3C24
3C24
3C24
301
301
301
3D2
302
REVISED: 11/1/82
3AtO
3 All

SECTION IX
ELECTRICAL SYSTEM
9-1. General.
9-2. Electrical power for the Comanche is supplied by a 12-volt. direct current. single wire. negative ground
electrical system. A 12-volt battery is incorporated in the system to furnish power for starting and a reserve
power source in case of generator or alternator failure. An external power receptacle can be provided as
optional equipment in the fuselage to permit the use of an external power source for cold weather starting.
On the PA-24-180 and PA-24-:!50 models. a 35-ampere or SO-ampere generator is installed. With the
generator is a regulator assembly. composing of a voltage regulator. and current regulator to prevent over-
loading of the battery and electrical circuits. Also. with the regulator is a reverse current cutout to prevent the
generator from being motorized. by the battery. when the generator output drops below the battery voltage.
On the PA-24-260 and PA24-4QO models. a 70-ampere alternator is installed. It is controlled by a voltage
regulator within the field circuit to control field voltage. Also. in the field circuit is a 5-ampere thermal circuit
breaker. master switch. radio noise filter and an over-voltage regulator. The output circuit consists of a radio
.noise filter and a 90-ampere magnet circuit breaker ganged to the 5-ampere circuit breaker in the field circuit.
The generator or alternator is located on the front lower right side ofthe engine and utilizes a belt drive
from the engine crankshaft. The generator voltage regulator is located on the engine firewall and the alternator
voltage regulator and relay is located within the aft section of the fuselage.
Electrical switches are located on the left lower side of the instrument panel. Circuit breakers for the
individual circuits are mounted in a cluster below the left side of the instrument panel.
CAUTION
The alternator circuit breaker should not be opened under any
circumstances. other than an emergency. while the engine is
running.
Standard lighting on the Comanche are navigation lights. landing lights. one on the outboard leading
edge of each wing. cockpit light and instrument spot lighting. As optional equipment. a rotating beacon is
mounted on top of the fuselage and individual instrument lights.
9-3. Generator System.
9-4. General. The generator supplied with the Comanche is of the two brush. shunt type and is controlled
by a regulator operating on the principal of inserting resistance into the generator field circuit to cause a
reduction of generator voltage and current output. The best assurance of obtaining maximum service from
the generator with minimum trouble is to follow a regular inspection and maintenance procedure.
ISSl'ED: 8/18/72
3A12
ELECTRICAL SYSTEM
..
p
I
I
, TO STUT[I
SWITCII
-
IUTtI tltln O U C T O ~ /
STllnl
~ ~
01--
STunl sou.
IIIArnl SOU_
r
Figure 9-1. Generator and Starter Wiring System
ELECTRICAL SYSTEe
REVISED: 4/10/81
3A13

9-5. Checking Generator System, In analyzing complaints of generator-regulator operation. any of several
basic conditions may be found. (Refer to figure 9-1.)
a. Fully Charged Battery and Low Charging Rate - This indicates normal generator-regulator
operation. Regulator setting may be checked as outlined in the following section.
b. fully Charged Battery and a High Charging Rate - This indicates that the voltage regulator io;
not red ucing the generator output as it should. A high charging rate to a fully charged battery v.ill damage the
battery and the accompanying high voltage is very injurious to all electrical units.
This operating condition may result from:
I. Improper \ oltage regulator setting.
2. Defective voltage regulator unit.
~ Grounded generator field circuit (in either generator. regulator or wiring).
.t. Poor ground connection at regulator.
5. High temperature which reduces the resistance ofthe battery to charge so that it will accept a
high charging rate even though the voltage regulator setting is normal.
If the trouble is not due to high temperature. determine the cause of trouble by disconnecting the
lead from the regulator "f"'terminal v. ith the generator operating at medium speed. If the output remains high.
the generator field is grounded either in the generator or in the wiring harness. If the output drops off. the
regulator is at fault. and it should be checked for a high voltage setting or grounds.
c. Low Battery and High Charging Rate - This is normal generator-regulator action. Regulator
settings may be checked as outlined in the following section.
d. Low Battery and Low or ~ Charging Rate - This condition could be due to:
I. Loose connections. frayed or damaged wires .
.., Defective battery.
~ High circuit resistance.
4. Low regulator setting.
S. Oxidized regulator contact points.
fl. Defects \\ ithin the generator.
If the condition is not caused by loose connections. frayed or damaged wires. proceed as follows to
locale cause of trouble.
To determine whether the generator or regulator is at fault. momentarily ground the "F"' terminal
of the regulator and increase generator speed. If the output does not increase. the generator is probably at
fault and it should be checked as outlined in the Generator Section. If the generator output increases. the
trouble is due to:
1. A low voltage (or current) regulator setting.
., Oxidized regulator contact points which insert excessive resistance into the generator field
circuit so that output remains low.
~ Generator field circuit open within the regulator at the connections or in the regulator
winding.
e. Burned Resistances. Windings or Contacts - These result from open circuit operation or high
resistance in the charging circuit. Where burned resistances. windings or contacts are found. always check
wiring before installing a new regulator. Otherwise. the new regulator may also fail in the same way.
ISSl'ED: 8/18/72
3A14
ELECTRICAL SYSTEM
f. Burned Relay Contact Points - This isdue to reversed.generator polarity. Generator polarity m.
be corrected as explained in (Paragraph 9-29.e) after any checks of the regulator or generator. or after dis-
connecting and reconnecting leads.
9-6. Adjustments. Tests And Maintenance or Generator. (Delco-Remy)
a. The best assurance of obtaining maximum service from generators with minimum trouble. is to
fotlow a regular inspection and maintenance procedure. Periodic lubrication where required. inspection of the
brushes and commutator. and checking of the brush spring tension are essentials in the inspection procedure.
In addition. disassembly and thorough overhauling of the generator at periodic intervals are desirable as a
safeguard against failures from accumulations of dust and grease and normal wear of pans. This is particularly
desirable on installations where maintenance of operating schedules is of special importance. In addition to
the generator itself. the external circuits between the generator. regulator and battery must be kept in good
condition since defective wiring or loose or corroded connections will prevent normal generator and regulator
action.
97. Inspection.
a. At periodic intervals. the generator should be inspected to determine its condition. The frequency
with which this should be done will be determined by the type of service in which it is used. High speed
operation. excessive dust or dirt. high temperatures and operating the generator at or near full output most
of the time are all factors which increase bearing. commutator. and brush wear. Generally speaking. the units
should be inspected at approximately 100 hour intervals. The inspection procedure follows.
b. First. inspect the terminals. external connections and wiring. mounting. pulley and belt. Then
remove the cover band so that the commutator. brushes and internal connections can be inspected. If the
commutator is dirty. it may be cleaned with a strip of No. 00 sandpaper. Never use emery cloth to clean t.
commutator.
c. The sandpaper may be used by holding it against the commutator with a wood stick while ~
generator is rotated. rnov ing it back and forth across the commutator. Gum and dirt will be sanded off in a fe\\
seconds. All dust should be blown from the generator after the commutator has been cleaned. A brush seating
stone can also be used to clean the commutator.
d. If the commutator is rough. out of round. or has high mica. the generator must be removed and
disassembled "'0 that the armature can be turned down in a lathe and the mica undercut.
e. If the brushes are worn down to less than half their original length. they should be replaced.
Compare the old brush with a new one to determine how much it is worn. New brushes should be seated to
make sure that they are in good contact with the commutator. A convenient tool for seating brushes is a brush
seating or bedding stone. This is a soft abrasive material which: when held against a revolving commutator.
disintegrates so that particles are carried under the brushes and wear their contacting faces to the contour of
the commutator in a few seconds. All dust should be blown from the generator after the brushes are seated.
f. The brush spring tension (24 oz.) must be correct since excessive tension will cause rapid brush and
commutator wear, while low tension causes arcing and burning of the brushes and commutator. Brush spring
tension can be checked with a spring gauge hooked on the brush arm or brush attaching screw. Correction
can be made by bending the brush spring as required. If the brush spring shows evidence of overheating (blued
or burned). do not attempt to readjust it. but install a new spring. Overheating will cause a spring to lose its
temper.
g. The belt should be checked to make sure that it is in good condition and has correct tension. Low
belt tension will permit belt slippage with a resulting rapid belt wear and low or erratic
ISSl'ED: 8/18/82
3A15

ELECTRICAL SYSTEM

....13
BLAST TUSE ---_....I
COMMUTATOR --...0-""'\
TERMINALS ...
BALL BEARING
FIELD COIL
FIGURE t.2. SECTIONAL VIIW OF GINERATOR
generator output. Excessive belt tension will cause rapid belt and beatinC wear. Cheek the tension
of a new belt 2S hours after installation. Proper adjustment should aUow, at midpoint betw...n
a cie..,ression of approximately 1/4 - 3/8 of an inch. If the depre.sion in the belt does not
iall within the liven limlts, readjust. Thereafter, the belt tension should be checked every 100
hours.
9-8. Shulit Generatar Out,ut. The maximum output of shunt lenerators is detennine<! by the cur-
rent settinl of the eurreat reculator with which the shunt lenerator is used. Checkinc of this
setting is discussed in the applicable recul.tor bulletin.
9-9. Checking Defective Generators. [f the lenerator-relulator systemdoes not perform according
to specifications (ienerator does not produce rated output or prodllces excessive output). and the
trouble has been isolated in the ienerator itself by followinC the procedure oudined in paragraph
9-5. the generator may be checked further as follow. to determine the location of trouble in the
generator.
9-10. No Output.
a. II the generator will not produce any output, remove the cover band and check the commu-
ELECTRICAL SYSTEM
ISSUED: 8/18n2
3 A16
,
tater, brushes and intemal connections. SUclc.iD1 brah.., a dirty or cummy commutator (Refer to
paralraph 9-18), or poor connections may prevent the poerator from producinl any output. Thrown
solder on the cover band indicates that the leaenator h.1 been overloaded (aUowed to produce
excessive output) '10 it hu overheated IDd lDelted the solder at the comlillUator riur bars. The
solder has b"n thrown out: often, thil leads to an open circuit and bumed cOlDllnltat!3r ban. 1 the
brushes are satisfactorily se.ted and ant lIlakiallood contact .ith the comlDutator. and the caule
of trouble is not apparent. use a let of tnt poiDts aad a tnt l....p as foUows to locate the trouble
(leads mUlt be dilconnected froID pnerator temina1ll).
b. Raile the pounded brush froID the l;:OCDlDut.tor"lIIld insulate .ith piece of cardboard.
Check for arounds with test points from the p"erator maill brusb to the lenerator frame. 1 the
lamp lichts, it indicates that the Ifterator is internally pounded. Location of the IfOllftd can be
found by raisiDllDd insulatinl .U brusbes froca the COIIIlDutator and cbecltinl the brush holders,
armarote, COlDmutator and field separately. Repair or replace defective part. as required (Refer
to paralraph 9-16).
MOT!
If arounded field is found. check the replator contact points,
since a lI'ounded field may have permitted lift esc"sive field cur-
rent which will bave burned the replator coatact points. Bumed
regulator poiats sbould be cleaned or replaced u required.
e. If the generator is not Founded. check the field for 1ft open circuit with a test lamp. The
lamp should Hlht when one test point is placed on the field tenDiDal or arouaded field lead and
the other is placed on the brush holder to which the field i. connected. If it does not lilht, the
Circuit is open. If the open is due to brokell lead or bad connection. it can be repaired. but if
the open is inside one of the field coils. it must be replaced.
d. If the field is not open. check for a short circuit iD the field by connectlna a battery of the
speCified voltage and an ammeter in series with the field circuit. Proceed with care, since a
shorted field may draw excessive current wltich !Dilht d_ace the lIIIImeter. If the field is not
within specification, new field coila will be required (Refer to paraaraph 9-16).
MOT!
If a shorted field is found, check the reculator contact points, since
a shorted field may have penDitted exces.ive field current which
would have caused the reauJ.ator contact points to bum. Clean or
replace points as required.
e. If the trouble has not yet been located. check the armature for open and short circuits.
Open dreuits in the armature are usually obvious, since the open circuited commutator bars will
arc every time they pass uftder the leneratcr bru.h so that they will soon become bumed. If the
bars are not too badly bumed and the open circuit can be repaired, the armature can usually be
saved. In addition to repairine the armature. lenerator output mUlt be brou&ht down to specifi-
cations to prevent overlo.dine by readjustment of the replator.
. Short circuits in the armature are located by use of a Itowler. The armatute is placed in
the irowler and slowly rotated (while a thin Strip of steel such u a hacksaw blade is held above
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 A17
PIPER COMANCHE SERVICE MANt;AL

the armature core). The steel st rip will vibrate above the area of the armature core in which short circuited
armature coils are located. If the short circuit is obvious. it can often be repaired so that the armature can be
saved.
9-11. Or Low Output. If the generator produces a low or unsteady output. the following factors
should be considered:
a. A loose drive belt will ..lip and cause a low or unsteady output.
b. Brushes which stick in their holders. or low brush spring tension will prevent good contact between
the brushes and commutator so that output will be low and unsteady. This will also cause arcing and burning
- of the brushes and commutator.
c. If the commutator is dirty. out of round. or has high mica. generator output is apt to be low and
unsteady. The remedy here is to turn the commutator down in a lathe and undercut the mica. Burned
commutator bars may indicate an open circuit condition in the armature as already stated above. (Refer to
Paragraph 9-10.)
9-12. Excessive Output.
a. When a generator produces excessive output on an application. the procedure for determining
whether the trouble is in the generator. regulator. or elsewhere is outlined in Paragraph 9-5. If the generator
output remains high. even with the "F" terminal lead disconnected. then the trouble is in the generator itself.
and it must be further analvzed to locate the source of trouble.
b. In the system which has the generator field circuit grounded externally. accidental internal
grounding of the field circuit would prevent normal regulation so that excessive output might be produced
by the generator. On this type of unit. an internally grounded field which would cause excessive output may
be located by use of test points connected between the "F" terminal and the generator frame. Leads should be
disconnected from the "F' terminal and the brush to which the field lead is connected inside the generator
should be raised from the commutator before this test is made. If the lamp lights. the field is internally
grounded. If the field has become grounded because the insulation on a field iead has worn away. repair can be
made by reinsulating the lead. It isalso possible to make repair where the ground has occurred atthe pole shoes
by removing the field coils and reinsulating and reinstalling them. A ground at the "F" terminal stud can be
repaired by installing new insulating washers or bushings.

If battery temperature is excessive. battery overcharge is apt to
occur. even though regulator settings are normal. Under this condi-
tion. it is permissible to reduce the voltage regulator setting as
explained in the applicable bulletin pertaining to the regulator used
on the application.
. 9- 1.:\. l'ioisy Generator. Noise emanating from a generator may be caused by a loose mounting. drive pulley.
or gear: worn or dirty bearings: or improperly seated brushes. Dirty bearings may sometimes be saved
cleaning and relubrication, but worn bearings should be re-laced. Brushes can be seated as explained in
Paragraph 9-7. If the' brush holder is bent. it may be difficult to reseat the brush so that it will function
properly without excessive noise. Such a brush holder will require replacement.
ISSl"ED: 8/18/72
3A18
ELECTRICAL SYSTE1\t
9-14. DI .......ltly, R.poit And R.......ltly. Normally, dis.sembly should procMd only so far
as is necessary to make repair or replacement of the defective part. For 8:lample, the field coils
should be checked for opens, shorts. or IfOWld. before beiDl c.moved &om the field frame: they
should be removed only if they require repair or replacement.
9-15. Field C.lI R.......I. Field coil. can be removed from the field frame taMt e..ily by IIle
of a pole shoe screw driver. It 'I alIa advisable to .... a pol. sboe .preader, .iDee this prevents
distortion of the field frame. The pole sboe .crew driver penaits euy l ~ i l and removal of
the pole shoe .crews so that the pole shoes lIftd field coil. CaD be taken out of the field frame.
The pole shoe .Cntw driver and spreader should be used oa rembly of the field frame. Careful
re..sembly i. lleces.ary to prevent sbortinl or IfOUIldinl of the field coils .. the pole sboes are
tilhttfted into place.
9-16. Inspectlo" Ancl R.poir Of PlittS.
a. The arm.nue or field should 1I0t be clellfted in eay depe_ial teak or by use of deere..ini
compounds, .ince tbis mieht dama. insulation so that I .hurt or IfOUftd would subsequently de-
velop. Sealed ball beannls do 1I0t require cleeailll or relubrication. Other lenerator part. should
be cleaned and carefully inspected for we., and other dam.... ADy defective parts should be
repaired or replaced. On reas.mbly aU sold.red electrical connections Ihould be lude with
ro.in flux. Acid flux mu.t never be u.ed on electrical COlUlectioaS.
9-17. Fi.lcI Coli.
a. The field coil. should be checked for pouad., opens or shorts a already explained in
paragraph 9-10.
b. Grounded field coil. may sometim.. be repaired by removinl them 10 th.y can be reinsu-
lated. Care must be used to avoid exc...ive bulkin when Ipplyinl Dew insul.tion, ,iace this
mieht cause the pole shoe to cut throulh and cal&se Mother &fOund when the coils are reinstalled.
c. Usually. if a field coil is open or shorted intlmal!y it will require replacement, .ince it is
difficult to repair such I defect.
d. To remove or replace field coil. in the field frame, the u.e of I pole .hoe sprelder and
screw driver is recommended.
9-18. Armatur. Se"ice.
a. The annature .hould be checked for opena, shorts and IfOWlCls a. explained ill followini
p.ragraphs. If the armature commutator is wom, dirty, out of round, or h.. hip lIIica, the armature
should be put in a lathe so the commutator can be turned down and the mica unden:;.ut. The mica
should be undereut li32 of an inch and the .lotl cleazsed out carefully to telIIove any trace of dirt
or copper dust. As a fillSl step in this procedure, the commutator should be .anded lilhtly with
No. 00 sandpaper to remove any slilht burrs that llIipt be left a result of the Llildercuttillg
procedure.
b. Open cireuited arm.tures can often be s.ved when the open is obvioul and rep.irable. The
most likely place an open will occur is at the cOllllllutator riser bars: this ulu.lly results from
overloadinl of the pIlarator, whieh caul.. overheatiftl and meltinl of the solder. Rep.ir can be
effected by feselderinl the lead. in the riler bars (Ulinl rMin flux) and tuminl down the com-
mutator in a lathe to remove the burned spot ud then \lDdercuttial the mica IS explained in the
previous par'lraph. 111 some heavy-duty armatures the lds are welded into the ri.er b.rs, and
these cannot. of course, be repaired by resolderinl.
ELECTRICAL SYSTEM
ISSUED: 8/18/12
3A19

c. Short circ\lits in the &l'DatuN are located by liS. of powler. When the anaature is revolved
in the growler, with. stHl !IItrlP such ... hllCk w blade b.ld .bove it, the blade will vibrate
above the area of the armature core in wbicb the short is located. Copper or brub dut ill the
slots between the cOlllmutator b.rs solHtiIua c.... sbarte betwHt2 ben which CaD be eliminated
by cleaninl out the slots. SborQ at ero.a-oven of the coils at the core nd CaD oftn be ellai
n.ted by bendilliwitft sliptly md reiAsu1.tiIlc the barewire.
d. Grounds in the armature .e detected by use of a test 1_, _d tnt poiDa. If the l_p
Hehts when one tnt point ia placed OIl the commutator with the other point on the core or shaft,
the anDature is lfOunded. Grounds OCCUt .. a result of insulation taiha", wbieb i. often broupt
on by overloadinl and consequent overheatinl of tbe pnerator. Repairs cu aometimn be made
if pound. are at con nda (where coUa cOllIe oat of slots) by placiDl iuulaUDcstriDS betw.-n
cote and coil which b.. IlOunded.
9-19. Poloriain, Gen...ator. Aft.r a pnerator haa been ,.,.ired and reiaatalled or at any time
after a e.Qerator baa been t.sted. it must be repolariDd to lIlake aure that it haa the correct
polarity with r.s9ect to the battery it is to charae. Failure to repolarin the pnerator ID.y reault
in bumed relay contact points. a run-dOWD battery and pouibly aerious d.lIlace to the tenerator
itself. The procedure to foilow in conectillC paHator polar ty depeads upon the pnerator-recu-
lator wirine circuits; that is. whether the lenerator field ia intem.lly pounded or is arounded
throueh the relUlator.
9-20. Generotor Se,vice Telt s,.cificetioftl. specific.tiOGa for 12 volt ..erators
instaned as standard equipment on the PA24-180 ud PA24-2SO .ircraft are as foUo.s:
Generator 1101900 1101915
Oelco-Remy, Ref. Service Bulletin 1o.lSO 10.150
Brush Sprine Tension 24 oz. 24 oz.
Field Cllrrent (80 F)
Amps 1.62 - 1.72 1.62 - 1.n
Volts 12 12
Cold Output
Amps 3S 50
Volts 14.0 14
Approx. 3100 3960
C.ld Output: Cold output data appliea to pneratora at 80 depees F. and with bnlshes w.ll
seated. Variations in temperature and bnash seatinl u well as the condition of the p"8rator may
cause deviations of 100 R.P.M. or more from rated speed.
Hot Output: Hot output is maximum output u controlled by current regulator.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3A20
9-21. Ret.'.torl. The Nplater shown ill Fipw 9003 consistl of a cutOllt relay. I volt... recu.
laree, and a cunent Nlulater wt. The cutout relay cia... tbe .. circuit whell
the .enerator voltal. ia sufficient to char.. tbe battery, and it oW-as tbe circuit when the .ner..
ter slows down or ItOpl. The volt... r..ulater lIIlit is volta..UIDitiJaI device that prevents
the system voltale frCllll exceedinl a specified llai"aIII ad thu protects the batte" lad other
volt....sensitiv. equiplll.nt. The cunent ",plator lIIIit is a CUINIItliIIlitiq device that limits the
.en.ratot OUtput 10 not to .xceed it. rated mlXimWII.
9-22. Cutout R.lay.
a. The cutout rel.y (Filure 903) has two wiadiftp. a .erie. windinl of a few tums of h.avy
wire and I Ihunt windinl of many turns of fine wiN (shown in duhed lines). The IbUllt windina
is connected across the ..nerator 10 that Iner volt ... i. iapnued upal it at all ti..... Tb.
leri windinl is connected in seriel with the charlinl circuit '0 that IU .._rater output pa.ses
throulh it. The telay core and windinal u.a.bled into. fr.e. A flat It"l armature is at ..
tacbed to the frame by a flexible hin.. so that it is centered just abow the end of the cor. The
armature ccntact pointS are loc.ted just above the .tationary contact points. When the len.rator
is not Opefltinl. the armature cantact points lIM 'held a..y from the .tationary points by the ten'"
sion of a flst Iprinl riveted on the side of the armature.
b. Wh.n the lenerater volta.. build. up a value IN.t nOllch to cbarp the battery. the mal'"
netism induced by the ralay windinp is sllfficient to pull the anDature tward the core so tbat the
contact poillts el ..e. This complet the circuit betwen the "Ge,.tor aad battery. The current
whicb flow. from the pneratar to the battery 118.... tbrauth the _ri. windinC in a dizection to
.dd to the ganett.1II holdinC the arm.ture down aftd th_ contact points cloaed.
c. When the pnerator slow. down or ItO". aanent belias to flow from the battery to the
aenerator.
d. This rever.. flow of current throup the seri.. windinC caue. a NYe,.al of the series
windin, m'lnetic field. The lIIa..tic field the shunt windinl does net reverse. T1Mtrefonl. in..
stead of helpinl eacb other, the two windin,1 nO" lIIapetically oppou so that the resultant mal'"
netic field becomes iDsufficient to hold tb. armature down. Tbe nat sprill. pulls the armature
aw.y from the cere so that the points separate; this open. tbe circuit between the ._nerator .nd
b.ttery.
9-23. Volto,. R.,ulotOt.
a. Th. volt ... re&Uletor (Fiaure h.. two windinl. us.mb1ed an a .iftl_ core, a sbunt
windinl consi.tiJll many turns of fin. wire (shown in dashed lines) which i. shunted across
tbe ..ner at or, and a series wiJldinl of few tum. d. relatively beavy wiN wbich i. ccanected in
series with th_ teneratar fi.ld circuit when the rqulaor contact pointl IN cloaed.
b. Th. windinls and core are ....mbled into a fNllle. A flat It"l anDatwe il atuched to
the frame by a fl.xible hinl. so that it is just abeNe the end of the core. The armature cantains a
contact point whicb is just benth stationary contact point. When the voha,. repl.tor is not
operatina. the t.nsion of a Ipiral Sprinl hold. th. __are frOIll the con so tbat tbe points
life in contact .nd tbe lenerator field circuit i. COlllpleted to ,round tbroup th....
c. When the pnerator volte r.ache. the val.. for which the volta.. replator i. adjusted,
tbe mapetic field produced by the two windin.s (shunt aDd s.rial) OV.te.... the ..ature Sprinl
tensIon and pulls the .rmatwe dawn so that the contact poillts ..peate. This iftaerts te.iStance
into the lenerator field circuit 10 that tbe 'Ienerator fi.ld currant and volta.. are reduced. Reduc-
tion of the pnerator voltale reduces the maan.tic field of the lelulator shunt .",indial. Also,
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 A21
llnu,
CIIIIIJIT
~ O
FIGURE 9-3. WIRIHG CIRCUIT 0' THRII UNIT REGULATOR

openinl the rei'll_or poiAtl opla the rep1ater ...a willdilll circ1&it 10 tbt ita lD"-tic field
collapses completely. The caaaequenc. ia that the lUpatie fieW fa redl&Cad sqfficiatly to .110.
the spital sprinl to pull the .rmature .way &c. tile cara so that tile CClatact poUlts .Iain clo...
This directly Itouads the tenerator field circuit so til....rator volt. cd output bleN.e.
The above cyde of actiClll .pill c.... place .d the cycle coatiJl.et rate of 50 to 200 tilDes
a secCllld. teplatinl the volt to a predetenlliaed value. With the volta.. thu ll_ited the pa-
atatCl' suppU varyiDl _OIUltli of curreat to JHet the vuyiDl _at.. IX bettery ch... aad elec-
trical lotld.
9-24. Curren' "'uletor.
a. The cUlTent replater (Fipre 9-03) h.. a seri wiIldiq IX a fe. tUlU r.I. heavy wire which
carries aU pnerater output. The wiDdml con is u._bled into a f ~ A fl.t ...1 araaatww is
attached to the frame by nexible hiDle so til. it is jast .bove the care. n. umature has a
e ent.ct point which is jut belQW a Itatiaaary CaDtect point. Whee the ClIINIlt recuJator is Qot
operatiaa, the te.iOll of a spiral -prilla hoJd. the armature a..y ftOlD the core '0 th. the poillts
are in contact. In this sw-itiOll the ....rator neW cir=it is cOlllpleted to IfOUIld tllrcalP the
current feculator CCXltact points in serie. with the volt "'Plater COIltact poillts.
b. When the 1* demuds ItO heavy, a. fer ple. wben electrical devic.. ate tumed OIl
and tha battery is in a disc:harpd coaditiOll. the volta.. lIIey aot iA=-se to a value sufficient to
cause the volt_p rel'll.tor to operate. COIl....tly....rater output will coatmue to ina.ea.
until the pnerator re*=hes rated maximumcunellt. This ill die current value fer which the cwrent
recul.tor is set. Therefore. when the leaerator re.a.. raed output. this output. nowiDl throup
the currwnt repillter willdine. Cnlate. sufficiat 1Il8l.U- to pull the cunent teaulator arm.ature
down and Qpeft the contact poin.ts. With the poillta opeD. ,..istlllC8 is Lnerted iAto the ...rator
field circuit so that the lenerator output is reduc::ed.
c. As soon as the pn.tatClt output stans to fall off. the mapetic field of the current recul.tor
ELECTRICAL SYSTEM
ISSUED: 8118172
3A22
winding is reduced, the spiral Sprinl tn.ion pulls the armature up, the cornact points close and
directly coanect the lenerator field to around. Output increa..s and the above cycle is repeated.
The cycle continues to take place while the current replator is in oper1ltion SO to 200 times a
second, preVtlfttinl the lenerator from exceedinl its rated maxim\llll. When the electrical I.oad is
reduced (electrical devic turned oU or battery cames up to cb.p), then the volta,e increases
so that the volta. reaulator belina to operate ad taptrs the lenerator output down. This ~ z
vents the current replator from operatiaa. Either the volta. replatar or the current regulator
operates at anyone time-the two do not operata at the ...... time.
9-25. R.sistances. The current and voltap replatar circllitl use a common zesistor which is
inserted in the field cirellit when either the current or volta. Naulator operates. A second re-
sistor- is connected between the replator field tenninal Md the cutout relay frame. which places
it in paraUel with the gen.mor fiel.d coiia. The .udden reduction in field current occurring when
the current ar voltale re&Ulator contact point. open, i. accompanied by a lurle of induced volt.
ale in the field coils a. the Itrenath of the upetic field cban.... Th..e .urles are panial.ly
dissipated by the two resistors, thlla preVentml .xcei.... areinl at the contact points.
-(The second resistor is not present on aU reCUI.tors. Many Aircraft regulators have this feSiStor
omitted. )
9-26. Tem,.,eture C.... ,.nnti... Volt..e replaters .. cocnpensated for temperature by means
of a bimetal thermostatic hiace on the armature. This cauan the replatar to regulate at a hilher
voltale when cold which partly cOlllpensat for the fact that I hiaher volta. is required to
charle a cold battery. Y1any current replators also have a bimetal thermostatic hinle on the at
mature. This permits a somewhat hiper .aerator output when the ullit i. cold. but causes the
output to drop off u temperature increa,es.
9-2i. R.,ulot. 'olerity. Some NCUlators are desiped for use with neaalive Irounded s y s t ~ s
while other relulators are de.iifted far use with po,iUve Ifoullded systems. Using the wrong
polarity regulator on an installation will cause the zelulator contact points to pit badly and give
s hon \.ife. As a safeguard alainst illstallation of the wrOft' polarity felulator. all :egul.ators of
this type have the model number and the polarity c!early stamped on the end ofthe regulator ease ,
9-28. btulot. Maintenonce.
9-29. Generol 'nltructions.
a. Mechanical checks and Idjllstments (air .ap', point openin,) mUlt be made with battery
disconnected Ind reculator preferably off the aircraft.
CAUTION
The Cl,ltout rel.ay contact points must never be clOled by hand with
the battery connected to the replltor. Thi. would cause a high
current to flow throUlh the units which would seriollsly damage
them.
b. Electrical checks and adjustments may be made either on or off the airereft. The regulator
must always be operated with the type pnerator for which it is desilned.
ELECTRICAL SYSTE:.I
ISSUED: 8/18/72
3A23

c. The regulator must be mOWltK in the aperatinl poaition wben electrical setlinls are
cbecked and adjusted and it must be at Opuatilll temperature.
d. Specified leaerator speeds for testiDl ud. adju.sWII.
1. Voltag. R.Kwatcr
(a) Operatinl .peed.
2. ClUreIll Replator
(a) All ....tcr. must he operatR. at a speed .ufficiellt to produce current in excess
of specifi.s settinl.
(b) Volt..e of the ....erator aut be Icept hip noup to iII.1IN .ufficiftt CIlttent eat-
put, but below the operatilll voltate of the volta.. Naulalor lUlU.
e. After any t.sts or adjustJlleDts the I_rater aD the airaaft must be polarizedaft.r leads
are coanected, but before the mime i. ~ follows:
After recoanectiDg le-.;l., momentarily caanect a jumper lead between the "GEN" and
"BAT" terminals of the reaulator. This allows a lIIG1lelllary surae of cutreat to fiow throulh the
aeaerator which correctly polarize. it. FaUme to do thi:l lIIay result i.a severe dam..e to the
equipment sitlee reversed polarity call.e, vibratioa, uciDa. ud bumilll of the relay ccntct points.
9-30. CI..ning COfttaet Point. The coatact point. ol a rellllatcr will not operate indefinitely
without some atteutiCll. It ha. been fouad dlat a peat lIIajority ol aU relUlator trou.ble can be
elwinated by a simple cleaaial of the CaDtacl poiata, plus SClIH pa.sible readjUlItllumt. The flat
poiats ShClUld be cleaned with a ,poas or riffler file. OIl neptive pouadeci relulatcxs wbich bave
the nat cOQtaet point OIl the r.aul.tor _atura, lex.en the CClIltaet bracket IIIClWltUlI screws so
that the brac.t can be tilted to ODe sid A flat file CMaot be ued successfully to clean tbe
nat c:ontct poiDts aince it will,not tINCh the center of the flat pomt where poiat .... i. lIlalt apt
to occur. H."., u......,y cloth .......paper t. elMn the e....et ,oint Remove all the ozides
from the contact points but !lote that it is Got _canary to remove any caVity thay mayhave
d.veloped.
TO Q.lAN CONTACT ~ N T S
(l.OO... "'"' COHfACT
.IACJCITMOUNTING lcatwsl
FIGURE 94. USE OF RIPPLE FILE TO
CLEAN CONTACT POINTS
ELECTRICAL SYSTEM
ISSUED: 8/18/72
CONTACT
MOUNTING SCIEWS
(LOOIIN TO Ill .... GAl')
FIGURE 9-5. VOLTAGE REGULATOR AIR
GAP CHECK AND ADJUSTMENT
3A24

9-32. V.lto.. R..ulatOl'. Two checks and
adjuatlDntll .. required on the volta. regu-
lator, air lap ud volta. 'tina.
a. Air Gap - To eheck air pp. push ar-
lIlature down IIDtll the COlltKt points are just
touchilll .Dd lb... .....Unt air liP (Fiaure
H). Adj ..t by "".OiDCtha COIltaet mounting
screw. aadraiaiDC or loweriftc cant*=t bracket
.. Nquirad. Be sure the poiats are lined up
aad tiPt- scnr". after adju,tmeat.
ADJUSl1NG SCREW
(TURN TOADJUST Sm'NG)
tilt

...
,
FIGURE 906. ADJUSTING VOLTAGE
REGULATOR SETTING
9-33. V.I.... Httin,. nere are two ways
to check the volt setti.al-the fixed re-
siataac....thod aad the variable resislance
lIIethod (refer to fieures 9-7 a.ad 9-8).
Fised R.sistanc. Method-
a. COIIIIect a fiHd resistance between
the bauel)' term.inal aod around u sboWD in
Fipre 9-7 after disc:oMeCtinC the battery lead from the .1ft1)' tamiAal of the ntlUlatOl'. The re-
sistance lIlust be 1'f1 obma for 12-volt Wliw. It mut '- capable of c-nyiftC 10 amperes without
any chanae r:i. resistuce with temperatuN chua,',
b. Connect a yoltmeter from tepa1ator "BAT" termillal to crOlUld.
c. P1ac:e the thermometer within blch of replator cover to ....ur. relulator ambient tem-
perature.
d. Operate generator at specified. speed for 15 lIlinute. with replator cover in place to brine
the voltace recul.tor to operatinl temper.we.
GENERATOR
VARIAILI
ItEIIITAHCE AMMITER VOLTMETER
REGULATOR
GENERATOR
((I)) VAlUABLE
)=( RESISTANCE
lAT.
{
FIXED RESISTANeE
1 1-2 OHM'
-12 VOLT
VOLTMETER
o
REGULATOR
FIGURE 97. CHECKING VOLTAGE

SETTING, FIXED RESIST,\NCE METHOD
FIGURE '8. CHECKING VOLTAGE
SETTING, VARIABLE RESISTANCE METHOD
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 81
e. Cycle th. leaerator:
Method 1 - Move voltmeter 1.1Id. from "BAT" to "GEN" terminal of Kp1atot. Ret8rd
erator sp"d until leMrater volta.e is redeed to 4 volts. lIove voltmeter leld back to "BAT"
terminal of recuJator. BriAI paerator back to specified spHd, .. note volt ..e Mttin.
Method 2 - Comsect a v.iable resistance into the fi.1d circuit, a. ia Fiew. Tum out
aU resistues. Operate ....rator at spKifiecl spHd. Slowly mcr.... (tum in) resistancs until
lenerator volt... is reduced to 4 volts. TIU'Il aut aU rnistaae:e a.ain, aad note yolta.. settini
(with voltmeter cannec:ted as in Fiawe R.plater cover _It be in pt.:e.
f. Note the thermometer relld.iac and s.lKt the HanDel R..... of Volta.. fer this temperature
as liated in specificatiOAl p.,apaph 9-41.
I. Note the volt_ter readinl with replater cover ia place.
h. To adjut voltace Mttin. tum adju'tina SCNW (Vi... 9-6). Tum clockwise to increase
settine and counteNise to decreaae volta.. settiaa.
C,AUTIOH
If "juatincscrew is tlUned down (clockwise) beyond NIlle, sprinC
support may not return wbea SCrew is beckH off. In such ca., tum
screw caunterooelockwise until there il ..pI. clearance bet""ft
ICrew held and sprinC support. Then bead spriDe suppcrt up care-
fully lIatil it touche. the screw be_. Fina! sattina of the uit
should al"ays be m_e by mcre..inl sprill. tension, ..ver by Ie-
ducinC it. If settinc 11 too hiah adjust ait below required value
aDd then raise to exact ..Uina by mCNuinc the slKinl tension.
After each adjustIDesu and before takinl re.inl replace the NCU-
late.' coyer ad cyele the ..netatCll'.
Variable Reaistuce Method-
a. COIUlect ammeter and ohm variable mistor in series with the battery as shown in Figure
9-8.
HOTE
It is important that the variable resi.tance be cClllnected at the
"BAT" termmal u sftOW1l in FiC1U8 rather thu at tbe "GEN"
terminal, even thouah the.e termiaaIa are in the .ame circuit. An
ezaminaUcm oJ. the wirine diaCram, Fipre will sbow that recu..
lation becins at the point where the sbuat windiccs are C:Clftftected
to the .rin circuit. Any smaU reliataace added to the c:ircuit be-
tween the lenerator ud this point will simply be oa.et by a rise in
ceneraar volt ... without affectinl the ClUtput shown at the ammeter.
b. Connect voltmeter between "BAT" terminal and cround.
c. Place tbelUlometerwithin inch of reaulator cover to measure relulator ambient temperature.
d. Operate ceDer.or It specified speed. Adjust vlfiable resistor lUlUI current flow is 80010
amperes. If less current tbaft is required above is flowine it will be necessary to tum on aircraft
lights to pennit increased cenerator output. Variable resistance can then be used to decrease
ELECTRICAL SYSTEM
ISSUED: 8111172
3 82

IJOtNT OPINING
FIGURE 99. CUTOUT RELAY
AIR GAPCHECK AND ADJUSTMENT
FIGURE 9.10. CUTOUT RELAY
POINT OPENING CHECK AND ADJUSTMENT
CUrrent flow to the required amOUDt.

Allow senerltor to operate at this speed and current flow for is minutes with resulator
cover in illaee in order to brine the voltace telUlator to operatic, temperatW'e.
e. Cycle the &enerltor by either methad listed in Step <e) of "Fixed Resistance of
"Voltap Settin," proeedure.
I, the themometft recin, and seleet the "Normal Ranle" of volt ... for this tempera-
ture as listed in spec:ificaticns paraCraph 9-4].
g. Note the voltmeter readiul with regulatot cover in place.
h. Adjust voltale rellllatar .. required as described in Step(h) of "Fixed Resistance Method"
of "Voltace Sertina Procedure." In usmc the v_iable resistanee methocl. it is necessary to re
adjust the variable resistance after each volta.. adjustment to uaure that 8-10 are
HowinS. Cycle generator after each adjustment before re-Sincvolta,e relulator settina wlth cover
in place.
9-34. Ciltout Relay. The eutaat relay requires three_ cheeks and adjustments: air aap. point
openin,. and elo'inc volta. The air liP and point openinC adjustments must be made with the
battery disconnec:ted.
a. Air Gap - Place fmlers en umatlUe directly above core and move Irmature down until
points just close and then measure air sap between armature and center of core (Filllte 9--9). On
multiple eattaet paint relays. make sure that all points close I imultaneously . If they do not, bend
spring fineer so they do. To adjust air lap. loosen two screws at the back of relay and :aise or
lower arm.ture as required. Tishten screws after adjustment.
b. Point apeninc - Check point Op8rtUtC and adjust by bendinl the upper armature stop (Figure
9-10).
c. Closing Voltaee - Connect rel\11.tor to propet lenerator and battery. Connect voltmeter
berween the regulator "GEN" terminal and around (Filure 9-11).
:\tethod 1 - Slowly increase &enerator speed and note relay closinl voltale. Decrease
ELECTRICAL SYSTEM
ISSUED: 8/18/72
383
PIPER COMANCHE SERVICE M,lNUAL
(C) VARIABLE
)1( RESISTANCE
I, II
aenerator speed and make sur. "the cutout relay
points qen.
:vIethod 2 - connections as in Step
(c), hut in addition add a variable resistor
connected into the field circuit (Fipre
Use a 2S ohm-25 watt resister. Operate pn-
eratot at medium speed with variable resistance
turnlld 811 in. Slowly decrease (tum out) the
resistance until cutout relay points clc:.e.
c:10linl voltage. With cover in plaee slowly
increase (turn in) resi'tllllce to make sure points
open.
d. Adjust cllinC voltace by cumina ad-
jUStini screw (Figure 9-12). Tum screw clock-
wise to increase settine and cout1ter-elockwi
to decease settini.
REGULATOR
VOLTMETER GENERATOR
ADJUsnNG SCflEW
(TURN TOADJUST
CLOSING VOLTAGE
FIGURE 9.12. ADJUSTMENT OF CUTOUT
RELAY CLOSING VOLTAG E
IIIGURI911. CHECkiNG CUTOUT RELAY'
CLOSING VOLTAGE
9-35. Current R.gulator. Two checks aad

adjustments are required Oft the current rep-
later: air aap and current senina.
Air Gap - Cheek and adjust in exactly the .ame lUftIler as for the volta.e reaulator.
Clment Settina - Current replator Mttiftl on currem tel'llaton havina temperature com-
pensation should be checked by the followiDll'Ilethod:
Load
a. Connect ammeter into cb_lin. circuit. as in Fipre
b. Turn on all aeeessory load (lichts. rlNiio. etc.) aracl COlUlect an additional load across the
battery (such as a carbon pile or bend of lipts) so as to drop tbe system volta.e approximately
one volt below the voltap replator Settinl.
c. Operate pnerator at specified s'P"d for
15 minutes with cove: in place. (This estaba
lishes ot:teratina temperature; see par_eraphs
(c) and (d) in General Instructions.) If current
regulater is not temperature-eompensated. dis-
regard 15 minute warm-up period.
d. lenerator and note current .etting.
e. Adjust in same milliner as described for
tlie \'olta,e recuiater (Fieur. 9-6).
Jumper L.ud - (Use only for cur-
reftt regulaters without temperature compen-
unon.)
a. ammeter into charline circuit.
as in Filure
Connect jumper lead acroSs voltace
regulatcr ;:Joints, as in Fieure 9014.
c. Turn on all lights and accessories er
load battery as in (b) under Load Methcx:l..
d. Operate lenerator at specified speed
ELECTRICAL SYSTEM
ISSUED: 8/18172
3 84

roumrr
, .-.11(
--
FIGURE 9.13. CHECKING CURRENT
REGULATOR. LOAD METHOD
FIGURE 91... CHECKING CURRENT
LEADMETHOD. JUMPER LEAD METHOD
and note current setting.

e. Adjust in same manner _ desc:ribed for the volta. replator (Filure 9-6).
9-36. Repair Section.
9-37. Regulotor Spring Replacelllent.
a. If it Decornes necessary to replace the spiral sprina on either the current or voltage regu-
lator unit. the new spring should first be hooked on the lower sprilll support alld then stretched
up until it can be hooked at the upper end. Stretch the sprilla only by means of a screwdriver
blade inserted between the turns (or in a similar marmer) - do nO( pry the spring uno place. as
this is likely to bend the sprina support. After ill.tllling a new spring. readjust the unit setting
as already described.
9-38. Radio By.Pan C..,c1ense,..
a. The installatim of radio by-pass condensers on the field terminal of the regulator or ge!l-
erator will caUSe the reaulator contact points to burn and oxidize so tbat generator output will be
reduced and a run down battery will result. If a condenser is fOWld canneeted to either of these
termina Is. discormect the condenser .nd clean the reaulator contact points as previously
9-39. Regulator Armotur. R.placelllent.
a. The armature may be replaced by drilling out the two rivets attaching the ann.ture to the
regulator frame. Support the frame to avoid hendinl, center-punch the rivet he.ds. and drill out
with a 3,32 inch drill. Attach the new armature with screws. teenuhers. and nuts supplied with
the service armature. Assemble screws down so that they will not IroWld alainst cover.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 85
9-40. High Points On Regulotor P.rforlft...ce A"d C!tecks.
1. The voltaIe reculator unit limits the voltace of the cireuit, thus protttetinc the battery.
distributor points. Uabts, and other accessories from hiah volta...
2. The current rel\llator unit provides protection to the lenerator, preventinc it from ex
ceed.inl its maximulll rated output.
3. Never let the current recutator above the IIlUilllUm specified output of the lenerator.
4. ~ y of the replators are desiped to be used with. positive ,rounded battery. While
others are desianed to be used with ne,ative crounded battery only. Never attempt to use the
wronl polarity reculator on an Ipplic:atiOQ.
5. The majority of reportedreplator troubles art.e from dirty or oxidiatd contact points,
which cause a reduced lenerator output. Clean the eeetact points with a spoon or riffler file.
Hr us....". cloth or s."dpOpOf to clean ,oi"ts.
6. Always make sure that the nlbber casket is in place between the cover and bate before
replacina the cover. The gasket prevents entrance of moisbUe, dust and aU vapors which milht
damlile the reculator.
i. The proper testinl equipment in the bands of a qualified mechanic is necessary to as
sure proper and accurate relulltor settinls. Any attempt on the part of untrained personnel to
adjust retulators is apt to lead to serious dama.e to the electrical equipment and should therefore
be discoulllecL
8. After any generator or Naulator tests or adjustments. the pnenator must be polarized
as explained in paragraph 9-27 in order to avoid dama.. to the equipment.
9. It is EeCOlDmended that followinC replacement er repair of a Kenerater ~ regulator ltTu:;
be adjusted on a test bench as a matched unit.
9-41. G.nfrator Output Control A"d R.l.y T.st Speciflcotio"s. Delco-Remy test specifications
for 12 volt r_lulators installed as standard equipment on the PA24180 and PA24250 airerait
are as follows:
Recul.tor 1118704 1119224
Deleo-Remy, Ref. Service Bulletin 1R116 1R116A
Cutout Relay
Air Gap 020 in. .020 in
POlnt Openinl .020 in. .020 in
ClosinC Voltaae U.B 13.5 11.8 13.5
Voltage Regulator
Air Gap .075 in. .075 in.
Voltale Setting 13.9 14.7 6S F 14.7 15.7
85 F 14.4 15.4
105 F 14.2 15.0
Current Regulator
Air Gap .075 in. .075 in.
Current Setting 333; amps 4852 amps
EI..SCTRICALSYSTEM
ISSUED: 8/18/72
3B6
PIPER COMANCHE SERVICE MANt.;AL

9-42. Alternator System.
9 4 ~ General. The alternator output circuit is connected by means of a 90 ampere circuit breaker. a filter in
the line to eliminate radio interference and an ammeter to monitor alternator output.
The field circuit consists of a 5 ampere thermal circuit breaker. a voltage regulator. overvoltage relay.
radio noise filter. voltage regulator and a special switch ganged to the 90 ampere circuit breaker to remove
field voltage from the alternator should the circuit breaker open.
The field and output circuit of the alternator is joined by a bus bar which directs current to the battery.
An ammeter is installed between the batterv and bus to measure current flow to and from the batten. The
field circuit is combined with the master switch to turn off the alternator when the master switch is turned off.
Should it be necessary to turn the alternator "on" and "off" for any reason. the field breaker can safely
be used for this purpose. The 90 ampere breaker should be actuated from "on" to "off" only when the engine
is stopped. when the master switch is "off" or after the field breaker has first been opened. It may be actuated
from "off" to "on" at any time. A guard has been provided to prevent inadvertent tripping in flight.
9-44. Checking Alternator System. The ammeter is equipped to check the electrical output-input of the
battery. Should the alternator show no output on the ammeter. check the appropriate circuit breakers. If a
further check of the ammeter shows no output from the alternator. check the alternator system. (Reier to
Figure 9-15.)
a. Ascertain that the ammeter is operating properly.
b. Disconnect the battery and field leads at the alternator.
c. Ascertain that all electrical units are off and the battery is fully charged.
d. Turn on the master switch.
e. To check the alternator output circuit. connect a voltmeter or 12 volt test light to the battery lead
and to ground. If a reading of approximately 12volts registers on the voltmeter or test light lights. the battery
circuit is operational.
f. Should there be no indication of voltage. trace back through the output circuit until voltage is
ind icated. (Refer to Figure 9-15.) A component that allows no voltage to pass through it should be replaced.
g. To check the field circuit. connect a voltmeter or 12 volt test light to the field lead and to ground.
Test the field circuit using the same procedure as in Steps e and f.
h. If indication shows a possible malfunction of the voltage regulator and before installing a new
regulator. refer to Paragraph 9-58. For the relay. refer to Paragraph 9-60.
i. If voltage is indicated at both the battery lead and field lead. the alternator should be checked for
possible malfunction. (Refer to Paragraph 9-46.)
9-45. Adjustments. The only adjustments necessary to maintain the alternator system is the adjustment of
the voltage control on the voltage regulator. A voltage of 14volts is maintained. All other control adjustments
are made at time of installation and need not be reset.
IMPORTA!\T
Since the alternator and regulator are designed for use on only one
polarity system. the following precautions must be observed when
working on the charging unit. Failure to observe these precautions
will result in serious damage to the electrical equipment.
rssutn. 8/18/72
3B7
ELECTRICAL SYSTEM
I
)
/
/
/
...
STUl[l
....
...
---------

sum.
TO STUl[a
swnCII
I

f
I .
I
I
I
..
I
tum. SOLEIfOID
1
C
1 2
OYEI YOU IELAY
Figure 15. Alternator and Starter Wiring System
ELECTRICAL SYSTEM.
REViSED: 4/10/81
388

a. When installinl a battery. always make absolutely sure the
around polarity of the battery aDd the around polarity of the alter-
nator are the same.
b. \\'ben connectinl a booster battery. lIIake certaiD to CQftftect the
neeltive battery teratilla" toeether .d the poaitive battery ter
minals toaether.
c. When connectifte a charter to the battery. cOlUleet the charaer
positive lead to the battery poeitive tenniDal and tbe charaer ftela-
tive lead to the battery nelative tenninal.
d. Never operate the eltenaator on open circuit. Make a.olutely
certain all connections in the circuit are secure.
e. 00 not short acroas or arouad ally of the terminals OD the alter-
nator or Naulator.
f. 00 ftot attempt to poluUe the alteIDator.
9-46. Tt And Maintenance Of Alte",at.,. (Delc ..R...y)
9-47. Inlpection. Even thouch the Iltemator is constructed to live 10nl periods of troubl..free
service, a reaular inspection procedure should be followed to obtain the maximWll life from the
alternator.
The frequency of inspection is detenained 1arply by the type of operatine coaditions.
Hiah speed operation. hiah temperatures, .d dust .d dirt all Utae..e the ..ear of brushes. slip
rinas and bearinas.
At regular intervals. inspect the tenninals for corro.ioft and IODle connections, and the
wirina for frayed insulation. Check the mOWlWlI bolta for tiPtn.u, and the belt for alilftment.
proper tension and wear. Belt tension should be adjus* in accotduce with enaine manufacturer's
recommendations. When tiahtenina belt tension. apply pr.ssure alainst the stator laminations h&-
tween the end frames. and not aaainst either end frame.
Nois. from an altemator may be callsed by wom or dirty bearinls, loose 1'IlounUna bolts, a
loose drive pulley, a defective diode. or a defective stator.
9-48. Disou.",bly. After extll1ded periods of operation. or at time of ealine overhaul, the alter-
nator IDay be removed from the aircraft for a thoroulh inapection and cleanina of all parts_ The
ahemator consists of four main components - tha two end frames, the stator and the rotor.
To disassemble the altamator, take out the (Gilt thrubolts, aDd separate the drive end
frame and rotor assembly from the stator assembly by Pryinl apart with III screwdriver at the stator
slot. A mark will help locate the parts in the same position durin...sembly. The fit betweea
stator and frame is not tight. and the two can be saparated e..ily. Note that the separation is to
!)e :nade bet....n the stator frama and drive eed &ame. After dis_sembly. placa a piece of tape
over the slip rina end frame bearing to prevent entry of dirt and other foreip material. and also
place a piece of tape over the sbaft on the slip tinC end. U brush.s are to be re--used. clean with
a soit dry cloth.
CAUTION
Use pressure sensitive tape and not friction tape which would leave
III gummy deposit on the shaft.
ELECTRICAL SYSTEM
ISSUED: 8111/72
389
ACJfOR
MOUNTING
LUG
IIUSH AND
TlIMINA..
ASIIM...Y
STATOR
ASSIMII,Y
'IGURE '.16. CROSS SECTIONAL VIEW Of ALTERMATOR
To remove the drive end frame from the totor, place the rotor in a vise and tighten only
enoueh to permit removal of the shaft nut.
CAUTION
Avoid excessive tiahtening as this may cauae distortion of the
rotor. Remove the shaft nut, ..alher, puUey, fan, and the collar,
and then separate the drive end frame from the rotor shaft.
9-49. Checks.
a. Rotor Checks - The rotor may be checked electrically for arounded, open, or short circuited
field coils. To check for grounds, COMect a test lamp or an ohmmeterfrom either slip
ring to the rotor shaft or to the rotor poles. If the lamp lichts. or if the ohmmeter reading is low,
the field winding is Founded (FilUre 9-1i).
To check for opens, connect the test lamp or ohmmeter to e.ch slip ring. If the lamp fails
to light. or if the ohmmeter reading is hip (infinite), the windine is open (Fieure 9--1i).
The winding is ehecked for shorteircuits by connecdne a battery and ammeter in series
with the edees of the two slip rines. Note the ammeter reading and refer to Delco-Remy Service
paralf' ph 9-57 for specifications. An ammeter readine above the specified value indicates
windincs. An altemate lIlethod is to check the resistance of the field by connecting an
ohmmeter to the two slip rinp (Fieure 9-17). If the resistance reading is below the specified
value. the winding is shorted. The specified resistance value can be determined by dividina the
voltage by the current liven in paraeraph 9-5;.
1 the rotor is not defective. and the altemator fails to supply rated output when checked
as covered in the section entitled Checkinl Altemator Output, the trouble is in the stator or
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 810
FIGURE 9.11. CHECKING ROTOR

"..-.., I
,-I
OHMMETIJI
lOt SHOITS ANO0l'INI1
rectifyina diades.
b. Stator Checks - To ch.ck the stator
wiadiA,s, remove all three stator lead attachin,
nuts (Fiaun 9-18). and th.a ..parat. the stator
..sembly &om the ead fr.... The fit between
Itstor frame IIld end frame is not tiaht. and the
two can be ..pu.ted euUy.
The Itator willdilllS may be cheeked
with I lID-volt test l..p or III ohmmet.r. If
the lamp Hltns. or if the meter readinl is low
when cocmected from any stator Ie.:! to the
f,llllle. the willdinlS an pounded. If the lamp
fails to liaht. or if lIleter readiDl is hith when
suee...ively connected between each pair of
stator leads. the windines are open (FilUre
9-19).
A short eircuit ill the stltor windinls is
difficult to locate without test eqUip-
ment due to the tow resistance of the windinls.
However, if ,U other electrical checks are
normal and the lenerator fails to supply rated output. ahorted atator wmdinp are indicated.
e. Diode Cheeks - Each diode may be checked electrically for a sborted or open condition.
Anyone of the methods outlined below may be used.
Ohmmeter Method: One method of checking diodes is to u.e an ordinary ohmmeter commonly
found in service stations. The lowest ranle scale on the ohmmeter should be used. and the
meter should have a IV, volt cell. To determine the cell voltllp. tum the selector to the lowest
scale. and then connect the ohmmeter lead. to a voltmeter. The voltmeter will indicate the cell
voltace.
r
I
I
I
I
/
/ ' "/
; I
''---..d
:=;j
t_.._
f':
1f:2,J
L
oMMiiiII
,---
LEAD AnACHING NUTS
SlUSH HOLDEI
ASSlMSLT
FIGURE '.18. SLIP RING El"ID FRAME

FIGURE 9.19. CHECKING STATOR
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3811
With the stator diticoMectH, check a
diode in the heat sink by connectina OIle of the
ohmmeter le-:ll to the h.at sink, IDd the other
ohmmeter lead to the diode lead, acd note tbe
raRdina (Fiaura Then revene the ohm.
meter lead connectiou, aad note the re.iDa.
If both re-:linp are very low, or if both readillp
are very hip, the diode i. defective. A load
diode will live one low raadina ad one bilh
readiDa. Check the other two diodes in the heat
link in the IUle manner.
To cbeck a diode iaoWlted in the end
frame, COMect one of the oh..eter leads to the
end frUle, and the other ohmmeter le.:1 to the
le.d (Fipre 9--20), and note the raRdin
Then raverse tbe ohmmeter lead COCUIec:tiOftS,
and note the Nadial' If both raRdinls are very
low, or if both readin,1 are very hip, the diode
is defective. A looci diode will live one low
readinl and one hiah readma. Check tbe other IIIGUIE '.20. CHECKING DIODES
two diod.. in the end frame in the salle mMner.
Tnt Lamp Method: An alternate method of cbeclci.nl the diod.. is to llIe a telt lamp of not
more than l2-volts in place of the ohmmeter.
CAUTION
Do not uae Uo.volt test lamps to cbeck diod...
With the stator disconnected, connect the test lamp leads 8CtQtIS e-eh diode as previously
described first in one direction and then in the other. If the lamp Upaa in both checks, or faUs to
liaht in both checks. the diode is defective. When chec:kinl a IDOd diode, the lamp will li&JIt in
only one of the two checks.
Special Tester Method: Special testers are available which operate without disconnectina
the stator. To ule these testers, foUow the tester manufacturer's recommend.tions.
9-50. DIM. R.,I.u....nt. To repl.c diode, u a suit.ble tool to support the end frame or
heat sink, and u an arbor prass or vise to push the diode out. Also us lpecial tool which fits
over the outer diode edle to push the diode in, and support the he.t sink and end frame with a
SUitable tool.
MOTI
Diode replecement tools are available from variou m.llufecturers
I\onnally supplyina tools and test equipment to the aviation in
dllStry .
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3812

CAUTIOI'
Do not strike the diode. as the shock may damage the other diodes.
9-51. Slip Ring Servicing. If the slip rings are dirty. they may be cleaned and finished with 400 grain or finer
polishing cloth. Spin the rotor in a lathe. or otherwise spin the rotor. and hold the polishing cloth against the
slip rings until they are clean.
U T I O ~
The rotor must be rotated in order that the slip rings will be cleaned
evenly. Cleaning the slip rings by hand without spinning the rotor
may result in flat spots on the slip rings. causing brush noise.
Slip rings which are rough or out of round should be turned in a lathe to .002 inch maximum indicator
reading. Remove only enough material to make the rings smooth and round. Finish with 400 grain or finer
polishing cloth and blow away all dust.
9-52. Bearing Replacement And Lubrication. The bearing in the drive end frame can be removed by
detaching the retainer plate screws. and then pressing the bearing from the end frame. If the bearing is in
satisfactory condition. it may be re-used, and it should be filled one-quarter full with Delco-Rerny lubricant
No. 1960373 before reassembly.
CAUTlOl'\
Do not overfill. as this may cause the bearing to overheat. Use only
1960373 lubricant.
To install a new bearing. press in with a tube or collar that just fits overthe outer race. It is recommended
that a new retainer plate be installed if the felt seal in the retainer plate is hardened or excessively worn.
The bearing in the slip ring end frame should be replaced if its grease supply is exhausted. No attempt
should be made to re-lubricate and re-use the bearing, To remove the bearing from the slip ring end frame.
press out with a tube or collar that just fits inside the end frame housing. Press from the outside of the housing
towards the inside.
To install a new bearing. place a flat plate over the bearing and press in from the outside towards the
inside of the frame until the bearing is flush with the outside of the end frame. Support the inside of the frame
with a hollow cylinder to prevent breakage of the end frame. Use extreme care to avoid misalignment or
otherwise placing undue stress on the bearing.
Saturate the felt seal with S.A.E. 20 oil. and then reassemble the felt seal and steel retainer.
9-53. Brush Replacement. When the slip ring end frame assembly is separated from the rotor and drive end
frame assembly. the brushes will fatl down onto the shaft and come in contact with the lubricant. Ifthe brushes
are to be re-used. they must be thoroughly cleaned with a soft dry cloth. Also. the shaft must be thoroughly
cleaned before reassembly.
The brush springs should be inspected for any evidence of damage or corrosion. If there is any doubt as
to the condition of the brush springs. they should be replaced.
ISSl'ED: 8/18/72
3B13
ELECTRICAL SYSTEM
To install new brushe., Naov. the

brush holder usem.bly from the end frame by
detaching the two brub bald.r ....mbly
screws. IIl,taU tb. SPrUlCl and brusb.. into
the bru.h hald.r, _d iII.en: a strlipt wire or
pill into the hales at the bottom of the bald.r to
retain the bruhe. (Fipre 9-21). TheD attach
the brush holder ....mbly onto the Hd fruae,
naUDI carefully the proper stllCk-up afparrs ..
sba"n in Fipre 9-21. Allow the straipt wire
to protrude tbroup the hale in th. nd frame.
9-54. Heat Sink Re,laceM...t. The he.t sink FIGURE '-21. BRUSH HOLDER ASSEMBLY
may be replaced by rulOVinC the "'SAT" aad
"GRO" terminals from the ad frame, and the screw attachiDl the cond.nser lead to tht heat sink.
DurinC reas.embly. nate carefully the proper stack-up of parra as sbaW1l in Fipre 9-22.
9-55. R....e",bl,. R.....mbly is the reverse of di....embly.. Remember wh.n assembling the
pulley to secure the rotor in a vise GIlly tipt etlOUP to pelmit tiptetlinc the shaft nut to 50-60 ft.
lbs. If exeessiv. pressure i. applied aCaiut the rotor, th......bly lIlay become distorted.
To install the sllp rUle eDd frame ....bly to th. rotor ad drive _d frame ....mbly, remove the
tape over thebearinc aad shaft, aod make SUN the shaft i. perfectly clean aftet removinc the
tape.
Ins.rt a straiaht wire .. previoualy lIIeabOlled t!uoUlb the hales in the brush bolder and
end frame to retain the brushes Us the holder. Then withdraw th. wite after the alternator has
been compl.t.ly ....mbled. The brushe, will thea drop Ollto th. sUp rinp.
......, .
.....,-
---
fllGURE '-22. EXPLODED VIEW OF HEAT SINK ASSEMBLY
E1.ECTRICAl SYSTEM
ISSUED: 8118/72
3814

LOAD t.
AM_;;l-e-. 0,:,,,,
BAT .. RO..- ..., cd:
(
- BATTERY 11
VOLTMETER "
'i
-.
DELCOTRON
FICURE 923. CHECI<I,..G ALTER"'ATOR
OUTPUT
9-56. Output Clleclt. To cheek the alternator
on a test bench. make electrical cOMectiats
as shown in Fi&Ute 9-23. at specified
speed. and check for rated out put as liven in
pa,..raph 9-57. Adjust the lold rheostat. if
necessary. to obtain the desired output.
"'OTE
A special ada"ter which can 1;)e
used !or making connections to
the alternator is available from
tool companies and test equip-
ment manufacturers normally sup-
plying equipment to the aviation
trade.
Do not polarize alternator.

9-5i. Alt.rnator S.rvice Telt S,.cificatiou. Delco-Remy specifications for 12volt
installed as standard equipment on the and PA-24-400 aircraft ale as follows:
Alternator
Detco-Remy , Ref. Service Bulletin
Field Current (80' F)
Amps
Volts
Cold Output
Spec. Volts
Arr.ps
Apprex. R.P.;.t.
Amps
Apprex, R.?;.t.
Hot Outpu;
A::-:ps
1100660
IG186. IG262
2.2 - 2.6
12
14.0
25
2000
65
5000
70
n00i17
lG-186. IG-262
2.2 2.6
12
14.0
25
2000
65
5000
I 70
,
I
3815
ELECTRICAl. SY STEM
ISSUED: 3/18/72
TAILE IXI
SUMMARY Of ALT!RNATOR CHECKS
COMPONENT CONNECTION RUDING RESULTS
ROlor Ohmrneter from slip nng to shaft Very low Grounoec
(Fii. 9-1:- I
110 volt Il"SI lamp irom slip nni to shaft Lamp Iichts Grounded
Ohm"'fOl>r across slip nnR'" Very high Open
110 volt tesl lamp across s irp nngs Lamp fails to light Open
O",Ien and ammeter to slip rings. across Observe voltmeter and Compare with speci-
..lip lings ammeter readings f,catlons In 1G186
for shorts
Stator Ohmmeler from lead to frame Very 10'" Grounded
IFlg. 9-19)
110 ';011 test lamp from lead to frame Lamp lights Groundec
Ohmmet>r across each parr of leads Any rnding very high Open
110 volt lest light across each pall of leads F ails to light Open
Diode Ohmmeter derOIS diode. then reverse Both readings very low Shorted
(Fig. 9-20) conn.. r: Ions
Both readings very high Open
!
12 volt test lamp across diode, then reverse Lamp fails to lisht in both Open
connections checks
Lamp lights in both checks Shcr.ed
ELECTRICAL SYSTEe
ISSUED: 1"ln2
3816

9-58. R-.ulat.'. (D.lco.RaIllY)
9-59. Oaclcin, R.,ula,., Circuit. Altemator failures may t. caused by circuit lIlisconftections,
such u reversed lucl.. or shorted or IfQUDdiJll of terminal. with a saewdriv.r. etc. The follo.inC
provide. a means of loeatinc circuit milCOftlleetioaL It also covers the different types of reculator
panel board circuit trace defects which iDdicate a certain type of wirinl hamell misconnections.
A bumed circuit trace on the reculator pMel board il proof that I circuit misconnection exists, or
occurred at some time. However. a miaconaection will not &1w. cluse a bumecl. circuit trace
even thoulh circuit compoaent failures have been clused.
Before inltaUiDC a new replltor. it is very iml)OrtaDt to mue SUN that no wirial circuit
defectl or wirinl hamels lIIilConnections exist. If the wiri.aC h........ is defective. or if milcon-
nections axist. the new rel'llator will fail too. Futhemore. rapeatH replacement of tIculators
will only result in repeated reculator failures. ed tbi. will continue Wlti! the circuit defect is
. corrected.
To check the wirinc harness for defect. or misconnectiOllI befora iutaUinl the new recu
later, oblerve the (o11owinc proeedure.
NOTI
Meter connections are mKe to the ham cOlUloctor that hu been
unplulled from th. raeuJ.ator.
a. Check the altem.tor field reli.taaca with an ohmmeter ahowa in Stap 1. Fipre 9-24 and
note the rndinc. sure the muter switch is OFF. Readiap of 1... the 2 ohms. or lIlore
than 8 ohllls indicate a defective field windinl in the altemator or a defective wirinc hamess. If
the readinl is Within the 2 to 8 ohm rUle, check th. ralldinl a.ainat the aUow.ble in
the circuit which can be calculated by dividinC the lpecilied voltaCe for the altemator by the
TYPICAL
BATT!RY
HARNESS
CONNECTOR
JUMPER
LEAD
FIGURE 924. VOLT OHMMET!R TEST

FIGURE '.25. JUMPER CONN!CTION
ELECTRICAL SYSTEM
'SSUED: 8118n2
3817
currPnt ratin,. The specified volta,e aad the
current ratinc v.lues are found in paraaraph
9Si.
1. If the ntaclinc is the .am. u the cal-
ciliated value. proceed to part b.
2. If :eadinC is lIlueh hieber (hlfinite)
than the c.lculated. value. proceed to pan b.
3. If Nadine is zero. cheek for a .bort
between "NEG" aad "FLO" Ie", or for a
crounded "FLO" 1.... Circuit trac. _ill be
burned open between points A.A. B.S. or CC,
Fipre 9-26.
4. If re.dinl i. low, altemator field
windinl is shorted. Circuit trace may be burned
between points A.A. B.a. or C.C. Filunt

!
D
/Ii
C
D
lllGUIE '.26. IEGUL.4TOR CHECKS
MOTE
To expo.e the printed circuit for riewinl, NIlOYe the bottom plate
from the replator. the three p....l board .ttacbinc scre.... the
traa.istor attacbinc screw and then seperate th. heat sink from
the puel board.
b. With switcb turned ON. COMect voltmeter u .bown in Step.2, FilUre 9-24. Make Sute posi-
tive (+) and necative (.) voltmeter lead. are connected .. shown.
c. If meter reads battery volt cliscOMect Ie.:! at altemator "Fl" (field) terminal.
1. If readinl is still battery volt'Ce. -iriac is not defective. and no lIlore wirinl tests need
be made.
2. If volt'Ce readinl is ,ero. the "NEG" and "FLO" leads are reversed. Circllit trace
will be burned open between points A.A. B.a. or C-C, Filure 9-26.
d. If meter ntads :rero volt..... discoanect lead at altemator "Fl" (field) terminal. and connect
a jumper lead from this lead to the battery po.itive (+) pa.t. See FiCUfe
1. If meter now read. battery votta the "POS" ad "FLO" leads are reversed. This
lUisconnection alone will not cause the cizeuit trace to be burDed open.
2. If meter now reads backward altamator tield terminal i. connected to reculatornelatin
terminal. the positive line is connected to telUlator field terminal. aDd recu1ator positive terminal
is connected to nelative side of circuit. Eith.r the circuit trace will be bumed between points
CC. 0-0, or E.E. Fipre or the driver transistor .ill be open. In either ca.e. the driver
bias resistor will have been overbeated.
e. If voltmeter reads backwards. discOftnect lead at altemator "Fl" (tield) terminal.
1. If meter still reads backwards. the "POS" IU.ld "NEG" leads .re reversed. The circuit
trace may be bumed between points C.C. 0.0. E.E. or F.F. Fipre 9.26. The transient suppres-
sion diode always will be open or shorted.
2. If meter now reads zero, the pclsitive Une is connected to reculator terminal. the
nelative line is cOMected to the reculator "FLO" terminal, and the alternator 'FI" (field)
ELECTRICAL SYSTEM
ISSUED: 8/18n2
3 818

terminal is connected to the regulator "POS" terminal. The circuit trace will be burned open between points
F-F. Figure 9<!(,.
IMPORTA'\T
For further assistance. follow the procedure in Delco-Remy Sen-ice
Bullet in IR-273 when troubleshooting circuits containing this
regulator.
. 9-60. Relay, (Delco-Remy)
9 ~ 6 Checking Relay. The relay is a protective device against high voltage that may appear in the electrical
system. The relay will open the circuit to the alternator field winding if the system voltage should ever reach a
predetermined value. When the circuit opens. the alternator voltage will be eliminated. The relay is designed
so that the battery will continue to hold the relay contacts open until the engine is stopped ort he rnaster switch
is opened. The '\0. 1 terminal on the relay is connected to the master switch. and the '\0. 2 terminal to the
regulator "POS" terminal. For connections. refer to the aircraft wiring diagram.
With the relay removed from the aircraft. an electrical check can be made on a test bench to determine if
the relay is operating properly.
CAUTIO:"
REL.AY
VARIABLE
____.. RESISTOR
VOLTMETER
BATTERIES
FIGl'RE 9-27. RELAY TESTS
Do not remove the cover and attempt to
make adjustments on this relay. If the
assembly does not pass the following
electrical check. discard the relay. If the
relay does pass the following electrical
check. it may be re-used.
a. Turn to the "open" or maximum resistance posi-
tion a 100 ohm variable resistor having a wattage rating of
III:- watts or above.
b. Connect this resistor with a voltmeter and two 12
volt batteries in series to the relay as shown in Figure 9-27.
Connect the negative battery post to the relay base. and the
positive battery post to the variable resistor.
c. Slowlv decrease the resistance and observe the
maximum voltmeter reading obtained. This read ing will
be the voltage at which the contacts open.
d. The contacts should open at 16-18 volts. If they
do not. discard the relay.
ISSl'ED: 8/18/72
3B19
ELECTRICAL SYSTE;\1
9-61a. Alternator And Alte,"otor Components (Prestolito).
9-6tb. Oescription Of Alternotor. (Refer to Figure 9-27a.) The principal components of the
alternator are the brush bolder assembly (1), tbe slip rinl end b.ad (2), the rectifiers (3), the
stator (4), the rotor ($) and tbe drive end head (6).
a. The brush and holder assembly contains two brushes, two br1lSh springs. a brush holder
and insulators. Each brushis connected to a separate terminal stud and is insulated from around.
The brus h holder assembly can euily be removed for inapeetion or brush replacement pUfl'Oses.
b. The slip rina end head provides the lI10untinl for the rectifiers and rectifier mounting
plate, outout and au:ciliary terminal studs, and the brush and holder assembly. 7he slip ring end
head contains a roller bearing and outer race assembly .nd lrea s.al.
c. The rectifiers used in these units rated at 150 peak inv.,.e voltal' (PIV) minimum for
transient voltage prot.cUon. Three positive rectifiers are lDQllftted in the rectifier mountiDI plate
while three negative rectifiers are mounted in the slip rinl end head. Each pair of rectifiers
is connected to a stator lead with hilh temperatUle solder. The stator leads are anchored to the
rectifier mounting plate with epoxy cement for vibration protection.
d. The stator contains a special lead which is COlln8eted to the center of the three phase
',vindings and is used to activate low voltace warninc systema or relays. The stator has been
treated with a special epoxy varnish for hieh temperature resistanc.. .
e. The rotOt contains the slip rinc end beannl inner race and spacer on the slip ring end of
the shaft. The rotor windinc and winding leads have been specially treated with Q high tempera
ture epoxy cemerit to prOVide vibration and temperature resistance characteristics. High
perature solder is used to secure the windinl leads to the sl ip rinas.
1260
,

-.
....:.,.. ;!5I1:'].';-a
- . 11 ::: CO
-"'- c.
4 6
FIGURE 9270. EXPLODED VIEW OF ALTERHATOR
ELECTRICAL SYSTEM
8/18172
3 820
PIPER COMANCHE SERVICE MANl'Al

f. The drive end head supports a sealed. prelubricated ball bearing in which the drive end of the rotor
shaft rotates.
96Ic. Checking Alternator System. The ammeter is equipped to check the electrical output-input of the
battery. Should the alternator sho.... no output on the ammeter. check the alternator output and field thermo
circuit protectors. and ammeter line fuses. If a further check of the ammeter shows no output from the
a uernaror. check the a lremator system. (Refer to Figure
a. Ascertain that the ammeter is operating properly.
b. Disconnect the battery lead (+) at the alternator.
c. Disconnect the field leads (F! and F2) at the alternator.
d. Ascertain that all electrical units are off and the battery is fully charged.
e. Turn on the master switch.
f. To check the alternator output circuit. connect a voltmeter or 12volt test light to the battery lead
a nd to ground. If a reading of approximately 12 volts registers on the voltmeter or the test light lights. the
battery circuit is operational. Should there be no indication of voltage. trace back through the output circuit
until voltage is indicated. (Refer to Figure 927b.) A component that allows no voltage to pass through it
should be replaced.
g. To check the field circuit. connect a voltmeter or 12volt test light to each field lead and to ground.
and separately check as follows:
I. A check of the F I circuit will give a variable voltage. if any voltage is indicated on the voltmeter
or if any filament glow is indicated on the test light. the circuit is operational.
., The check of the F2 circuit should give a reading of approximately 12 volts or the test lamp
should glow normally for an operational circuit.
.l. Both the main and auxiliarv field circuits mav be checked in a like manner.
4. II' indication shows a possible malfunction of the voltage regulator and before installing a new
regulator. refer to Paragraph 9-6 I m. For the overvoltage control. refer to Paragraph 9-61 s.
h. If voltage is indicated at both the battery lead and field lead. the alternator should be checked for
pos... ible malfunction. refer to Paragraph 9-61 i.
Id. Adjustments. The only adjustments necessary to maintain the alternator system is the adjustment of
the voltage control on the voltage regulator. A voltage of 14.2 volts is maintained. All other control adjust-
ments are made at time of installation and need not be reset.

Since the alternator and regulator are designed for use on only one
polarity system. the following precautions must be observed when
working on the charging unit. Failure to observe these precautions
will result in serious damage to the electrical equipment.
a. When installing a battery. always make absolutely sure the ground polarity of the battery and the
ground polarity of the alternator are the same.
b. When connecting a booster battery, make certain to connect the negative battery terminals together
and the positive battery terminals together.
c. When connecting a charger to the battery. connect the charger positive lead to the battery positive
terminal and the charger negative lead to the battery negative terminal.
d. 'e\er operate the alternator on open circuit. Make absolutely certain all connections in the circuit
are secure.
)SSt'ED: 8/18/72
3B21
ELECTRICAL S\'STEM
A
c::
'" -
...._f.'....
tllCUlT ."CM
,..
1
I
10
c e
,
L.
if""._ITeM
~ . n..T ....'IOtI
.:
,..
...
......._------+---:; ...:.,.---------_.-'._......(. ~ ----- --:..
.. ~ ~ ...
:.It;
~ ~
Oft......, ..."
.......'
f ~ l O I
rr~ -c::::;.,..---4----------l
7 .,>-- n
" ,
"1 I
',: .,
Figure 927b. Alternator and Starter Wiring System Schematic (Prestolite)
ELECTRICAL SYSTEe
REVISED: 4/10/81
3B22

e. Do not short across or ground any of the terminals on the alternator or regulator.
f. Do not attempt to polarize the alternator.
g. External power should not be connected to or removed from aircraft with master switch on.
9-61e. Overhaul of Alternator. When repairing the alternator. complete disassembly may not be required. In
some cases it will only be necessary to perform those operations which are required to effect the repair. How-
ever in this section. the complete overhaul is covered step-by-step to provide detailed information on each
operation. In actual service practice, these operations may be used as required.
'-6If. Disassembly of Alternator.
a. Remove the two Number 10-24screws holding the brush holder assembly in the slip ring end head.
Remove the brush and holder assembly from the end head.
b. Remove the safety wire from the through bolts. Hold the pulley with a strap wrench and remove the
pulley nut. The pulley must be removed with a puller. Remove the fan. woodruff key and spacerfrom the shaft.
c. Remove the four through bolts and tap the drive end head lightly to separate the drive end head and
rotor as a unit. from the stator and slip ring end head.
d. Remove the nuts. lock washers. flat washers and insulators from the output and auxiliary terminal
studs. Note carefully the correct assembly of the insulator washers and bushngs. Using the special tools shown
in Figure 9-27c. support the end head and press out the three negative rectifiers. The end head can now be
separated from the stator assembly.
e. To remove the slip ring end bearing and grease seal, it will be necessary to have a hook type or
impact type bearing pulley as shown in Figure 9-27d. Do not remove the bearing unless replacement is
necessary.
.-
Figure 9-27c. Removal of Rectifier
Figure 9-27d. Removal of Slip Ring End Bearing
3B23
ELECTRICAL SYSTEM
ISSUED: 8/18/72
r---,
.
FIGURE 927 REMOVAL OF DRIVE

IND HEAD
'IGURI 9-27f. REMOVAL OF END
HEAD BlARING
MOTE
The inner race of the slip rilll end bearilll is pressed onto the
rotor shaft. When bearine replacement is nec....ry. always re-
place the complete beatine .lembly. inclllliini the inner r.ce.
f - To remove the drive end head from the rotor shaft. ale a puller that erips on the bearing
retainer plate as shown in Fieure 9-27e. Do not attempt to telllOVe by supportine the end head
.nd prassina on the shaft. as this may Nault in distortion of the end head or sttippine of the
retaimtr plate screws. R.move the three retainer plate screws and press the bearina out of the
end head. (Refer to Filure 9-21f.)
9-61e- In....cti.n Anti T.stin, Of eo..po"e"... Upon completion of the disassembly. all parts
should be cleaned and visually for cracks. wear or distortion and any sieftS of ever-
heatina or mechanical intett.Nllee.
a. Rotor: The rotor shou.ld be tested for erouaded or shorted .indinp. The croWld test can
be made witll tnt probes. COMecttd in series with a lll>voh test lamp. an oIllllllltter or any type
of continuity tester. (R.fer to Fiaurt 9-21,.) Thert lIIait not be any continuity between the slip
rinp and the rotor shaft or poles. To test for sborted turns in the rotor windine. connect a volt-
meter. ammeter and rheoetat as shown in Fipre 9-27b. or lIIe an ohmmeter. Rotor current draw
and resistance are listed in the individual specification pal"' Exces.ive current dr or a low
ohmmeter readina indicates shorted windin.. . current draw or an infinite ohmmeter reading
wou.ld indicate an open windine.
b. Rectifie,,: A diode rectifier tester will detect and pinpoint open or shorted rectifiers
without IOinl throuah the operation of disl:oMectiDl the stator leads. Ho.ever. if a tester is not
available, test probes and a No. Si bulb. connected in series with a 12Yolt battery. ean be used
in the followina maMer. Touch one test probe to a rectifier heat sink and the other test probe to
ELECTRICAL SYSTEM
ISSUED: 8/18n2
3824
"
.'"
'..
fiGURE 9-27,. TISTING ROTOR
POR GROUNDS
"HEOSTAT
"GUll 9-m. TISTING ROTOR
fOR SHORTS
a lead bom one of the rectifiers in that heat siAlc. Thea Nveme the polition of the leads. The
test bulb should hlht in one diNction and not Ucht in tbe other direction. If the test bulb lilhts
in both directions. one or more of the Netitia,. iJl that heat sink is ahorted. To pinpoint the de-
fecti ve rectifier. the ,tator lead. must be ciilcollDeeted aDd the above test repeated on each
rectifier. Open rectifiers can only be detected, wben ..inl d.- t.t bwb, by discoMKtinc the
stator leads. The test bulb will fail to liaht in either diJeCtion if the seetifier i. open.
c. Stator: The stator c.n be tested for open or lroudtld wirdine' with a 12-volt test bulh,
described in the rectifier section. or an ohlDllleter. in ta. foUGWinc Ilanner. Separate the stator
from the slip rina end head j ..t far enoulh to .ert a fold of rap or blocks of wood. In other
words. insulate the stator frOIl the end head. To telt for FOUDdecl windinp. touch one test bulb
or ohllUDeter probe to the stator &ame. If the test bulb Uahts, or the ohmmeter indicates con-
tinuity, the stator is Ifounded. To te.t for open wiftdinp, coo_ct one tut probe to the auxiliary
terminal or the stator windilll center cOn.nection aad touch e.ch of the three stator leads. The
!est bulb must hCht, or the ohmmeter must show contillllity. Due to the low resistance in the
stator windinp. shorted windin.. are .lmoat impc:a.ible to lacate. Ho"ever. shorted stator
win:linp will usually cause the alttlrnator to upowl" or be noisy durina operation and will
usually show some silna of overheatina. U aU atber electrical ebecu are normal and the al-
ternator fails to supply its rated output, the stator should be replaced to deterllline whether or
not it is the faulty component.
d. Bearinp and S..ls: Whenever the alternator is overhauled, new beatinas and oilor crease
seals are recommended. even thoulh the bean.. and .eals appear to be in Coed condition. A
faulty seal can cause an alternator to fail within a very ahort period of time.
ELECTRICAL SYSTEM
ISSUED: 8I18nZ
3 Cl
FIGURE '211. INSTALLATION OF

BEARING
FIGURI9-27I INSTALLATION OF
RICTIFIIR
9-61h. A...",Atly Of Alte,n.tor.
a. Press the ball bearina iato the drive ead head .-ina flat block approxilUtely nro inch
squ.are so that the pressure is exerted on the outer race of thl beadlll. IlIItaU the retainer plate.
With the snap rinC and retainer cup in place on the rotor shaft, ... a tool that fits over the shaft
and acainst the inner b.arinl race. and press uDtil tbe iener bearine race is acainlt the snap ring
retainer cup. (Refer to Ficure 927i.)
b. Carefll11y install the rectifiers in the slip tina end head or rectifier lIIOuntinl plate by
suppvrtinC the unit and l15il1l the special toole illustrated in Fiple 9-27;.
CAUTIOM
Use an arbor press, do not hammer. Reconnect the stator lnds
to the rectifierw. When solderiDi tbt.e coanectionl, use pliers
a. a heat dam on the lead betwHn the lolder joint aad the recti
fier. Too much hut will dau.. the rectifiers.
c. Reassemble the rectifier mountinc pl.te studs and ins Ill_tors , lIl.kine sure they are in the
coneet order. (Refer to Fipr. l}o27k.)
d. After the slip rinl end head is completely usembled. thl stator and rectifier leads mll5t
be secwed to the rectifier mountinl plate with epoxy. Make sure the stator leads are positioned
so that they do not interfere with the rotor.
e. Install th.& slip rinC end bearine and oil s.al. *k. sure the lip of the oil seal is toward
the !)earing. Correct assembly of bearina. leal. inner race and ~ c r is shown in Filllre 9-271.
f. Assemble the alte!n.tor and install the tbrouCh bolts. Spin the rotor to make sure there
is no mechani.cal interference. Torque the tbroulh bolts to 30 to 3S inch pounds. Safety wire
ELECTRICAL SYSTEM
ISSUED: 8118n2
3 C2

--
SEAL INSTALL SEAL
WITH LIP
TO.AItD IEARIN,
G"EAS!
CAVITY
IU,-.."'_
""'''IIM. I'UD
OUl"UTI+)
T'I"M'NAL,
-ICT" _
_ .,... ,....TIC
u ......
'.IUU'PO """"I_
'0."" IT..... _""fl "Un:
AUXILIARY
TI""INAL.
:JM
fWIGUR! 9-27". TERMIHAL ASSEMBLY fWlGUR E 9271. SLI P II NG EMC

BlARING ASSIMILY
should be instaUed after the unit has been bench te.ted for output. lnataU .pacer. woodruff key.
ran. pulley. lock wa.hltr and nut. Torque tbe nut to 35 foot pounds. uainl a strap wrench :0 hold
the pulley. 00 not inltall the bl.st tube mbly WItH after the wut has been bench tested.
C. Install the brush and holder assembly and tet.inilll screw,. Spin the rotor and check for
interference between the brush holder .nd rotor. Check acrOi. the field temurals with an ohm
meter. The ohmmeter must indicate the 'mount of rotor resistance list.d on the individual s;eei.
fications pace.
no
9-61i. Te.tl,.. Of Al"'notor.
a. Wirina c:onn.ctioftl for bench teStine
the alternator are shown in Fil\Ue 9-2':'m.
Refer to the indivldual specifieatiofl paps
for output test Haures. Adjust the carbon
pile. if /IIc.Slary. to obtain the specified
v o l ~ l e
b. After bench testinl :he aUernator. in-
stall the safety Wlre and blast tub. anei
install the altemator on the enci.ne.
MOTE
Always refer to the 'Ririne oia
Iram. FilUto 902':'13. wilen rn-
st-lUna tt_ .It.mltor or testinc
the alternator.
FIGURE 927",. TESTING ALTERMATOR

ELECTRICAL SYSTEM
ISSUED: 8118n2
3C3
PIPER COMANCHE SERVICE MANL:AL
371
+
'" '1
I
ITa... ;;...-: .
,-._.1&111&&.....,. I I' ,
i',:
.r"",
ALInNATp"
r----------- .....\
-r-J
.... , ./1
SlOE VIEw END! VIEW
I
_ .......__ ... _
FIGl'RE 9-27n. BRl'SH INSTALLATION FIGURE '270.
DIAGRAM
9-ft Ij. Precautions. The following precautions are to be observed when testing or servicing the clcctrical
svstern.
. a. Disconnect the battery before connecting or disconnecting test instruments (except \ oltmetcr ) or
before rernov ing or replacing any unit or wiring. Accidental grounding or shorting at the regulator. altl'rnat.
ammeter or accessories. will cause severe damage to the units and or wiring.
b. The alternator must not be operated on open circuit with the rotor winding energized.
c. Do not attempt to polarize the alternator. polarization is required. Any attempt to do so may
result in damage to the alternator. regulator or circuits.
d. Grounding of the alternator output terminal may damage the alternator and or circuit and
components.
e. Reversed battery connections may damage the rectifiers. wiring or other components of the
charging system. Battery polarity should be checked with a voltmeter before connecting the battery. Most
aircraft are negative ground.
f. If a booster battery or fast charger is used. its polarity must be connected correctly to prevent
damage to the electrical system components.
9-6 I k. Alternator l'lomenclature.
a. Bearings: These units have a sealed ball bearing at the drive end and a two-piece roller bearing at
the slip ring end. The inner race is pressed onto the rotor shaft and the rest of the bearing is in the slip ring end
head. When the unit is assembled. the inner race aligns with the bearing. When the bearing is replaced. the new
inner race must be installed on the rotor shaft.
b. Lubrication; The slip ring end bearing should be lubricated whenever the alternator dis-
assembled. The bearing should be thoroughly cleaned and repacked with Shell Alvania !\o. 1 or an equivalent
bearing lubricant. The cavity behind the bearing should be packed one-third to one-half full ith the same
lubricant.
c. Brushes: These units have a separate brush holder assembly that is installed after the
alternator has been assembled. The brush holder has a small hole that intersects the brush
ISSl'ED: 8/18/72
3C4
ELECTRICAL SYSTE'

cavities. Use a pin or a piece of wire. as shown in Figure 9-27n. to hold the brushes in the holder during
assembly. Remove the pin after the brush holder retaining screws have been tightened. Make a
continuity check to be sure the brushes are seated against the slip rings.
d. Drjye Pulley: Torque the drive pllUey ntta,iniq lUIt to 35 foot pollllds.
e. Ventilation: The 8400 series Wlits use a sHIl rinl end coYer that bas a hte tYl)e eenaee-
t.ion for ait pre.sure ventilation. Remove this cover wben bench tntire the alternator.
9-611. Alt.r"oto, S.rviu Tt S,.clficnlo".. Ptestolite specifications for the 12.yolt alter-
nator installed as standard equillment on PA24 aifllla.s are as follows:
i
Alternator :\foclel
Voltale
Rated Output
Ground Polarity
Rotation
Rotor:
Current Draw (77' F)
Resistan:e (77' F)
ALX8403
,
I
12-volts
I
70 IJIII'8fe'
I
I
Nelative
Bi-Directioaal
2.9 to 3.3 a m ~ ~ 12."volts
3.7 to 4.1 oh_
Output Test (77

0
F):
Volts
Amperes Output
Field Amperes
Alternator ~
3C5
13.0
10.0
2.85
li80 min.
14.2
i1.5
3.15
sooo min.
ELECTRICAL SYSTEM
ISSUED: 8/18n2
9-61n. Retulotor Com,.ne"t Alternator output voltap within the limits of the desien
capability of the alternator. be controlled by properly varyiq the averale level of currant fiow
in the rotor windinl and tht Pt..toUte full electronic lolid Itate repl.tor is ...11 suited for this
purpo... The Pr.toUte alternator. due to its desiln. bas lelf..lilllitiftl current characteristics
and needs no cunent..limitinl IUlit in the replator.
a. Transistor: The transistor is an electronic ,witch which can turn on and turn od the flow
of current in an electric circuit. It hallO mechanical or lDOvilli pens to we.r out.
b. Rectifier Diode: The rectifier diode will pal am_at in one direction only (forward
direction); and in this respect. it mey be compared to. cae..y check valva.
c. Zener Diode: The Zener diode. ill addition to ,...iftl cunent in the forward direction.
will pass current in the reverse dilWCtion only when a particular val .... of volta.. is applied in
the reverse direction. It is this Zener action whicb _ke. it adaptable for use as a voltace
sensinl device in the recwator.
d. Resistor: The resistor is a device which i. l15ed to limit current now.
9-610. Operation Of Rot.letor. (Refer to FiCure 927p.)
a. When the alternator switc::h is turned on. attery voltap is .pplied to the "I" tetrllinal of
the relulator.
b. The npn (IWlative.poaitive.cwcative) porer trallli.tor. T3. i. turned on by cumtnt flow
from the ianition terminal tbrouah R6 and the collector emitter jWlCtion of T2 throuCh 02 thtoulh
the base emitter junction of T3 to &found.
c. Whenever the power tranai.tor. T3. i. on (T2 is also on aad T1 is off). current will flow
from the ilnition tetrllinal tbrouCh the field winclinl. thtoulh the collector emitter of T3 to
cround.
d. With the ignition switch on. current will flowfrom the 'ttl termin.l rel'llator Cround throush
a voltage dividinc network cOMistinl of R1. R2 aad Pl. nul network determines the system
operatinc voltale relative to the Zener diode. Zl. reverse conduetiftl volta...
e. Whe:\ the system voltap connected to "t" terminal eache. a value at which the Zener
diode connected to the divider network conducts. current will now from the "I" teruunal through
R1 through Z1 and throuah tt. bue emitter junction of T1 to &found. This causes the collector
emmer junction of T1 to conduct which diverts the ba.e cunent of T2 flowinl from "I" termInal
throuch R4 to cround, turninc off T2 which tums off T3. the rotor wincline; :hen.
when the alternator output voltale falb to a value which perlllits Zl to cease conduction. T1 will
turn off which turns on T2 and T3. re4nerCizinc the rotor windine.
f. This sequence is performed so rapidly that the rotor curNnt avera.e appears as a value
usually Less than fwl rotor current dependinc on rotor RPM and system load connected.
a. Each time the power transistor. T3. is turned off. current fiow in the rotor windina is
redl,lced. This causes the rotor macnetic field to collapse whieh would aenerate hiCh voltage at
the power transistor. T3. if a path were not prOVided so that the field current can decay at a
slower rate. The field suppression diode. 01. prOVides this path. thus protecting the system and
regulator from possible damace.
h. compen.ation is flat which means the reculator will hold the alternator out-
Pl,lt voltage constant with temperature inczease or decr after initial warm..up.
i . The Prestolite solid stat. relulator uses three npn silicon transistors.
ELECTRICAL
ISSUED: 8/18/72
3C6

,.-.".- - - -,.- '"
I" "
(
_':.. -_,,1
. I
'+-&--.... 1
I
I
FIGURE 927,. REGULATOR DIAGRAM
i- Capacitor. C1. is used to filter ripple and alter:llltot diode switching spike when eper-
anng baneryless.
k. lamp. Ll. provides transIent voltaae orotection actiDg u a sur. suppressor.
I. Control PI is Wled to provide a limited ranp of voltaae adjustment.
9- 61p. P'.,o,otion Fo, Ttin,.
CAUTION
Do Sot [nterchange Regulator Leads. This 'Rill destroy reculatot
and void warranty.
a. The aircraft technician or other electrical systems specialist. must disconnect banery
before connectini or disconnecting a test ammeter or other test equipment or before making
wiring chatlles in the electrical system.
b. When a voltmeter only IS to be loISed for circuit tHtina. the battery need not be dis con-
neetea. prOVided caution is used when connecting or di.connecline the voltmeter.
c. When installing a battery in an aircraft. be SUTe that the battery neeative terminal is in a
position so this terminal can be connected to the battery ground cable for negative ground
syste!nS,
d. regulator. when installed in an aircraft, should be mounted on a metal area. and in a
piace where It 'Mill not be subjected te excessive temperature.
e. To Insure a good regulator ground. a permanent ground lead should be connected between
t!le regulator :nqunting !)olt and the a Iternator frame.
f. The alternator does not need to be polanzed: therefore, never connect ground. even mo-
mentanlr. te !lela terminal or to the aiternator field tet:mnals. Do not inter-
[ and F leads to regulator as t hrs will destroy the relulator.
ELECTRICAL SYSTEM
iSSiJEu: 8/18/72
3 C7
,. The aJ=utor mould be iDpod coadilion IDd capable of proclllCiDg f1&ll outpUt. Uld the
aJcemator drift belt mull: be adjus=l apt ClIO. to prevClt mpptp. Refer to panppb 9--91 for
methods of chccJUD. belt tcDIions.
h. The battel)' auast be itt aood COttditiott and sbould be fully cbarled.
r , The voltmeter and ammeter should be of the best quality aDd should be accurata.
j. A arbon-pile COnDectad aCroIS the battery .y be .ad to l.-d the chareiaa circuit while
tntiaa the replator.
FIGURE 927q. TESTING REGULATOR

l't" w&l''' ,
ELECTRICAL SYSTEM
9-61r. Adjustin, Retulotor.
a. Ad;llStment: The.e units have an ex..
ternal adjustment located under the plastic
plue 011 top of the relulator. The relulator baa
an adjUltment spread rulina from U.o-volts
to 15.0 volts. Output is increued bytumine the
adjllStment clockwise.
b. Operatinc Voltale: The replatonhoald
be adjllSted to 14.2-volts _hen eontrolliq a
load of 10 to lS-amps after oae minute oper-
ation. These Ilnits are not affected by ambient
temperatllles. The volt:nter mUlt be coruseeted
from the "I" or switch terminal t-o Iround.
9-61q. l tint Retuletor.
I. The procedute for t..tiq the resulator. whether OIl the airplane or on the test bench,
,emairw the ssme. Connect tftt _tera ...bown in FiCW'e 9o-27q.
b. All circwt cOdMc:tions ahould be clean and titht. Thia includes the test instrument con-
nections which must not come 1.oo.e or open the charline circuit at any time while the system
is operetial.
e. The voltmeter will not mdiate tbt true recWator settina until the relulator has been
operatiaa in the charlinl systelll or on the test bench for at least ana minute, at I eha,.e rate of
from 10 to 15-ampeNll.
d. Connect the voltmeter and tM ammeter as ahown in Fil\ft ~ 7 q Start the enaine ar.d
adjllSt its speed to obtain 3,000 to 4,000 alterator RPM. Tum on accessories a' needed to es-
tablish 10 to lSoelllpere electrical load, or 'lae carbon-pUe acroll the blnery to obtain this
eharle rate.
e. After one minute operatinl time, check tbe replator operatinl volta.e .. imiieated by the
voltmeter. Refer to Alternator Service Tnt Specifications, paraltaph 9-611, for the correct oper'
acini voltace. The operat ina voltage is ShOWD for the ambient temperatllN in which the regulator
is operatinl.
f. If the voltmeter readinl indicat.. that tbe operatinc volt... is not within limits. lift the
plastie plue from top of ,elWator and adjust the voltale to the cinired value. Replace the plug
after adjustment. Before condemftiftl t h ~ relulator. recheck the altemator and the bluery; making
sure :hat they are in IOod coaclition. Recheck
all circuit connections and all winnl for un-
wanted resistance (voltale drop test). Recheck
the voltmeter for accuracy and repeat the
entire operatinl test.
3ca
.TTIItY
"""-"G .." .....,...
........"'''..
tli' "11
"11
..,..-"
..........
,.. "a-
1
Q
_.
_.-
t -
fiGURE 927r. APPLICATION OF

OYERVOLTAGE CONTROL
fiGURI "'71,. TESTING OVERVOLTAGE
CONTROL
c. Caution Notes:
1. Use only with inaulated (ul\lfoWKIed) field altematOts.
2. Regulator bale must have a lood Irouad connection.
3. Do not COMect .round pOWl!lr to aircraft UIltil volta.. "I" terminal has been
disconnected fromelectrical system.
4. Do not (even momentarily) connect the two volta.. repl.tor terminals tOlether.
5. Do not connect battery into Systelll with oolarity N"rsed.
6. Do not force the volta.. adjust_nt screw.
';. This is a sealed unit and not repairable. Replace with a unit.
9-615. O"e",olto,. Contr.l.
9-61t. Pur,o,. Ancl O,e,otlon.
a. The avervolt,go control is uaed to protect electrical circuits and electronic equipment
from excessive voltace in the eqnt of a cbarlilll Circuit malfwlction.
b. The overvolta.e control consists of a mechanical relay and a solid state triaerinl de..
vice. The solid state tricc_rinc device activates the mechanical relay. when the voltage reaches
a preset value. thereby opening tha relay contacts and discoftlWCtinlthe fieldcireuit oft he alternatot.
c. The relay contacts will remain open until the alternator switch is turned off. Ficure 9--27r
ill\lStratn the overvolt_ce control connected in a typical Pr.tolite insulated field altarnator.
9-61u. Tast Proceclure. Connect the relay as shown in Fieure 9-275. U.a a potenti..
ometer of 1S-watt ratine, or more. to adj\lu the voltaga. The voltmeter is used to read the voltace
until the relay ,ope!'IS at which time the voltmeter toedina will drop to zero. See tabulation for
voltage reading. Test ficures are at 7S deC1Hs Fabrenheit. These Wlits are not adjustable. Re-
place the overvoltage control if it does not test to specifications.
Relay contacts open between 16.2 and 16.&-volts. Use 18 or 24..volts ,to test.
ELECTRICAL SYSTEM
ISSUED: 8/1sn2
3 C9
9-61. Cranking Motors. (Delco-Rem)')
9-63. General. When the cranking motor switch is closed. the armature begins to rotate. The drive pinion.
being a loose fit on the drive sleeve located on the armature shaft. does not pick up speed as fast a" the
armature. Therefore. the drive pinion. having internally matched splines with respect to the splines drive
sleeve. moves endwise on the shaft and into mesh with the flywheel, As the pinion hits the pinion stop. it begins
to rotate with the armature and cranks the engine.
When the engine starts. the flywheel begins to spin the pinion faster than the armature. Again. because
of the splined action of the pinion and drive sleeve assembly. the pinion backs out of mesh with the \\ heel
ring gear protecting the armature from excessive speeds.
Some Bendix drives incorporate a small anti-drift spring between the drive pinion and the pinion stop
which prevents the pinion from drifting into mesh when the engine is running. Others use a small anti-drift pin
and spring inside the pinion \\ hich provides enough friction to keep the pinion from drifting into mesh.
:\ever operate the motor for more than 30 seconds without pausing for two mi nutes to allow it to cool.
9-64. Checking Cranking Motor. Several checks. both visual and electrical. should be made in a defective
cranking circuit to isolate trouble before removing any unit. Many times a component is removed from the
aircraft only to find it is not defective after reliable tests. Therefore. before removing a unit in a defective
cranking system. the following checks should be made:
a. Determine the condition of the battery,
b. Inspect the wiring for frayed insulation or other damage. Replace any wiring that is damaged.
Inspect all connections to the cranking motor. solenoid or magnetic switch. ignition switch or any other
control switch. and battery. including all ground connections. Clean and tighten all connections and wiring
as required. Many engine manufacturers specify allowable voltage drops in the cranking circuit. For t.
information. refer to the engine manufacturer's shop manual.
c. Inspect all control switches and the ignition switch. to determine their condition. Connect a jumpei
lead around any switch suspected of being defective.Hthe system functions properly using this method. repair
or replace the bypassed switch.
d. If specified battery voltage can be measured at the motor terminal of the cranking motor. allow ing
for some voltage drop in the circuit and the engine is known to be functioning properly. remove the motor and
follow the test procedures.
9M. Test And Maintenance Of Cranking Motor. (Delco-Remy)
9-M. Inspection. With the cranking motor removed from the engine. the pinion should be checked for
freedom of operation by turning it on the screw shaft. The armature should be checked for freedom of
operation by turning the pinion. Tight. dirty. or worn bearings. bent armature shaft. or loose pole shoe screw
will cause the armature to drag and it will not turn freely. If the armature does not turn freely the motor should
be disassembled irnrnediatelv. However. if the armature does operate freely. the motor should be given
electrical tests before disassembly. (Refer to Paragraph 9-73.)
9-67. Checks.
ISSl"ED: 8/18/72
3CIO
ELECTRICAL SYSTE'
FIGURE 9-27t. NO-LOAD TEST
~ Mn., J
9-68. M.. Loed Test Check. (Refer to Figure
"27t.) Connect the crankinl motor in series
with fully char.cd battery of the speclfied
volt an ammeter capable of reading several
hundred amperes. and a variable resistance.
Also connect a voltmeter as mustrated, from
the motor terminal to the motor frallle. An r.p.m.
indic.tor is nee....ry to mealure armature
speed. Obtaill the specified voltl!C by varying
the :esistlftce unit. Then relld the current draw
and arlllature speed and cOlllpare these readings
with the values listed ill the published speci-
fications. Interpret the test results as follows:
a. Rated current draw and no--Ioad speed
indicate normal condition of the cranking motor.
b. Low free speed and high current draw
iIldicate:
1. Too lIIuch friction-tipt. dirty, or
loose pole shoes aUowinc armature to drag.
2. Shorted armature. This can be further checked on a Itowler after disassembly.
3. Grounded amature or fi.lds. Check further .fter disassembly.
c. Failure to operate with hip current draw indicates:
1. A direct ground in the terminal or fields.
2. "Frozen" bearings (this sbould have been determined by tumina the armature by hand).
d. Failure to operate with no current draw indicates:
1. Open field circuit. This can be checked after disasselllbly by inspecting internal con-
nections and tracing circuit with a test lamp.
1. Open armature coils. Inspect the commutator for badly burned bars after disassembly.
3. Broken brush springs, worn brUShes, nigh insulation bet"een the commutator bars or
other causes which would prevent aood contact between the brushes and commutator.
e. Low noload speed and low current draw indicate:
1. High internai reslstance due to poor connections, defective leads. dirty commutator and
causes listed under (d).
f. High free speed and high current dra" indicate shorted fields. If shorted fields are sus-
pected. replace the field coil assembly and cheek [or improved pedonnance.
9-69. Lock-Tonlue Telt Check. (Refer to Fipre 927\1.) The lock-torque test requires the equip-
:nent Illustrated. A variable resistance with a hip current capacity should be used. The crankini
meter should be securely :Dounted and a brake arm hooked to the drive pinion. Use extreme caution
during this test to make sure the end of the brake am: does not slip off of the pinion when current
is applied. When specified current is applied. the torque can be computed frolll the reading on the
scale. A one foot brake arm will directly indicate pound-feet. COlllpare the pound-feet of torque
as read on the scale with that listed in the published Specifications. If the torque is tow. the
motor must be disassembled for further tests and repair.
9-;'0. Disassembly. If the motor does 'not perform in accordance with published specifications.
it may need to be disassembled for further teStinl of the components. ~ o r m a y the cranking motor
ELECTRICAL SYSTEM
ISSUED: 8118n2
3ell
shaft.
2. Fole- Thru-8endix Drive, push in the outer anchor plate so the pilot screw or pin can
be removed.
'IGURI ..Z7u. LOCKTORQUE TEST

housin!.t.
e. Remove and disusemble the drive from the Irmature shaft by fir.t identifyine the ty?e
Bendix drive and then followin a one of the auid below:
1. Standard Bendix Drive, remove the h.ad sprine screw IIld slip it off of the annature
NOTE
Some Felo- Thru Drives use. rubber cushion in place of a drive
spring. To remove from shaft. serew pinion out to drive position.
then force pin from shaft throueh serew sleeve ht'les.
shoul: only so far as is "ec
esserv to "'ake reoair or re.,lacel!lent of the de-
fecth'e rarts , a precaution, it is SURleSted
tl.at safetY ,l3Ssu be worn when .!isassell\
iiinC the crankinl motor. Followina are .eneral
instructions for disusemblina a typical Bendix
crankinl motor:
a. the cover band, if present. and
the field coil l.ads fromth.brush
:'oll!ers.
b. If sear reduction. n!lhove the drive heua-
ing. and reduction housina.
c. Remove the bolts attachine the drive
110usin. and commutator end frame to the Held
fra!'!e assembly. Discard !he tane lock .ashers.
d. Separate the commutator end frame,
al'\"'!ature asse!llbly, field frlme. and drive
CAUTION
Do not disassemble this drive. service is by complete replacement.
9-71. Component Inlpection And Repoir.
a. Brushes and Brush Holders - Inspect the brulhes for wear. If they are worn down to one-
half their orilina! length. when compared with II new brush, they should be replaced. \take sure
the brush holders are clean and the brushes are not bindina in the hnlders. Tbe full brush surfac e
should ride on the commutator with proper sprine tenlion (refer to test specification) to give
good. firm contact. Brush leads and screws should be hlht and clean.
b. Armature - The armature should be ehecked for short circuits. and atounds:
:. Short circuits are located by rotating the armature in a erowler with a steel strip such
as a hack saw blade held on the armature. The steel strip will vibrate on the area oi the short
circuit. Shorts between batS are sometimes produced by brush dust or copper between 1\e bars.
Undercutting the insulation will eliminAte these shorts.
2. Opens - Inspect the pointS where conductors are joined to the commutator ior loose
ELECTRICAL SYSTEM
ISSUED: 8/18/72
'3 C12

connections. Poor connections caus. lUCille sad buminl of the COClUllut.tor. If the bars are not
badly burned. resolder the l.ads in the riser bars ad tum the commutator down in a lathe. Then
undereut the insulation between- the commutator bera 1/32".
3. Grounds in the armatuN can be detected by the uae of a test 1_p aDd prods. If the lamp
Uehts when one test prod is placed on the cOlllmutator IIld other test prod OQ the armature core or
shaft. the armature is &fOUnded. If the COllllDutator is wom, dirty. out of round. or hu hip illsu-
lation. the commutator should be turned down ad undercut as previously described.
c. Field Coils - The field coils should be checked for IfOWlds _ opell. usiaC test lamp.
1. Grounds - Disconnect field coillfound connectiou. COilftect ODe test prod to the field
frame and the other to the field conn.ctor. If the lamp liabts. the field coils are crounded and
must be repaired or replaced.
2 Opens - Connect test lamp prods to ends of field coils. If lamp does not lipt. the
field coils are open.
If the field coils need to be removed for repair or replacement. a pole shoe spreader and
pole shoe screwdriver should be used. Care should be exercised in replacinC the field coils to
prevent grounding or shortine them as they are tichtened into place. Where the pole shoe hu a
long lip on one side. it should be assembled in the direction of armature rotation.
9-7'2. Reallemoly. To reassemble the motor follow the dis....mbly procedures in reverse.
Install :lew tanl lock washers where removed.
CAUTION
If Fole-Thru drive is manually rotated to locked po.ition. do not
attempt to force it in a reverse direction. Ptoceed to install ",ith
pinion meshing with flywheel, When enlintarts, the drive will
retum to the demeshed position.
9 ~ 3 Cranking Motor Servin Tt SII.cificotl ..... Delco-Remy specific.tillns for 12 volt cranking
motors instulled as standarei equipment on the PA.24 aircraft are as follows:
Motor ~ d e l 1109511 1109689 11134il
1109679 11096i3
1109688
1109695
Delco-Remy, Ref. Service Bulletin 1M110 1M-110 1M-1l0
:\lin. Brush Tension 24 oz. 24 oz. 80 oz.
So I.oad Test
Volt 10.6 11.3 11.5
:'din Amps SO
:'dax. Amps 60 65 iQ
\lin. R.P.:'v1. 3000 4000 lolOO
:\fax. R.P.:'d. 2200
ELECTRICAL SYSTEM
ISSUED: 5
/1/65
3C13
Lock Test
Amps 300 570 SOO
Min, Torque. Ft.-Lbs, 18 27.5 64
Approx, Volts 7.3 6.3 3.4
9 ~ 4 Startin, Motol. (Preuolit.).
9-75, Ocriptiotl. The par reduction startin, motor Ccil' ists of six major compoaents: The
Commutator End He.ci Assembly, The Armature, TM Fr8llle 8ftd Field Assembly, The GearHousinl,
The Pinion Housinl. and The Bendix Drive Assembly. Refer to FiluN g.29a.
9-76. OpelCltion. Whenthe stattine circuit is enerai%ed, battery current is applied to the stattlng
motor terminal. ClUtent fiows throuah the iieltl coils, creatine a stronl maanetic field. At the
same time. current flows throuah tbe brushes to the commutator. tbroulh the armature windinlS to
'''u... atT
aDU KAl'tHG
"'-AME & "ILD AU"t.
GIN' HOUSING ASlY
ENDue DRIVE
ICNOIX DRIVE SHAFT
PINION I10USINC ,toAY.-
,"ONZE lEANNe : : : ~ : ~ ~ ~ ~
F1GUI'E 9290. eXPLO('l!O VIEw OF GEAR: ltEDUCTIOH STARTINGMOTOR
E1.ECTRICAL SYSTEM
ISSUED: 8/18/72
3C14

Ifound. The lIleenetic fon:e created ill the armature combined with that created in the field wind
inas belin. to t\lm the armature.
The par eut ee the drive "dof the armature sbaftesteads throuch theceer housi:tl. where
it is supported by a roller ~ a r i e The par IIl"S with the teeth of the reduction aear that drives
the Bendix shaft. The shaft is keyed to tbe reduction ..ar. Th. Bendix drive is held in position
on the shaft by a "splrol." pin. The .hllft i_ lupparted iD the p. hauaiq by a clOHd end roller
bearine aod ill the piaion hou_iDe by a araPbitind bronze beariae.
When the armature tunll the reductiaa .... tbe Beftdix drive piaiOD Ift_hes with the fly
wheel rial lear by inertia and actioa of the screw threllds within th. Bendix sleeve. A detent pin
enpees in a notch in the screw threads which prevents d.eshille if the -line fails to start
when the startine circuit is de-eneflind.
When tbe eline reacbes a predetetmiDed lpeed. ceDtrifucal Ktion forces the detent pin
out of the notch in the screw sbit and aUows tbe pinioa tb deale.b ftolD the flywheel.
9-77. M.intenance. on. startine circuit should be inspected at repler iDtetvals. the frequency
oi. which sbould be determiJled by the amoUllt of servic:e and conditions under which the vehicle
is operated. It is teCOIIUIlended that IIlcb inspection be made at le..t twice a year and include
the followinl:
a. The battery should be cbec:ked with a hydrometer to be sure it is fully curced and filled
to the proper level with approved water. A lac tnt should be lIlade to cletemine battery CCll
ditioll. 1 dirt and ccrtOsion have acculllulated OIl tbe battery. it should be cleaned with a solution
of bUille soda ..d water. Be lute none of tl,. solution enters the b.tery cells.
b. The startinl circuit wirine should be inspected to be swe that aU cOGneetions are clean
aod Heht and that tbe iaulation is sound. A voltace la.s tnt should be made to locate any hiah.
resistance connections that would affect stertinllllotor efficiency. This test is made with a low-
readinl voltmeter while crankinc the en&ine or at approximately 100 ampe:es, and the foUowinl
limits should be used:
1. Voltace 10.. ftem insulated battery post to startinelftotor terminal O.3-volt maximum.
2. Voltale 10" frem battery 1f000d post to Starter frllllte O.lvolt maximwn.
MOTE
If volta. la.s ia ereater than the above limitl. additional tests
sholl1d be lIIade over each part of the cUcuit to loc::ate the hiah-
resistarce connections.
c. No lubrication is required on tbe startinelDotor except lit the time of overhaul. Then lubri.
eate the entire shaft under Bendix Drive. fill croaves in aallature shaft at drive end and pack
aear box with 1.3 to 2.0 ounces of UmiUII Soap a_e Gte... .:1925 Molytex "0" or equivalent.
d. Tbe startine motor should be operated for a few seeonci. with the lenition switch off to
lIlake SUfe that the pillion eftca,es properly and that it tums freely without bindina or excessive
noise. Then the enaine should be started two or three times to see that the pinion disenPles
properly when the anline is turned off.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 C15
9-'78. Ov.rhaul. U dUMg the above inspectiCll any indication of st..cine motor difficulty is
noted. the SUrting raotor should be remond from the enaine for cleanifte and Npair.
9-'79. RefttOal. To remove the startine motor frOal the enliDe, first disconnect the lI'ound cable
from the bettery post to prevent short eireuitiftl. Discoanect the Iud from the starting motor
terminal, then take out the 1D000ting bolts. The lIIoter can then be lifted off and taken to the
bench for overhaul.
9-80. Dilu.e...1r-
a. Remove the frame screws frem the cDlllmutator end hem and pull end h.,d and armature
from frame. Lift the brushes and lock in elevated pc*itioD with brush sprinls. Use a puller to re-
move the end head from the armature. U.e special bearinC puller to remove the sealed ball
beMrinl from the armature shaft.
b. Remove the frame serews that secure the par houinC to the frame, Remove bolts and
nuts holding the par houainl to the pinion bausinc and sep..te the two WlitS. Pull Bendix shaft
from pinion housinl, Do not loae'the .t..l spacer that i. located Oft the pinion end of the shait.
Remove reduction lear, woodruff key and .teel .pacer from shah.
c. Tum the Bendix pinion until it locks in the extended po.ition. Locate "spirol" pin and
use a punch to remove. SUd. drive assembly off the shaft. Do not attempt to disassemble the
drive and do not dip it in cleaninc solvent.
d. To remove the roller bearincs from the par heusinl, u.e an arbor press and the correct
bearing arbor. DO NOT HA."dMER OUT. Each part should be cleaned and inspected for excessIVe
wear or damage. Searinls should be checked for proper clearance and evidence of touahness or
lalling. Oil and dirt should be removed from Wlulation and the conditiCll of the insulation. checked.
9-81. Brulh... Check the brushes to see that they slide freely in their holders and make full
contact on the commutator. If worn to half their oricinal lencth or Ie.., they should be replaced.
9-82. Armature.
a. Check the commutater for uneven wear. excessive puine or evidence of excessive arcing.
If only sliChtly dirty, &lueci or discolored, the COllllDutator can be cleaned with 00 or 000 sand-
paper. If the commutator is rOllah or worn, it should be turned iD a latbe. Refer to Fil\lre 929b.
The armature shaft should be inspected for roup bearial sudac:e. and rOUlh or damaged splines.
b. To test the armature for crounds, a set of test probes connected in seri.s with a llQ-volt
light should be used. Touch one probe to a commutator see_nt and the other to the armature
core. If the test lamp lichts. the armature i. Ctollftded cd should be replaced.
c. To test for shotted armature coil., a Itowler i. used. (Refer to Fipte 9-291:.) The arma-
ture is pllCed on the crowler and slowly rotated by hand while a steel strip is held over the COM
50 that it passes over each armature core sl. If a coil is shorted. the steel sttip will vibrate.
d. A quick check for opens can be made by inspec:tinC the tramnl edge (in directlon of ro-
tation) of the commutator segments for excessive discoloration. This condition indicates an. open
cireui.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 C16

FIGURE 929b. TURNING STARTING
MOTOR COMMUTATOR
PIGURE 929c. TESTING MOTOR
ARMATURE FOR SHORTS
9-83. Fi.ld Coils.

a. ~ e k the field coils for groWlds (Refer to i p r ~ 9-29d) by placing cae test probe 01'1
the fraIDe and the other on the starter tenDieal. Be sure the brushes are nex accidentally touching
the frame. If the lamp U&hts, the fields are &rOUilded. Repair or replace.
b. Inspect all ccanections to make sure they are dean and ti&ht and iespect insulation for
detedoration.
9-84. Brush Hold.".
a. To test brush holders, touch one test probe to the brush plate and the other to each brush
holder.
b. The test lamp should Uiht _Ium the Itouftded brush holders are touched and should not
light when the insulated brush holders ate touched.
9-85. <Mar And PiniOft H_lin,. Icspect housU1gS for cracks and bearings for excessive wear.
Remove rust, paint or grease from mountinl surfaces.
9-86. B.ndix Drive. The Bendix Drive should

FIGURE 929d. TESTING MOTOR
FIELDS FOR GROUNDS
be wiped clean with a dry cloth. The pmllJl'l
should tum smoothly in one directioo and
should lock in the other direction. Replace
drive if it fails to check as above or if the
PWOIl teeth are excessively wom or damaled.
9-87. A.....Dly.
a. When a.sembling the startina motor.
always uae all arbor press and the proper
beariac arbor for insta1linl If8phitized bronze
and roller bearil1ls. The Bendix shaft should
have a thin film of Lubriplate :77i or equiva-
lent on the Bendix portion of the shaft. End
ELECTRICAL SYSTFlIt
ISSUED: 8/18/72
3 C17
GROUND
-STARTING MOTOR
BATTERY
BATTERY

SWITCH CARlONPILE
I'-
FIGURE 9-29.. Mo-LOAD TIST HOOKUP FIGURI9-29f. STALL-TORQUE HOOKUP
play should be .005 to .050 of en iDch.
b. New bn.Jahes should be properly ..ated whe" wrappiDl a .trip of 00 sandpaper
arcuttd the commutator (With the .8Ildinc sid. out) 1.25 to 1.50 tilDe. auimum. Drop brushes on
sandpaper covered CClllllDutatcr .nd tum the umaNre .lowly ill the diNCtion of rotatien. Dust
should be blown out of the 1lI0tor after sandine.
MOTE
The .priDe tensien is 32 to 40 ounc .. with new brushes. Thi. ten-

sion is lIIeured with the selle hooked WIder the brush sprine near
the brush and the :eadinl i. taken at rient lillie. to the line of
force exerted by th_ brush spril'll.
c. Check the po.ition of the pinion to be sur. the unit wil1.mah properly with the flywheel
rinl lear. See specifications for unit fot COrNet dimensions. Refer to P.ralta"h 9-90.
9-38. B.nch T.,tl.
a. After the ItartinlllIotor is r....embl.d, it should be t..ted to He that the ng.load current
at a certain volta. ia within specification. _ liven i.D par_paph 9-90. To mat. this test. eea-
nect as shown in FiCUnt 9-291. If curtent is too bilh. eh-ek the besriDl aUlnment and end play
to make sure there is no bindinc or interfetencer. T..o or three sharp ras- on the fr ame with a raw-
hide hamlller will oftell help to alien the bearinp and the armature.
b. If no difficulty is indicated in the above telt, a ItaU torque test may be made to see if
the starting motor is producillg its rated crankinl po.... M.ke test connections as shown in
F i g\lfe 9-29f.
c. If torque and current .e net wit:bin specificatioM, cbeck the seatinl ol the brushes and
!ntemal connectiOllS for hip resistance. If the.e checkll are made and found to be in IOod order.
replace frame and field assembly end retest starter.
EL.ECTRICAL SYSTEM
ISSUED: 8/18/72
3 C1S

9-89. Stortin, Motor Cafttrol Circuit.
a. Inspect the canuol circltit Wlrina between the battery, solenoid and manual starting switches
for breaks, poor cOllftechons and faulty luulation. Tipten aUcanMctions and make Sllre solenoid
lS firmly lIlo\lnt.d and makes a 100d arou.nd COIlnee:tlClll.
b. Check the voltale acreal. the switch COMlCts dWUlI nonaal startilli. 1 losa lS in
excess of 0.2 volts per 100 amperes, tbe solenold should be replactd.
e. If solenOld fans to operate _hen the manual l' tllmed oa or if it fails to rele.e when the
manual Switch lS releueel, it should be removed and te.ted to specifications. 1 either openinl
or cloSlnl voltaps are not specified, replace the
9-90. Startin, Mot.r Service T." S,ecificatlans.. Pre.toUt. specd'ications for U-volt Startinl
motors installed as standard. equipment on th. PA24 airplanes are follows:
Motor :\1odel
Mln. Brush Tension 32 oz.
Brush Tension 40 oz.
Test or F)
Volt 10
Max. Amps 7S
R.P.:\1. 2000
Stall Torque
Amps 560
Torque, Ft. L.b. 38.0
Approx. Volts 4.0
Pinlon Positlon "i
Driv. at rest 1.748 to 1.855 in.
Drive extended 2.388 to 2.495 in.
l'IThis dimension is me.ured frOID the c:etlterlins d. the moW\tinl
hole neafest the drive end bead to the ed.s of the pinioa.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 C19
9-91. Meritods Of CII.eking G.n.,otor 0, Alt.,nato, I.lt T.nslon.
a. If properly installed, tensioned and checked periodically. the pnerator or alternator drive
belt will pve very satisfactory service. However, an improperly tenlion.cf belt will wear rapidly
and may sUp and reduce pnerator or altemator output. Con_quently. a belt should be checked
for proper tension at the time it is installed. a.ain after 2S hours operation and each 100 hours
thereafter,
b. There are two sati.factory lIIethod. of checkiftl belt tension; ftowev.r the first method
described will be found preferable by m ~ t maintenance pltScnnel because it is technically sim-
ple, and requires tittle time for accCllllplishment.
1. Torque Mhod: This method of chec:kinl belt tension con.sists t:J lIIeasurine the torque
requited to slip the belt at the small pulley and is accomplished a. follows:
(a) Apply a torque indicatinl wrench to the nut that attaebes the pulley to the lenerator
or altemator and tum it in a clockwise direction. Ob.er\'e the torque shown on the
wrench at the instant the pulley slips.
(b) Check the torque indicated in step (2) with torque specified in the ol1owing chart.
Width of T_que Indicated at
B.lt C..cll tion Gener.tor or Alt.,nator Pull.y
3,8 inch New 11 to 13 ft. lbs.
3/8 inch Used 7 to 9 ft. Ibs,
1/2 inch New 13 to IS ft. lbs ,
L 2 inch Used 9 to 11 ft, Ibs.
HOTE
The hiper tension specified for a new belt is to compen'ale for
the initial stretch that takes place as SOat as it is operated. These
higher tension values should not be applied to belts which pre-
Viously h.\'e been used.
2. Deflection Method: Belt tension may be checked by me.surina the amowtt oi deflection
caused by a predetermined amount of tension: this is accomplished in the followinl manner:
(a) Attach the hook of a small spring-scale to the belt at the approximate :nid.point
between the ~ n l l gear support and the generator or altemator.
(b) Pull on the Kale until a readina of ~ pounds is obtained, (10 pounds ior used
belts)
(c) :"easute :he distance the belt has mO\'ed 'Nith the 10 to 14 !,ound load applied, The
dlStanCe (deneetion) should be 5,'16 inch. If less than 5/16 inca. the belt is too tight.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 C20

t.92. &artery.
t.93. SemcinJ Battery. The baacry is located etcher in me cnpne COIIIpanlMftt amdled to the flftWlll
or in the fusdqe directly an of the batPP comptmneftt. The bacury is endoted in a nainlaI sceel box
with a vent system. and a drain when the box is iDaa1lcd in die fuIcIaIe. The vent allows frab air coenter
the box and draw off fumes chat may accumulate due cothe cbarJinl pfOCaI of the barm"Y' The dnin is a
plastic tube located on the bottom side of me box which isnormallydoted off with a c:laatp and should be
opened occasionally to drain off any accumulation of liquid or dUria, cleuUns of the box. The batterY
should be checked for fluid level. but IIIUIC DOt be fiI1ed above the baftJcplaces. A hydrometer check should
be performed to dctennine the percent of chUle praalc in the battery. All connections must be clean and
tiJht. If ehe battery is not up to normal chatF, recha. SUI'tiIII with a charJinI fIte of four amperes and
finishin, with cwo amperes.
1280
1250
1220
1190
1160
1130 or 110.
CAl1TJON
P.rcent .f eho".
100
75
50
2S
Very lin!ful capKity
Ot.c:harpd
External power should not be conaecud CD or removed from aircraft

with muter switch ON.
9-9S. Otaflinl Battery. When rechqing the battery, it should be raftcwed from the &irplane. (Refer to
PU'llt'lPh 9-97.)
a. Remove cell aps and check fluid level.
b. Bqin charJin, rate at 2 amperesand fmishm, with 1 ampere.
c. Should the battery boil over. clan per parqraph 9-100.
d. When battery is completely chafJCd, reinRa11 in the airplane.
9-96. Scartin, Throup External Power Rccepade With Airplaac's "aery Nariy Depleted.
a. When using a 1% volt battery for external power starriftl and the airplane's battery is nearly
depleted. the followins procedure should be used:
1. Disconnect the airplane's battery It the neprive terminal to prevent excessive loading of the
external starting banery.
2. Check that all of the &irplane's electriC2l equipment is named OFF.
ELECTRICAL SYSTEM
ISSUED: 8118172
3C21
3. Connect the external battery to thc cxtcm&l power reccptaclc; tum muter switch ON and
Start engine using normal starting procedure.
4-. Tum MUtCr switch OFF; remove cxtemal banery. and then reconnect the banery at the
negative tenninal.
S. Tum mum switch ON.
When stattirll with a power cart and the airplafte's bantry is narty depicted. the procedure in Step a
need not be followed. Thc capacity of a power Caft issuffiC:icnt to ltan an aircraft with a low battery.
9-97. Removal And Innalladon Ofllantry. (JlA2....180. Serial Nos. 24-1 to :!4-102 iacl.) The battery is
located in the engine companment at the upper left side of the firewall. The battery may be removed by
the followin, procedure:
a. Remove the left side and top cowl.
b. Remove the cover of the box by removiftl the win, nuts at the fore and aft sides of the cover.
c. Disconnect the banery cables.
NOTE
Always remove the Jround cable flnt -and insuIl last to prevent
accidental shorr circuirin, or arcing.
d. Lift the battery from the box.
e. The battery may be installed in reverse order of removal.
9-98. Removal And InRl1Jation Of Battery. and Serial SOS. 24-103 and u!':
PA-24-260. Serial Sos. 2+-4-000 to 2442%. 24-4-248 to 24-4299 incl. and 240-8403 Ind up; and
PA24-400. Serial Sos. 26-1 Ind ue.) The battery is located in the lower aft section of the fusclage directly
aft of the bI.!Jpe compartment. The battery be removed bv the follow"" procedure:
a. Remove the access panel to the aft section of the located It the aft of the balfage
compartment.
b. Remove the cover of the box by removin, wing nuts at the fore and aft sides of the cover.
C. Disconnect the battery cables.
NOTE
Alwavs remove the around cable fint and instaU last to prevent
aCCidental shon circuinn.. or arcin...
d. Lift the battery from the box.
e. The battery may be inn.alled in reverse order of removal.
ELECTRICAL SYSTEM
ISSUED: 8/18/12
3C22
PIPER COMANCHE SERVlCE MANt"AL

9-99. Removal And Installation Of Battery. (PA-24-260. Serial Nos. 244300 to 24-.r:-:2.
to 24.4R03 inc l.) The battery is located in the engine compartment at the lower right side of the
firewall. The banery may be removed by the following procedure:
a Open the right CO" I panel.
b. Rernove the battery box cover from the box by removing the cover and box retainer rod at the right
side of the box. Raise the cover enough to allow the box to be removed.
c. Disconnect the battery cables.

Always remove the ground cable first and install last to prevent
accidental short circuiting or arcing.
d. Slide the box with battery to the right and remove.
e. The battery may be installed in reverse order of removal.
9-100, Box Corrosion Prevention. The battery box should be checked for spilled electrolyte or
corrosion at each 50 hour inspection or at least every 30 days. whichever comes first. Should this be round in
the box. on the terminals or around the battery. the battery should be removed and both the box and battery
cleaned by the following procedure:
a. Open the drain clamp at the bottom of the battery box or with the box removed. drain off any
electrolvte that mav have overflowed into the box.
b' Clean the box and battery. Corrosion effects may be neutralized by applying a solution of baking
soda and water mixed to a consistency of thin cream. The application of this mixture should be applied until
all bubbling action has ceased.

Do not allow soda solution to enter battery.
c. Rinse the battery and box with clean water and dry.
d. necessary. paint the battery box with an acid resistant paint. Allow paint to dry thoroughly.
e. If installed. close the battery box drain tube clamp.
f. Reinstall the battery.
9-101. Checking Electrical Switches And Circuit Breakers. Electrical switches and circuit breakers. located
on the lower portion of the instrument panel. control the navigation and instrument lights. landing. lights.
electric turn and bank indicator and other electrical components. The circuit breakers automatically break
the electrical circuit if an overload is applied to the systems. thus preventing damage to electrical wiring. To
reset the circuit breakers. simply push in the buttons. Allow sufficient time for cooling before resetting circuit
breakers. The time for resetting circuit breakers may vary considerably. depending on the nature of the
overload and the temperature.
ISSl'ED: 8/18/72
3C23
ELECTRICAL
9-102. Navipcion Uplts.
9-103. Remova! Of Win, Navipdon Licht.
a. To remove bulb. remove the screws securing the plexiIW window.
b. ~ o v screws securing the lens rcuiner.
c. Remove lens and bulb.
NOTE
To remove the complete lamp assembly. the win, tiP must be removed.
9-104. InsWlarion Of WIn, NaYipaon Licht.
a. Install bulb, lens and lens retainer and secure with appropriate screws.
b. Place plexiglu window in position on wina tip and secure with appropriate screws.
9-10S. Removal Of Tail Navipdon Uplt.
a. To remove bulb. remove the screws securi", the Iirht IIMIftbly to tbe rudder tip and remove the
lens.
b. Remove the bulb.
NOTE
To remove the complete light assembly unsolder the elcetrieallud from
the base of the Iilht assembly and disconnect: the remainin. electrical
lead at the connector.
9-106. Installacion Of Tail Navipdon Litht.
a. Install bulb and lens in light uscmbly.
b. Place light assembly in position on rudder tip and secure with appropriate screws.
9107. Removal Of Lamp In And<oIliIion Win, Tip StrObe LiFt. The lights arc located in both winl tips
next to the navigationallighu.
a. Remove the screws securing the plcxiglu window to the wing tip and removc window.
b. Remove the scrcw securing the ftavitacionaJ light cover and remove eever,
c. Remove the three screws securing navigational lifht btSekct uicmbly and rcmove light assembly.
d. Remove the Strobe lamp by cutting the wim on thc lamp beneath the mounting bracket.
e. Remove zhe defective lamp.
f. Remove and discard the plug with the cut wires from the electrical socket.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 C24

9-108. 1nJtaJIarion Of Lamp In Ami<OIlisiaa WInt np Srobe Lipt.
a. Route the wires from the new lamp down mro. the bole in the naviptionaJ litht bracket.
b. Insert the wire tenninals in the plastic plUl supplied with die Dew lamp. Wire accordinl to the
schematic diqnlm located in the ciecuorUcs section.
e, Position Strobe lamp on n&viptioa&llipt brKket.
d. SCCUM nav;,ationalli,ht uacmbly and braclm with appropriate ICrC'WI.
c. Install naviptiona1litht cover and secure with appropriate screws.
f. Insn.n pleqlu window on win, tipt and SCClIre with appropriate screws.
9-109. IlcmoV&! Of Lamp In And<ollilion Lithe. The lilht is located on the upper section of the vertical
fin.
&. Loosen the screw in the clamp securint the litht COYer.
b. Remove the Iilht covet.
c. Remove the defective lamp fromthe socket.
9-110. Troubleshooan, Procedure For And-CoUilion ADd WiDJ np Snbe Lipt Systems. The Strobe
light assembly functions as a condensct discharJc sysrGn. A condenser in the power supply is charged to
approximately 450 vola D.C.. then discharged &CrOll the Xenon fluh rube at inwrvals approximately 45
flashes per minute, The condenser is panllc1 acroa the Xenon f1uh rube which is dcsiJned to hold off the
volts D.C. applied until the fluh Nbc is trigtftd by an external pu.1Ie. This pulse is pneratcd by a
solid sute timin, c:ircuit in the power Sllpply.
When croubleshootin, the strObe liJht system, it mu. first be dcm'mincd if the trouble is in the flash
Nbc or the power supply. Replacement of the flash tube will confirm it the Qlbe is defective. A normal
operannl power system will emit an audible tone of 1 to 1.' KHC If there is no sound cmincd check the
SYStem according to the foUowin, instructions. When trOUblanooti,. die S;"1tCm utilize the appropriate
schematic in the manual.
a, Ascertain the input voltaic at the power supply is 12 volu.
CAU110N
When disc::onnee:tinJ andconneaina the PO'""' supply input connections
do not get the connection revencd. RcYencd polarity of the input
voltage for juSt an inuant will pcrmlnendy damqc the power supply.
The moerscd polarity destroys a diode in the po'ftt supply,
causiftl self-destruction from ovcrbcaan, of the power supply. This
dunqe-is sometimes not immediately appuent. but will cause failure of
the sysccm in time.
b. Check for malfunction in interconnectin. cables.
1. Asccn:ain pins 1 and 3 of interconneC'tifti cable arc not rcvencd.
2. Using an ohmmeter check continuity between pin 1 and 3 of intcreonncetinB cable. If you
obain l reading on the meter the cable is shorted and should be replaced.
ELECTRICAL SYSTEM
ISSUED: 8118n2
3 01

A short of the type described in steps I and 1 will not cause perma-
nent damage to the power supply but the system will beinoperative
if such a short exists. Avoid any connection between pins I and 3of
the interconnecting cable as this will discharge the condenser in the
power supply and destroy the trigger circuit.

When disconnecting the power supply allow five minutes of bleed
down time prior to handling the unit.
c. Check interconnecting cables for shorts.

I. Disconnect the output cables from the power supply outlets.
1. The following continuity checks can be made with an ohmmeter.
3. Check for continuity between the connectors of each interconnecting cable by checking from
pin I to pin I. pin 1 to pin 2. and pin 3 to pin 3. When making these checks if no continuity exists the cable
opened and should be replaced.
4. Check continuity between pins I and 2. I and 3. and 2 and 3 of the interconnecting cable. It
continuity exists between any of these connections the cable is shorted and should be replaced.
5. Check for continuity from pins 1.2 and J to airplane ground. If continuity exists the cable
shorted and should be replaced.
d. Check the tube socket assembly for shorts.
I. Disconnect the tube socket assembly of the anti-collision light from the interconnecting cable .
., The following continuity checks can be made with an ohmmeter.
Check for continuity between pin I of amp connector to pin I of tube socket. pin 101' a
connector to pins (', and 7 of tube socket and pin 3 of amp connector to pin 4 of tube socket. When making
these tests if no continuity exists the tube socket assembly is opened and should be replaced.
9-111. Installation or Anti-Collision Light.
a. Plug in new lamp using correct number.
b. Replace light cover.
c. Tighten screw in clamp to secure light cover.
9-111. Troubleshooting. Troubles peculiar to the Comanche electrical system are listed in Table IX-lit at
the back of this section along with their probable causes and suggested remedies. The wiring diagrams included
in this manual will give a physical breakdown of the different electrical circuits used in this airplane. (Refer to
Table IXI\'.j
After the trouble has been corrected. check the entire electrical system for security and operation of its
components.
REVISED: 4/10/81
302

ELECTRICAL 5\'ST:\1

TABLE IXII. CIRCUIT LOAD CHART (MODELS PRIOR TO 1970)
Cu".nt (Gilt,) Gt
Load 14.3 V.h.
1- Landing gear indicator Hlhts 0.1
2. Navigation lights (4)
5.6
3. Instrument lights (1) 1.0
Glat ban lilhts (21) 1.68
5. Dome lights (2)
1.8
6. Stall wamina lamp (G.E. 1815) 0.2
.
Landing lilhts (2) 15.4 ..
8. Rotating beacon 4.8
9. :\taster solenoid coil 0.68
10. Landing par solenoid 2.6
It Starter solenoid 10.0 (at 12 volts)
1:!. T'Jtn and bank 0.9
13. Pitot heater (85 watt) i.2
14. Cigar lighter
.. .,
I
15. Landing gear hom 0.7
16. Oil temperature Nellilible
17. F..rel gauges (2) 1.0
18. Electric fuel pump(s)
PA24-180 (1) 0.6
PA24250 m 1.2
PA-24-260 (Carb. 2) 1.0
PA-24:l60 (F. I.. 1) 7.0
PA-24-4QQ (1)
8.5
elECTRICAL SYSTEM
ISSUED: 8/18172
3D3
TABLE IXII. CIRCUIT LOAD CHART (MODELS PRIOR TO ,.70) (cant.)
C""."t (a...,) .t
L_d 14.3 V.lts
19. Omnilliltor 4.9
20. Simp!exer 3.9
21. ADF12
5.6
22. Sun Air (Transmit) 10.5
Sun Air (Receive) 3.5
23. 6.8
24. V ana VOA3A
9.3
25. VI 3.65
26.
12.10
.,-
Mark xn
11.0
.. ,.
28. VOA-4
.36
29. \'OA-5
.36
30. VOA.o
.40
3l. ADFT12 B
.70
32. tJDI2A
8.0
33. UDI3
6.5
34. Piper PTR-l
6.45
35. AutoControl
1.0
36. AutoCaurol II
.02
37. AltiMatic II
.30
38. Electric trim
1.40
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3D4

TABLE IXIIA. CIRCUIT LOAD CHART (MODELS 1170 AND LATER)
i" .
=0 .
CURRENT DRAIN
.. :1
i! ! >
PER UNIT (MAX.)
CIRCUIT
;!z
ITEM
IN AMPERES AT
Col .. -

lI:Coli
- OIl
i 5;; III
12.0V. 14.3 V.
Col ..
ClII'AIll MOTOR
]0 I.ANDING GlAIIJ ACTUATING MOTDIll 1 1.70 1'7 SO
TUIllN. lANK 5 '!'\JIllN. 'AN" GVIllC
I 0.25 030
GUll $01.. !I I.DO. GlAlil COfilTlllgL SOI.INQID 1 2.20 2.60 I
LOC. C.... lItND'eAm" LIGHnA ,LMHIIII 1 0.1lI 0.09
I
1NS"r .. rs !I CONT"QL WHIIL MAP l.IGHT 1 0.21 0.3J
AUTOfltLOT CONSOLI L.IGHTS1.11.T. 11111
0.08 0.01
IIIOCKIIUWlTCH L.IGH'TS AlI...-rL.. 0.08 O.ot
COMPAoIILIGHT
I 0.08 0.01
OMNI COUf'l.I" LIGHT 2 0.08 0.01
GLA".aAN PANIL .DLT LIft ...TlI ASINlI'TL 001 009
FJE .. PUMP 20 !'UriL. PUMP M TOIII 1 730 8.70
NAV I.IG"'lS 10 WING TIP POSITION I.IGH'TSa1512 2 I.e 1.6'7
TAll. POSITION I.IGHT 2 -.82 1 g]
ST.....Ttl'lliQl.. " 1!1 STA"T!III SOLINOID 1 8..e 1000
ClG.I.IGHT!RI STA"TING VI,IllATOIII 1 2.50 3.00
CIOA" I.IGHTE" I 860
7go
ALT. FIEI.O 5 VOLTAGIIIlIGULATOIll-oVI"VOLT IllILAV.
AI.TlIllNATOIll '111.0 1 SVSTII'M 2.9'7 ]"'01;
LAND.l.iG"'lS 20 \"ANDING LIGHTS 1.1" "IGHT 2 113 11.$0 ;
GEAR WARNING !I L...NOING 01"''' W....... ING "'O"N
1 010 oao :
p, 0' "'I:'" IS PI OT "'."'TlNG EI.EMeNT 1 1.20 730 I
1ll0T 'CN
5 Ill0TATING 11110 IEACON AS .03 .ao
IllEO...NT1<0 10
- "EO POWLV f1I'!lnMI
INSTALLED I.e 2.S i
\','!"II n: AN loCOI.. I 10 rt S' oas. P :5U_1 Y (STS1ctM ....:>
:I.,ECT"IC T"IM
I
5 ELECT"IC PITCH Till1MS'''VO 1
0'"
100
OVERHEAD INST"UMENT LIGHT 1 0.01 .1.
I
..A' .etuATlNG MOTO" 1 11.]0 2180
STALL. NARN 5 STALL. WAlIININGL.IGHT HASHIIIl-no LAMP 1 0.01 a-o
;:LAP SOL. 5 Fl.AP CONT"OL SOLENOIO IHOlCATO.. 1 2.28 2.6t
CYL. " 01 .. TIN''' 5 IFUEl. QUAH.-CYLINQlIIl ....11'0 Oil. TIlMP I G"OUp 0.15 0.18
COME LIGHTS ""'ONT lilA.. 2 053 060'
'IIAV COM 1 10 . 'IIIK12.A 0" MK.12. lCMITT. 5.92 a.:l!
T"ANlCEIV!'" RCV. . 03
."
MK.l1
lCMITT. .21 502
T"ANCEIVEIII RCV. 063 0.75
VOA-8 OMNI INDICATOIll 0.36 0.J9
I
VO"'-IOMHI INOICATO'" 0.31 039 I
VOA..c)IMI 0'" VOA-IQIMI INOICATOIll
- -
I
'1IlV COM 2 10 ' SIMI\"AR TO NAV COM 1 ,
,lo.:lF 5 ,'ENOIX AOII TI2C "ICIIVE.. D. 0.78
I
NA"CO AO'31A IIlICllvE" 0.58
06'
I
I(ING 1("-85 AOF ".C!!IVI" 0.81
::S 5 'IIAReO UGIIl2 Gl.IOI SLOPE "ICcIVEIll O.lll I 023
\1;8
5
liIIA"CO Ml!IT12 MA"KI" '.ACON 0.17 020
I'MI PIPEA M..... KE.. IEACON
I 0.17 0.20
.o.C:..A VI 5 I(ING AUDIO AMPLIFIEIll K.l.211 I O.ll8
I
, 14 l
!\jA"CO AUOIO JUNCTION lOX VP22. I 0.23 0.2'7
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3D5
TABLE IXIIA. CIRCUIT LOAD CHART (MODELS 1970 AND LATER) (cont.)
...
..
CURRENT DRAIN
.. : I
i
CIRCUIT
c
ITEM
! I :.-
PER UNIT (MAX.1
50 Z C
IN AMPERES AT
..
.'j j
.. ::: I
i 5li \II
12.0 V. 1.3 V.
AIfIIAUTO'ILOTl !5 ALTIMATIC 1111 1.30' 1.&0
I AUTOCONT"OL III 0.10 0ge
.. !5 NA,.CO ATI.... 01'1Are.... 1.7. 2.09
NAI'ICDUAT., J.OS 3.11J
OME 10 NARCO UOIA OISTANCE MIASURING EQUtll. U. 677
!AcaDon
TAILE IXIII. LAMP REPI.ACEMENT GUIDE
Piper Pan xe. Lamp So.
Tail SaVlgation Light

Wmg Sa\';gation
Rotating Beacon (Grimes)
Rotating Beacon (Whelen)
Lar-ding Light
Instr..lment POst
Gear Indicator Lights
Stall Warning Light
Compass Light
Dome Light
Dome Light
Instrument Panel Light
Reading LightS
3D6
753 -431
i 51 381
752 30i
7$1
-472 661
037
-4720H
037
OH
472036
-4720)8
-472038
-472026
1073
lSI2
WR.\\ ....
4-509
330
G.E. 330
330
C..E. 330
8Q
93
93
90
ELECTRICAL SYSTEM
ISSUED: 8/18/72

TABLE IXIV. INDEX ELECTRICAL SYSTEM SCHEMATIC
COMFORT SYSTEM - Cigar Lighter (PA-24 All Models. EXCEPT

PA-24-260 S x 24-4783. 24-4804 & Up)
COMFORT SYSTEM - Cigar Lighter (PA-24-260 SiN 24-4783.24-4804
& Up)
ELECTRICAL POWER - Alternator. 85 Amp. (PA-24-260 SI N 24-4000 To
24-4782. 24-4784 To 24-4803)
ELECTRICAL POWER - Alternator. 85 Amp. (PA-24-260 SIN 24-4783.
24-4804 & Up)
ELECTRICAL POWER - Alternator. 85 Amp. (PA-24-400 SiN 262 & Up)
ELECTRICAL POWER - External Power Supply
ELECTRICAL POWER - Generator. 35 Amp. (PA-24-180 SiN 24--1 To
24-102)
ELECTRICAL POWER - Generator. 35 Amp. (PA-24-180 & PA-24-250
S N 24-103 To 24-655)
ELECTRICAL POWER - Generator. 35 Amp. (PA-24-180 & PA-24-250
S !' 24-656 To 24-2201)
ELECTRICAL POWER - Generator. SO Amp. (PA-24-180 SiN 24-2202 To
24-2298) S , 24-2202 & L'p)
SYSTEM - Ignition (PA-24-180 SIN 24-2299 & Up; PA-24-250
S !' 24-2202 & Up; PA-24-260 SIN 24-4000 To 24-4782, 24-4784 To
24-4803; PA-24-4oo s.x 26-2 & Up)
SYSTEM - Ignition (PA-24-260 SiN 24-4783, 24-4804 & Up)
DE-ICE - Pitot Heat
FLAP SYSTEM - Flap Motor. Flap Solenoid & Indicator (PA-24-250 SiN
24-2844 & Up; PA-24-260 S ,y..; 24-4000 & Up)
FLAP SYSTEM - Flap Motor. Flap Solenoid & Indicator (PA-24-400
S N 26-2 & L'p)
FrEL SYSTEM - Pump (PA-24-180 SiN 24-1 To 24-2201)
FUEL SYSTEM - Pump (PA-24-180 SiN 24-2202 To 24-3284)
FL'EL SYSTEM - Pump (PA24-180 SIN 24-2844 & Up)
FUEL SYSTEM - Pump (PA-24-2S0 5i!'! 24-103 To 24-655)
FUEL SYSTEM - Pump (PA-242S0 SIN 24-656 To 24-2201)
FUEL SYSTEM - Pump (PA-24-250 SIN 24-2202 To 24-2843)
FUEL SYSTEM - Pump (PA-24-2S0 SIN 24-2844 & Up)
FVEL SYSTEM - Pump (PA-24-260 SIN 24-4000 To 24-4782. 24-4784 To
244803)
FUEL SYSTEM - Pump (PA-24-260 SIN 24-4783. 24-4804 & Up)
FUEL SYSTEM - Pump (PA-24-400 All)
ISOICATORS - Carburetor Air Temperature (PA-24-180 & PA-24-250
5 y..; 24-656 To 24-220J)
INDICATORS - Carburetor Air Temperature (PA-24-180 & PA-24-2S0
S N 24-2202 To 24-2843)
I!I\DICATORS - Carburetor Air Temperature (PA-24t80 & PA-24-250
S S 24-2844 & Up)
- Exhaust Gas Temperature (PA-24-260 S] N 24-4000 & Up)
3D7
Aerofiche
Figure Grid No.
9-30 3013
9-31 3013
9-73 3E8
9-75 39
9-74 3E8
988 3E21
9-69 3E6
9-70 36
9-71 3E7
9-72 37
9-76 3 10
9-77 3EI0
9-28 3013
9-67 35
9-68 3E5
9-49 3021
9-51 3021
9-53 3022
950 3D21
9-49 3D21
9-52 3021
9-54 3022
9-55 3022
9-57 3023
9-56 3022
9-80 3EI3
9-81 3E13
9-82 3EI3
9-83 3E13
ELECTRICAL SYSTEM
REVISED: 11/1/82
TABLE IX-IV. INDEX ELECTRICAL SYSTEM SCHEMATIC (eont.)
INDICATORS - Flap Position (PA-24-250 SIN 24-2844 & Up; PA-24-260
S N 24-4000 & Up)
- Flap Position (PA-24-400. s. N 26-2 & Up)
INDICATORS - Fuel Gauge. Oil Temperature Gauge (PA-24-180 &
PA-24-2S0 S,'N 24-1 To 24-655)
Il"DICATORS - Fuel Gauge. Oil Temperature Gauge (PA-24-180 &
PA-24-250 S N 24-656 To 24-2201)
PA-24-250 S 'JI' 24-2202 To 24-2298)
PA-24-250 S S 24-2299 To 24-2843)
INDICATORS - Fuel Gauge. Oil Temperature Gauge (PA-24-180
S' N 24-2844 & Up)
Il"OICATORS - Fuel Gauge. Oil Temperature Gauge. Cylinder Head
Temperature (PA-24-2S0 SIN 24-2844 & Up)
Il"DICATORS - Fuel Gauge. Oil Temperature Gauge. Cylinder Head
Temperature (PA-24-260 SfN 24-4000 To 24-4782.24-4784 To 24-4803)
INDICATORS - Fuel Gauge. Oil Temperature Gauge. Cylinder Head
Temperature. E.G.T. (PA-24-260 S: N 24-4783.4804 & Up)
INDICATORS - Fuel Gauge. Oil Temperature Gauge, Cylinder Head
Temperature. E.G.T. (PA-24-400 SoN 26-2 & Up)
- Turn and Bank (PA-24-180 & PA-24-2S0 SIN 24-1
To 24-2843)
INDICATORS - Turn and Bank (PA-24-180 & PA-24-250 SiN 24-2844
& Up)
11':DICATORS - Turn and Bank (PA-24-260 All)
INDICATORS - Turn and Bank (PA-24-400 SiN 26-2 & Up)
LANDING GEAR - Gear Motor. Solenoid & Indicator Light (PA-24-180
SoN 24-1 To 24-102)
LANDING GEAR - Gear Motor. Solenoid & Indicator Light (PA-24-180 &
PA-24-250 S N 24-103 TO 24-655)
LA"SDING GEAR - Gear Motor. Solenoid & Indicator Light (PA-24-180 &
PA-24-250 S N 24-656 To 24-220I)
LANDING GEAR - Gear Motor. Solenoid & Indicator Light (PA-24-180 &
PA-24-250 S 'N 24-2202 & Up)
GEAR - Gear Motor. Solenoid & Indicator Light (PA-24-260
s.x 24-4000 To 24-4782. 24-4784 To 24-4803)
LANDING GEAR - Gear Motor. Solenoid & Indicator light (PA-24-260
S,N 24-4783. & Up)
LANDI1'lG GEAR - Gear Motor. Solenoid & Indicator Light (PA-24-400 All)
LIGHTING SYSTEM - Anti-Collision. Rotating Beacon (PA-24 All Models)
L1GHTI1'lG SYSTEM - Dome (PA-24-180 & PA-24-250 SIN 24-1 To 24-655)
LIGHTING SYSTEM - Dome (PA-24-180 & PA-24-250 SIN 24-656 To
24-2201 )
Figure
9-67
9-68
9-36
9-37
9-38
9-39
9-40
9-41
9-42
9-43
9-44
9-45
9-46
9-47
9-48
9-84
9-78
9-79
985
9-87
9-86
9-87
9-29
9-36
9-37
Aerofiche
Grid
3E5
3E5
3015
3015
3015
3016
3016
3017
3018
3DI8
3019
3020
3020
3D20
3020
3EI4
3EII
3EI2
3EI5
3EI9
3E17
319
3013
3015
3015
3D8
ELECTRICAL SYSTE_
REVISED: 4/10/81

TABLE IXIV. INDEX ELECTRICAL SYSTEM SCHEMATIC (eont.)
Aerofiche
Figure Grid xe.
lIGHTI1':G SYSTEM Dome (PA-24-180 & PA-24-250 SIN 24-2202 To
24-2298)
9-38 3015
SYSTEM - Dome (PA-24-180 & SIN 24-2299 To
24-2843)
3016
LIGHTING SYSTEM - Dome (PA-24-180 SiN 2844 & Up)
940 3016
UGHTIl'iG SYSTEM - Dome (PA-24-250 SIS 2844 & Up) 9-41 3017
SYSTEM - Dome (PA-24-260 S/ N 24-4000 To 24-4782. 24-4784
To 24-4803)
9-42 3018
lIGHTll'iG SYSTEM - Dome (PA-24-260 S; N 24-4783. 4804 & Up) 9-43 3018
LIGHTING SYSTEM Dome (PA-24-400 S, N 26-2 & Up) 9-44 3019
LIGHTING SYSTEM - Landing (PA-24 All Models)
9-35 3014
LIGHTI1':G SYSTEM - Landing Gear Indicator (PA-24-180 SIN 24-1 To
24-102)
9-84 3E 14
LlGHTI!':G SYSTEM - Landing Gear Indicator (PA-24-180 & PA-24-250
S1\ 24-103 To 24-655)
9-78 3E 11
UGHTIl'G SYSTEM - Landing Gear Indicator (PA-24-180 & PA-24-250
S . !\ 24-656 To 242201)
9-79 3 12
SYSTEM - Landing Gear Indicator (PA-24-180 & PA-24-250
S !\ 24-2202 & Up) 9-85 3EI5
LIGHTING SYSTEM - Landing Gear Indicator SIN 24-4000

To 24-4782. 24-4784 To 24-4803) 9-87 319
LlGHTI!\G SYSTEM - Landing Gear Indicator (PA-24-260 SIN 24-4783
24-4804 & Up)
9-86 3EI7
LIGHTING SYSTEM - Landing Gear Indicator (PA-24-400 All) 9-87 319
L1GHTI!\G SYSTEM - Navigation & Instrument (PA-24-180 SrN 24-1
To
9-59 3023
LIGHTING SYSTEM Navigation & Instrument (PA-24-180 &
S,N To 24-2201)
9-60 3024
LlGHTI!\jG SYSTEM - Navigation & Instrument (PA-24-180 & PA-24-250
S !\ 24-2202 To 24-2843)
9-61 3024
LlGHTISG SYSTEM - Navigation & Instrument (PA-24':180 SiN
24-2844 & Up)
9-62 3EI
LlGHTI!\G SYSTEM - Navigation & Instrument S/N
24-2844 & Up)
9-63 3EI
LIGHTING SYSTEM - Navigation & Instrument (PA-24-260 SIN
24-4000 To 24-4782. 24-4784 To 24-4803)
9--64 32
LIGHTING SYSTEM - Navigation & Instrument (PA-24-260 SIN
24-4783. 24-4804 & Up)
9-66 34
L1GHTI!\G SYSTEM - Navigation & Instrument (PA-24-400 SIN & Up) 9-65
3E3
LIGHTING SYSTEM - Turn and Bank (PA-24-180 & PA-242S0 SIN
24-1 To
9-45 3020
LIGHTI!\G SYSTEM - Turn and Bank (PA-24-180 & PA-24-250 SIN
24-2844 & Up)
9-46 3020
LIGHTISG SYSTEM - Turn and Bank (PA-24-260 All) 9-47 3020
UGHTISG SYSTEM - Turn and Bank (PA-24-400 SIN 26-2 & Up)
9-48 3020
3D9
ELECTRICAL SYSTEM
REVISED: 4/10/81
TABLE IX-IV. INDEX ELECTRICAL SYSTEM SCHEMATIC (eom.)
Figure
Aerofiche
Grid :\0.
W R ~ I ~ SYSTEM - Stall (PA-24--250 SIN 24-103 To 24-655.242202 &
Up: PA-24260 S ~ 244000 To 244782, 24-4784 To 24-4803;
PA24-400 S ~ 26-2 & Up) 9-32 3014
WARNING SYSTEM - Stall (PA-24-260 SIN 24-4783.24-4804 To 24-4934) 9-33 3014
WARNING SYSTEM Stall (PA-24260 SIN 24-4935 & Up) 9-34 3014
3DIO
ELECTRICAL SYSTE'
REVISED: 4/10/81

TABLE IXV; ELECTRICAL WIRE CODING
P'4A 20
CIRCUIT FUNcnON LETI'ERJ
WIRE NUMBER
.. IRESEGMENT LEITER
IRE GAUGE
"
0

P 14 A

CIRCUIT
IDENTIFICATION CIRCUITS
A AUTOMAnC CONTROLS
C CONTROL SURFACE
E ENGINE INSTRUMENT
F FLIGHT INSTRUMENTS
0 LANDING GEAR SYSTEM
H HEATER, VENTILATINa
J
10NInON SYSTEM
L LIGHTIN:j SYSTEM
M CIGAR LIGHTER
p
PRIMARY POWER
PF ALTERNATOR FIELD
Q FUEL AND OIL
RG RADIO GROUND
RP RADIO POWER
RZ RADIO .<\UDIO AND INTERPHONE
ELECTRICAL SYSTEM
ISSUED: 8/18172
3DII
TABLE IXVI. ELECTRICAL SYMBOLS
KNIf'E CONtCCTQRS BUS 'AI'

SWITCH
TYPE
ELECTRICAL CLUTCH
ALTEJltNATQfIt
))
GROUND
SOLENOID
VAl,.VE
[J
PUSHBUTTON
SWITCH
LAMP
SHIELDED CONNECTOR
. . ~ </ (1.
~
r - - - ~
0 0
0 0
0 0
0 0
TERMINAL ILOCK
RESISTOR
PRESS.N.O
0..
VACUUM-N.C.
SWITCH
fUSE
,
NOISE
FILTER
.
,
CONDUCTORS
." "
PNUEMATlC
SWlltH
....ESS.-N.C.
OR
VACUUM-N.O.
0100
SCLINOID
ZENER
DIODE
-CONDUCTORS: CROSSINCiS AND JUNCTIONS OF CONDUCTORS.
THE DOT AT THE INTERSECTION INDICATES A JOINING OF
CONQUCTORS.
ElJTT CONNECTORS
~ ~
SHIELDED CCI'OUCTORS
,.....fi---. ,.-A-.
~ ~
REVISED: 11/1/82
3D12
ELECTRICAL SYSTEM

..,"
..
..
...
...
a,'
...
...
...
...
;0,
...
...
1\1 c;
'" ..
'" .. ...
... ..
=," ...
...
.. ...
...
... ...
... ...
'"
<" IIf
... ...
...
"
..
..
..
..
""
...
..
...
..
..
""
..
...
...
"OTATING I!rACON
L,. A
1/
rXCr,T -
lIIa-2. (AL.LI L18 =
H.2"Z'O KllUAL '1 -
NO'S 2..000 TO "
2..112. 2.'.'''1", TO 2.-.'0'
"OTATING ......... ::.. _
S(ACON __ _
FIGURE 9-30. CIGAR LIGHTER
Alia
SEE STARTE., 15A-:-1
'GNlT'ON '''r"GAR coG.T"
MIA
T
I.
T
t CIGAR LIGMTEA
1
FIGURE 9-Z9. ROTATING BEACON
q
..
..
...
: PA-Z4-2tO SEIlIAL 1\40'S 244783.2.4804 a ;,lP
FIGURE 9-31. CIGAR LIGHTER
.i,
"'II!
T
I
1
I
I
I
'1""
.+
i
I
.......
AI" r

_.G.T, J:.. ::J OG'O "G.TEA
T
c;"
-
\OJ
...
...
'"
'"
...
...
...
'"
'"
...
...
...
...
...
..,
..
..
:oJ ...
.. ..
:: :
... ",
... '"
..,'
.;
... .. ...
,-
.. ..
.. "''-------------------'
FIGURE 9-28. 'tTOT HEAT
ELECTRICAL SYSTEM
ISSUED: 8/18/12
3D13
'J;I
..
..
"
...
wi
...
...
...
...
;:;1
N
w1
....'
I.IF't DETECTOR
510 ' ::'l

_--_20 : II'3L STALLWA"NING ;t
..
..
...
N
ELECTRICAL SYSTEM
FIGURE 133. STALL WARNING

2010 -Q
LAND'.' UGHT,
,I
+
I. ' I.IGHTS I I A
'qsw's l'
L:'
t t
ep
I. , ' I
...,.... LANDING '+-'
L LTS. I?o-!: "
It .

1)"-24 ALL. WJOELS, ALL. SEAIAL NO'S
FIGURE 935. LANDING LIGHTS
"..
til
..
..
...
..
...
REVISED: 4/10/81
"172
FIGURE g..32. STALL WARNING
...
"
N ..I
3D14
FIGURE 9-3&. FUEL GAUGE,

Oil TEMPERATURE GAUGE, DOME LIGHT
04-24"10 !I 06-24-250 SERIAl,. NO'S 24-2202 TO
24. ZZtl
FIGURE 938. FUEL GAUGE.
OIL TEMPERATURE GAUGE, DOME LIGHT
ELECTRICAL SYSTEM
ISSUED: 8/18112
FIGURE 9-37. FUEL GAUGE,
OIL TEMPERATURE GAUGE, DOME LIGHT
3DIS
FtJEL GAUGES
OIL T!MP GAuGE:
aOOM[ L'l'S.
54 '8
' 0 I A---:7 GAUGES
- 'OIL TEMP GAUGE
a COME LIGHTS
FIGURE 939. FUEL GAUGE, OIL TEMPERATURE GAUGE, DOME LIGHT
g
QS" %CYI... HO
.....v
TEMP

EI8 .
r
1
!NGlN1:
Q4C'SENOER
UNITS
-..- ... CYL HO
TE:M'
_ O"'i'C"1'f"'MP _ UNIT
ENGINE: UNIT.
lIlA-24IIO a lIlA24-Z50 NCl's. 24-Utl TO24-2143
u
..
...
II:-
...
...
...
...
......----......................--...... ........ .....
FIGURE 9-40. FUEL GAUGE. OIL TEMPERATURE GAUGE. DOME LIGHT

ELECTRICAL SYSTEM
ISSUED: S/18/72
...
.. L.. ....._ ..... .............__-------.....
3D16
e
-I:- '-=-'
T
e
'l r COL
TE'fP TEMP QU4N
GAUGE GAuGE GE
. "iiA' ,
'r' Eoa - ENGINE
-r: ;--UC --:-CYI..HQ
- _ TEMP
- ....... UNIT
- 01L TEMP ..J..
r- ENGINE uNIT '7
:lA-24-250 SERIAL. 'IIO'S 24-21144' UP

TO CM.. Alit TtW. INO -----t EllA
'"-' = 0 GAuGES.
:9141:- 011. TEMP GAUGE
5 ACYL. 1010 TEM'
TOO"'"

-1.48 -

DOME I.T'S ...-

"?
..
..
..
....._--------------------------------_-.1
FIGURE 9-41. FUEL GAUGE, OIL TEMP. GAUGE, DOME LIGHT. CYLINDER HEAD TEMP.
ELECTRICAL SYSTEM
ISSUED: 8118n2
3D17
1
Q
..
..
..
PI.-2"-2'SO SERIAL, NO'S 2,....'13. "'0<1 a UP
FIGURE 9-43. FUEL, lOlL TEMP. GAUGE, DOME LIGHT, CYL. HEAD TEMP. I E.G.T. INDICATOR
"!I -
: 11624210 SEAtl.L, "lO'S 2.. .. 000 TO 2" .. TU

::: Ii 2.. .. 78 .. TO 24 4.03
FIGURE ....2. FUEL GAUGE, OIL TEMP. GAUGE, DOME LIGHT, CYLINDER HEAD TEMP.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3DI8

____'_A-:--b'l GAUGES.
.:J OIL T!o,clil,
CYL "0 TE...IiIINO.
OOME .IGHTS
L
T'i""
-:" -0"
1
.:.---,E, 8 /....."::1 ""EAO f- TEMP
- TEM' - GAUGE
GAVGE
I
-.-
'- 'Q'A ,a.c,'
T -;-- E"'GINE CYL MO
TEMP UNIT 'B '
T -,-

ENG:NEOIL-_J
T!o,cPUNIT '"
FIGURE 9-44. FUEL, AOil TEMP. GAUGE, DOME LIGHT, CYL. HEAD TEMP. & E.G.T. INDICATOR
ELECTRICAL SYSTEM
REVISED: 4/JO/81
3D19
A8IO
.a_
TO NAV lOA lOA
'" 'W "A ..... UA
TO .AV en sW -: .'"1"'AN IAN'
"0 PUM OZA
S'N

''T
I
..
..
(TIB
...
fl fW
u;
FIC
..
;:
.
..
'T
1ft
'rle
1ft
INOICATOR
...

Iljo
t
...
...
N
..
'f
.,
..

...
..
-
..
N
..
'''"--'
...
N
T a BINDICATOR ,. ,;
..
PA-Z4-110 I PA-Z4-Z!0 SE"IAr. Il1O'S Z4-1 TO
..
1'42."10 M2.-1'0 SERIAl. NO'S 24Z"4 It
'"
-
..
2.4-2143
...
UP
N
...
N
FIGURE 94. TURN' BANK
FIGURE ..te. TURN'IANK
&10'
a_
54.09
54
8
XTVRN I BANK
-f"'AN IAN'
1
1
t
t

INDICATOR
, ,TIS
T
INDICATOR

Q
T
7 ..
..
L
N
uj

::
.. ..
;lA-24-260 \ALlol
...
PA24-4(X) SERtAL NO'S 26-281 UP
..
,;:
..
-
FilUM 1-47. TUlANK
FIGURE g..q. TURN' BANK
.
ELECTRICAL SYSTEM
REVISED: 4/10/81
3D20
PUMP
..
.-
..
..L
-
1..
,;IA24.iI0 SEtillAL 24'1 TO 242201 a.

SERIAl. 24-4151 TO 24-2201
FIGURE 9-49. FUEL PUMP
.l..
FIGURE 951. FUEL PUMP
ELECTRICAL SYSTEM
ISSUED: 8/18/72
..
..
PA-Z4-250 SlfllllAl. Nets 24-103 TO24-655
A ..a 10 A :l
10 ... .u
TO r a B .. ..!!.!.... . Q 2A
r-- I
-
</....3J 1.
sw A
02e . J
FUEL:J -
IJUMPS E-(----.Q 2E
T
:II
...
.:
-..
...
...
...
3D21
.,
..
...
...
FIGURE ,-54. FUEL PUMP
T l
,
I

aC,<" .
r
FUEL. PUMP
PA-24'I'O SEIlIAL. "to's Z.. -2'"'' .. UP
-,ou! J 1 :
FU[L. - I
INJECTION I
FUEL. DUMP ORG. I
I
..- I
.....
.....
20 & ::l
:; ,OUr'yUEL PUMP
/ SEE FIG 1
FUEL. aUMP $W I
--
--- -e 1.,1
--....--
-
n
I l
'UMPS
;>&-24-260 S[llIIAL ,4-4000 TO 24-4782
a 24.
47'4
"0 24-4'03
_-Z4-400 ALL. stRIAL NO'S
FIGURE 9-U. FUEL PUMP
ELECTRICAL SYSTEM
REVISED: 11/1/82
3D22
1.

I. I GH T5
U7I
L
o TRIM
20
RED i" -
I ,
,.-,
J,.. I , , '
r: I :OJ.;
'-----0I 31TRIM SERVO
,..........lilIo+O'2'
, I I
,.
I' ,
L l.._-,
vi
..
:; SERIAL NO'S 2"-4000 a Ulil
:: PA24-400 SERIAL NO'S 26-2 & UP
FIGURE 951. ELECTRIC TRIM
Q
..
..
..
...
uj
..
..
...
...
..
NAV a INSTR
I"IGHTS sw
DlMM(R _-r---.
,IW,
I, NAVIGATION a
eJ INSTRUMENT I,.rs
TO G(AR
WARNING
I"IGI1TS
;.
...
= 90"'-24"10 SERIAL NO'S 2"-1 TO 24102

....10
q
...
=: "'-24-210 URIAI,. NO'S 24 ..183. 24 ...0. a UP
FIGURE 959. NAVIGATION' INSTRUMENT LIGHTS

ELECTRICAL SYSTEM
REVISED: 4/10/81
3D23
A101
Ilr
o
..
..
FIGURE 9-60. NAVIGATION a INSTRUMENT LIGHTS
FIGURE 9-61. NAVIGATION aINSTRUMENT LIGHTS
N I'A-2180 a ~ 2 . 2 O SE"IAL ~ O S
::: t....:Z4_,.;;2;.:.20;,;2:.....;C;;..:.Z.... -.:.;2S;.4.;;.3 ~
A.'
'If:
...
"e,
=
~
..
"'" ...
""
ELECTRICAL SYSTEM
ISSUED: 8/18/12
3D24

AIOI
L3N
L3G

LIGMTS
I VI.
NaY. a INST".
I Ln. SWITCH
,...-......--
SE"trAL 24211.... a uP
[ ,GU,
re GEAR
WARNING vrs.
TOTa a
. ==:::.' r t./INSTIMCNT LIGl'tTS
'.
--- G3 1 ':-.-.:;;....;;..;,..;.....-+-, r--+--------( \, LIGHTS
LTO 10A
WARNING Ln.
AlOt
y
..
..
:: 11"24'10 SE"lAL NO'S 24-2'44 a UP
FIGURE 9-62. NAVIGATION. INSTRUMENT LIGHTS
FIGURE 9-63. NAVIGATION a'NSTRUMENT LIGHTS

ELECTR'CAL SYSTEM
ISSUED: 8/18nZ
3 El
IIIIGI'IT

]
A8ILATOR
",1M IND I.T
I
INST"UMEN
, . GMT
, L50
1
GLAR BAN
L.IGMTS
RIGMT
10 A .;:,
L.IGHT'S
,..-------------..[[:]A 5 A INSTRUMENT"IGHT!;
rt--t--p.--i
G38 IW
GUR WARNING L.TS.
TO OMNI COuPt.E" -'ciA:
L.'l'S.-WH[N INSTALL!
r:LeE'
-l
)30 OHlll
..
..
...
S[RIAL. NO'S 24-4000 TO 24-4782 a 24-4114 !O 24-4103
FIGURE 9-84. NAVIGATION a INSTRUMENT LIGHTS
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3E2
GRE5:N'7'
I
,..-..........
,1..3\1
I
-l
10 A":-1
N&VIQ.&TION I.IGHTS
5 A ;;:]
3A t:J INS'MftMENT lJGHTS

1.8'
30 0.......
l\lAV 6lN$TR.
,...,---... lors. SWITCH
G38 IW
1"0 QUI' WARNING 1.1S.
"!
..
..
; PA24-400 SERIAL NO5 26-2 & UP
.. "----------------------------------.....
FIGURE 9-65. NAVIGAnON. INSTRUMENT LIGHTS .

ELECTRICAL SYSTEM
REVISED: 4/10/81
3E3
Gi-A" 8AN L. '1'$.

.. EFT
lOA
lOW
r
nJ
\8
o ~
I -:=-IT zo ';
I '-" T
... -
, -::-\ I .
Iv
rQ1
... -.
L2J
13
1
""'_"1
1 ,-. '., ,
,_I
-- I
,.-.. I
,-. . ,
I
'I
-'-"....
SWITCH
;.IGHTS
Q
..
..
..
1I6-Z4-ZI0 S[RIAt,. NO'S 24"'113, Z44eo-a UP
FIGURE 9.... NAVIGATION I INSTRUMENT LIGHTS
ELECTRICAL SYSTEIIft
ISSUED: 8/18n2
3E4
FI"AP SOI.NOIO a
INOICATOlll
\j! SENOEIIl UNIT
ilNDICATOlll

SENl)R UNIT
r
1'4.0.
DOWN
elo
,
ULECTOR SW.
i INDOWN
0; ItOSITION)

......-.....('ffi;-J!..,'---
,
FLAP SELECTOlII $WITCH
e : . ISMOWN INDOWN POSITION)
FIGURE 9-87. FLAP MOTOR. FLAP SOLENOID INDICATOR
IIIUK(
COlI" I
..
....
...----....--------'.-..!!....,
ere

1

elD

/t:'j
.
'FLAP
MOTO"
":l ,.sll...... ..l
0.
...
:; PA244OQ SERIAL NO'S 26-2 & UP
0.'----------------------------------_--1
Q SEE NOTE I
...
..

...
..
0.
.,
1J'-24-250SERIA... NO'S 2.2... a uP

: ..&
FIGURE 9.a. flAP MOTOR. FLAP SOLENOID INDICATOR

ELECTRICAL SYSTEM
REVISED: 4/10/81
3 E5
AU'
'0
o
3,A
GENERATOR
j
NOTE r, '1<3A 'ONItA-Z"'SO
, I<38 ON"A-24. 2'0
Figure 9-69. Generator 35 Amp (PA-24-180)

to l..ANOtNG GAIt
i1::
GU
AMMETtR, A !
MASTR Y
SW q -,:BD-J 3S A '
,.... P GENERATOR
GEN,...GR:TOl'! TO GUI'! MaTOtt C/p
b e-
r FILOC: d
-
. ,..J!!J::o.,----------------
A'"
..
: :,;,'::80;.:.& ,:;':.:':- .....1
...
<II
.:.:'02::.... ....."
Figure 910. Generator 35 Amp (PA-24180/250)
ELECTRICAL SYSTEM
REVISED: 4/10/81
3E6

.....
Figure 9-71. Generator 35 Amp (PA-24-180l250)
.. ,
c
o
STAlIIT'.:I1l
SWITCH
('?

f_,STAlIITER

I"
L
"-: !C_'
- ,_, 1112.0.;"-"
'ilI11 ,...,0 1<3A
t..o- MASTEIIl
i ISOLENOID <: ..L
I I STARTtlll -:-

'ill..' MASTtIll
r -.......- : ;SWITCH
:: r ,.L....t""'All "0"'EAATOA
r '.ilI
/
' 8::J -
- UN jill6!'
--J
-:
IATP-...;;.;...;;;..--------------
i':'
o
: .:2..:.4.;.2:.5,;;.0.:S.:.E... RI ... A.:.L... N.:0..:'S:..:.24_._65 ... 6...T_0:..:.24_..;,,2,;.,20_' --A

,
..
;c
'0
50 A, !\o.1
G[NlIIATOIll
P61
:T'"'
PA.24180 SERIALNO'S 242202 TO 242298
PA24250 SERIAL NO'S 24-2202 AND UP ____.l
'l:
..
..
Figure 9-72. Generator 50 Amp <PA-24-180 250)

ELECTRICAL SYSTEM
RE\'lSED: 11/1/12
3E7
AL.TE!IlNATOR F'E:"O
SA
ALTtlllNATOA
IS A
AI.TE"NATO" FIE!.::
5A
AI.TE"N.o.TO"
IS A
o
P" ;...:. :0
i
jo
I
Pi .
'3: '0
''he
_--P2a'

\ i
I
\,
ov["VOLTAG(
IitELAY
r-, "
I
O\lt:l'IVOI.TAGE
R[LAY
r---. '\
, I
I
=:a
TO STA"TE" Sw.-: JU .......;1. __
=
Figure 9-73. Alternator 115 Amp (PA-24-260)
I
I
I
J.,Plt

....... SWITCt-I

I
--;-'
l..._ ......_ "30
J..=
o
J
.. MASTE"
.... , .... ,: SWITC,",
1::P
';J 30 ',...._.....__-.1
.. =
-- .
A100
...
.. PA-24-4OQ SERIAL NO'S 26-2 & UP
... """'- ---1
:::: --24-2CO SE"'AL NO'S 244000 TO 24-4782

: a 24...714 TO 24-4103
Figure 9-74. Alternator 8S Amp (PA-24-400)
ELECTRICAl. SYSTEM
REVISED: 4/10/81
3E8
-r
T

I.

II!!
i i
: I
It .
'ItI.O
r",=-+.. 4- ,: 'AMP
11 AI.TERNATOR
'S AMP

t
: i'lI.TEl'
, I
\IOL.TAGE
; RtoULATOR
..
..
...
:: SERIAL jC'S 24-4783 24. "'04 a uP
Figure 975. Alternator 85 Amp (PA-24-260)

ELECTRICAL SYSTEM
REVISED: 4/10/81
3E9
At"
J2S ....../TO STARTER SO:..ENOID
15A 1
I dlGNITION
"liD
------..
I
I
JI'""TL i FMHT
r ' , i . MAGNETO
SW
J B
STARTING
VI8RATOR

- ""'- :
l
i
LEFT '. ....---------(
MAGNETO':- : RETI
,-, .
,siN )
PA-24-' 80 SERIAL NO'S 24-2299 & UP
PA-24250 SERIAL NO'S 24-2202 & UP
PA24250 SERIAL NO'S 244000 TO 24-4782 & 24-4784 TO 24.4803
P.A-24.400 SERIAL NO'5 262 &UP
..
,;,
..
...
..
N
iii
III
N
oj
"
'"
III
N
N
Ii
N
N
r.i
...
III
..
N
N
..:
...
..
...
N
N
figure 9-76. Ignition
A.12
"
RIGHT
MAGNETO
IGNITION
LEn ra=hl-
MAGNETO' t- 'RET :::
--:
STARTER:
SWITCH,
(SHOWNI
INI
START
-<, POSITION)

_
PA-24-260 SERIAL NO'S 24-4783 a 24-4804 a UP
STARTING
VIBRATOR

e
...
NL-
figure 9-77, Ignition
3EIO
ELECTRICAL SYSTEI\1
REVISED: 4/10/81

F:
d
, GUilt SOL.NOIO
GilA :
. GEAIIl INOleATOllt
I.I/iHTS
SELECT
'SWITCH
NOTl
AIIlI"'-AHe ON QItOYNO, Sl!L.t:TQR
SWITCH IN QEAIt OOWN IIOSITION
THItOTTL.1E CL.OSeo. GIAIit DOWN
ANO LoOCKeo.
30A :"1
, ....-...r '::J GAR MOTOIII
>-------\..!!.!)- .
--'
[

..
..
... '-----------------------------------_....
FIGURE 978. GEAR MOTOR. SOLENOID. It INDICATOR LIGHTS

ELECTRICAL SYSTEM
REVISED: 11/1/82
3Ell
lOA
..... eu" MOTO"
l.JI'TGU"
l.'MIT SW
Ji..... NC::
-L,'-f Xl
1"

.k;T

'+
"' --1.
FIGURE 979. GEAR MOTOR. SOLENOID INDICATOR LIGHT&

I'IIOTE
Al " ..... AI'III: 01'1I O"OUI'IIC. Se:...e:CTO"
$WITCI-4 11'1I GEA" OOWI'II IOOS'TION,
TMAOTT\,.i5: 1;\"051:0, OI:AA OOWI'II
ANO "'OCKEO.
3E12
ELECTRICAL SYSTEM
REVISED: 11/1/82

FIGURE ."1. CARBURETOR AIR
TEMPERATURE INDICATOR
C&"" "''' TIW lUl.l
...
..
..
..
t!
..
FIGURE '-80. CARBURETOR AIR
J:
'fS'" !JC.&IIIUflCTOR Mil
t:jTI. 1fI0
I
I I, TO l'\l1L. .......rs.
OIL. TOII' .
00.- I.n.
&llII
I 0 TtW IlllD.
. U&
..
"2-"10 Sl"'&1. NO'S. 2.1,. TOMZ2O\ ..... .J
FIGURE '-82. CARBURETOR AIR

ELECTRICAL SYSTEM
ISSUED: 8/18/72
FIGURE .013. EXHAUST GAS
..
::
..
.
...
..
.. ... --1
l.;
...
...
..
..
..;
...
......----- .J
3E13
J(lA .....
=:J O(AIIII MOTOIIII
G 3&
5A GE"" SOI.iNOID
GltA :
. GEAIIII INDlc.arOR
,-IGMTS
MASTtIlll
0' \ \ SWITCH
SELECT
'SWITCH
+--+iF--++-,
NO

SWITCH. , : I HOf'N
X .L (Gil)
. Gil -
__
IJr

........'1
,--,,'
G A
l
_ '''AKE G:'

r:
OI
:
.1

+SAFm
I
G,
t
... T I
-{_6_::J
r ---l-l-_-------
1 L'Gl11 ----;------+--+------.;-----,
I N.O. "tC."to. N.c.
'I '::) : 'I.EFT GUIIII
I.IMIT SW. :.,
I +-I'-"""'-::GI3 Gi3A '::t::J '
I 'G2E _') '( G2C ,J
1 -'
G , _ I f -._J' - -
i I--,_,GZG i OUIIII W
G3D

'T' _ '7" -- I
,-,GSC,->-..t..< .G!C -. I.T. "- - TO NAV 'INSTlit '
GEAR JP t-':' IJI. 10 .. sw II 0'''....

...
...
...'--..;..-------------------------------_....&
F1GURE 9-84. GEAR MOTOR, SOLENOID, I INDICATOR LIGHTS
NOTE
AIRPUi'NE ON GROUND. SI!I.!!CTOR
SW;TCM IN GEAR DOWN POSITION.
TMROTTt-1!: Ct-OSED. GI!:AR DOWN
';'NO ccexae.
ELECTRICAL SYSTEM
REVISED: 11/1/82
3E14
AlPER COMANCHE SERVICE MANUAL
BRAKE
GSA
LANOING
GEAR
SOLENOID
1()/\
MOTOR
5A
_____________________________________ i GEAR
<r GEAR INO LTS.
CJ
1
-, r-
---------------If---
--------------------------'C0IAJ---7'
I"'f{,,,,I, mw l
,
. Gi6'A

_-------j---( G"1A
L- .__+ t-__--ji G22A"
,i
PA-24 160 8. PA-24' 2 50 S AIAL NO'S. 2202 8 UP
N
N
'" N
FIGURE 9-85. GEAR MOTOR, SOLE NOlO, & INDICATOR LIGHTS
ELECTRICAL SYSTEM
REViSED: 11/1/82
3E15
3E16
GEAR SOl. B
iNO. L TS.
SA
J
1H BRAKE
SOLE NOlO
30 A
MOTOR
2-18 )--------'

LTO PANEL
.---------<1 LIGHT
DIMMER

1
PA-24- 26D Sf RIIIL NO'S 24 -4783,6. 24 -4804 B 1JP
G2IA}'---------j--------------------t------------------------------------------
20
20
ZO )---1-+-----1 G22A
20}-----J--------
2-18 }---------+----------------l-I-
0-iii) ,--------,
1-
L[1 " i
i
LIMIT SW.
1<1-16
r---------+--------IL---+-----------<:iH-""'J-J
9
'" go
.-
'" ___.J
FIGURE 9-86. GEAR MOTOR, SOlENOID, & INDICATOR LIGHTS
ElECTRICAL SYSTEM
ISSUED: 8/18172
3E17
3E18
G2H 4-18
GEAll UP LT
{AMBER I
}---:<;;t--( G30
GEAR DN. LT.
(GREEN)
TO NAV. 8 INSTR LTS.
SWITCH B DIMMER
MOTOR
SOLE NOID B
IND. LT GEAR

SW.

HORN

L. :'GIiA')-_-+__--'
SELECT
SWITCH
<.;-ij-rrn
1

, 118
'(
GI5B
r---------t----{ 2- IS )--+---.---{ 3 -IS
GISA
BRAKE COIL
C8D 3-18 }---+-----<
13A )---/-----.---i.
1;\"' ""'r ""'" '" "
C C SWiTCH
--------t------{(G22A
"- -1- -+-__+ ------------------------------------+-------{GSA
L ------fG21A ,}---------'
____________________________________________ ___+-------{GI9A
L.. --------------------------------+----------4.. G2SA
PA-24.-260 SERIAL NO'S_ TO 4182 a 24- 4764 TO 4803
a PA-24 - 400 (ALL)
'-\'
...
....
'"
'"
"7
N
,...
M
...
"'L -------------------------------------------------------...,..l
FIG URE 9-81. GEAR MOTOA, SOLE N01O. & IN01CATOA LIGHTS
ELECTRICAL SYSTEI'vI
REVISED: 11/1/82
3E19 3E20
.,'
..
N
N
..
...
..
N
N
'+
...
N
..j
-
... ..
... ..
..
N
;i
N

N ...
.. ...
... ..
N ...
N
.if
..
N
N
...
;:;
..
...
N
N
Y
... ..
... ...
...
N
N N
PtpER COMANCHE SERVICE MANUAL

,un
EXTERNAl..
EXTERNAl.. POWER
(SAFETY)
RECEPTACLE A[LAY
_ !_I
.... .

"A-a_ Al..l.. "ODEL.S (OPTIONAL)
FIGURE 9"8. EXTERNAL POWER SUPPl Y
3[21
ELECTRICAL SYSTEM
ISSUED: 8i18/72
TA8LIIXVIt. TROUBLeSHOOTING
Troubl.
c." Redy
BATTIRY
Discharpd !)attery. Battery wom out. Replace battery.
ChatJiftl rate Qot set Reset.
ript.
DiscWlial rate too Remove load when pnerator
INat. is not Chatlinl and re-
duce ue of starter. etc.,
on pund; use extemal
power wherever pa.sible.
Standinl too 10111. Remove ad rech.rp
battery if left in Wlused
airp1ae 3 weelts or more.
Equipment left 011 Remove aad recharle.
accidentally.
Impurities ia electrolyte. Replace.
Short circuit (around) in Check wirina.
wirma
Broken cell partitions, Replace.
Battery life is short. Overcharp due to level Maintaia electrolyte level.
of electrolyte beiae
below top of plate.
Heavy discharle. Remova loads when pn
erator is not charging.
Sulfation due to disue. Replace.
Impurities in electrolyte. Replace battery.
Low charline rate. Adju.t volt reculator.
Cracked cell jars. Hold-down bracket loeae. Replace battery and tichten.
Frozen battery. Replace.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3E22

TA8LE IX VII. TROUBLESHOOTING (cont)
Troubl. Cau.e Rellledy
Compound on to" of Cbar&inl rate too hip. R.duce ebarpDI rate by
battery ~ e l t s adjuatinl voltale
reaultor.
Electrolyte runs out of Too much water lidded to Drain aad keep at proper
vent plulS. battery and ebarlinl level and adjust voltage
rate too bieh. rel'llator.
Excessi ve corros ion S"m'le from over-fillinl. Us. care in addiae water.
inside container.
Vent line. lkinl or Re".ir or clean.
cloned.
Ch'rainl rate too bilh. Adjust voltaee reculator.
Sattery freezes. Diacharpd bettery. Re"lace.
I
Water added and battery Always recharae battery for
not chatpd immedi 1/2 hout following
ately. addition. of water in
freezinClII'e.ther.
Leaking battery jar. Frozen. Re"lace.
Battery j)olanty reversed. Connected beekw.rd. on Battery should be slowly
airplane or charpr. dischareed completely
and then charged conec:ly
.nd t.sted.
Battery cansumes excessive Charline rate too hip Correct charcinl rate.
water. (if in .11 cells).
Cracked jar (one cell Replac:e bettery.
only).
GENERATOR
Generator operating If the voltace is low. tbe Check for loose or hilh
within fate<! speed lenerator is operating resistance connections:
~ n l e but voltage on residual mapetiam. clean and tiahten.
output low.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 E23
TABLE IX-VII. TROUBLESHOOTING (cent)
Troubl. eau Ry
Generator operatina Loos. or kip-resi.tance Ctn aDd tiabt.n aU
within. rated speed electrical connectioa. electrical connections.
ranee but voltap
output low. (cant)
Bruhn uees.ively wom. Whea brush wears down to
1/2 inch. replace with
a aew on
CAUTION
Do aot us. abrasives
of any deSCription in
s.atine the brushes.
Brush bindinl in the 1ft. brushe. should be a free
brush bozos. fit without excessive side
play in the brush boxes.
Bindinl bruahes and the
brush bozes should be
Wiped clean with a cloth
IDoistened in Varsol or
Ilftdoped easoline.
Excessive side play of Replace the brushes as
brushes in brush boxes. outlined above.
Brushes not properly Reseat brushes as outlined
seated. abov.
Low brush sprine t.llsion. Brush sprine should bear
centrally on the top of
the brushes. insurine full
brush contact w ~ the
face of the COlDaautators.
Dirty commutator. Clean the commutator with
a cloth moistened in
Varsol or undoped Cas,>
lin.
Scored or pitted com- Tum down commutator or
mutator. replace armature.
-.
ELECTRICAL SYSTEM
ISSUED: 8/18n2
3 E24

TABLE IX VII. TROUBLeSHOOTING (cent)
Troubl. Cau.e RemMY
Generator operating Shorted or open armaaue Replace ..nerator or arm
within rated speed coils. ature.
range but voltaae
output low. (ceet)
-Improper operation of the Adjust reculator.
voltace rel'llator.
Generator operating Wirinl not properly See electrical system wiring
within rated speed connected. dialtam.
ranle but voltmeter
indicates zero.
Grounded or open field Remove the leneritor and
coil assembly. replace with one know:\
to be in load condition.
Generator operating Unstable operation of Replace voltale reculator.
within rated speed the voltace reculator. Use remedy under' 'Gen
ranle. but voltage Same as 'Generator erator operating within
output is erratic. operatin, within rated rated ,pHd ranle but
speed ranle but voltace voltap eutput low".
OUtput low". above. above.
Excessive sparking at Same .. "Generator Use remedy under "Generator
generator brushes. operatinl within rated operatine within rated
speed ranle but volta,e speed ranae but voltage
outpUt low". above. output low", above.
I
Generator operating Generator field mapetind Flash field with a Jumper
within rated speed in the wroal direction. wire on regulator between
ranle but system am- generator and battery.
meter reads off scale.
System ammeter fluctuates Generatine system is ever- Check the system for
excessively when in- loaded. abnormal loads.
I
dicating rated load.
1
Improper operation of pn- Readjust to operate properly.
erator reversecurrent
relay.
Loose connections. Ti&hten connections.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
Fl
TABLE IX VII. TROUBLESHOOTING (cont)
Trouble Coule Remedy
Burned-out system am- Discharged battery. Replace with a fully
meter or line fuse. charged battery.
Defective wiring. Replace all defective wiring.
ALTERNATOR
No output from alternator. Malfunction of alternator, Check alternator output and
alternator output circuit field circuits. Refer to
or field circuit. Paragraph 9-44.
Check alternator. Refer to
Paragraph 9-44.
Reduced output from Open diode. Check alternator. Refer to
alternator. Paragraph 9-44.
STARTER
Motor fails to operate. Low battery charge. Check and recharge if
I
necessary.
Defective or improper Refer to electrical wiring
I wiring or loose diagram and check all
I
connections. wiring.
i
Defective starter solenoid Replace faulty unit.
or control switch.
Binding. worn. or improperly Brushes should be a free fit
seated brush, or brushes in the brush boxes without
I
with excessive side play. excessive side play. Bind-
ing brushes and brush
boxes should be wiped
clean with a gasoline
(undoDed'\ moistened cloth.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3F2

TABLE IX-VII. TROUBLESHOOTING (cont)
Trouble Couse Remeely
Motor fails to operate.
(cont)
A new brush should be
run in until at least SO
percent seatedi however,
if facilities are not avail-
able for running in brushes,
then the brush should be
properly seated by insert-
ing a strip of number 0000
sandpaper between the
brush and commutator,
with the sanded side next
to the brush. Pull sand-
paper in the direction of
rotation, being careful to
keep it in the same contou
as the commutator.
CAUTION
Do not use coarse
sandpaper or emery
cloth. After seating,
clean thoroughly to
remove all sand and
metal particles to
prevent excess! ve
wear. Keep motor
bearing free from
sand or metal par-
ticles.
Dirty commutator. If commutator is rough or
dirty. smooth and polish
with number 0000 sand-
paper, If too rough and
pitted, remove and turn
down: Blowout all par-
ticles.
Shorted, grounded, or Remove and replace with an
open armature. armature known to be in
lood condition.
ELECTRICAL SYSTEM
ISSUED: 8/18/72
3 F3
TABLE IX VII. TROUBLESHOOTING (cont)
Couse
fails to operate. Grounded or open field Test, repair if possible or
(cont) circuit. replace with a new part.
Low motor and cranking Worn, rough, or improperly Disassemble, clean, inspect,
speed. lubricated motor or and relubricate, replacing
starter gearing, ball bearings if worn,
Same electrical causes as Same remedies listed for
listed under "Motor these troubles,
fails to operate".
I
Excessive arcing of Binding, worn, or improperly See information above dealing I
motor brushes. seated brush or brushes with this trouble.
I
with excessive side play. i
i
Dirty commutator, rough, Clean as outlined above. I
pitted, or scored.
I
Excessive wear and Rough or scored com- Remove and turn commutator
arcing of motor mutator. down on a lathe.
brushes.
Armature assembly not Reface commutator.
coneentri c.
ELECTRICAL SYSTEM
ISSUED:
3 F4
3F5
SECTION X
CABIN HEATER AND VENTILATOR SYSTEM
10-1 General
10-3 Heater ~ i n t e n n e
ISSUED: 8/18/72
3F6
Aerofiche
Grid No.
3F8
3F8
3F7
101. General.
PIPER SERVICE MASl'AL
X
C\BI'\ HEATER A'\D SYSTEM
10-:!. Heat for the cabin of the Comanche is prov ided by a hot air exchanger installed on the ex haust muffler.
On the PA14-IXO and PA14150. fresh air enters the engine compartment through the upper portion of
the nose cow ling. passes over the engine and is vented tothe heater muff through a flexible hose located on the
baffling at the rear of the engine. On the PA24260 and PA-24-400. air enters through the lower portion Ilf
nose cowl and is directed throuzh flexible hoses to the muffler shroud. The air is then heated and vented into
the cabin area through a which can be controlled from the instrument panel. When the valve
completely closed off. the heated air is \ ented back into the engine compartment. The heater outlet in the cabin
is located at the top of the nose wheel housing on early PA-24-180 and PA14-250 models and along each -ide
of the fuselaue on late PA-14IXO and PA-14-150 models as well as all PA-14-2hO and aircraft.
Control for the heater system is located on the right panel. below the instruments. The windshield is kept clear
of frost. ice. etc, by a defroster system which operates from the heater muff. but has an individual control.
Fresh air for early PA-14-ltolO and PA-14-150 models is supplied to the cabin by adjustable ventilator-,
located be-ide each seat. and one larger ventilator located under the instrument panel on the lett ... ide of the
cabin.
For the late PA-24-IXO and PA-24-250 aircraft. fresh air is supplied by ventilators located be-ide each
seat and an air intake located at the top of the fuselage. directing air through individual overhead outlets.
On the PA-14-2hO and PA-24-400. fresh air for the cabin interior is picked up from two air inlet.'
the leading edge of each wing. The air passes through the wings to the wing root area and is discharged i
the cabin ncar the nOM forward of the front seats. In addition. two fresh air scoops are located on t
dorsal fin. The ... c prm ide air for two overhead ventilators in the rear seat area and two front seat ventilator-
located between the \\ indshield posts and the instrument panel.
Heater :\1aintenance. If the exhaust manifold should become defective. carbon monoxide fumes max
be discharged into the cabin area. therefore it is imperative that the exhaust manifold be inspected regularly.
The heater muff must be removed in order to inspect the manifold assembly. Check the operation of the
push-pull controls to insure the valve doors function properly. When the controls are pulled out the door
should be completely open to permit full air flow. When the controls are pushed in. the valves should close
off all air pas... age and vent the air into the engine compartment. Refer to figures 10-1 through 10-5 for an
illustration of the heater system.
ISSt'ED: 8/18/72
3F8
HEATER A.
VE!"TILATOR SYSTE\1

I
I
./
q FRESH AIR
c:) HEATER SYSTEM AIR
DEFROST SYSTEM
SEE DETAIL
r, C:""'II "UIII OUTI.IT
2. C:AII'II "lUI" OUTl.n "0n
J. C:AII'II "IATIII 10.
4. CA"" "IATlII '''UT "0n
,. OI'''OST'' A'" '1I1.1T "OSI
t. OI"'OSTIlt 'All 10.
,. 01'"0STI" A'" TAIlro" A..I "'ILT
t. 01'"0IlTII "III OUTLIT
t. C""II '"IS" "'" 110.
'II. C:AIIIII '"IS" "III '''I.II:T HOSI
II. C:",,11 '"IS" AI" OIlT "'IUTION ASSI"'II.1'
12. C.. IIII1 "I"TI". III'IIOSTIII, ....0 '"1'" "'" 111101
3

----.... (
._---- \
.\.
DETAIL A
FIGURE 10-1. CABIN HEATER, DEFROSTER AND FRESH AIR SYSTEM

PA.U.180 and PA.24250. _ial Nas. 2".1 ta 24.1251
ISSUED: 1/11/72
3F9
_ CABIN HEATER AIR

_ CABIN F1lBSH AlR
_ CABIN EXHAUST AIR
.-_>..1
I. 'IIEIH ,,, IIII.IT
2. '''IIH " OUTLIT
3. HIATI" INLET
HE"'TE" OUTLIT
S. Or'II0ITE" OUTLIT
C.... '" vENT CONT"OL
7. or,,,oITIII COIIITIIOL
C l .. NE"'T COIITIIOL
t. C '" VINT COIITIIOL
10. C II ExH"'UST VI .. T (IU''''L "01. 2.2202 TO 2l2")
FIGURE 10-2. CABIN HEATER, DEFROSTER AND FRESH AIR SYSTEM-
PA24.180 ancl PA24250, Serial Nas. 241252 to 24.2298
CABIN HEATER AND VENTILATOR SYSTEMA
ISSUED: 1118n2 ..
3FIO

21111
(""Y" <,
I ---"
. -;
\ , ..
\
\
\
\
\
\
\
I. '1I1t1H AlII '"LU
2. '"I1:'H AlII OUTLItT
3. '1I1t'H AlII '"LII:T .111.010 COOLIH.
". HIATIII IHLIT
5. HIATIII OUTLIT
e, 0r.'1I0ITIII .NLIT
,. DI'"0ITIII OUTLIT
CASIN AlII AND DI'IIDSUII CONTIIOLS
I. CASIN IXHAUST AlII OUTLET
_ CABIN FRESHAIR
-. CABIN HEATER AIR.
CABIN EXHAUST AIR
FIGURE 10-3. CABIN HEATER, DEFROSTER AND FRESH AIR SYSTEM

PA24.1,O and PA24.250, Se,lol N.lI. 2422" oncl up
ISSUED: "'1/72
3Ftt
all7
r. '.U '.UT
Z. ,.U GlTUT
J. "I.TI '.UT
. """TIO ......n.n
S........TI. U ~ n
t. C"". U.",,'T " OUTUT
7. e ,&r."TU COIOnOLI
e U.IT" .,.
/'
,/
FIGURE 10 4. CABIM HEATER, DEFROSTER AMD FRESH AIR SYSTEM
PA-24-260, S.,iol MOl. 24-4000 to 24-4246, 24-4248 to 24-4299
CABINHEATER AND VENTILATOR SYSTe
ISSUED: ./1Bn2
3F12

I. """ INLrT
Z "'"[IH """ ounrT
3. Hr"'Tro INLET
4. Hr ...TED OUTLET
5. OUTLET
t. c rlH"'UIT OUTL[T
1. C N """ "'NO
. """
'-
FIGURE 105. CABIN HEATER, DEFROSTER AND FRESH AIR SYSTEM
PA24280, Sen.1 Nos. 24-4247,24-4300 tD24-4712 inclu",
24-4784 to 24-4803 induliYl.
ISSUED: 1/18/72
3Ft3
1. FIIlES,", AlA ..... ET

2. FIIlESH AIR OUT..ET
3. HEATEO AlA IN..I:T
4. HEATEO AIR
I. OFAOSTA
6. CAB'" EXHAUST AlA
7. CABIN AIR & DE"ROSTEA
FIGURE 10-6. CABIH HEATER, DEFROSTER AND FRESH AIR SYSTEM
PA24400
CABIN HEATER AND VENTILATOR SYST.
ISSUED: 1"1172
3F14
1. FIlUH Alit INLET

2. FIlESH AIR OUTLET
3. HEATED AIR INLET
HEATED AIR OUTLET
I. DEFROSTER OUTLET
I. C".IN EXHAUST AIR OUTLET
7. C"eIN "IR AND DEFROSTER CONTROLS
5
J
4 J
I
/
/
/
FIGURE 10-7. CABIN HEATER, DEFROSTER AND FRESH AIRSYSTEM

PA24-21O, SERIAL NOS. 2....713.244MAND UP
ISSUED: 1111172
3F15
SECTION XI
INSTRUMENTS
Aerofiche
Grid '0.
II-I.
11-2.
II-I.t
II-Ifl.
11-20.
11-26.
11-30.
11-':\4,
< ~ 8
Description .
Instruments .
11-3. Vacuum-Gyro Instruments .
11-4. Pitot-Stat ic Instruments .
11-5. Electrical Instruments .
11-6. Miscellaneous .
11-8. Removal And Installation Of Instruments .
11-9. Gvro Service Procedure .
11-10. Gyro Installation Inspection .
II-IDa. Gyro Handling and Shipping .
II-II. Vacuum System .
11-12. Vacuum Regulator Valve Removal and Installation .
11- D. Adjustment Of Vacuum Regulator Valve .
Vacuum Pump .
J 1-15. Vacuum Pump Removal .
11-16. Vacuum Pump Installation .
Removal And Replacement Of Face Mounted Instruments .
11-19. General .
Removal And Replacement Of Cluster Mounted Instruments .
11-21. General .
11-22. Directional Gyro .
11-21 General .........................................................
Gyro Horizon , .
11-27. General .
11':!9. Troubleshooting .
Rate Of Climb Indicator .
I I-31. General .
Sensitive Altimeter .
11-35. General .
11-3(,. Removal And Replacement .
Airspeed Indicator : .
11-39. General .
3FIl'
3FIX
3FI:-<
3FIl\
3FI9
3F 19
3F20
)F20
3F20
3F20
3F21
)F21
)F21
3F2J
3F22
3F22
3F2)
3F23
3G5
3G5
3G5
3G5
3G5
3G5
3G6
3G6
3G(,
3G(,
3Gb
3G7
3G7
3G7
3G7
3G7
3GR
3GS
3G8
3G8
3GIO
3GJO
3G10
REVISED: 11/1/82
3F16
11-42.
11-45.
11-49.
IH3.
II-57.
11-61.
11-62.
11-66.
11-70.
11-74.
11-78.
Magnetic Compass .
11-43. General .
Manifold Pressure Gauge .
11-46. General......................... . .
~ 7 Removal And Replacement .
11-48. Troubleshooting _ .
Tachometer Indicator .
II-SO. General .
II-52. Troubleshooting .
Engine Oil Pressure Gauge . .
II-54. General................ . .
11-55. Removal And Replacement. . . . . . .
11-56. Troubleshooting........... . .
11-58. Gerleral.........................................
II-59. Removal And Replacement .
11-60. Troubleshooting ....................... _ .
Electrical Instrument . .
Turn And Bank Indicator . . . . . . . . . . .
11-63. General............. . .
11-64. Removal And Replacement. . . .
11-65. Troubleshooting........ . .
Oil Temperature Indicator .
11-67. General .
11-69. Troubleshooting............ .
Ammeter , .
11-71. General .
Fuel Quantity Indicator . . . . . . . . . . . . . . '.' .
11-75. General .
11-77. Troubleshooting....................................
11-79. General .
Aerofiche
Grid No.
3GIO
3Gll
3Gll
3Gll
3Gl2
3Gl2
3G12
3Gl2
3Gl2
3G12
3GU
3G12
3Gl3
3G13
3G13
3G13
3G14
3GB
3Gt4
3GI4
3GIs
scrs
3GIS
3GIs
3GIS
3GI6
3Gl6
3G16
3GI6
3GI7
3Gt7
3G17
3Gt7
3G17
3Gt7
3G17
3Gt7
3Gt9
3GI9
3GI9
3G19
ISSUED: 8/18/72
3F17
SECTIO\ XI
I!'STRUME!'TS
II-I. Description. The instrumentation in the Comanche is designed to give a quick and actual indication
of the attitude. performance and condition of the airplane. The instrument panel has been arranged to
accomodate all the advanced flight instruments on the left side in front of the pilot and required engine and
miscellaneous instruments on the right side. The instruments are divided into four groups: Vacuum.
Pitot-Static, Electrical and Miscellaneous. Some of the instruments are components of indicating systems
that indicate conditions at remote parts of the airplane. A few of the instruments. however. are self-contained
and merely have to be correctly installed to give an indication. Instruments requiring power from the
electrical system are provided with circuit breakers to isolate the individual systems in the event of trouble,
11-2. Instruments.
11-3. Vacuum-Gyro Instruments. The directional gyro is a night instrument incorporating an air driven
gyro stabilized in the vertical plane. The gyro is rotated at a high rate of speed by lowering the pressure in
the air tight case and simultaneously allowing atmospheric air pressure to enter the instrument against the
gyro buckets. Due to gyroscopic inertia. the spin axis continues to point in the same direction even though
the aircraft yaws to the right or left. This relative motion between the gyro and the instrument case is
shown on the instrument dial which is similar to a compass card. The dial. when set to agree with the airplane
magnetic compass. provides a positive indication free from swing and turning error.
The gyro horizon is essentially an air driven gyroscope rotating in a horizontal plane and is operated
the same principal as the directional gyro. Due to the gyroscopic inertia. the spin axis continues to point i
the vertical direction. providing a constant visual reference to the attitude of the airplane relative to pitch
and roll axis. A bar across the face of the indicator represents the horizon. A miniature adjustable airplane
is mounted to the case and aligning the miniature airplane to the horizon bar simulates the alignment of the
airplane to the actual horizon. Any deviation stimulates the deviation of the airplane from the true horizon.
The gyro horizon is marked for different degrees of bank.
The suction gauge. a pan of the airplanes vacuum system. is mounted in the right side of the instrument
panel. This gauge is calibrated in inches of mercury and indicates the amount of vacuum created by the engine
driven vacuum pump.
11-4. Pltot-Static Instruments. The airspeed indicator provides a means of indicating the speed of the
airplane passing through the air. The airspeed indication is the differential pressure reading between pitot
air pressure and static air pressure. This instrument has the diaphragm vented to the pitot air source and the
case is vented to the static air system, As the airplane increases speed. the pitot air pressure increases.
causing the diaphragm to expand. A mechanical linkage picks up this motion and moves the instrument
pointer to the indicator speed. The instrument dial is calibrated in knots and miles per hour. and also has
the necessary operating range markings for safe operation of the airplane.
The altimeter indicates pressure altitude in feet above sea level, The indicator has three pointers and a
dial scale. The long pointer is read in hundreds of feet. The middle pointer is read in thousands of feet and
ISSl'ED: 8/18/72
3F18

the short pointer in ten thousand feet. A field pmsure window is loared on the l'iJht side of the indicator
dial and is set by the knob located on the Inwet' left comer uf the instrument. The altimeter consists of a
sealed diaphragm that is connected to the pointers thro\llh a mechanical linkqc. The iDstnlment case is
ventcU to the static air system and u static air pressure decreases. the diaphrapt expands causinJ the
pointers to move through the mechanicallinkaae.
The rate .Jf climb indicator measures the rate of chanp in sutic prasure when the airplane is climbing
or descmding. By means of a pointct and dial. this instrUment will indicate the rate of ascent or descent of
the airplane in feet per minute.
115. Elcctrica1lnnnamenlS. The tum and bank indicator is an elecmcal insaument used for making
eerreenv controUed tums. The turn portion of the indicator is an electricaUy driven IYroscope. while the
bank portion is a ball sealed in a curved ,tau Nbc filled with dwnpenint fluid. The electrical switch for the
tum and bank indicator is located on the switch panel under the left instrument panel.
The ammeter i: mounted in the insrrument cluster located on the insaument panel. This instrument
ma-sures the amounr of current received and the amount of current drain on the battery.
Two fuel quantifY pUICS are used on the Comanche (PAZ4-180. Serial Nos. Z4-1 and up. and
Smal Sos. 2401 to 24-Z843 inclusive) and are mounted in the cluster on the instrument panel.
These instNments are calibrated in fractional divisions of one fourth. one half. three fourths and full. A
transmitter unit is installed in each fuel cell. This unit contains a rnistance strip and a movable control arm.
T!le posItion of this ann is ecntrelled by a float in the fuel cell and this position is m.nsmined electrically
[0 the indicator gau,e to show [he amount of fuel in the cell. If the fuel system is installed. two
auxiliary fuel quantity PIlIC'S .....ill be installed in the instrlft1ent cluster.
In the Comanche. PA24-2S0. Serial !lJos. 24-Z844 and up. PAZ4-Z60. and PAZ40-400. only one fuel
quantity gauge is incorpor.ated in the system. This puae will indicate the amount of fuel in the cell rhat is
selected. This Irrangement IS made possible by a sdector switch mounted on the f\lel selector valve. The
SWItch is located directly below the fuel selector plate. An override system is incorporated so that it is
possible to check the amount of fuel available in the remaining ccUs without movin, the selector handle to
that cell posinon, This accomplished by deprcssina the red buon (located on the fuel selector plate) under
the desired fuel cell position. The f\lelgauge will indicate the amount of fuel available in that cell. When the
red button is released the indicating system will retUrn to its nonnal operation of indicating the amount of
fuel in the tank selected.
The oil tempen.ture indicator is mounted in the instrument duster on the instrument pando This
instrument will provide a temperarure indication of the engine oil in dqrees Fahrenheit. The instrument
has a temperature bulb located in the oil screen UlCmbly on the engine section.
11-6. Miscellaneous InstrUments. The mapetic compass installed in the Comanche is a self-contained
instrument and is mounted above the instrument panel on the windshield center strip. This instrument hu
an individual light which is connected to the instrument lighting circuit. The compass correction card is
located in the card holder mounted on the instrument panel.
The clock is a hand wound. rime piece. It incorporates a stem wind with the knob at the lower
left-hand side of the dial. This knob. when pulled and turned. also J.djustS the hands. In lddition. two
dummy hands are controlled by a center knob and [hey function u elapsed time hands.
The tachometer is connected to the engine accessory secticn by a flexible cable. and provides an
indicanon of crankshaft speed in revolutions per minute. The inStrUment has a recordina mechanism for
recording the time rhat the engine is in actual operanon.
INSTRUMENTS
ISSUED: 8/181n
3F19
The manifold preslUre Pille is a vapor proof. absolute pralUre type iDsaument. Prc:sIure from the
intake manifold of the engine is transmiaed to the insauw.ent throups a line. A poinm indicates the
manifold pressure available at the eftIine in inchG of merewy.
The fuel pressure .allle is a diffemni&1 preaure inmwnalt compriJed of a diaphnpn seftSin, unit
which sector aDd pinion movement to amplify diaphnpt 1IIOftIDalt. It is mounted ill the clulteT on the
insaurnent panel On me PA-24-1BO the pup is ~ to the fuel sysran at the CIIIiDe driven file!
pump. while on the PA24-Z'O. -260, and -400 it is colUlCCtlCd at the carburetOr or injectOr fuel inlet finial.
The oil prnsure pup is mounted in the dutCf on the iDlmamcnt panel. This pup will indie:ue the
amount of oil pressure available at the pralW'iRd CftJiDe oil puap. .
11-1. TroubiesboociD.. For tfOublcshootinc of the yaria,. iftstrumara. refer to the aoubleshoocina table
at the end of this section.
118. RaDoYlll And ta.callacioD of 1Darumeaa. SiDce all i.utraaleaa are mounted in a similar manner, a
description of & typical removal and installation is provided u a pide for all face mounted instnammu.
.. Remove the instrument &eCas panel by removinJ the retaiDinI screws and liftint off the panel.
b. Remove the face panel by removinl the KrftIS from around the perimeter of the panel.
c. With the face panel removed. the mountinJ screws for the iftdividua1 iastNmena will be exposed.
d. Disconnect the plumbq aneIIor decuica1 connector from the backof the instrument. Where two
or more lines COMect to an iDsaurnmt, ideacify each liDe to fKililace reinaalIation. Attach a dust cap or
pluS to each finia,.
c. Remove the screws that secure the instrument in the pUleI CUtout.
f. Remove the instrument from the pando
InstaUation of tbe instrummts is in rcYCnC order pmfor ranoVll. Ahu the installation iscompleted
and before replacing the inStrUmmt access paae1. check aU componena for security and clearance of the
conuol column.
A cluster is loc:ated on the instrument pand &Ild contains sevcnJ individual inStrUments. Removal of
the instrument face panel will depose the clear plutic cover on the cl\lSftl'. Rmsove this cover by removing
the two center mounting screws. Aim the plumbiq and/or dectric:al connection bu been removed and
idencified. the individual inmument may be removed from the cluster IIICDlbly.
11-9. G)'IO SerYice Proadurc.
11-10. G)'!'O IJuaIlation IDIpeftioD. The foUowiDa inrpectiolll should be made before removiftl a
mspectcd JYfO inmumeDt from the airplane.
Visual ExaminatioQ:
a, Has the insaument beeQmodified?
b. Has the insaument been damaged?
c. Does the insaummt show any sips of abuse?
NOTE
00 not cage directional IYro and Set to different headinp. The entire
gyro and fixture must be rotated 90 dqrec:s each time without touching
INSTRUMENTS
REVISED: 6/25/78
3F20


the c:qiJlIlmob. If JY1'O is not rowed and the cqinJ knob isemployed,
the IYfO is not repositioned in the cue, only me card is Nmec:l. this
raults in chedtinl the tyro only in one position ae matter how many
badiDp the c:al'd may belet to.
CAUTION
Permit no oil, grease. pipe compound. or any foreign material to
enter ports, prior to installation of fittings. Make sure that all air lines
are clean and free of foreign panicles and/or residue before
connecting lines to gyro.
1HO&. Gyro Handlin, ADd SbippiDJ. Tbe foUowin, informacioQ applies to all three inch dim:1:ioDa1 gyros
andattiaade horizoD u.aumCSltS iDIulled by the factOry or a Piper faekl .emce facility.
Gyro instrumcuts bciDt rcaarDed to the fKtOry aft to be placed in ~ cont&iDm with all pons
properly scaled immediately after ranoval from the aircraft iasuumCSlt panel. The insaument must a1to be
accompanied by factory copies of the WIIrUlty md cmiit claim fOnnl. Thae forms and the spcciaJ
containers should be available at any Piper Dealer UldIor Disaibutor. Should my I)'TO inIcnlmcnt be
rcccivcd by the faC1:Ory i.a aD unapproved cOQuer or if the ports arc DOt 1C&1cd, the warranty will be
immediately voided md the inmumat rerumcd to the seder. The iala'umCDt mue be lftlItDed
immediately after ranoval from the airc:nft (not to e:zcccd 15 days followial dilcamy of defect).
1111. Vacuum System. The vacuum sysmn employed to operate the lYfo iDsaumCSltS is comprised of an
engine driven vacuum pump, oil-air separator, vacuum rqulator valve, and the necesary Nbin, to complete
the system. On me late model Comanche a dry vacuum pump hu been employed. Whm this type pump is
installed the Deedfor the oil1ir separator andthe hardware aceaaary for its iDstallacion is eliminated. A kit
(7$4 356) is available for installation of the dry vacuum pump on any of the early model Comanches.
One vacuum replator valve is incorporated in the system to contrOl vacuum pressure to the JYfo
insmameins. Access to thil valve for maintenance andadjustment is ,aiDed throqh the CIlline cowling. On
the cariy modd Comanche, the replator valve wu mounted on the farewall. while me later models have the
valve installed on the engine mount aaembly.
11.12. Vacuum Rquiaor Valve RaDovU ADd IDIaJIatiOD. To remove the replator valve in the enJine
compamnent, disconnect the thru lines, remove the mountinJ screws and remove the valve. Install
regulator in reverse order Jiven for removal. After iDrtallation chcdt complete ftcuum system for leaks and
proper operation.
11-13. AdjuIlmCD'C Of Vacuum RcpWor Val_. To adjust the replator valve, perform the foUowing
steps:
a. Loosen the lockin, nut or remove the prorective cap from the valve. depcndq on which type is
installed.
REVISED: 4/10/81
3F21
INSTRUMENTS
NOlE
Do not attempt adjusancnt of thisvalwc wilh the enpae ill opcnaoft.
b. Scart the eftline. Aim aUowinB time for WUIIMIp. run the fllliac at mediumRPM.
c. With the eDginc runnial at medium RPM. the suClion pup should iDdicate between 4.2 and 4.7
inches of mercury. Units with a central. air filter system should indicate between 4.8 &Del 5.1 inches of
mercury. If the vacuum rcadinJ faa. to fall within tbia,... shut dowa die CJIIine UId adjust the rqulator
yaJve. Move the valve adjustmCllt ICTC'W' dockwile to iIlc:reucthe prawn andcouaeaclockwiJe to decreuc
the preate. Scart the ftlJine ud rqteat the chftk.
d. After the system preate hal beal adjured to the recommaaded tmiDp. ren,htcn the lockinl
nut or replace the protettive cap.
1114. Vacuum Pump. The vacuum pump used on the Comanche is the rotary vane. POSItive
displacement type. The unit consists essentiallyof an aluminum housing containing atempered sleevein
which an offset rotor. with moving blades. is incorporated. This assembly isdriven bya coupling mated
to the engine driven gear assembly. The pump is mounted on the accessory section of the engine.
11-15. Vacuum Pump RClDonL The naaUDl pump is mIIO'Nd by eIlefoUowiat procedure:
L Remowe the top ponion of the encia. cowIint.
b. LOOICft the twO hose damPI and mnove the nro bola from the V&al1111l pump fittinp. Identify
the hoses to aid in rcinsullacion.
c. Remove the four rctainin, nuts, lock wuben Ulli p&IiD ._en.
d. Remove the vacuum pump.
NOTE
Before iImallaaoa. of 6aiDp on pump. check for cneruJ damqre. A
pump that hu been dIm.pd or dropped Ibould not beiDlulled. WbeD
a vise is \lied to secure JNIDp wbi1c inR",in, fit'linp. lUiable cauaon
must be exercised to avcrid pump climap. The square IIlCllUlciDI flanF
must be bdd bcnrem SOft wood blodu uul OIl1y at riPt aapes to the
vise iaWl. Usc oaly eDoutb vise preaure to bold pump firmly. DO NOT
apply vile preuure to ouaMlc diam.-r or owraI1 lcapb. The pora of
the AIRBORNE dry air pump bve bea crated with a dry fUm
lllbrica.at md me AIRBORNE fia:iDp arc cadmium paced mus
eliminaciD, any need for dlIead 11lbrica.aa. If & duad lubric:aDt is
tequircd, use a powdered moly sulfide or IftPbitc ill dry form or ill an
evaporaciD. vebide; or employ a siliCODe spray. Apply spuiqly to
enenW tbrcadl of fittiDp only. DO NOT u. pipe cape. duad dope.
bydrocarbon oil or JftUC. u mae can contaminate pump uul caux
malfwu:aoft. With pump properly securedill vile. iDleR fiaiDp in pom
and hand tilh1leD fU'rllly. Sext, IlSiDJ a wrench. upumClch 6ttiD1 from
one-baJf to two tunIS addiaonai.
INSTRUMENTS
REVISED: 4/10/81
3 F22


11-16. VIlClIUdl Pump Installation. The vacuum pump is mounted u foUows:
a. Remove the tOP portion of the enpae cowu.n,.
b. AliIn spline on the pump ciriYe with spline on the eDJine drive assembly.
Co Secure pump to eftIine driveaacmbly ulint fOW' reu.ininl nua. lock wuben and plaiDwashers.
d. Connect the inlet and oudet hoses to their respective flCtiDpon the vacuum pump usiq twO hOR
clamps.
c. Check all connections for fCCUrity and reiDIall the top eftIine c:owlirIJ.
ll-li. Troublh_tin9.
TABLE XH. VActn1M SYSTEM
Trouble e-c a.mcdy
No V&C\IU!ft pTeuure JaUJc Pwnp iaopcntive. Dis- Replace pump. Loeue
indication. COMeCted. BrokeDor croublc &Dei coma.
raaicmllines.
No vacuum prc::ssure .lUJe Hose from instnmlCftt to Check allliDes and
indica.tion at instrwnalt. P"'Ic leakiftl or restricted.
connections.
No vacuum suction pUle Fauley Puce. MalNnctioDiDJ. Cbcdc opctation of instru-
indication aC eitber replacor valve. or menD. If operation is
instrument or source. vacuum pump. normal. replace 'alIle.
If iDsaumenu ate in-

of vacuum pump or replacor
valve.
Low vacuum system Vacuum rqulator valve Adjust rqrulator valves in
pressure. incometly adjusted. accordance with (AdjUst-
Lcakm, of the systcm menU) of this section.
lines or fitriDB.
Check allima and fittings.
Sonnal pTCNUre indiation. lnstrwncnu air filter Remove and clean or replace.
but slugisb operation e1emCDo dirty.
of i.nstrumeftts.
Hilh system pmsure. Vacuum repiator valve Clean and check operation
sticking or dirty screen. of rqulator valve.
INSTRUMENTS
REVISED: 8/2SnS
3F23
\
'--'

-..
.. '"

17 111120
, I I
... ce C7
11 12 13
10
J} ,"
, 1 1 T 1tttt 'r
' ;; Iii i ' I In I '::,
i : i ,I I ; I c11 -,
23 2c 21 21 27 21 21 30 311 33 3131 31 40 c2 C3 44
li} f-'}

r;
I
21 22
/
.;
r. CLOCK
2. TURNCOORDINATOR
3. AIRSPEED
C, STALLWARNING
5, DIIIltECTIONAL GYRO
6. GYROHORIZON
7. RAre OF CLIMB
8. ALTIMETER
9. QMNIINDICATORS
10. MARKER BEACON LIGHTS
11. CQMM/NAV TRANSCEIVERS
12. RADIOSELECTOR PANEL
13. ADF RADIO
1C, ALT1MATIC IlIB
IS. TACHOMETER
18. MANIFOLD PRESSURE
17, FUEL FLOWGAUGE
18. ENGINEGAUGES
19. AMMETER
20. HEATERCONTROLS
21. tIME
22. MASTER SWITCH
23. MAGNETO. STARTER
2c, FUEL PUMP
25. PITOTHEAT
26. POSTLIGHTSWITCH
27. PARKINGBRAKE
28. LANOING LIGH1S
29. NAVIGATION L1GH";
30, ANTI COLLISION IREDI
31. ANTI COLLISION IWHITEI
32. MAP LIGHT
33. EGT GAUGE
34. AUTOFLITE
36. GEARIE LECTOR
36. COWL FLAPCONTROL
37. SUCTION GAUGE
38. TURIO CONTROL
31. THROTTLE
CO. NAV/A"ROACH CDVPLER
C1. FLAPPOSITION INDICATOR
C2. PROPELLERCONTROL
43. MIXTURE CONTROL
..... FLA, ACTUATOR
46. ALTERNATE INDUCTION All'
.... ALTERNATORCIRCUITBREAKER
47, LIGHTER
48. CIRCUITBREAKERPANEL
Figure 111. Instrument Panel
REVISED: 4/10/81 INSTRUMENTS
3F24
3Gt THRU 3G4

II-I R. Removal And Replacement Of Face Mounted Instruments.
11-19. General. Since all instruments are mounted in a similar manner. a description of a pical f1:mIH al
and installation i, pr ovided as a guide for the removal and installation of the instruments. Special carl.'
should be taken \\ hen any operation pertaining to the instruments is performed.
a. Remme the instrument access panel by removing the retaining screws and lifting off the panel.
b. Remove the face panel by removing the screws from around the perimeter of the panel.
C. With the face panel removed. the mounting screws for the individual instruments \\ ill he cxpovcd.
Remove the connections to the instrument prior to removing the mounting screws of the instrument to he
removed.

Tag instrument connections for ease of installation.
d. Insta lIat ion of the instruments wi II be in the reverse given for rernova I. After the installa tion I'
completed and before replacing the instrument access panel. check all components for sccunty and
clearance of the control column.
Removal And Replacement Of Cluster Mounted Instruments.
General. A cluster. located on the instrument panel. contains individual instruments. Removal 01
these instruments can be accomplished by the following procedure.
a. Remove the instrument access panel by removing the retaining screws and lifting off the pane
h. Remme the face panel by removing the screws from around the perimeter of the panel.
c. With the face panel removed. the clear plastic cover on the cluster assembly will be exposed
Remme this cover by removing the two center mounting screws.
d. Remove the connection to the individual instrument to be removed and remove the instrument
from the cluster assembly.
e. Replace instrument in the reverse order of removal. Check all mountings and connections for
secunty.
Directional Gyro.
General. The directional gyro is a flight instrument incorporating an air driven gyro stabilized in the
vertical plane. The gyro is rotated at high speed by lowering the pressure in the air tight case and
simultaneously allowing atmospheric air pressure to enter the instrument against the gyro buckets. Due to
gyroscopic inertia. the spin axis continues to point in the same direction even though the aircraft yaws to
the right or left. This relative motion between the gyro and the instrument case is shown on the instrument
dial \\ hich is similar to a compass card. The dial. when set to agree with the airplane magnetic compass.
provides a positive indication free from swing and turning error.
ISSt'ED: 8/18/72
3G5
P'PERCOMANCHE SERVICEMANUAL
1124. Removal And Replacement. Refer to Paragraph 11lS of this secrion.
1125. Troubleshooan.
TABLE XI-II. DIRECTIONAL GYRO INDICATOR
TroulHc c.... Remedy
Excess drift in either Excessive vibration with Check shock mounts.
direenen. amplitude more than
0.006 inch.
Insufficient vacuum. If
vacuum below 4.2 inch hJ..
check for the followina:
a. Relief valve improperly a. Adjust.
adjusted.
b. Incorrect pUle readina. b. Rec:aJibrate.
c. Pump failure. c. Repair or replace.
d. Vacuum line kinked or d. Check and repair.
leaking. Check for collapsed
inner wall of hose.
Defective instrUment. Replace insmament.
Dial spins continuously. Defective mechanism. Replace.
1126. Gyro Horizon.
1127. General. The IYro horizon is essentially an air driven IYtOscope toutinr in a horizontal plane and is
oper.1ted by the same principal u the directional gyro. Due to the JY1'OlCopic inertia. the spin axis
continues to point in the vertical direction. providing a constant visual reference to the attitude of the
airplane relative to pitch and roll axis. A bar across the face of the indicator represents the horizon. A
miniature adjustable airt'lane is mounted to the cue and aligning the miniature airplane to the henzen bar
simulates tht alignment of the airplane to the actUal horizon. Any deviation simulates the devianen of the
airplane from the true horizon. The gyro horizon is marked for different degrccs of bank.
11-28. Removal And Replacement. Re!er to Paragraph 1118 of this section.
INSTRUMENTS
ISSUED: 8/t8/72
3 G6
11-29. Troubleshoocing.
TABLE XI-III. GYRO HORIZON INDICATOR
Trouble eau.e Remedy
Bar fails to respond. Insufficient vacuum. Check pump and tubing.
Bar does not settle. Excasiw vibration. Check shock mounu.
Replace if necessary.
Bar does not settle. Insufficient vacuum. Check line and pump.
AdjuSt valve.
Defective insmament. Replace.
Bar oscillates or shim- Excessive vibration. Check shock mounts.
mies continuously. Replace if necessary.
Vacuum tOO hith. Adjust valve.
Dcfec:rivcmechanism. Replace inStrUment.
11030 Rate Of Cirnb Indicator.
11-31. General. The rate of climb indicator measures the rate of change in static pressure when the
airplane is climbin, or dnc:endinl. By means of a pointer and dial. this instrUment will indicate the rate of
l.iCent or descent of the airplane in feet pet" minute.
1132. Removal ADd ReplacemCftL Refer to Par.-ph 1118 of this scttion.
11-33. TroublcshooUn,.
INSTRUMENTS
ISSUED: 8/18/72
3 87

TABLE XI-IV. RATE Of CLIMB INDICATOR
Trouble
Cautc Rcmedy
I
I Pointer don not set on Alin, of diaphrapn. Reset pointer to zero by
I zero. ma.ns of setting screw.
i
Tap instrument while
I
I
resettint I
iPointt!' fails to respond. Obstruction in scatic line. Disconnect all mstNlTtmu
I
connected to the statit
I
i
line.
1
i
I
Chetk individual inm't.lments I
I
for cbsrructicn In lines.
I
I
I
I
! POinter osculates. Leaks in !tatit lines. Disconnect aUinstruments
connected to the static
I
line. Chetk individual
instruments for leaks.
I
!lecoMeCt instrUments
I
to static line and test
installation for leaks.
I
Defective mechanism. Replace inStrument.
I
,
11-3... Sensitive Altimeter.
11-35. General. The :l.ltimeter indicates pressure altitude in feet above sea level. The indicator has three
pointers and dial scale. The long pomter is read in hundreds of feet_The middle pointer is read in thousand
of feet and the short pointer in ten thousand feet. A field ?ressure window is located (In the rig!'lt Side of
the indicator dial and is set bv the knob located on the lowt!' left eeener of the instrument. The altimeter
consrsts of a sealed diaphragm that is connected to the pointers through a mechanical linkage. The
insrrumene case is vented to the static air system and as sutic air pressure decreases, the dia:lhragm
expands. causing the pointers to move through the mechanicallinkaae.
11-36. Removal And Replacement. Refer to Paragraph 11-18 of this section.
11-3';' Troublcshooan!.
INSTRUMENTS
ISSUED: 8/18/72
3&8
TABLE XIV. ALT1METER
Trouble Clue Remedy
Excessive scale error. Improper Qlibrarion adjust- Replace instrUment.
menr,
I
Excessive pointer Defective mecbanism. Replace instrument.
I
cm:illation.
High reading. Improptr venting. Eliminate leak in static
I
prt."l$ure system and check
aliJnment of airspeed tube.
Settl"' knob is hard to Wrona lubrication or lack Replace instrument.
rum. of lubrication.
Inner reference marker OUt of Cftg2lement. Replace insrrument.
fails to meve when
i
setting knob is rotated.
I
Settlng knob in Krl:W Excessive vibrauon. Tightcn mstrument screw.
I
loose or missing. if lOOK. Replace in-
I
suummt. if screw is
I
missing.
i
ICracked or loose cover Excessive vibration. Replace instrumcnt. I
I glass.
I
I
j Dull or discolored Age. Replace instNment.
lummous markings.
I Barometric scale and Slippage of mating pam. Replace InstTUment.
I
reference markers out
I
of synchronism.
I
Barometric scale and Drift in mechanism.
Reset pointers. refer to the
reference markers OUt latest revision of AC 43. 13-I.
of synchronism with
pointers.
REVISED: 4/10/81
369
INSTRUMENTS

11038. Airspeed Indicator.
11-39 Genen.l. The ..inpeed indicator provides a means of indicatinl the speed of the aitl'lanc passin,
through the air. The airspeed indication is the differential preuure rcadi", bftwftn rieot air pressure and
stanc air pressure. This instrUment has the diaphrapn vented to the pitoe air sollrce and the cue is vemed
to the static: air system. As the airplane inC"l'CUCS speed. the pitot air pressure increases. eausin, the
diaphragm to txrand. A mechania.l linkage picks up this motion and moves the instrUment pointer to the
Indicated speed. The instrument dial is calibrated in knou and miles pet' hour. and also has the neceaary
operating range markinp for safe operation of the airplane.
11.....0. Removal And Replacement. Refer to Parqraph 1118 of this section.
11..... 1. Troublcshooanl'
TABLE XIV]. AIRSPEED TUBES AND INDICATOR
Trouble <:aUM Remedy
Tube does not heat or Circuit breaker popped. Reset.
clear itself of icc with
I
switch "ON". (Heated
i
PltOt tubes onlv.)
ITube docs not heat or Open circuit. Repair.
clear itself of ice with
switch "ON". (Heated
?ltOt tubes onlv.)
Excessive VOltage drop Check voltage at pitot
between banery and head.
I
pitot head.
I
e a ~ i n clement bllmcd out. Replace pitot head.
IPoin"', 0' "or" in.",,'
Leak in instrUment case or Check for leak and SC:t.1.
menu do not Indicate in. piece lines.
I properlv.
I
IPOinter of instrument ILeak In instrument cue.
Check for leak and seal,
oscillates.
INSTRUMENTS
ISSUED: 8/18/72
3G10
1143. Gennal. The mqnetic compass installed in the Comanche a self-contained instrUment and is
mounted above the Instrument on the windshield cmterstrip. This insrnammt hu an individual light
whiCh is connected to the instrUment lith tin, circuit. The comp.. cometion card is located in the card
holder mounted on the instrumenr panel.
1144. Troublellhooanl.
TABLE XI-VII. MAGNETIC COMPASS
Trouble YUle Remccty
Excessive card error. Compus not properly Compensate inSU\lment.
eompcnstated.
External m.,netic inter- Locatt mqnetie inter-
frrmee. ferenee and eliminate
if possible.
IExcessive card I Improper mounting on in- Aliln instrument.
oscillarion. strumenr panel.
Insufficient liquid. Replaee instrUment.
!Card slugglsn. Weak card magnc:r. Replace inserumenr.
I
Excessive pivot friction Replace inserument,
I
I
or broken jeweL
I
I
Instrument tOO havily Remove excess compen-
I
eompensatcd. sanon,
!
I Liquid ieaKlie. Loose bezel screws. Replace InstrUment.
Broken cover gJass. Replace instt\lmenr.
I
I
Defeetive scaling gaskets. Replace instrument.
i
Replace instt\lment. : Discolored luminous Age.
;

,
IDereenve light. Burned our lamp or broken Cheek lamp or connnuiev
;
circuit. ofwinng.
INSTRUMENTS
ISSUED: B/18n2
3811
PIPER COMA!'iCHE SERVICE MA!'il"AL

I 1-45. \1anifold Pressure Gauge.
General. The manifold pressure gauge is a vapor proof. absolute pressure type instrument. Pre...... ure
from the Intake manifold of the engine is transmitted to the instrument through a line. A pointer indicate...
the manifold pre... sure available at the engine in inches of mercury.
11-47. Removal And Replacement. Refer to Paragraph I of this section.
I J Troubleshooting.
TABLE XI-\II\. MA:'\IFOLD PRESSURE t;\DICATOR

Excessive error at existing Pointer shifted. Replace instrument-
ba rornetric pressure.
Excessive error when Line leaking. Tighten line connections.
engine is running.
Sluggish or jc:rky poi mer Improper damping adjustment. Adjust damping screw.
rnovernent.
Broken or loose cover Virbration or excessive Replace glass and reseat
gla....... pressure. case.
Dull or di ... colored Age. Replace instrument.
luminous marking....
Incorrect reading. Moisture or oil in line. Disconnect lines and blowout.
11-49. Tachometer Indicator.
1150. General. The tachometer is connected to the engine accessory by a flexible cable. and provides an
indication of crankshaft speed in revolutions per minute. The instrument has a recording mechanism for
recording the time that the engine is in actual operation.
II-51. Removal And Replacement. Refer to Paragraph 11-18 of this section.
Troubleshooting.
ISSl'EO: 8/18/72
3G12
TABLE XI-IX. TACHOMETER
Trouble
Cause
Remedy
'0 reading on indicator. Broken sha ft.
Replace instrument.
either permanent or
intermittent.
Springs weak. Replace instrument.
Pointer oscillate... Rough spot on. or sharp bend Repair or replace.
excessive Iy. in shaft.
Excess friction in instru- Replace instrument.
ment.
1 1 5 ~ Engine Oil Pressure Gauge.
II-54. General. The oil pressure gauge is mounted in the cluster on the instrument panel. Thi- gauge \\ ill
indicate the amount of oil pressure available at the pressurized engine oil passage.
II-55. Removal And Replacement. Refer to Paragraph 11-20 of this section.
II-Sil. Troubleshooting.
TABLE XI-X. E'GI'E OIL PRESSU RE GArGE

3G13
ISSt ED. 8/18/72
Exccssive error at zero. Pointer loose on shaft. Replace instrument.
Overpressure or sea-
soning of bourdon tube.
Excessive scale error. Improper calibration adjust- Replace instrument.
ment.
Exces-ive pointer Improper damping or rough Disconnect tine and drain.
oscillation. Engine relief valve. Check for leaks. If
trouble persists. clean
and adjust relief \al\ e.
Sluggish operation or Engine relief valve open. Check and clean.
pointer or pre,sure
fails to build up.
ISSTRt\tE' .

1157. Fuel Prwure Gause.
1158. General. The fuel pressure lauge instrument is mounted in the cluster On the innrumcnt panel. This
gau,e is connected to the fuel systcrn at the engine driven fuel p u ~ on the PAZ+-180. while on the.
PA-Z+-250. PA-Z4-Z60 and PAZ+-400 it is connected at the carbumor or inJector fuel inlet fitting.
1159. Removal And Replaccment. Refer to Patap'lph 11-Z0 of this section.
11-60. Troubleshootinl.
TABLE XIXI. FUEL PR.ESSURE GAUGE
No fuel pressure indio Fuel valve sNck. Check valve.
cation,
No fuel in tanks. Check fuel. fill.
Defective fuf!1 pump. Check pump for pressure
build up. Check diaphrarm
and rdief valves in en-
I
line pump. Check for ob
strUction in electric pump.
Check bYl'us valve. Air
leak in intake lines.
Defective puge. Replace ,aulc.
Pressure low or pressure Obstruction in inlet side Tract lines and locate
surges. of pump. obstrUction.
Faulty bypass valve. Replace.
Faulty diaphragm. Replace or rebuild pump,
Seedle fluctuation. SUl'le dome on pump filled Remove and empty.
with fuel.
INSTRUMENTS
ISSUED: 8/18/72
3614
11-61. Electrical Instrllment.
11-62. Tum And Bank IndicatOf'.
11-63. Genera!. The tum and bank indicator i5 an elee:trica.l instrUment used for making ccrrectly
controlled turns. ~ rum eereien of the indicator i5 an elec:nically driven IY"Osco!,e. while the bank
portion is a ban scaled in a curved ,lass tube filled with dampm, fiuid. The electrical switch for the turn
and bank indicator is located on the switch panel under the left insmament panel.
11-6-4-. Removal And Replacement. Refer to Parqraph 11-18 of this seetion,
11-65. Troubleshoocinl.
TABLE XI-XII. TURN AND BANX INDICATOR
Trouble ea... Remedy
Pointer fails to respond. FOfeiBn maner lod(Cd in Replace instrument.
instrument.
So eleCtrical circuit. Check for voltage at inStrU-
ment.
tneerreee sensitivity. Misadjustment of sensitivitY Adjust by means of sensitivity
spring. SPrinl screw. If this pulls
I
the pointer from zero. re-
place instrUment.
!
Pointer does not set on Gimbal and rotor assembly Replace instrUment.
zero. out of balance.
I
,
Pointer incorrectly St on Replace instrUment.
I
its staff.
I
Sensitivity adjustment pulls Replace instrument.
I
pointct off zero:
!Y'b' .
Gimbal and rotor assembly Replace instrUme:lt.
i I rating pOInter.
OUt of balance.
I
I
I
I
Pitted 'or worn pivots or Replace instrument.
I i
bearings.
INSTRUMENTS
ISSUED: 8/18/72
3815

TABLE XI-XII. TURN AND BANK INDICATOR (cont)
In low temperature pointer Oil hu become tOO thick. Replace insaument.
fails to respond or does
so slugishly and with
I
insufficient deflection.
Insufficient Repl&ee instrument.
dearance.
Pointer slugish in re- Oil or dirt between dampiq Replace instrument.
Nrni", to teTO and does pistons and cylinder.
not set on zero when
i
stationary .
I
Excessive betWeen Replace instNment. ,
rotor and roeor pivots.
Ball in inclinometer does Insm&mcnt out of a!ilnment Correct alipment.
not center. on panel.
1166. Oil Temper_cure Indicator.
11-67. General. The oil temperature indicator is mounted in the instrUment <:luster on the instrument
panel. This instrumenr will provide a temperature indication of the enline oil in clegrees Fahrenheit. The
has a temperature bulb loc:uecl in the oil screen assembly. on the enpne secrion.
1168. Removal And Replacement. Refe:r to Parqraph 1120 of this section.
1169. Troubleshootiq.
INSTRUMENTS
ISSUED: 8118172
3G1B
TABLE XIXDI. OILTEMPET<ATUllE INDICATORS
Trouble CauIe Remedy
Inmument fails to show Broken or damqed capillary. Check eftIine anit and
any rading. WirinI open. wirin, to instrUment.
Excessive sole errer, Improper calibration adjust- Repair or replace.
ment.
Pointer fails to move as BrokeD or darnapd capillary Check engine unit and
I
cnJine is warmed up. or opa wiring. wiring.
Dull or discolored Ap. Replace instNmmt.
luminous marking.
11-70. Ammeter.
11-71. Gomenl. The ammeter is mounted in me intmament duster located on the instrument panel. This
instrument measures the amount of current received and the amount of current drain on the battery.
11-'7'2. Removal And Replacement. Refer to Puqraph 11-20 of this section.
117). Troubleshootin,. Refer to Section IX, Electrical Section.
1114 Fuel Quanticy Indicator. (P.o\24-180, Serial Nos. 24-1 and up. and P.I\-24-250. Serial Nos. 24-1 to
24-2843 incl.)
1115. General. Two fuel quantity ,allfCSare used on the Comanche and are mounted in the cluster on the
inscl'\lmcnt panel. These instrUments arc C21ibrated in fractional divisions of one fourth. one half, three
fourths and full. A transmitter unit is installed in each Net cell. This unit contains a resistance strip and ;l
movable conttol arm, The position of this um is controlled by a flou in me fuel cell and this position is
transmitted electrically to the indicator gluge to show the amount of fuel in me cell. If the auxiliary fuel
system is installed. twO aUXiliary fuel quantity pUlcs will be insullcd in the instrUment cluster.
11-76. Removal And Replacemeac. Refer to Paragraph 1120 of this section.
11-11. Troubleshooting.
INSTRUMENTS
ISSUED: 8/18/72
3817

TABLE XI-XIV. FUEL QUANTITY INDICATORS
Trouble eau. Remedy
Fuel gauge fails to Broken wiring. Check and repair.
Indicate.
I
Gauge not operatin,. Replace.
Float partially or completely Replace float.
filled with fuel.
Circuit breaker OUt. Reset and check.
I
I
Defective selcttDr switch. Clean and check selector
I
i
switch.
I
I
Fuel gauge indicates full Incomplete ground. Check ground connections u
I
when tanks are not full. fuel transmitter in
wings.
I
I
Fuel gauge falls to Selector switch slipping on Replace selector switch.
i
I i
i change indication when fuel valve shaft.
I
I
selector handle is I
moved.
I
I
I
I
Defective override switch. Determine which switch is
i
I
!
malfunctioning. replace
I
I
switch.
Fuel gauge mdicates over

full.
Fuel gauge indicates zero.
I Fuel gauge indicates fuel
;
1 when cell is empty.
I
!
I
I
i
IIIlSTRUMENTS
ISSUED: 8/18/72
Incomplete ground.
Fuel selector in "OFF"
position.
Shorted connection at selector
switch or other wiring.
Fuel cell is .:oUasping due
to & suction created ~
a loose filler neck cap.
When tank is collapsed
fuel sender arm is held
in full position.
3818
I
Check ground connections at
fuel transmitter in fuel
I cells.
Sonna!.
Check switch and wirtng.
Refer to Section IX. Elec-
trical System Dla!Tams.
Check fuel cell ilnd deter-
mine if it is collapsed.
If so. repair as neeessarv.
adjust fillet cap to main-
tain tight seal or replace
"1p.
IIi8. Fuel QulUlbry ladieawl'. (PA-Z4-Z'O. SeriaJ Nos. Z....ZM4 and up. PAZ....Z60 and PA.Z4-400.)
1179. GcneraI. The Comanche incorporates only one fuel quantity PUle in this system. This puce will
indicate the amount of fuel in the cell that is selected. This ll'rlftICII\ent is made posaible by a selector
switch mounted on the fuel. selector valve. The switch is located directly below the fuel selector plate.
An over-ride system is incolllorated so that it is possible 1'0 check the amount of fuel available in the
remaining cells. without moving the selector hUldle to that cell position. This is accomplished by depressing
the red button (located on the fuel selector plate) under the desired fuel cell position. The fuel puge will
i n i ~ t the &mount of fuel available in that ceil. When the red button is released the indicatinl system will
ret\lm to its nonnal operation of indicatin, the amount of fuel in the rank selectee!.
11-80. Removal And Replacement. Refer to P.,."aph 1120 of this section.
1181. Troubleshoorin,.
TABLE XIXV. '11EI. Q11ANTJTY INDICATORS
Trouble Caue Remedy
Fuel gaule fails to Brokm winna. Check continuity and
indicate. repair.
Gaqc not operatina. Replace panel unit.
Float is fdled with Replace sender unit.
fuel.
Circuit breaker OUt. Check for possible shorr
circuit then reset
breaker.
Oefect:iveselector Check switch installa-
switch. tion. replace Iwitch if
necessary.
Fuel sause indicates Incomplete Ifound. Check wmnl. sender
full constantly. unit and ,aule.
Repair or replace.
INSTRUMENTS
ISSUED: 8/18/72
3819

TABLE XIXV. FUELQUANTITY INDICATORS (caRL)
Trouble Cause m ~
Fue1lauge indicates Fuel Hlec:ror in "OFF" Nonna!.
zero. positio".
Shorted connection Check switch Ind
It selector switch wiring.
or other wiring.
THIS SPACE INTENTIONALLY LEFT BLANK
INSTRUMENTS
ISSUED: 8/18/72
3620
3 621 THRU 3 624
SECTION XII
ELECTRONICS
Aerofiche
Grid No.
11-1.
1: ~ .
12-3.
11-4.
I ::!-5.
I ::!-f>.
I::!-c.
Introduction .
Piper Automatic locator Transmitter .
Testing Locator Transmitter .
lnadvertent Activation .
Autoflight, General .
'on-Piper A. F.eS. Equipment Contacts .
Piper A.F.e.S. Equipment .
~ H 2
3H1
3H3
~ H 4
3Hf>
. ~ H f>
3H,
REVISED: 11/1/82
3H1
P,PERCOMANCHE SERVICE MANUAL
SECTION XII
ELECTRONICS
1Zt. lnaodumon. This seenon of the m&r1ual is divided into two pans. The first put consists of the
information necessary to perlonn an open.tionai check of the Piper Automatic Locator Transmitter along
with the appropriate removal and installation instnlc:UOns to facilitate battery replacement. The second part
consists of wiring diagrams of the various confiprations of avionics equipment installations.
lZZ. Piper Automatic Locator TflllSmiaer.
The automatic locator transmitter when installed is located under the access panel on the dorsal fin.
This unit operates on its own self-contained battery. Refer to latest amendment of AD 7918-05. If the
transmitter has been used in an emergency situation or it has more than one hour of accumulated test
time. the battery must be replaced according to FAA regulations. To replace the battery back in the
transmitter. it is necessary to remove the unit from the airplane. The following instructions should be
used:
a. Remove the access panel located on the donal tin.
b. Remove the switch ruarci and set the ON/ARM/OFF switch to the OFF position.
c. Disconnect the whip antenna cable at the u.nsmitter.
d. Remove the rear mounting bracket and remove the m.nsmitter from the airplane.
e. Remove and keep the four screws securing the transmitter's plain end cap. Carefully remove the
end cap. trying not to damage the seaiant.
t. Carefully withdraw the banery pack from the tr:Utsmitter until the connector is exposed.
Disconnect the battery from the connector and discard the battery.
g. Before innallin! the new bilnery pack. check the replacement date. Transfer the selfstickmg date
placard on the battery to the pllea-rd on the transmitter case.
h. Connect the new battery pack to the connector and carefully in!t:lJ1 it into the transmitter -
connector end first. It may be necessary to rotate the battery sli,hdy to get it seared in the
transmitter case.
1. Check the sealant on the end cap before putting it on the tr&nsmitter. If the sealant is damaged.
replace it With fresh silicone sealant. such u the eype supplied by General Electric Co. Secure the end cap
to the transmitter with the four screws previously removed..
J. Install the assembled unit into the airpl&ne and seC:-.lre with aft mounting bracket. Connect the
whip antenna and set the switch to AR.\"
NOTE
It may be advisable to test the unit operation before inStalling the access
cover on the dorsal fin. Refer to P&r3Jt2ph 123 for tCSt procedures.
... Install the access cover and make an entry in the aircraft 1000ook.
REVISED: 4/10/81
3 H2
ELECTRONICS
eLIDE SLOPE
AlTE.I' COIlECTIDI
In AITEIiA
C..IECTIOI
ceM2
AITEII. CDIlECTM*
FIGURE 121. AVIONIC ANTENNA LOCAnONS
3HS
MAlILElIUCOll
AlTEllA CD.UTlOI
ELECTRONICS
ISSUED: 8/18/72
PIPER COMANCHE SERVICE MANVAL
I AutoFlight. General. Due to the wide varity of A.F.eS. (Automated Flight Control System)
it is mandatory to follow the service literature published by the individual manufacturer of the A.F.l'!!'
equipment installed in any particular airplane. This includes mechanical service such as: adjusting bridle cable
tension. servo removal and installation. servo clutch adjustments. etc.
12-6. Non-Piper A.f.C.S. Equipment Contacts. Refer to the following list of AutoPilot Flight Director
manufacturers to obtain service direction. parts support. and service literature:
Bendix Avionics Division
2100 '0;.W. 62nd. Street
Fort Lauderdale. Fla. 33310
(05) 77t).4100 TWX 5109559884
Edo Corporation Avionics Division
Box 610
Municipal Airport
Mineral Wells. Texas 76067
(817) 325-2517 Telex: 76067
Sperry Flight Systems Avionics Div.
8500 Balboa Bind.
P.O. Box 9028
VanNuvs. CA. 91409
(213) 1'194-8111 Telex: 65-1367
ADDED: 11/1/82
3H6
Collins General Aviation Division
Rockwell International
Cedar Rapids. Iowa 52406
(319) 395-3625 Telex: 464-421
King Radio Corporation
400 Rodgers Road
Olathe. Kansas 66061
(913) 782-0400 Telex: 4-2299-
Kingrad
Global Navigation
2144 Michelson Drive
Irvine. CA. 92715
(714) 851-0119
ELECTRON.

1.23. Tatin, Locacor Trmllllirter.
Before performing Iny opentiona1 test of the tnnsmitter. the foUowiftl precautions should be
observed:
CAtrrtON
The transmitter operatn on the eMCfJency frequencies of 121..5 and
2043 MHz. both these frequencies are monitored by the various FAA
imullations. Pmnillion mutt be obtained from the FAA/FCC
Representative (or other applicable Authority) prior to tm",. Keep
your tett transmission to a minima! duration.
a. Remove the access panel or cover to gain access to the transmitter.
b. Tunc the aircrait communications receiver to 121.5 MHz and switch the receiver ON. deactivate
squelch, and tum the receiver volume up until a slilht background noise is heard.
NOTE
If the aircnft is not fitted with a communications receiver, requett the
tower to listen for your tnt.
c. Remove the ON/ARM/OFF switch guard from the switch and set the ON/AR,\1./0FF switch to
OS_ Keep the switch ON for a few seconds only: then set the switch to OFF.
NOTE
The tnt ttanSmlSSlon should have been picked up by the aircraft
communications receiver and/or control tower. During cold weather
there may be a slight delay before ttansmission occun.
d. A transmitter which is functioning properly should emit a characteristic downward swept tone.
e. When the test is completed. reposition the ON/ARM/OFF switch from the OFF position to the
AR.\\ position and reinstall the SWitch guard. and any access panel or COVeT removed.
NOTE
Whenever the unit is cheeked by movi", the seleCtor switch from the
"AR.\\" to "ON" position. it must then be moved to the "OFF"
positicn before reverting to the "ARM" position a,ain.
ELECTRONICS
ISSUED: 8/18172
3H3
12-1-. lMdvennu AmadoD. III the evmt the AutolD&tic Locator ~ r is adverlZD'dy acUvucr:l the
traasmitttt switch must be reset. by IIiniDI ace_ to the trIDIIniner. (Refer to Panpaph 12-2.) Remove
the plastic cap from the switch aad place switch in the OFF position. To race the tr'IIIImirter for automatic
operation. retum the switch to the ARM pOlition. Reilt the plutic cap OU the switch. RciaRaJJ. the acCaI
pLue. The transmitter is now ready for normal fliIbt opcradoll. (See NOTE.)
NOTE
As a routine prccautiOD. it is recolllDlClldcdthat the UUIIDittcr be
replaced at the ClU'licst opporamiry after iaadvcnmt 1Ctivui0n. Note,
bowa'Cf, that the problem may not be ill the traIIIIIIicrer. Check the
foUowinc:
1. Proper UlteDnae ,plCiDlso u to minimize anccnna coDduetcd
ri.
2. Ri,jdiry of the trIDSIIIlittcr iaaallatioll.
NOTE
Inspect the external whip IIltallla far Illy dam Avoid beDdin, me
whip. Any sbuply bent or kinked whip mould be replaced. Alnmna
clam. may calllC saueturaJ failure of whip iDiUpt.
ELECTRONICS REVISED: 6/25/76

3 H4


12-7. Piper A.F.C.S. Equipment. In the case of early models. Piper AutoPilot equipment bears the Piper
name. and the appropriate Piper Auto Pilot Flight Director Service Manual shall be used.
!'\OTE
If a Roll Axis-onlv AutoPilot is installed. or if no AutoPilot is
installed. consult the Piper Pitch Trim Service Manual- 753771 for
manual electric pitch trim service information.
The following is a complete listing of Piper A.F.C.S. equipment service literature. It is imperative to
correctly identify the AutoPilot system by "faceplate" model name. in order to consult the appropriate serv icc
manual. Each manual identifies the revision level and revision status as called out on the Master Parts Price
List > Aerofiche published monthly by Piper. Consult the aircrafts parts catalog for replacement parts.
;\AME
AutoControl I \I & Alti Matic I 11
AutoControl III and AltiMatic III and \lIB
AutoControllllB and AluMatic lIlB-1
Alti\t1atic llf C
Alti Matic V and \'1
AltiMatic v F 0 and V F 0-1
AltiMatic X F.O. A.P. & X A.P.
AutoFlite
AutoFlite II
Piper Pitch Trim (Manual-Elecrric)
PIPER PART ~
753 798
753 723
761 502
761 602
761 525
761 526
761 668
753 no
761 481
757 771
ADDEO: 11/1/82
3H7
ELECTROSICS
3H8 THRli 3L24

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PIPER AIRCRAFT CORPORATION

PIPER COMANCHE SERVICE MANUAL

PR780403 April 3, 1978 I, 2, and 3

PIPER SER\'ICE MA't'AL

Woodward Propeller Governor Adjustment Points .

PIPER SERVICE MANl'Al

PIPER COMANCHE SERVICE MANUAL

THIS PAGE INTENTIONALLY LEFT BLANK

PIPER COMANCHE SERVICE MANrAL

HANDLING AND SERVICING

FIGURE 2.1. THREEVIEW Of CCMANQ4E PA,80 .... PA.ZSO

PIPER COMANCHE SERVICE MANUAL

FIGURE 24. THREEVIEW OF COMAN04E PA.:M0400

PIPER COMANCHE SERVICE MANUAL

PIPER COMANCHE SERVICE MANUAL

Figure 2-6. Access Panels and Plates

PIPER COMANCHE SERVICE MANUAL

Spark plug gap setting (6) (6)

Magneto point clearance 0.018 0.006 in. 0.018 . 0.006 in.

PIPER COMANCHE SERVICE MANUAL

Firing Order 1-4-5-2-3-6 1-5-8-J.2-6-7-4

PIPER COMASCHE SERVICE MANrAL

II "([1.1: ,." : .. .. C_ 1<' :J..J:JI> me! to :J.J:qq met

HAN"OLING A'O SER\'ICI.

PIPER COMANCHE SERVICE MANl'Al

TABLE II-I. LEADING PARTICULARS AND PRINCIPLE DIMENSIONS (cont)

Blade angle (high pitch)'

HANDLING AND SERVICING

fllS(LAI( AfT SfCTIIIl ACtUS PLAn

Figure 2-8. Access Panels and Plates

PIPER COMANCHE SERVICE MANt:AL

PIPER COMANCHE SERVICE

TABLE FLARE TORQL' ES

PIPER COMANCHE SERViCE MANUAL

PIPERCOMANCHE SERVice MANUAL

PIPER COMANCHE SERVICE MANUAL

PIPERCOMANCHE SERVICE MANUAL

FIGt'RE 214. BRAKE RESERVOIR

2-48. Fuel Synems.

PIPER COMASCHE SERVICE MANl"AL

FIGt'RE 216. rttt, STRAINER AND DRAIN

2-50. Draining Fuel Vain and Strainers.

PIPER COMANCHE SERVICE

PIPERCOMAl\CHE SER\lCE MAJi'l"AL

PIPER COMANCHE SERVICE MANUAL

2-69. RemovUof Oudcu.

PIPER COMANCHE SERVICE MANUAL

PIPER COMANCHE SERVICE MANUAL

4THI &no. 1&... a. ..

A.. .141 .14 3.572

.219 .22 5.556

.344 .34 8.731

.438 .44 11.112

TABLE IIVIII LUBRiCATION SPECIAL INSTRUCTIONS

HANDLING AND SERVICING

PIPER COMANCHE SERVICE MANL'AL

TRIM PULL.EY MILL-7870 icc HRS

PIPER COMANCHE SERVICE MANUAL

PIPER COMANCHE SERVICE MANUAL