Cessna Part 2 PDF

9
TWO-BLADED, EXTENDED HUB PROPELLER
Figure 14-1. Propeller Installation (Sheet 2 of 4)
14-5
10
9
20
8
6
5
4 11
12
2
13
14
15
THREE-BLADED PROPELLER

14-6 Change 1
9
12
4 11
3
13
14
1 19
THREE-BLADED, EXTENDED HUB PROPELLER
14-7
1
2
USED ON TURBOCHARGED ENGINES
AND NON-TURBOCHARGED ENGINE
00 ON THE MODEL U206
8
1. Propeller Governor
2. High RPM Stop Screw e
3. Bearing Race
4. Control Arm
5. Nylon Bearing e s 0
6. Rivet
7. Retainer
"'
8. Screw s
9. Governor Arm -,
Figure 14-2. Governor Control Arm and Bearing Assembly
14-9. TROUBLE SHOOTING. When trouble shoot- 14-12. REMOVAL AND INSTALLATION.
ing the propeller-governor combination, it is recom- a. Using a scribe, make aligning index marks on
mended that a governor known to be in good condition governor arm (9) and end of governor serrated shaft.
be installed to check whether the propeller or the
governor is at fault. Removal and replacement, rig- NOTE
ging, high-speed stop adjustment, desludging and re-
placement of the governor mounting gasket are not The governor arm (9) must be installed on the
major repairs and may be accomplished in the field. governor shaft in the same serration or the
Repairs to propeller governors are classed as pro- governor speed will be changed approximately
peller major repairs in Federal Aviation Regulations, 200 rpm.
which also define who may accomplish such repairs.
b. Remove safety wire from governor arm screw
14-10. REMOVAL. and from screws attaching governor head to gover-
a. Remove cowling, nose cap and engine baffles nor.
as required for access to governor. c. Remove screws (8) that pass through the non-
b. Disconnect governor control from governor. notched holes in the retainer (7),
d. Loosen, but do not remove, the four remaining
NOTE screws so that retainer (7) may be rotated.
e. Loosen screw in governor arm (9) so that arm
Note EXACT position of all washers so that may be slipped toward end of serrated shaft.
washers may be installed in the same posi- f. Slip governor arm toward end of serrated shaft
tion on reinstallation. and work retainer (7) and control arm (9) from gover-
nor (1).
c. Disconnect intake manifold balance tube at
front of engine and move as required for clearance. NOTE
d. Remove nuts and washers securing governor to
engine and pull governor fr,om mounting studs. If governor arm (9) becomes disengaged from
e. Remove gasket from between governor and en- serrated shaft, align index marks and install
gine mounting pad. arm on serrated shaft. The control arm
spring has approximately 1-1/2 turns pre-
14-11. CONTROL ARM AND BEARING ASSEMBLY. load.
Refer to figure 14-2.
g. Rotate and remove bearing race (3) from gover-
nor (1).
14-8 Change 1
TYPE A 1
NEN NNTNHETUMR
""NEGD LHA
BDOEC ED
1. Propeller Governor 4
2. High-RPM Stop Screw
3. Governor
4. Nut
Arm Extension O f
5. Control Rod End
6. Governor Control
5 4 6
TYPE Ñ
1
USED ON TURBOCHARGED ENGINES
AND NON-TURBOCHARGED ENGINE ,
ON THE MODEL U206 ',

'
O o
1. Propeller Governor
2. High-RPM Stop Screw 3
3. Arm and Bearing Assembly
4. Nut
5. Control Rod End
6. Governor Control
4
5 4 6
REFER TO FIGURE 14-2
Figure 14-3. Governor and Control Adjustments
Change 1 14-9
h. Reverse the preceding steps for reinstallation. the high-rpm at the maximum rated rpm for
a particular aircraft. Due to climatic condi-
14-13. INSTALLATION. tions, field elevation, low-pitch blade angle
a. Wipe governor and engine mounting pad clean. and other considerations, an engine may not
b. Install a new gasket on the mounting studs. In- reach rated rpm on the ground. It may be
stall gasket with raised surface of the gasket screen necessary to readjust the governor stop after
toward the governor. test flying to obtain maximum rated rpm when
c. Position governor on mounting studs, aligning airborne.
governor drive splines with splines in the engine and
install mounting nuts and washers. Do not force 14-15. RIGGING PROPELLER GOVERNOR CON-
spline engagement. Rotate engine crankshaft slightly TROL.
and splines will engage smoothly when properly a. Disconnect control end (5) from governor (1).
aligned. b. Place propeller control in cabin, full forward,
d. Connect governor control to governor and rig then pull it back approximately 1/8 inch and lock in
control as outlined in paragraph 14-15. this position. This will allow "cushion" to assure
e. Connect intake manifold balance tube, if removed• full contact with governor high-rpm stop screw.
Ensure all clamps are tight. c. Place governor arm against high-rpm stop
f. Reinstall all items removed for access· screw.
d. Loosen jam nuts and adjust control rod end
14-14. HIGH-RPM STOP ADJUSTMENT. Refer to until attaching holes align while governor arm is
figure 14-3. against high-rpm stop screw. Be sure to maintain
a. Remove engine cowling. sufficient thread engagement of the control and rod
b. (TYPE B.) Disconnect cabin heater inlet air end. If necessary, shift control in the clamps to
duct from nose cap. achieve this.
c. (TYPE A.) Remove plug button from left front e. Attach rod end to the governor. Be sure all
baffle. washers are installed correctly.
d. Remove safety wire and loosen the high-speed f. Operate the control to see that the governor arm
stop screw locknut. bottoms out against the low pitch stop and bottoms
e. Turn the stop screw IN to decrease maximum out against or a maximum of 12" from the high pitch
.
rpm and OUT to increase maximum rpm. One full stop on the governor before reaching the end of con-
turn of the stop screw causes a change of approxi- trol cable travel.
mately 25 rpm.
f. Tighten stop screw locknut, safety wire stop NOTE
screw and make propeller control linkage adjustment
as necessary to maintain full travel. Non-turbocharged engines on the Model P206
g. Install cabin heater inlet air duct or plug button are equipped with an offset extension to the
and install cowling. governor arm. The offset extension has an
h. Test operate propeller and governor· elongated slot to permit further adjustment.
The preceding steps may still be used as an
NOTE outline in the
rigging procedure. The result
of rigging, in all cases, is full travel of the
It is possible for either the propeller low governor arm (bottom out against both high
pitch (high-rpm) stop or the governor high- and low pitch stops) with some "cushion" at
rpm stop to be the high-rpm limiting factor· both ends of control travel.
It is desirable for the governor stop to limit
O Refer to the inspection chart in Section 2
for inspection and/or replacement inter-
val for the propeller control.
SHOP NOTES:
14-10 Change 1
SECTION 15
UTILITY SYSTEMS
TABLE OF CONTENTS Page
UTILITY SYSTEMS . . . . . . . . . . . .
15-1 Description . . . . . . . - · · · · 15-5
Heating System . . . . . . . . . . .
15-1 Maintenance Precautions . . . . . . .
15-6
Description . . . . . . . . . . . .
15-1 Replacement of Components . . . . .
15-6
Operation . . . . . . . . . . . . . .
15-1 Oxygen Cylinder General
Trouble Shooting . . . . . . . . . .
15-1 Information . . . . . . . . . . . .
15-6
Removal and Installation of Oxygen Cylinder Service
Components . . . . . . . . . . . .
15-3 Requirements . . . . . . . . . . .
15-10
Defroster System . . . . . . . . . . .
15-3 Oxygen Cylinder Inspection
Description . . . . . . . . . . . .
15-3 Requirements . . . . . . . . . . .
15-10
Operation . . . . . . . . . . . .
15-3 Oxygen System Component
Trouble Shooting . . . . . . . . . .
15-3 Service Requirements . . . . . . .
15-10
Removal and Installation of Oxygen System Component
Components . . . . . . . . . . .
15-3 Inspection Requirements . . . . . .
15-10
Ventilating System . . . . . . . . . . .
15-3 Masks and Hose . . . . . . . . . . .
15-10
Description . . . . . . . . . . . . .
15-3 Maintenance and Cleaning . . . . . .
15-10
Operation . . . . . . . . . . . . .
15-3 System Purging . . . . . . . . . . .
15-11
Trouble Shooting. . . . . . . . . . .
15-3 Functional Testing . . . . . . . . . .
15-11
Removal and Installation of System Leak Test . . . . . . . . . .
15-11
Components . . . . . . . . . . . .
15-3 System Charging . . . . . . . . . .
15-11
Oxygen System . . . . . . . . . . .
15-3
15-1. UTILITY SYSTEMS. control marked "CABIN HEAT", located on the in-
strument panel, regulates the volume of heated air
15-2. HEATING SYSTEM. entering the system. Pulling the heater control full
out supplies maximum flow, and pushing it in grad-
15-3. DESCRIPTION. On non-turbocharged air- ually decreases flow, shutting off flow completely
craft, the heating system is comprised of the heat when the control is pushed full in.
exchange section of the left exhaust muffler, a heat-
er valve, mounted on the left forward side of the 15-5. TROUBLE SHOOTING. Most of the opera-
firewall, a duct across the aft side of the firewall, tional troubles in the heating system are caused by
a push-pull control on the instrument panel, and flex- sticking or binding air valves and their controls,
ible ducts connecting the system. On aircraft with damaged air ducting, or defects in the exhaust muff-
turbocharged engines, the heating system consists of ler. In most cases, valves or controls can be freed
an opening in the left side of the nose cap, an exhaust by proper lubrication. Damaged or broken parts
shroud, a heater valve, mounted on the left forward should be repaired or replaced. When checking con-
side of the firewall, to which is attached an adapter trols, be sure valves respond freely to control move-
and a tube extending downward and overboard. The ment, that they move in the correct direction, and
system also includes a duct across the aft side of the that they move through their full range of travel and
firewall, a push-pull control on the instrument panel, seal properly. Check that hose are properly secured
and flexible ducts connecting the system. and replace hose that are burned, frayed or crushed.
If fumes are detected in the cabin, a very thorough
15-4. HEATER OPERATION. On airplanes with inspection of the exhaust muffler should be accom-
non-turbocharged engines, ram air is ducted through plished. Refer to the applicable paragraph in Section
an engine baffle and the heat exchange section of the 12 for the non-turbocharged engine exhaust system
left exhaust muffler, to the heater valve at the fire- inspection, or for the turbocharged engine, refer to
wall. On aircraft with turbocharged engines, ram Section 12A. Since any holes or cracks may permit
air is ducted through an opening in the left side of the exhaust fumes to enter the cabin, replacement of de-
nose cap, through an exhaust shroud, to the heater fective parts is imperative because fumes constitute
valve at the firewall. On both models, heated air an extreme danger. Seal any gaps in heater ducts
flows from the heater valve into a duct across the aft across the firewall with Pro-Seal #700 (Coast Pro-
side of the firewall, where it is distributed into the Seal Co., Los Angeles, California) compound, or
cabin. The heater valve, operated by a push-pull equivalent compound.
15-1
A THRU P20600644 & U20601614
BEGINNING WITH U20601615
112
5 15 .
14
13
10 A
Detail
20 )
2210 ' · 17
25 -. ...
-
21 n2e
22 etail A
25
NON-TURBOCHARGED 2g 26
ENGINES 27
32
*NEOPRENE COATED ASBESTOS SEAL 14
AND STAINLESS STEEL DOUBLER 3130
BEGINNING WITH U20601637 220
1. Retainer 17. Left Air Duct

2. Defroster Deflector 18. Tube
3. 19. 28
Cowl Deck Adapter
4. Defroster Outlet 20. Clamp
5. Washer 21. Hose
6. Cotter Pin 22. Shroud
7. Nut 23. Ram Air Intake 21
8. Valve 24. Valve Plate 19 ADAPTER
9. Screw 25. Valve Body
AND TUBE
10. Arm 26. Valve Seat USED ON
11. Clamp Bolt 27. Valve Extension TURBO-
12. Shaft 28. Reinforcement
CHARGED
13. Right Air Duct 29. Shim ENGINES
14. Cabin Heat Control 30. Spring
15. Defroster Control 31. Block
16. Defroster Hose 32. Roll Pin
33. Deflector Plate 9
Detail (
Figure 15-1. Heating and Defrosting Systems (Sheet 1 of 2)
15-2 Change 3
44
35
43
36 45
37
38 46
39
40 41 42 r
34
47
Detail E
Detail F
48
4
50
, E
55
o Detail G
G
34. Washer 41. Cover 49. Control Arm

35. Valve and Nozzle 42. Plenum 50. Spring
36. Arm Assembly 43. Retainer 51. Valve Plate
37. Roll Pin 44. Outlet Cover 52. Valve Seat
38. Shaft 45. Spacer 53. Nutplate
39. Valve Assembly 46. Screen 54. Valve Extension
40. Sta-Strap 47. Hose 55. Valve Body
48. Clamp
Figure 15-1. Heating and Defrosting Systems (Sheet 2 of 2)
Change 3 15-2A/(15-2B blank)

15-6. REMOVAL AND INSTALLATION OF COM- inboard leading edges of the wings. Each plenum
PONENTS. Figure 15-1 may be used as a guide for chamber is equipped with a valve which meters the
removal and installation of components of the heater incoming cabin ventilation air. This provides a
system. Cut replacement hose to length and install chamber for the expansion of cabin air which greatly
in the original routing. Trim hose winding shorter reduces inlet air noise. Filters at the air inlets are
than the hose to allow hose clamps to be fitted. De- primarily noise reduction filters. Forward cabin
fective heater valves should be repaired or replaced. ventilation is provided by two fresh airscoop doors,
Check for proper operation of valves and their con- one on each side of the fuselage, just forward of the
trols after installation or repair. front seats. The left scoop door is operated by a
control in the instrument panel marked "CABIN AIR, "
15-7. DEFROSTER SYSTEM. and the right scoop door is operated by a control in
the instrument panel marked "AUX CABIN AIR. "
15-8. DESCRIPTION. The system is composed of Fresh air from the scoop doors is routed to the duct
a duct across the aft side of the firewall, a defroster across the aft side of the firewall, where it is dis-
outlet, mounted in the left side of the cowl deck im- tributed into the cabin. As long as the "CABIN
mediately aft of the windshield, a defroster control HEAT" control is pushed full in, no heated air can
knob on the instrument panel, and flexible ducting enter the firewall duct; therefore, when the "CABIN
connecting the system. AIR" or "AUX CABIN AIR" controls are pulled out,
only fresh air from the scoops will flow through the
15-9. DEFROSTER OPERATION. Air from the duct duct into the cabin. As the "CABIN HEAT" control
across the aft side of the firewall flows through a is gradually pulled out, more and more heated air
flexible duct to the defroster outlet. The defroster will blend with the fresh air from the scoops and be
control operates a damper in the outlet to regulate distributed into the cabin. All of the controls may
the amount of air deflected across the inside surface be set at any position from full open to full closed.
of the windshield. The temperature and volume of
this air is controlled by the settings of the cabin 15-15. TROUBLE SHOOTING. Most of the opera-
heating system control. tional troubles in the ventilating system are caused
by sticking or binding of the lever in the inlet scoop
15-10. TROUBLE SHOOTING. Most of the opera- door or its control. The spring or plate in the ple-
tional troubles in the defrosting system are caused num chambers could also bind or stick, requiring
by sticking or binding of the damper in the defroster repair or replacement of the plenum chamber.
outlet or its control. Since the defrosting sykem Check the filter elements in the airscoops in the
depends on proper operation of the cabin heating sys- leading edges of the wings for obstructions. The
tem, refer to paragraph 15-5 for trouble shooting the elements may be removed and cleaned or replaced.
heating and defrosting system. Since air passing through the filters is emitted into
the cabin, do not use a cleaning solution which would
15-11. REMOVAL AND INSTALLATION OF COM- contaminate cabin air. The filters may be removed
PONENTS. Figure 15-1 may be used as a guide for to increase air flow. However, their removal will
removal and installation of components of the de- cause a slight increase in noise level,
frosting system. Cut replacement hose to length and
install in the original routing. Trim hose winding 15-16. REMOVAL AND INSTALLATION OF COM-
shorter than the hose to allow hose clamps to be fit- PONENTS. Figure 15-2 may be used as a guide for
ted. A defective defroster outlet should be repaired removal and installation of components of the venti-
or replaced. Check for proper operation of defroster lating system. Cut replacement hose to length and
outlet and its control after installation or repair. install in the original routing. Trim hose winding
shorter than the hose to allow hose clamps to be fit-
15-12. VENTILATING SYSTEM. ted. A defective plenum chamber should be repaired
or replaced. Check for proper operation of ventila-
15-13. DESCRIPTION. The system is comprised of ting controls after installation or repair.
two airscoops mounted in the inboard leading edge of
each wing, an adjustable ventilator mounted on each 15-17. OXYGEN SYSTEM.
side of the cabin near the upper corners of the wind-
shield, two plenum chambers mounted in the left and
right rear cabin wing root areas, two fresh airscoop
doors, one on each side of the fuselage, just forward Under NO circumstances should the ON-OFF
of the front seats, a control on the instrument panel control on the oxygen regulator be turned to
for each of these scoop doors and flexible ducting the "ON" position with the outlet (low pres-
connecting the system. sure) ports open to atmosphere. Operation
of these units in this manner will induce
15-14. VENTILATING SYSTEM OPERATION. Air serious damage to the regulators and having
received from scoops mounted in the inboard leading the following results:
edges of the wings is ducted to adjustable ventilators 1. Loss of outlet set pressure.
mounted on each side of the cabin near the upper cor- 2. Loss of oxygen flow through the regula-
ners of the windshield. Rear seat ventilation is pro- tor which will result in inadequate oxygen being fed
vided by plenum chambers mounted in the left and through the aircraft system.
right rear cabin wing root areas. These plenum 3. Internal leakage of oxygen through the
chambers receive ram air from the airscoops in the regulator.
15-3
SEE SHEET 2
3
1 2
SEE SHEET 2
C
1 9
10 2
13
1. Clamp 10. Screen 20. Seal

2. Retainer 11. Air Valve Assembly 21. Washer
3. Hose 12. Scoop Door 22. Washer
4. Fitting Assembly 13. Fuselage Skin 23. Nut
5. Air Scoop 14. Insert 24. Seal
6. Silencer Assembly 15. Screw 25. Tube Assembly
7. Inlet Assembly 16. Washer 26. Rib
8. Auxiliary Cabin Air Control 17. Knob 27. Nut Plate
9. Cabin Air Control 18. Outlet Assembly 28. Elbow Assembly
19. Bullet Catch
Figure 15-2. Forward and Overhead Ventilating System (Sheet 1 of 2)
Opening of the control lever with the outlet ports occur even by turning the control lever on and then
open to atmosphere, results in an "overshoot" of turning it quickly off.
the regulator metering device due to the extreme
flow demand through the regulator. After over- A potential hazard exists to aircraft in the field where
shooting, the metering poppet device goes into oscil- inexperienced personnel might remove the cylinder
lation, creating serious damage to the poppet seat and regulator assembly from the aircraft and for some
and diaphragm metering probe. This condition can reason, attempt to turn the regulator to the "ON"
15-4 Change 3
SEE SHEET 1
Detail
GASKET 5
BEGINNING 6
WITH 7
U20601755
'
a NOTE
11 Tighten nut (4) securely, and

12 cement to
plate (6) with an
13
epoxy base adhesive. Dome
(3) is sealed to body (16) at
final assembly with an epoxy
base adhesive.
16 15
17 14
Detail
18 I
19 7 10 11 18
1. Silencer Assembly 7. Washer 14. Hose

2. Bracket 8. Seal 15. Clamp
3. Dome 9. Cap 16. Valve Body
4. Nut 10. Spring 17. Escutcheon
5. Star Washer 11. Shaft 18. Knob
6. Plate 12, Spacer 19. Setscrew
13. Insulator
Figure 15-2. Overhead Ventilating System (Sheet 2 of 2)
position with the

outlet ports open. Unfortunately, and right cabin wing root areas and two in the over-
after the unitshave been improperly operated as head console, above the pilot and copilot. Oxygen
noted, there is no outward appearance indicating that mask and line assemblies are furnished with the sys-
damage has occurred. tem. The pilot's supply line is designed to provide
a greater flow of oxygen than the passenger's lines.
Testing these regulators should be accomplished only The pilot's oxygen mask is equipped with a micro-
after installation in the aircraft, with the "down- phone that is keyed by a switch button on the pilot's
stream" low pressure line attached. control wheel. A pressure gage is mounted in the
overhead console above the pilot and copilot. An ac-
15-18. DESCRIPTION. The system is comprised of cess plate is provided on the left side of the tailcone,
an oxygen cylinder and regulator assembly, filler just aft of the baggage door for filler valve access
valve, pressure lines and six outlets, four in the left on turbocharged aircraft. On non-turbocharged air-
Change 3 15-5
craft, the filler valve is located on the rear cabin 15-20. REPLACEMENT OF COMPONENTS. Re-
bulkhead thru 1972 Models. Beginning with 1973, moval, disassembly, assembly and installation of
the filler valve is located on the left tailcone. system components may be accomplished while using
figure 15-3 as a guide.
Oil, grease or other lubricants in contact

with high-pressure oxygen, create a seri- The pressure regulator, pressure gage and
ous fire hazard and such contact should be line and filler valve should be removed and
avoided. Do not permit smoking or open replaced only by personnel familiar with
flame in or near aircraft while work is per- high-pressure fittings. Observe the main-
formed on oxygen systems· tenance precautions listed in the preceding
paragraph.
15-19. MAINTENANCE PRECAUTIONS.
a. Working area, tools and hands must be clean. NOTE
b. Keep oil, grease, water, dirt, dust and all
other foreign matter from system. Oxygen cylinder and regulator assemblies
c. Keep all lines dry and capped until installed. may not always be installed in the field
d. Use only MIL-T-5542 thread compound or teflon exactly as illustrated in figure 15-3, which
lubricating tape on threads of oxygen valves, tubing shows factory installation. Important
connectors, fittings, parts of assemblies which might points to remember are as follows.
under any conditions, come in contact with oxygen.
The thread compound must be applied sparingly and a. Before removing cylinder, release low-pres-
carefully to only the first three threads of the male sure line by opening cabin outlets. Disconnect push-
fitting. No compound shall be used on aluminum pull control cable, filler line, pressure gage line
flared fittings or on the coupling sleeves or on the and outlet line from regulator. CAP ALL LINES
outside of the tube flares. The teflon tape shall be IMMEDIATELY.
used in accordance with the instructions listed fol- b. If it is necessary to replace filler valve O-rings,
lowing this step. Extreme care must be exercised remove parts necessary for access to filler valve.
to prevent the contamination of the thread compound Remove line from quick-disconnect valve at the
or teflon tape with oil, grease or other lubricant. regulator, then disconnect chain, but do not remove
1. Lay tape on threads close to end of fitting. cap from filler valve. Remove screws securing
Clockwise on standard threads, opposite on valve and disconnect pressure line. Referring to
left hand threads. applicable figure, cap pressure line and seat. Dis-
2. Apply enough tension while winding so tape assemble valve, replace O-rings and reassemble
forms into thread grooves. valve. Install filler valve by reversing procedures
3. After wrap is complete, maintain tension outlined in this step.
and tear tape by pulling apart in direction c. A cabin outlet is illustrated in figure 15-3. Re-
it was applied. Resulting ragged end is the pair kit, (part no. C166006-0108), available from
key to the tape staying in place. (If sheared the Cessna Service Parts Center, may be used for
or cut, tape may unwind.) replacement of components of the outlet assembly.
4. Press tape well into threads• d. To remove entire oxygen system, headliner
5. Make connections· must be lowered and soundproofing removed to ex-
e. Fabrication of oxygen pressure lines is not pose lines. Refer to Section 3 for headliner re-
recommended. Lines should be replaced by part moval.
numbers called out in the aircraft Parts Catalog.
f. Lines and fittings must be clean and dry. One 15-21. OXYGEN CYLINDER GENERAL INFORMA-
of the following methods may be used.
TION. The following information is permanently
1. Clean by degreasing with stabilized tri-
.
steel stamped on the shoulder, top head or neck of

chlorethylene, conforming to Federal Specifications
O-T-634 eaachC inednercys en
or MIL-T-27602. These items can be ob-
f ation, followed by service
tained from American Mineral Spirits of Houston, pressure (e.g. "ICC-3AA1800" and "ICC-3HT1850"
Texas,
for standard and light weight cylinders respectively).
NOTE NOTE
Most air compressors are oil lubricated, Effective 1 January, 1970, all newly-manu-
and a minute amount of oil may be carried factured cylinders are stamped "DOT" (De-
by the airstream. If only an oil lu. -icated
partment of Transportation), rather than

air compressor is available, drying must "ICC" (Interstate Commerce Commission).
be accomplished by heating at a tempera- An example of the new designation would be:
250° 300°F for "DOT-3HT1850".
ture of to a suitable period.
NOTE b. Cylinder serial number is stamped below or

directly following cylinder specification. The sym-
Cap lines at both ends immediately after bol of the purchaser, user or maker, if registered
drying to prevent contamination. with the Bureau of Explosives, may be located di-
15-6
NON-TURBOCHARGED
1 2
3
2L
5
10g 5
THRU P20600603 AND U20601444 APPLY LOCKTITE

TO GAGE GRADE C
1
4
11 4 2
10
TURBOCHARGED 12
13
Vent hole (11) in the regulator body must not be covered by control clamp installed around regulator body.
Low pressure relief valve (10) should not be removed except for replacement; it is installed in a specific
port only. Although the other three ports are common to each other, the low pressure relief valve port
is not. High pressure relief valve (7) should not be removed except for replacement. Although all other
high pressure ports are common to each other, the thread size is different for the high pressure relief valve.
1. ON-OFF Control 5. Regulator 10. Low Pressure Relief Valve

2. Cylinder 6. Low Pressure Line 11. Atmospheric Vent Hole
3. Filler Valve 7. High Pressure Relief Valve 12. Clamp
4. Quick-Disconnect Valve 8. Bracket 13. Mask Assembly
9. Plug
Figure 15-3. Oxygen System (Sheet 1 of 3)
rectly below or following the serial number. The first hydrostatic test (such as 4-69 for April 1969).
cylinder serial number may be stamped in an alter- The dash between the month and the year figures
nate location on the cylinder top head. may be replaced with the mark of the testing or in-
c. Inspector's official mark near serial number. spection agency (e.g. 4L69).
d. Date of manufacture: This is the date of the
15-7
2 3 P20600604 THRU
NON-TURBOCHARGED 1 P20600648 AND
U20601445 THRU
4 U20601700
A e
BEGINNING
WITH U20601701
Detail
P20600604 THRU 1
P20600648 AND
U20601445 THRU
U20601700 -2
A 4
TURBOCHARGED
5 g
BEGINNING y
WITH U20601701
6
1
1. ON-OFF Control 3. Filler Valve 6. Low- Pressure Line

2. Cylinder 4. Quick-Disconnect Valve 7. Plug
5. Regulator
15-8
TURBOCHARGED
THRU P20600603 AND U20601444
1 10
2 132
FILLERVALVE DETAILS
NON-TURBOCHARGED
16
NOTE
When replacing O-rings (6), 11

3
0
4 order by part number listed
5 in Parts Catalog.
6
OUTLET 19
Detail 15
1. Adapter 14. Arm

2. Spacer 15. Cover
3. Housing 16. Knob 14
4. Filter 17. Outlet
5. Poppet 18. Pressure Gage 16
6. O-Ring 19. Lock Ring
7. Flange 20. Cover BEGINNING WITH P20600604 AND U20601445
8. Cap and Chain Assembly 21. Escutcheon
9. Cover 22, Core
10. Pressure Gage Line 23. Spring
11. Low Pressure Line 24. Jam Nut
12. ON-OFF Control 25. Base
13. Bracket

15-9
e. Hydrostatic test date: The dates of subsequent hydrostatic test.
hydrostatic tests shall be steel stamped (month and b. FILLER VALVE. The valve shall be functional-
year) directly below the original manufacture date. ly tested every two years and overhauled every five
The dash between the month and year figures can be years or at time of hydrostatic test.
replaced with the mark of the testing agency. c. QUICK-RELEASE COUPLING. The coupling
f. A Cessna identification placard is located near shall be functionally tested every two years and
the center of the cylinder body. overhauled every five years or at time of hydrostatic
g. Halogen test stamp: "Halogen Tested", date of test.
test (month, day and year) and inspector's mark d. PRESSURE GAGE. The gage shall be checked
appears directly underneath the Cessna identification for accuracy and overhauled by an FAA approved
placard. facility every five years.
e. OUTLETS. The outlets shall be disassembled
15-22. OXYGEN CYLINDER SERVICE REQUIRE- and inspected and the sealing core replaced, re-
MENTS. gardless of condition, every five years.
a. Hydrostatic test requirements:
1. Standard weight (ICC or DOT-3AA1800) 15-25. OXYGEN SYSTEM COMPONENT INSPEC-
cylinders must be hydrostatically tested to 5/3 their TION REQUIREMENTS.
working pressure every five years commencing with a. Examine all parts for cracks, nicks, damaged
the date of the last hydrostatic test. threads or other apparent damage.
2. Light weight (ICC or DOT-3HT1850) cylin- b. Actuate regulator controls and valve to check
ders must be hydrostatically tested to 5/3 their for ease of operation.
working pressure every three years commencing c. Determine if the gage is functioning properly
with the date of the last hydrostatic test. by observing the pressure build-up and the return to
b. Service life requirements: zero when the system oxygen is bled off.
1. Standard weight (ICC or DOT-3AA1800) d. Replace any oxygen line that is chafed, rusted,
cylinders have no age life limitations and may con- corroded, dented, cracked or kinked.
tinue to be used until they fail hydrostatic test. e. Check fittings for corrosion around the thread-
2. Light weight (ICC or DOT-3HT1850) cylin- ed area where lines are joined together. Pressur-
ders must be retired from service after 12 years ize the system and check for leaks.
or 4, 380 filling cycles after date of manufacture,
whichever occurs first. 15-26. MASKS AND HOSE.
a. Check oxygen masks for fabric cracks and rough
NOTE face seals. If the mask is a full-faced model, in-
spect glass or plastic for cleanliness and state of
These test periods and life limitations are repair.
established by the Interstate Commerce b. Flex the mask hose gently over its entirety and
Commission Code of Federal Regulations, check for evidence of deterioration or dirt.
Title 49, Chapter 1, Para. 73. 34. c. Examine mask and hose storage compartment
for cleanliness and general condition.
15-23. OXYGEN CYLINDER INSPECTION REQUIRE-
MENTS. 15-27. MAINTENANCE AND CLEANING.
a. Inspect the entire exterior surface of the cylin- a. Clean and disinfect maskassemblies after use,
der for indication of abuse, dents, bulges and strap as appropriate.
chafing.
b. Examine the neck of cylinder for cracks, dis- NOTE
tortion or damaged threads.
c. Check the cylinders to determine if markings Use care to avoid damaging microphone
are legible. assembly while cleaning and sterilizing.
d. Check date of last hydrostatic test. If the peri-
odic retest date is past, do not return the cylinder b. Wash mask with a mild soap solution and rinse
to service until the test has been accomplished. it with clear water.
e. Inspect the cylinder mounting bracket, bracket c. To sterilize, swab mask thoroughly with a
hold-down bolts and cylinder holding straps for gauze or sponge soaked in a water/merthiolate so-
cracks, deformation, cleanliness, and security of lution. This solution should contain 1/5 teaspoon of
attachment. merthiolate per one quart of water. Wipe the mask
f. In the immediate area where the cylinder is with a clean cloth and let air dry.
stored or secured, check for evidence of any types d. Observe that each mask breathing tube end is
of interference, chafing, deformation or deterio- free of nicks and that the tube end will slip into the
ration. cabin oxygen receptacle with ease and will not leak.
e. If a mask assembly is defective (leaks, does not
15-24. OXYGEN SYSTEM COMPONENT SERVICE allow breathing or contains a defective microphone)
REQUIREMENTS. it is advisable to return the mask assembly to the
a. PRESSURE REGULATOR. The regulator shall manufacturer or a repair station.
be functionally tested every two years or 1, 000 hours f. Replace hose if it shows evidence of deterio-
for aircraft operating under 15, 000 ft. and one year ration.
for aircraft operating over 15, 000 ft. The regulator g. Hose may be cleaned in the same manner as the
shall be overhauled every five years ao at time of mask.
15-10
15-28. SYSTEM PURGING. Whenever components
have been removed and reinstalled or replaced, it is
advisable to purge the system. Charge oxygen sys- Do not attempt to tighten any connections
tem in accordance with procedures outlined in para- while the system is charged.
graph 15-31. Plug masks into all outlets and turn
the pilot's control to ON position and purge system 15-31. SYSTEM CHARGING.
by allowing oxygen to flow for at least 10 minutes.
Smell oxygen flowing from outlets and continue to
purge until system is odorless. Refill cylinders as
required during and after purging. BE SURE TO GROUND AIRCRAFT AND
GROUND SERVICING EQUIPMENT BE-
15-29. FUNCTIONAL TESTING. Whenever the reg- FORE CHARGING OXYGEN SYSTEM.
ulator and cylinder assembly has been replaced or
overhauled, perform the following flow and internal a. Do not attempt to charge oxygen cylinders if
leakage tests to check that the system functions prop- servicing equipment fittings or filler valve are
erly. corroded or contaminated. If in doubt, clean with
a. Fully charge oxygen system in accordance with stabilized trichlorethylene and let air dry. Do not
procedures outlined in paragraph 15-31. allow solvent to enter any internal parts.
b. Disconnect line and fitting assembly from pi- b. If cylinder is completely empty, do not charge,
lot's mask and line assembly. Insert outlet end of as the cylinder must then be removed, inspected
line and fitting assembly into cabin outlet and attach and cleaned.
opposite end of line to a pressure gage (gageshould
be calibrated in one-pound increments from 0 to 100
PSI). Place control lever in ON position. Gage
pressure should read 75±10 PSI. A cylinder which is completely empty may
c. Insert mask and line assemblies into all re- well be contaminated. The regulator and
maining cabin outlets. With oxygen flowing from all cylinder assembly must then be disas-
outlets, test gage pressure should still be 75±10 PSI. sembled, inspected and cleaned by an FAA
d. Place oxygen control lever in OFF position and approved facility, before filling. Con-
allow test gage pressure to fall to O PSI. Remove tamination, as used here, means dirt, dust
all adapter assemblies except the one with the pres- or any other foreign material, as well as
sure gage. The pressure must not rise above 0 PSI ordinary air in large quantities. If a gage
when observed for one minute. Remove pressure line or filler line is disconnected and the
gage and adapter from oxygen outlet. fittings capped immediately, the cylinder
will not become contaminated unless tem-
NOTE perature variation has created a suction
within the cylinder. Ordinary air contains
If pressures specified in the foregoing pro- water vapor which could condense and
cedures are not obtained, the oxygen reg- freeze. Since there are very small orifices
ulator is not operating properly. Remove in the system, it is very important that
and replace cylinder-regulator assembly this condition not be allowed to occur.
with another unit and repeat test procedure.
c. Connect cylinder valve outlet or outside filler
e. Connect mask and line assemblies to each cabin valve to manifold or portable oxygen cascade.
outlet and check each mask for proper operation. d. Slowly open valve on cascade cylinder or mani-
f. Check pilot's mask microphone and control fold with lowest pressure, as noted on pressure gage,
wheel switch for proper operation. After checking, allow pressure to equalize, then close cascade cy-
return all masks to mask case. linder valve.
g. Recharge oxygen system in accordance with e. Repeat this procedure, using a progressively
procedures outlined in paragraph 15-31. higher pressure cascade cylinder, until system has
been charged to the pressure indicated in the chart
15-30. SYSTEM LEAK TEST. When oxygen is being immediately following step "f" of this paragraph.
lost from a system through leakage, a sequence of f. Ambient temperature listed in the chart is the
steps may be necessary to locate the opening. Leak- air temperature in the area where the system is to
age may often be detected by listening for the dis- be charged. Filling pressure refers to the pres-
tinct hissing of escaping gas. If this check proves sure to which aircraft cylinders should be filled.
negative, it will be necessary to soap-test all lines This table gives approximations only and assumes
25°F.
and connections with a castile soap and water so- a rise in temperature of approximately due
lution or specially compounded leak-test material. to heat of compression. This table also assumes
Make the solution thick enough to adhere to the con- the aircraft cylinders will be filled as quickly as pos-
tours of the fittings. At the completion of the leak- sible and that they will only be cooled by ambient
age test, remove all traces of the leak detector or air; no water bath or other means of cooling be used.
soap and water solution. Example: If ambient temperature is 70°F., fill
15 -11
NOTE
Each interconnected series of oxygen cylinders is

equipped with a single gage. The trailer type
cascade may also be equipped with a nitrogen cyl-
inder (shown reversed) for filling landing gear
accumulators, etc. Cylinders are not OXYGEN CYLINDER
struts,
available for direct purchase, but are usually
leased and refilled by a local compressed gas NITROGEN CYLINDER
supplier.
PRESSURE GAGE
OXYGEN PURIFIER
W/REPLACEABLE
CARTRIDGE
Figure 15-4. Portable Oxygen Cascades
aircraft cylinders to approximately 1, 975 psi or as TABLE OF FILLING PRESSURES

close to this
pressure as the gage may read. Upon
cooling, cylinders should have approximately 1, 850 Ambient Filling Ambient Filling
psi pressure. Temp. Press. Temp. Press.
°F
F psig psig
0 1650 50 1875
10 1700 60 1925
20 1725 70 1975
30 1775 80 2000
40 1825 90 2050
SHOP NOTES:
15-12
SECTION 16
INSTRUMENTS AND INSTRUMENT SYSTEMS
INSTRUMENTS AND INSTRUMENT SYSTEM 16-1 Description . . . . . . . . . . . .

16-15
General . . . . . . . . . . . . . . .
16-1 Trouble Shooting-Fuel Flow Indicator .
16-15
Instrument Panel . . . . . . . . . . .
16-1 Trouble Shooting-Manifold Pressure
Description . . . . . . . . . . . . .
16-2 Gage • · - - - - - - . . . . . . . 16-16
Removal and Installation . . . . . . .
16-2 Cylinder Head Temperature Gage . . . .
16-17
Shock Mounts . . . . . . . . . . . . .
16-4 Description • • • • • • • • • . . . .
16-17
Instruments . . . . . . . . . . . . . .
16-4 Trouble Shooting . - · · · · · · · ·
16-17
Removal . . . . . . . . . . . . . .
16-4 Oil Pressure Gage . . . . . . . . . .
16-17
Installation . . . . . . . . . . . . .
16-4 Description · · - · · · · · · · · ·
16-17
Pitot and Static Systems . . . . . . . .
16-4 Trouble Shooting • - · · · · .. . . .
16-18
Description . . . . . . . . . . . . .
16-4 Oil Temperature Gage . . . . . . . . .
16-18
Maintenance . . . . . . . . . . . .
16-5 Description • - · · · · · · · · · ·
16-18
Static Pressure System Inspection and Fuel Quantity Indicating System . . . .
16-18
Leakage Test . . . . . . . . . . .
16-5 Description . • • • • • • • . . . .
16-18
Pitot System Inspection and Trouble Shooting . . . . . . . . . .
16-18A
Leakage Test . . . . . . . . . . .
16-5 Transmitter Calibration . . . . . . .
16-18A
Blowing Out Lines . . . . . . . . . .
16-5 Removal and Installation
Removal and Installation of . . . . .
16-7 Fuel Quantity Transmitter . . . . .
16-18A
Trouble Shooting-Pitot Static System .
16-7 Removal and Installation Heat Sink . .
16-19
True Airspeed Indicator . . . . . . .
16-7 Hourmeter . . . . . . . . . . . . . .
16-19
Trouble Shooting-Airspeed Indicator . .
16-8 Description · · · · - · · · · · · . .
16-19
Trouble Shooting-Altimeter . . . . . .
16-9 Economy Mixture Indicator . . . . . . .
16-20
Trouble Shooting-Vertical Speed Description . . . . . . . . . . . .
16-20
Indicator . . . . . . . . . . . . .
16-9 Trouble Shooting . . . . . . . . . .
16-20
Trouble Shooting-Pitot Tube Heater . .
16-10 Calibration . . . . . . . . . . . .
16-20
Vacuum System . . . . . . . . . . . .
16-10 Removal and Installation . . . . . .
16-20
Description . . . . . . . . , . . . .
16-10 Magnetic Compass . . . . . . . . . . .
16-20
Trouble Shooting-Vacuum System Description . . . . . . . . . . . . . .
16-20
(Wet) . . . . . . . . . . . . . .
16-10 Stall Warning Horn and Transmitter . . . .
16-20
Trouble Shooting-Vacuum System Description . . . . . . . . . . . . . .
16-20
(Dry) . . . . . . . . . . . . . .
16-12A Turn-and-Slip Indicator . . . . . . . . .
16-21
Trouble Shooting-Gyros . . . . . . .
16-13 Description . . . . . . . . . . . . . .
16-21
Trouble Shooting-Vacuum Pump (Wet) .
16-14 Trouble Shooting . . . . . . . . . . .
16-21
Trouble Shooting-Vacuum Pump (Dry) .
16-14 Turn Coordinator . . . . . . . . . . . .
16-22
Removal and Installation of . . . . .
16-14A Description . . . . . . . . . . . . . .
16-22
Cleaning . . . . . . . . . . . . . .
16-14A Trouble Shooting . . . . . . . . . . .
16-22
Vacuum Relief Valve Adjustment . . .
16-14A Electric Clock . . . . . . . . . . . . .
16-23
Engine Indicators . . . . . . . . . . .
16-15 Description . . . . . . . . . . . . .
16-23
Tachometer ............
WingLeveler..............16-23
Description . . . . . . . . . . . .
16-15 Description . . . . . . . . . . . . . .
16-23
Manifold Pressure/Fuel Flow Indicator .
16-15 Rigging. . . . . . . . . . . . . . . .
16-23
16-1. INSTRUMENT AND INSTRUMENT SYSTEMS. and correct them, up to the defective instrument it-
self, at which point instrument technicians should
16-2. GENERAL. This section describes typical be called in. Some instruments, such as fuel quan-
instrument installations and the systems operating tity and oil pressure gages, are so simple and inex-
them, with emphasis on trouble shooting and correc- pensive repairs usually will be more costly than a
tive measures for the systems themselves. It does new instrument. On the other hand, aneroid and
NOT deal with specific instrument repairs since this gyro instruments usually are well worth repairing.
usually requires special equipment and data and The words "replace instrument" in the text, there-
should be handled by instrument specialists. Federal fore, should be taken only in the sense of physical
Aviation Regulations require malfunctioning instru- replacement in aircraft. Whether replacement is
ments be sent to an approved instrument overhaul to be with a new instrument, an exchange or orig-
and repair station or returned to manufacturer for inal instrument is to be repaired must be decided on
servicing. Our concern here is with preventive basis of individual circumstances.
maintenance on various instrument systems and cor-
rection of system faults which result in instrument 16-3. INSTRUMENT PANEL. (Refer to figure
malfunctions. The descriptive material, maintenance 16-1.)
and trouble shooting information in this section is in-
tended to help the mechanic determine malfunctions 16-4. DESCRIPTION. The instrument panel assem-
Change 1 16-1
3 15
4
3 16 >
2
1
12 11 7 10 Detail A
G 7N4GMODELS
6
1
BEGINNING
DE2LS
M
12 11 10 g
1. Nut 11. Switch and Circuit Breaker Panel 15
2. Washer 12. Protective Padding
3. Lock Washer 13. Windshield
4. Shock Mount 14. Guide Pin
5. Ground Strap 15. Velcro Hook
6. Shock-Mounted Panel 16. Velcro Pile
7. Radio Switch Panel 17. Shim 16 Detail A
8. Fuel and Engine Instruments 18. Grommet
9. Heating and Vent Controls 19. Decorative Cover THRU 1973 MODELS
10. Engine Controls 20. Instrument Panel
Figure 16-1. Typical Instrument Panel Installation
bly consists of a stationary, removable and shock- The shock mounted panel is secured to the removable
mounted panel. The stationary panel, normally NOT panel with rubber shock-mounts. To remove flight in-
considered removable, contains instruments such as strument panel proceed as follows:
tachometer, manifold/fuel pressure, fuel and oil a. Thru 1971 Models remove retainer clips securing
gages. The removable panel contains flight instru- decorative cover by carefully prying under clip buttons.
ments such as airspeed, vertical speed and altimeter Beginning with 1972 Models covers are installed with
which ARE NOT sensitive to vibration. The shock- Velcro fasteners,beginning with 1974 models a comb-
mounted panel, located in the removable panel, con-
ination of Velcro fasteners, guide pins andgrommet
tains the major flight instruments such as horizon¯ arrangement is used to install the decorative covers.
tal and directional gyros which ARE affected by vi- To remove, pull gently on the cover until released.
bration. Most of the instruments are screw-mounted
b. Remove control knobs or switches from panel as
on the panel.
necessary and remove panel.
16-5. REMOVAL AND INSTALLATION. The station- c. Remove screws securing panel to stationary
ary panel is secured to engine mount stringers and or- panel, tag and disconnect instrument wiring and
dinarily not considered removable. The removable plumbing and pull panel straight back.
panel is secured to the stationary panel with screws.
16-2 Change 2
* P206-0520 AND ON
U206-0276 THRU U20601596,
13 U20601619 THRU U20601632
** U20601597 THRU U20601618, ,

'
U20601633 AND ON
'
15
12
17 D
14 '
19**
19
STANDARD INSTALLATION
ALTERNATE SOURCE INSTALLATION
Detail 9
Detail A
521
0 e 20
10
11 ---24
11
N12
Detail g 23 BEGINNING WITH 11 Detail D

AIRCRAFT SERIAL BEGINNING WITH U20601661
U20602236 THRU U20602235
1. Line (To Right Sump) 9. Spacer 17. Bracket

2. Altimeter 10. Clamp 18. Line (To Sumps)
3. Vertical Speed Indicator 11. Screw 19. Valve
4. Airspeed Indicator 12. Sump 20. Static Port
5. Line (To Pitot Tube) 13. Line (Airspeed to Left Sump) 21. Connector
6. Line (Airspeed to Left Sump) 14. Insert 15. 22. Pitot Tube Mast Body
7. Stringer 15. Line (To Instruments) 23. Heater Element
8. Nutplate 16. Line (To Alternate Air) 24. Sta-Strap
Figure 16-2. Pitot-Static Systems
Change 1 16-3
NOTE
7
Do not overtighten screws (2) and do not
lubricate any parts.
5
Use spacers (6) as required for adequate
friction on ring assembly (4).
1 NOTE
Specific airspeed indicators, listed

by part number in applicable Parts
Catalogs, must be used in the true air-
speed installation. Internal mechanism,
face plate, and calibration are different
from those of a standard instrument.
1. Instrument Panel Cover 5. Instrument Panel

2. Mounting Screw 6. Spacer
3. Retainer 7. Airspeed Indicator
4. True Airspeed Ring 8. Nut
Figure 16-3. True Airspeed Indicator
NOTE to prevent thread damage and entrance of foreign

matter. Wire terminals should be insulated or tied
If panel is to be removed from aircraft, up so they will not ground accidentally or short-
remove control wheel. circuit on another terminal.
d. To remove shock-mounted panel remove nuts 16-9. INSTALLATION. Generally, installation pro-
from shock mounts and pull panel straight back. cedure is the reverse of removal procedure. Make
e. Reverse preceding steps for installation. sure mounting screw nuts are tightened firmly, but
do not overtighten, particularly on instruments hav-
NOTE ing plastic cases. The same rule generally applies
to connecting plumbing and wiring.
A light coat of paraffin, beeswax or soap on
prongs of retainer clips will ease installation. NOTE
16-6. SHOCK MOUNTS. Service life of instruments All instruments (gagesand indicators), re-
is directly related to adequate shock-mounting of quiring a thread seal or lubricant, shall be
panel. If removal of panel is necessary, check installed using teflon tape on male fittings
mounts for deterioration and replace as necessary. only. This tape is available through Cessna
Service Parts Center.
16-7. INSTRUMENTS. (Refer to figure 16-1.)
When replacing an electrical gage in an instrument
16-8. REMOVAL. Most instruments are secured to cluster assembly, avoid bending pointer or dial
panel with screws inserted through panel face, under plate. Distortion of dial or back plate could change
decorative cover. To remove an instrument, remove calibration of gages.
decorative cover, disconnect plumbing or wiring to
instrument concerned, remove retainer screws and 16-10. PITOT AND STATIC SYSTEMS. (Refer to
take instrument out from behind, or, in some cases figure 16-2.)
from front of instrument panel. Instrument clusters
are installed as units, secured by a screw on each 16-11. DESCRIPTION. The pitot system conveys
corner of cluster. Cluster must be removed from ram air pressure to the airspeed indicator. The
panel to replace an individual gage. In all cases static system vents vertical speed indicator, alti-
when an instrument is removed, lines or wires meter and airspeed indicator to atmospheric pres-
disconnected from it should be protected. Cap open sure through plastic tubing connected to static ports.
lines and cover pressure connections on instrument
16-4
A static line sump is installed at each source button 100 feet of altitude loss as indicated on altimeter.
to collect condensation in static system. Beginning h. If leakage rate is within tolerance, slowly re-
with 1974 models a new smaller diameter static line lease suction source, then remove tape used to
sump is installed and is located on the firewall. An seal static source.
alternate static source may be installed and is used
only in emergencies. When used as a static source NOTE
on Aircraft Serials thru U20601632 the cabin air
becomes another source of static air and the external If leakage rate exceeds maximum allowable,
source is not shut off unless totally obstructed. Be- first tighten all connections, then repeat
ginning with Serial U20601633 the static source valve leakage test. If leakage rate still exceeds
is so connected to the system that when the control is maximum allowable, use following procedure.
pulled on the external source is mechanically shut off
and the cabin air becomes the only source of static i. Disconnect static pressure lines from airspeed
air. When used as a static source, cabin pressure is indicator and vertical speed indicator. Use suitable
substituted for atmospheric pressure, causing instru- fittings to connect lines together so altimeter is the
ment readings to vary from normal. Refer to Owner's only instrument still connected into static pressure
Manual for flight operation using alternate static system.
source pressure. A pitot tube heater and stall warn- j. Repeat leakage test to check whether static pres-
ing heater may be installed. The heating elements sure system or the removed instruments are cause of
are controlled by a switch at the instrument panel and leakage. If instruments are at fault, they must be
powered by the electrical system. repaired by an "appropriately rated repair station"
or replaced. If static pressure system is at fault,
16-12. MAINTENANCE. Proper maintenance of use following procedure to locate leakage.
pitot and static system is essential for proper opera_ k. Attach a source of positive pressure to static
tion of altimeter, vertical speed and airspeed indi- source opening. Figure 16-4 shows one method of
cators. Leaks, moisture and obstructions in pitot obtaining positive pressure.
system will result in false airspeed indications,
while static system malfunctions will affect readings
of all three instruments. Under instrument flight
conditions, these instrument errors could be hazar- Do not apply positive pressure with airspeed
dous. Cleanliness and security are the principal indicator or vertical speed indicator connect-
rules for system maintenance. The pitot tube and ed to static pressure system.
static ports MUST be kept clean and unobstructed.
1. Slowly apply positive pressure until altimeter
16-13. STATIC PRESSURE SYSTEM INSPECTION indicates a 500-foot decrease in altitude and main-
AND LEAKAGE TEST. The following procedure tain this altimeter indication while checking for leaks.
outlines inspection and testing of static pressure Coat line connections, static pressure alternate
system, assuming altimeter has been tested and in- source valve and static source flange with solution of
spected in accordance with current Federal Aviation mild soap and water, watching for bubbles to locate
Regulations. leaks.
a. Ensure static system is free from entrapped m. Tighten leaking connections. Repair or replace
moisture and restrictions. parts found defective.
b. Ensure no alterations or deformations of air n. Reconnect airspeed and vertical speed indicators
frame surface have been made which would affect into static pressure system and repeat leakage test
the relationship between air pressure in static pres- per steps "c" thru "h".
sure system and true ambient static air pressure for
any flight configuration. 16-14. PITOT SYSTEM INSPECTION AND LEAKAGE
c. Seal off one static pressure source opening with TEST. To check pitot system for leaks, fasten a
plastic tape. This MUST be an air-tight seal. piece of rubber or plastic tubing over pitot tube, close
d. Close static pressure alternate source valve, if opposite end of tubing and slowly roll up tube until
installed. airspeed indicator registers in cruise range. Se-
e. Attach a source of suction to remaining static cure tube and after a few minutes recheck airspeed
pressure source opening. Figure 16-4 shows one indicator. Any leakage will have reduced the pres-
method of obtaining suction. sure in system, resulting in a lower airspeed indi-
f. Slowly apply suction until altimeter indicates a cation. Slowly unroll tubing before removing it, so
1000-foot increase in altitude. pressure is reduced gradually. Otherwise instru-
ment may be damaged. If test reveals a leak in sys-
tem, check all connections for tightness.
When applying or releasing 16-15. BLOWING OUT LINES. Although pitot sys-
suction, do not
exceed range of vertical speed indicator or tem is designed to drain down to pitot tube opening,
airspeed indicator. condensation may collect at other points in system
and produce a partial obstruction. To clear line,
g. Cut off suction source to maintain a "closed" disconnect at airspeed indicator. Using low pres-
system for one minute. Leakage shall not exceed sure air, blow from indicator end of line toward
pitot tube.
Change 1 16-5
THICK-WALLED
SURGICAL HOSE
PRESSURE
RREESSURE BSLEEDED-OFF
AIR BULB
WITH CHECK ye
VALVES
CLAMP
CLAMP
THICK-WALLED
SURGICAL HOSE
CHECK VALVE
NOTE
Air bulb with check valves may be obtained

locally from a surgical supply company.
SUCTION CHECK VALVE This is the type used in measuring blood
pressure.
TO APPLY SUCTION:
1. Squeeze air bulb to expel as much air as possible.
2. Hold suction hose firmly against static pressure source opening.
3. Slowly release air bulb to obtain desired suction, then pinch hose shut tightly to trap suction in
system.
4. After leak test, release suction slowly by intermittently allowing a small amount of air to enter
static system. To do this, tilt end of suction hose away from opening, then immediately tilt it
back against opening. Wait until vertical speed indicator approaches zero, then repeat. Con-
tinue to admit this small amount of air intermittently until all suction is released, then remove
test equipment.
TO APPLY PRESSURE:
(CAUTION)
Do not apply positive pressure with airspeed indicator or vertical speed
indicator connected into static system.
1. Hold pressure hose firmly against static pressure source opening.
2. Slowly squeeze air bulb to apply desired pressure to static system. Desired pressure may be
maintained by repeatedly squeezing bulb to replace any air escaping through leaks.
3. Release pressure by slowly opening pressure bleed-off screw, then remove test equipment.
Figure 16-4. Static System Test Equipment

16-6
16-16. REMOVAL AND INSTALLATION.
(Refer to figure 16-2.) To remove pitot mast
through remove four mounting screws on side of
Never blow pitot or static lines toward
instruments. connector (21) and pull mast out of connector far
enough to disconnect pitot line (5). Electrical con-
Like pitot lines, static pressure lines must be kept nections to heater assembly (if installed) may be
clear and connections tight. All models have static disconnected through wing access plate just inboard
source sumps which collect moisture of mast. Pitot and static lines are removed in the
and keep sys
tem clear. However, when necessary, usual manner, after removing wing access plates,
disconnect
static line at first instrument to which it is connect- lower wing fairing strip and upholstery as required.
ed, then blow line clear with low-pressure Installation of tubing will be simpler if a guide wire
air.
is drawn in as tubing is removed from wing. The
NOTE
tubing may be removed intact by drawing it out
through cabin and right door. When replacing com-
On aircraft ponents of pitot and static pressure systems, use
equipped with alternate static anti-seize compound sparingly on male threads on
source, use same procedure, opening
alternate both metal and plastic connections. Avoid excess
static source valve momentaril
to clear line, then close valve and clear compound which might enter lines. Tighten con-
nections firmly, but avoid overtightening and dis-
remainder of system
torting fittings. If twisting of plastic tubing is
encountered when tightening fittings, VV-P-236
Check all static pressure line connections for ti ht-
n ess. If h oses or hose connections are used, check (USP Petrolatum), may be applied sparingly between
for general condition and clamps for security. Re-
tubing and fittings.
place hoses which have cracked, hardened or show
other signs of deterioration.
16-17. TROUBLE SHOOTING--PITOT STATIC SYSTEM.
TROUBLE PROBABLE CAUSE REMEDY
LOW OR SLUGGISH AIRSPEED Pitot tube obstructed, leak or Test pitot tube and line for leaks
INDICATION. (Normal altimeter obstruction in pitot line. or obstructions. Blow out tube
and vertical speed.) and line, repair or replace dam-
aged line.
INCORRECT OR SLUGGISH Leaks or obstruction in static Test line for leaks and obstruc-
RESPONSE. (all three line. tions. Repair or replace line,
instruments, ) blow out obstructed line,
16-18. TRUE AIRSPEED INDICATOR. A true air- on adjustable ring aligns with 120 mph on indicator.
60°F
speed indicator may be installed. This indicator, Holding this setting, move retainer (3) until
equipped with a conversion ring, may be rotated until aligns with zero pressure altitude, then tighten
pressure altitude is aligned with outside air tempera- mounting screws (2) and replace decorative cover.
ture, then airspeed indicated on instrument is read
as true airspeed on adjustable ring. Refer to figure NOTE
16-3 for removal and installation. Upon installation,
before tightening mounting screws (2), calibrate the On indicators graduated in knots, use 105
instrument as follows: Rotate ring (4) until 120 mph knots instead of 120 miles per hour in the
above calibration procedure.
SHOP NOT ES:
Change 3 16-7
16-19. TROUBLE SHOOTING--AIRSPEED INDICATOR.
HAND FAILS TO RESPOND. Pitot pressure connection not Test line and connection for leaks.
properly connected to pres- Repair or replace damaged line,
sure line from pitot tube. tighten connections.
Pitot or static lines clogged. Check line for obstructions. Blow
out lines.
INCORRECT INDICATION Leak in pitot or static lines. Test lines and connections for
OR HAND OSCILLATES. leaks. Repair or replace dam-
aged lines, tighten connections.
Defective mechanism or Substitute known-good indicator

leaking diaphragm. and check reading. Replace
instrument.
Leaking diaphragm. Substitute known-good indicator

and check reading. Replace
instrument.
Alternate static source valve Check visually. Close for

open. THRU U20601596, normal operation.
(Refer to Paragraph 16-11) U20601619 THRU U20601632
AND THRU P20601587.
HAND VIBRATES. Excessive vibration. Check panel shock mounts. Re-

place defective shock mounts.
Excessive tubing vibration. Check clamps and line connections

for security. Tighten clamps and
connections, replace tubing with
flexible hose.
SHOP NOTES:
16-8 Change 1
16-20. TROUBLE SHOOTING--ALTIMETER
INSTRUMENT FAILS TO Static line plugged. Check line for obstructions.

OPERATE. Blow out lines.
Defective mechanism. Substitute known-good alti-

meter and check reading.
Replace instrument.
INCORRECT INDICATION. Hands not carefully set. Reset hands with knob.
Leaking diaphragm. Substitute known-good alti-

meter and check reading.
Replace instrument.
Pointers out of calibration. Compare reading with known-

good altimeter. Replace
instrument.
HAND OSCILLATES. Static pressure irregular. Check lines for obstruction

or leaks. Blow out lines,
tighten connections.
Leak in airspeed or vertical Check other instruments and

speed indicator installations. system plumbing for leaks.
Blow out lines, tighten con-
nections.
16-21. TROUBLE SHOOTING--VERTICAL SPEED INDICATOR.
INSTRUMENT FAILS TO Static line plugged. Check line for obstructions.

OPERATE. Blow out lines.
Static line broken. Check line for damage, con-

nections for security. Re-
pair or replace damaged line,
INCORRECT INDICATION. Partially plugged static line. Check line for obstructions.
Blow out lines.
Ruptured diaphragm. Substitute known-good indicator

instrument.
Pointer off zero. Reset pointer to zero. Reset

pointer to zero.
POINTER OSCILLATES. Partially plugged static line. Check line for obstructions.
Blow out lines.
16-9
16-21. TROUBLE SHOOTING--VERTICAL SPEED INDICATOR. (Cont)
POINTER OSCILLATES. (cont). Leak in static line. Test lines and connections for
leaks. Repair or replace dam-
Leak in instrument case. Substitute known-good indicator

instrument.
HAND VIBRATES. Excessive vibration. Check shock mounts. Replace

defective shock mounts.
Defective diaphragm. Substitute known-good indicator

and check for vibration. Re-
place instrument.
16-22. TROUBLE SHOOTING--PITOT TUBE HEATER.
TUBE DOES NOT HEAT OR Switch turned "OFF." Turn switch "ON."
CLEAR ICE.
Blown fuse. Check fuse. Replace fuse.
Break in wiring. Test for open circuit. Repair

wiring.
Heating element burned out. Check resistance of heating

element. Replace element.
16-23. VACUUM SYSTEM (Refer to Figure 16-5) the system. A discharge tube is connected to the
pump to expell the air from the pump overboard. A
16-24. DESCRIPTION. Through Aircraft Serial suction relief valve is used to control system pres-
U20601956 suction to operate the gyros is provided sure and is connected between the pump inlet and the
by an engine-driven vacuum pump, gear-driven instruments. In the cabin, the vacuum line is routed
through a spline-type coupling. The vacuum pump from the gyro instruments to the relief valve at the
discharge air passes through an oil separator, where firewall. A central air filtering system is utilized.
the oil, which passes through the pump for lubrica- The reading of the suction gage indicates net differ-
tion, is returned to the engine and the air is expelled ence in suction before and after air passes through
overboard. Beginning with Aircraft Serial U20601957 a gyro. This differential pressure will gradually
a dry vacuum system is installed. This system uti- decrease as the central air filter becomes dirty,
lizes a sealed bearing, engine-driven vacuum pump, causing a lower reading on the suction gage.
which eliminates the oil separation components from
16-25. TROUBLE SHOOTING--VACUUM SYSTEM --THRU U20601956 (WET SYSTEM)
HIGH SUCTION GAGE READINGS. Gyros function normally-relief Check screen, than valve. Com-
valve screen clogged, relief pare gage readings with new gage.
valve malfunction. Clean screen, reset valve. Re-
place gage.
16-10 Change 1
13
NOTE
Refer to paragraph
16-30 for relief valve
adjustment.
FIREWALL
Detail
12
12
11 8
6
10
10
8
BEGINNING WITH 1972 MODELS THRU 1971 MODELS
Detail 6 Detail 6
1. Oil Separator 7. Filter Element 13. Relief Valve
2. Vent 8. Wing Nut 14. Vacuum Adjust
3. Bracket 9. Suction Hose 15. Tube Locator
4. Oil Return (To Engine) 10. Suction Gage 16. Firewall
5. Vacuum Pump 11. Directional Gyro 17. O-Ring
6. Bracket 12. Gyro Horizon 18. Fitting
THRU AIRCRAFT 19. Cross Assembly
SERIAL U20602199
Figure 16-5. Vacuum System (Sheet 1 of 3) Wet System
Change 3 16-11
10
NOTE oco a o
Refer
16-30
to paragraph g Detail D
for relief valve
adjustment. THRU U20603020
5 16
13
Detail Û
BEGINNING WITH
9 5 AIRCRAFT SERIAL
U20601957
#FOR TU206 MODELS, VENT
(DRY SYSTEM) D
TUBE IS POSITIONED AS SHOWN
Figure 16-5. Vacuum System (Sheet 2 of 3) Dry System
16-12 Change 3
7
19
Detaii D
Figure 16-5. Vacuum System (Sheet 3 of 3) Dry System
Change 3 16-12A
16-25. TROUBLE SHOOTING--VACUUM SYSTEM--THRU U20601956 (WET SYSTEM) (cont)
NORMAL SUCTION GAGE Instrument air filters clogged. Clean or replace filter as
READING, SLUGGISH OR necessary.
ERRATIC GYRO RESPONSE.
LOW SUCTION GAGE Leaks or restriction between Check lines for leaks, disconnect
READINGS. instruments and relief valve, and test pump. Repair or replace
relief valve out of adjustment, lines, adjust or replace relief
defective pump, restriction valve, repair or replace pump.
in oil separator or pump clean oil separator.
discharge line.
Central air filter dirty. Clean or replace filter as

necessary.
SUCTION GAGE FLUCTUATES. Defective gage or sticking relief Check suction with test gage.
valve. Replace gage. Clean sticking
valve with Stoddard solvent.
Blow dry and test. If valve
sticks after cleaning, replace
valve.
OIL COMES OVER IN PUMP Oil seperator clogged, oil return Check oil seperator, return line.
DISCHARGE LINE. line obstructed, excessive oil flow Check that pump oil return rate
through pump. does not exceed 120 cc/hour
(approx. 8 drops/minute), at 50
psi oil pressure. Clean oil sepa-
rator is Stoddard solvent, blow
dry. Blow out lines. If pump oil
consumption is excessive, re-
place oil metering collar and pin
in pump.
16-25A. TROUBLE SHOOTING--VACUUM SYSTEM--BEGINNING WITH U20601957 (DRY SYSTEM)
HIGH SUCTION GAGE READINGS. Gyros function normally-relief Check screen, then valve. Com-
valve screen clogged, relief pare gage readings with new gage.
valve malfunction. Clean screen, reset valve. Re-
place gage.
NORMAL SUCTION GAGE Instrument air filters clogged. Clean or replace filter as
READING, SLUGGISH OR necessary.
ERRATIC GYRO RESPONSE.
LOW SUCTION GAGE Leaks or restriction between Check lines for leaks, disconnect
READINGS. instruments and relief valve, and test pump. Repair or replace
relief valve out of adjustment, lines, adjust or replace relief
defective pump. valve, repair or replace pump.
Central air filter dirty. Clean or replace filter as

necessary
16-12B Change 3
16-25A. TROUBLE SHOOTING--BEGINNING WITH U20601957 DRY SYSTEM (Cont)
SUCTION GAGE FLUCTUATES. Defective gage or sticking relief Check suction with test gage.
valve. Replace gage. Clean sticking
valve with Stoddard solvent.
Blow dry and test. If valve
sticks after cleaning, replace
valve.
16-26. TROUBLE SHOOTING--GYROS.
HORIZON BAR FAILS TO Central filter dirty. Check filter. Clean or replace
RESPOND. filter.
Suction relief valve improperly Adjust or replace relief valve.

adjusted.
Faulty suction gage. Substitute known-good suction

gage and check gyro response.
Replace suction gage.
Vacuum pump failure. Check pump. Replace pump.
Vacuum line kinked or leaking. Check lines for damage and leaks.
Repair or replace damaged lines,
HORIZON BAR DOES NOT Defective mechanism. Substitute known-good gyro and
SETTLE. check indication. Replace in-
strument.
Insufficient vacuum. Adjust or replace relief valve.
Excessive vibration. Check panel shock-mounts.

Replace defective shock-mounts.
HORIZON BAR OSCILLATES Central filter dirty. Check filter. Clean or replace
OR VIBRATES EXCESSIVELY. filter.
Suction relief valve im- Adjust or replace relief valve.

properly adjusted.

gage and check gyro indication.
Defective mechanism. Substitute known-good gyro and

check indication. Replace in-
strument.
Excessive vibration. Check panel shock-mounts. Re-

place defective shock-mounts.
Change 1 16-13
16-26. TROUBLE SHOOTING--GYROS. (Cont).
EXCESSIVE DRIFT IN Central air filter dirty. Check filter. Clean or replace
EITHER DIRECTION. filter.
Low vacuum, relief valve Adjust or replace relief valve.

improperly adjusted.

gage and check gyro indication.
Vacuum pump failure. Check pump. Replace pump.
Vacuum line kinked or Check lines for damage and

leaking. leaks. Repair or replace dam-
DIAL SPINS IN ONE Operating limits have been Replace instrument.

DIRECTION CONTINU- exceeded.
OUSLY.
Defective mechanism. Substitute known-good gyro
and check indication. Replace
instrument.
16-27. TROUBLE SHOOTING--VACUUM PUMP (Wet System)
EXCESSIVE OIL IN DISCHARGE. Damaged engine drive seal. Replace gasket.
Oil separator clogged, oil Clean oil separator with Stoddard

return line obstructed, ex- solvent, then blow dry. Blow out
cessive oil flow through pump. lines. If pump oil consumption is
excessive, replace oil metering
pin in pump.
HIGH SUCTION. Suction relief valve Clean or replace screen.

screen clogged.
LOW SUCTION. Relief valve leaking. Replace relief valve.
Vacuum pump failure. Replace vacuum pump.
16-27A. TROUBLE SHOOTING --

VACUUM PUMP (Dry System)
OIL IN DISCHARGE. Damaged pump drive seal. Replace gasket.
16-14 Change 1
16-27A. TROUBLE SHOOTING--VACUUM PUMP (Wet System) (Cont)
HIGH SUCTION. Suction relief valve Clean or replace screen.

screen clogged.
LOW SUCTION. Relief valve leaking. Replace relief valve.
Vacuum pump failure. Replace vacuum pump.
16-28. 16-29. CLEANING. Low pressure, dry compressed

REMOVAL AND INSTALLATION OF COM-
PONENTS. Through Aircraft Serial U20601956 the air should be used in cleaning vacuum system com-
various components of the vacuum system are se- ponents. The suction relief valve should be washed
cured by conventional clamps, mounting screws and with Stoddard solvent then dried with low-pressure
nuts. To remove a component, remove mounting air. Refer to Section 2 for central air filter. Check
screws and disconnect inlet and discharge lines. hose for collapsed inner liners as well as external
When replacing a vacuum system component, ensure damage.
connections are made correctly. Use thread lubri-
cant sparingly and only on male threads. Avoid over-
tightening connections. Before reinstalling a vacuum Never apply compressed air to lines or com-
pump, probe oil passages in pump and engine, to ponents installed in aircraft. The excessive
make sure they are open. Place mounting pad gasket pressures will damage gyros. If an obstruc-
in position over studs and ensure it does not block oil ted line is to be blown out, disconnect at both
passages. Coat pump drive splines lightly with a ends and blow from instrument panel out.
high-temperature grease such as Dow Silicone #30
(Dow-Corning Co., Midland, Mich.). After install- 16-30. VACUUM RELIEF VALVE ADJUSTMENT.
ing pump, before connecting plumbing, start engine A suction gage reading of 5. 3 inches of mercury is
and hold a piece of paper over pump discharge to desirable for gyro instruments. However, a range
check for proper lubrication. Proper oil flow through of 4. 6 to 5. 4 inches of mercury is acceptable. To
pump is one to four fluid ounces per hour. adjust relief valve, remove control air filter, run
engine to 2200 rpm on ground and adjust relief valve
16-28A. REMOVAL AND INSTALLATION OF COM- to 5. 3 ± 1 inches of mercury.
.
PONENTS. Beginning with U20601957 the various

components of the vacuum system are secured by con-
ventional clamps, mounting screws and nuts. To re-
move a component, remove mounting screws and dis- Do not exceed maximum engine temperature.
connect inlet and discharge lines. Cap open lines and
NOTE
fitting to prevent dirt from entering the system.
When replacing a vacuum system component, ensure The relief valve on turbocharged aircraft
connections are made correctly. Use no lubricants is alitude compensated by an internal an-
on any components when assembling a dry vacuum eroid. Operation of the compensating
system. Avoid over-tightening connections. Before mechanism is automatic. Standard relief
installing the vacuum pump, place mounting pad gas- valve adjustment applies to the compens-
ket in position over studs. Be sure all lines and fit- ated relief valve.
tings are open and caps are removed.
Be sure filter element is clean before installing. If
SHOPNOTES : reading drops noticeably, install new filter element.
Change 1 16-14A/16-14B(blank)
16-30. VACUUM RELIEF VALVE ADJUSTMENT. NOTE
A suction gage reading of 5. 3 inches of mercury is
desirable for gyro instruments. However, a range Before replacing a tachometer cable in hous-
of 4.6 to 5.4 inches of mercury is acceptable. To ing, coat lower two thirds with AC Type ST-
adjust relief valve, remove control air filter, run 640 speedometer cable grease or Lubriplate
engine to 2200 rpm on ground and adjust relief valve No. 110. Insert cable in housing as far as
to 5. 3 ± 1 inches of mercury.
. possible, then slowly rotate to make sure it
is seated in engine fitting. Insert cable in
tachometer, making sure it is seated in drive
shaft, then reconnect housing and torque to
Do not exceed maximum engine temperature. 50 pound-inches (at instrument).
Be sure filter element is clean before installing. If 16-34. MANIFOLD PRESSURE/FUEL FLOW INDI-
reading drops noticeably, install new filter element. CATOR.
16-31. ENGINE INDICATORS. 15-35. DESCRIPTION. The manifold pressure and

fuel flow indicators are in one instrument case.
16-32. TACHOMETER. However, each instrument operates independently.
The manifold pressure gage is a barometric instru-
16-33. DESCRIPTION. The tachometer is a mechan- ment which indicates absolute pressure in the intake
ical indicator driven at half crankshaft speed by a manifold inches of mercury. The fuel flow indicator
flexible shaft. Most tachometer difficulities will be is a pressure instrument calibrated in gallons per
found in the drive-shaft. To function properly, the hour, indicating approximate gallons of fuel metered
shaft housing must be free of kinks, dents and sharp per hour to the engine. Pressure for operating the
bends. There should be no bend on a radius shorter indicator is obtained through a hose from the fuel
than six inches and no bend within three inches of manifold valve. The fuel flow indicator is vented to
either terminal. If a tachometer is noisy or pointer atmospheric pressure with standard engines and to
oscillates, check cable housing for kinks, sharp turbocharger outlet pressure on turbocharged en-
bends and damage. Disconnect cable at tachometer gines.
and pull it out of housing. Check cable for worn
spots, breaks and kinks.
16-36. TROUBLE SHOOTING --
FUEL FLOW INDICATOR.
DOES NOT REGISTER. Pressure line clogged. Blow out line.
Pressure line broken. Repair or replace damaged line.
Fractured bellows or Replace instrument.

damaged mechanism.
Clogged snubber orifice. Replace instrument.
Pointer loose on staff. Replace instrument.
POINTER FAILS TO RETURN Foreign matter in line. Blow out line.

TO ZERO.
Clogged snubber orifice. Replace instrument.
Damaged bellows or Replace instrument.

mechanism.
INCORRECT OR ERRATIC Damaged or dirty mechanism. Replace instrument.

READING.
Pointer bent, rubbing on dial Replace instrument.
or glass.
Leak or partial obstruction Blow out dirty line, repair

in pressure or vent line. or tighten loose connections.
16-15
16-37. TROUBLE SHOOTING --
MANIFOLD PRESSURE INDICATOR.
EXCESSIVE ERROR AT EXIST- Pointer shifted. Replace instrument.

ING BAROMETRIC PRESSURE.
Leak in vacuum bellows. Replace instrument.
Loose pointer. Replace instrument.
Leak in pressure line. Repair or replace damaged

line, tighten connections.
Condensate or fuel in line. Blow out line.
JERKY MOVEMENT OF Excessive internal friction. Replace instrument.

POINTER.
Rocker shaft screws tight. Replace instrument.
Link springs too tight. Replace instrument.
Dirty pivot bearings. Replace instrument.
Defective mechanism. Replace instrument.
Leak in pressure line. Repair or replace damaged

line, tighten connections.
SLUGGISH OPERA TION OF Foreign matter in line. Blow out line.

POINTER.
Damping needle dirty. Replace instrument.
Leak in pressure line. Repair or replace damaged line,

EXCESSIVE POINTER VIBRA- Tight rocker pivot bearings. Replace instrument.

TION.
Excessive vibration. Tighten mounting screws.
IMPROPER CALIBRATION. Faulty mechanism. Replace instrument.
NO POINTER MOVEMENT. Faulty mechanism. Replace instrument.
Broken pressure line. Repair or replace damaged

line.
16-16
16-38. CYLINDER HEAD TEMPERATURE GAGE. on the gage for calibration purposes.
16-39. DESCRIPTION. The temperature bulb regu- NOTE

lates electrical power through the cylinder head tem-
perature gage. The gage and bulb require little or no A Cylinder Head Temperature Gage Calibra-
maintenance other than cleaning, making sure lead is tion Unit, SK182-43 is available and may be
properly supported and all connections are clean, tight ordered through the Cessna Service Parts
and properly insulated. A potentiometer is installed Center.
16-40. TROUBLE SHOOTING.
GAGE INOPERATIVE. No current to circuit. Repair electrical circuit.
Defective gage, bulb or Repair or replace defective

circuit. items.
GAGE FLUCTUATES Loose or broken wire per- Repair or replace defective

RAPIDLY. mitting alternate make and wire.
break of gage circuit.
GAGE READS TOO HIGH High voltage. Check "A" terminal.

ON SCALE.
Gage off calibration. Recalibrate or replace gage.
GAGE READS TOO LOW Low voltage. Check voltage supply and
ON SCALE. "D" terminal.
Gage off calibration. Recalibrate or replace gage.
GAGE READS OFF SCALE Break in bulb. Replace bulb.

AT HIGH END.
Break in bulb lead. Replace bulb.
Internal break in gage. Replace gage.
OBVIOUSLY INCORRECT Defective gage mechanism. Replace gage.

READING.
Incorrect calibration. Recalibrate .
16-41. OIL PRESSURE GAGE. main oil gallery. The oil pressure line from the in-
strument to the
engine should be filled with kerosene,
16-42. DESCRIPTION. The Bourdon tube-type oil especially during cold weather operation, to attain
pressure gage is a direct-reading instrument, opera- an immediate oil indication.
ted by a pressure pickup line connected to the engine
16-17
GAGE DOES NOT REGISTER. Pressure line clogged. Check line for obstructions. Clean
line.
Pressure line broken. Check line for leaks and damage.

Repair or replace damaged line.
Fractured Bourdon tube. Replace instrument.
Gage pointer loose on staff. Replace instrument.
Damaged gage movement. Replace instrument.
GAGE POINTER FAILS Foreign matter in line. Check line for obstructions.
TO RETURN TO ZERO. Clean line.
Foreign matter in Bourdon Replace instrument.

tube.
Bourdon tube stretched. Replace instrument.
GAGE DOES NOT REGISTER Faulty mechanism. Replace instrument.

PROPERLY.
GAGE HAS ERRATIC Worn or bent movement. Replace instrument.

OPERATION.
Foreign matter in Bourdon Replace instrument.
tube.
Dirty or corroded movement. Replace instrument.
Pointer bent and rubbing on Replace instrument.

dial, dial screw or glass.
Leak in pressure line. Check line for leaks and dam-

age. Repair or replace
damaged line.
16-44. OIL TEMPERATURE GAGE. operated variable-resistance transmitter in each

fuel tank. The full position of float produces a mini-
16-45. DESCRIPTION. The oil temperature gage is mum resistance through transmitter, permitting
a Bourdon-type pressure instrument connected by maximum current flow through the fuel quantity indi-
armored capillary tubing to a temperature bulb in the cator and maximum pointer deflection. As fuel level
engine. The temperature bulb, capillary tube and is lowered, resistance in transmitter is increased,
gage are filled with fluid and sealed. Expansion and producing a decreased current flow through fuel quan-
contraction of fluid in the bulb with temperature tity indicator and a smaller pointer deflection. Be-
changes operates gage. Checking capillary tube for ginning with Serial U206-01573, a heat sink assembly
damage and fittings for security is the only mainte- (Voltage Regulator) is incorporated into the fuel quan-
nance required. Since the tube's inside diameter tity indicating system of aircraft equipped with a 24-
is small, small dents and kinks which would be quite volt system. The unit is mounted on top of the glove
acceptable in larger tubing ma y partially or completly box thru U20602199 and is located under the glove
close off capillary, making gage inoperative. box beginning with U20602200. The unit converts 28-
volt current flow from the bus to a 14-volt current
16-46. FUEL QUANTITY INDICATING SYSTEM. flow to the fuel quantity indicators and transmitters.
Refer to the 24-volt part of Section 20 in this Service
16-47. DESCRIPTION. The magnetic type fuel quan- Manual for a schematic wiring diagram of the Heat
tity indicators are used in conjunction with a float- Sink Assembly.
16-18 Change 1
FAILURE TO INDICATE. No power to indicator or trans- Check fuse and inspect for open
mitter. (Pointer stays below E.) circuit. Replace fuse, repair
or replace defective wire.
Grounded wire. (Pointer stays Check for partial ground between

above F.) transmitter and gage. Repair or
replace defective wire.
Low voltage. Check voltage at indicator.

Correct voltage.
Defective indicator. Substitute known-good indicator.

Replace indicator.
OFF CALIBRATION. Defective indicator. Substitute known-good indicator.

Replace indicator.
Defective transmitter. Substitute known-good transmitter.

Recalibrate or replace.
Low or high voltage. Check voltage at indicator.

Correct voltage.
STICKY OR SLUGGISH Defective indicator. Substitute known-good indicator.

INDICATOR OPERATION. Replace indicator.

Correct voltag
ERRATIC READINGS. Loose or broken wiring on Inspect circuit wiring.

indicator or transmitter. Repair or replace defective wire.
Defective indicator or trans- Substitute known-good component.

mitter. Replace indicator or transmitter.
Defective master switch. Replace switch.
16-49. TRANSMITTER CALIBRATION. Chances of arm to rest against lower float arm stop and read
transmitter calibration changing in normal service indicator. The pointer should be on E (empty) posi-
is remote, however, it is possible that float arm or tion. If not, adjust lower stop so pointer indicator
float arm stops may become bent if transmitter is is on E (empty). Raise float until arm is against
removed from cell. Transmitter calibration is ob- upper stop and adjust stop to permit indicator point-
tained by adjusting float travel. Float travel is er to be on F (full). Install transmitter in accordance
limited by float arm stops. with Paragraph 16-49A and Section 13.
16-49A, REMOVAL AND INSTALLATION FUEL

QUANTITY TRANSMITTERS. (Refer to Section 13,
Use extreme caution while working with electri- figure 13-5.) Observe precautions of Section 13-3
cal components of fuel system. The possi- when working with fuel components.
bility of electrical sparks around an "emptyn a. Drain fuel from cell.
fuel cell creates a hazardous situation. b. Remove wing root fairing.
c. Disconnect electrical lead and ground strap from
Before installing transmitter, attach electrical wires transmitter,
and place master switch in "ON" position. Allow float d. Remove screws through transmitter and wing
root rib, and remove transmitter.
Change 1 16-18A/16-18B(blank)
HEAT SINK ASSEMBLY
GLOVE BOX COVER
Figure 16-6. Heat Sink Assembly (Voltage Regulator) Installation
e. Install transmitter by reversing preceding steps. b. Disconnect 3 wires from heat sink assembly and
No gasket paste should be used. tag for identification.
f. Fill fuel cell. Check for leaks and correct fuel c. Remove nuts, screws and washers attaching unit
quantity indication. to glove box and remove the unit.
d. Reverse preceding steps to install the heat sink
NOTE unit.
Be sure grounding is secure and in accordance 16-50. HOURMETER.

with figure 13-5.
16-51. DESCRIPTION. The hourmeter is electri-
cally operated instrument, actuated by a pressure
16-49B. REMOVAL AND INSTALLATION HEAT switch in the oil pressure gage line. Electrical
SINK. (Refer to figure 16-6.) power is supplied through a one-amp fuse from the
a. Turn off master switch or disconnect battery electrical clock circuit, and therefore will operate
leads. independent of master switch.
SHOP NOTES:
Change 1 16-19
16-52. ECONOMY MIXTURE INDICATOR. desirable fuel-air mixture for cruising flight at
less than 75°/o power. Exhaust gas temperature (EGT)
16-53. DESCRIPTION. The economy mixture indi- varies with ratio of fuel-to-air mixture entering
cator is an exhaust gas temperature (EGT) sensing engine cylinders. Refer to Owner's Manual for
device which is used to aid pilot in selecting most operating procedure of system.
GAGE INOPERATIVE. Defective gage, probe or Repair or replace defective

circuit. part.
INCORRECT READING. Indicator needs calibrating. Calibrate indicator in accordance

with paragraph 15-56.
FLUCTUATING READING. Loose, frayed or broken Tighten connections and re-

lead, permitting alternate pair or replace defective
make and break of circuit. leads.
16-55. CALIBRATION. A potentiometer adjustment 16-57. MAGNETIC COMPASS.

screw is provided behind the plastic cap at the back
of the instrument for calibration. This adjustment 16-58. DESCRIPTION. The magnetic compass is
screw is used to position the pointer over the refer- liquid-filled, with expansion provisions to compen-
ence increment line (4/5 of scale) at peak EGT. Es- sate for temperature changes. It is equipped with
tablish 659'e power in level flight, then carefully lean compensating magnets adjustable from the front of
the mixture to peak EGT. After the pointer has peaked, the case. The compass is internally lighted, con-
using the adjustment screw, position pointer over the trolled by the panel lights rheostat. No maintenance
reference increment line (4/5 of scale). is required on the compass except an occasional
check on a compass rose and replacement of the lamp.
NOTE The compass mount is attached by three screws to a
base plate which is bonded to the windshield with
This setting will provide relative tempera- methylene chloride. A tube containing the compass
ture indications for normal cruise power light wires is attached to the metal strip at the top of
settings within range of the instrument. the windshield. Removal of the compass is accom-
plished by removing the screw at the forward end of
Turning the screw clockwise increases the meter the compass mount, unfastening the metal strip at the
reading and counterclockwise decreases the meter top of the windshield and cutting the two wire splices.
reading. There is a stop in each direction and dam- Removal of the compass mount is accomplished by
age can occur if too much torque is applied against removing the outside air temperature probe and re-
600°F
stops. Approximately total adjustment is pro- moving the three screws attaching mount to the base
vided. The adjustable yellow pointer on the face of plate. Access to the inner screw is gained through a
the instrument is a reference pointer only. hole in the bottom of mount, through which a thin
screwdriver may be inserted. When installing the
16-56. REMOVAL AND INSTALLATION. Removal compass, it will be necessary to splice the compass
of the indicator is accomplished by removing the light wires.
mounting screws and disconnecting the leads. Tag
leads to facilitate installation. The thermocouple 16-59. STALL WARNING HORN AND TRANSMITTER.
probe is secured to the exhaust stack with a clamp.
When installing probe, tighten clamp to 45 pound- 16-60. DESCRIPTION. The stall warning horn is
inches and safety as required. mounted on the glove box. It is electrically operated
16-20 Change 1
and controlled by a stall warning transmitter mount- 16-62. DESCRIPTION. The turn-and-slip indicator
ed on leading edge of left wing. For further infor- is operated by the aircraft electrical system and
mation on warning horn and transmitter, refer to operates ONLY when the master switch is on. Its
Section 17. circuit is protected by an automatically-resetting
circuit breaker.
16-61. TURN-AND-SLIP INDICATOR.
INDICATOR POINTER FAILS TO Automatic resetting circuit Check circuit breaker.

RESPOND. breaker defective. Replace circuit breaker.
Master switch "OFF" or Check switch "ON." Replace
switch defective. defective switch.
Broken or grounded lead to Check circuit wiring. Repair

indicator. or replace defective wiring.
Indicator not grounded. Check ground wire. Repair

or replace defective wire.
Defective mechanism. Replace instrument.
HAND SLUGGISH IN Defective mechanism. Replace instrument.

RETURNING TO ZERO.
Correct voltage.
POINTER DOES NOT INDICATE Defective mechanism. Replace instrument.

PROPER TURN.
HAND DOES NOT SIT Gimbal and rotor out of balance. Replace instrument.
ON ZERO.
Hand incorrectly sits on rod. Replace instrument.
Sensitivity spring adjustment Replace instrument.

pulls hand off zero.
IN COLD TEMPERATURES, Oil in indicator becomes too Replace instrument.

HAND FAILS TO RESPOND thick.
OR IS SLUGGISH.
Insufficient bearing end play. Replace instrument.

Correct voltage.
NOISY GYRO. High voltage. Check voltage at indicator.

Correct voltage.
Loose or defective rotor Replace instrument.

bearings.
16-21
16-64. TURN COORDINATOR. motion roll and yaw axes which is projected on a
single indicator. The gyro is a non-tumbling type re-
16-65. DESCRIPTION. The turn coordinator is an quiring no caging mechanism and incorporates an
electrically operated, gyroscopic, roll-rate turn a.c. brushless spin motor with a solid state inver-
indicator. Its gyro simultaneously senses rate of ter.
INDICATOR DOES NOT Friction caused by contamination Replace instrument.

RETURN TO CENTER. in the indicator damping.
Friction in gimbal assembly. Replace instrument.
DOES NOT INDICATE A Low voltage. Measure voltage at instrument.

STANDARD RATE TURN Correct voltage.
(TOO SLOW).
Inverter frequency changed. Replace instrument.
NOISY MOTOR. Faulty bearings. Replace instrument.
ROTOR DOES NOT START. Faulty electrical connection. Check continuity and voltage.
Correct voltage or replace
faulty wire.
Inverter malfunctioning. Replace instrument.
Motor shorted. Replace instrument.
Bearings frozen. Replace instrument.
IN COLD TEMPERATURES, Oil in indicator becomes Replace instrument.

HAND FAILS TO RESPOND too thick.
OR IS SLUGGISH.
Insufficient bearing end play. Replace instrument .
Low voltage. Check voltage at instrument.

Correct voltage.
NOISY GYRO. High voltage. Check voltage to instrument.

Correct voltage.
Loose or defective rotor Replace instrument.

bearings.
16-22
3 1 sh Id
2 4 5
1
4
2
1 ass Card
8. Compass
9. Mount
10. Lockwasher
11. Washer
12. Electrical Lead
13. Metal Strip
6 y
BEGINNING MTH
1973 THRU 1972 1
4 1
12
Detail
Figure 16-7. Magnetic Compass Installation
16-67. ELECTRIC CLOCK. Manual override of the system may be accomplished

without damage to the aircraft or system. The
16-68. DESCRIPTION. The electric clock is con- ON-OFF valve (11) controls vacuum supply to distri-
nected to the battery through a one-ampere fuse butor valve, but does not affect electrically operated
mounted adjacent to the battery box. The electrical turn coordinator
gyro. Installation of wing leveler
circuit is separate from the aircraft electrical sys- does vacuum relief valve settings.
not change Refer
tem and will operate when the master switch is OFF. to appropriate publication issued by manufacturer for
trouble shooting procedures.
16-69. WING LEVELER. (Refer to figure 16-8).
THRU AIRCRAFT SERIAL U20602199. 16-71. RIGGING.
a. Remove access plates as necessary to expose
16-70. DESCRIPTION. The wing leveler control components.
system, consisting of a turn coordinator (9), pneuma- b. Check distance between clamp (7) and swaged
tic servos (3), connecting cables (4) and hose (1 and ball (8). Adjust to 10.94 inches and tighten clamp
2) may be installed. The turn coordinator gyro sen- on cable.
ses changes in roll attitude, then electrically meters c. Position aileron in full UP position.
vacuum power from engine-driven vacuum pump to d. Adjust turnbuckle (5) until servo seal is fully
cylinder-piston servos, operating ailerons for lat- extended but not stretched. Spring (6) should now
eral stability. Manual control of system is afforded have cable (4) and clamp (7) pulled away from its
by the roll trim knob (10). Roll trim should not be normal angle approximately one inch.
used to correct faulty rigging or "wing heaviness".
Change 1 16-23
NOTE
Restrictor valve (16), inverter (14)

and turn coordinator (9) must be re-
placed as a matched set.
1 * For field adjustment of
.
::, restrictor valve item (16)
-.
refer to Brittian Level- ---.
... Matic Operation and -/

j...
Service manual. .3:r'
1 14 15 16 10 4
5
6
11 Detail B
1. Right Aileron Vacuum Hose
2. Left Aileron Vacuum Hose
/ 3. Servo
4. Servo Cable
5. Turnbuckle
13 6. Spring
7. Clamp
8. Swaged Ball
9. Turn Coordinator
10. Roll Trim Knob
11. ON-OFF Control
12. Filter
12 2 13. Relief Valve Hose
THRU AIRCRAFT 14. Inverter
Detail SERIAL U20602199 15. Gyro Hose
16. Restrictor Valve
Figure 16-8. Wing Leveler Control System
16-24 Change 1
SECTION 17
ELECTRICAL SYSTEMS

Transistorized Voltage Regulator
ELECTRICAL SYSTEMS . . . . . . . . . .
17-2 24 Volt . . . . . . . . . . .
17-19
General................17-2 Description .........
17-19
Electrical Power Supply System . . . . .
17-2 Adjustment . . . . . . . . .
17-19
Description . . . . . . . . . . . .
17-2 Trouble Shooting . . . . . . .
17-19
Split Bus Bar . . . . . . . . . . .
17-2 Removal and Installation (12 Volt) 17-19
Description . . . . . . . . . . .
17-2 Removal and Installation (24 Volt) 17-19
Split Bus Power Relay . . . . . . .
17-2 Over-Voltage Warning Circuit
Description ...........17-2
24Volt ...........
17-21
Master Switch . . . . . . . . . . .
17-3 Description . . . . . . . . .
17-21
Adjustment .........
17-21
Ammeter . . . . . . . . . . . . .
17-3 Removal and Installation . . .
17-21
Description . . . . . . . . . . .
17-3 Over-Voltage Sensor and Warning
Battery Power System . . . . . . . . .
17-3 Light-12 Volt (Beginning 1972
Battery..............17-3 Models ...........
17-21
Description .........
17-21
Trouble Shooting . . . . . . . . .
17-3 Rigging Throttle Operated Micro-
Removal and Installation (12 Volt). .
17-4 Switch . . . . . . . . . . . . .
17-21
Removal and Installation (24 Volt). .
17-4 Auxiliary Electric Fuel Pump Flow
Cleaning the Battery . . . . . .
17-10 Rate Adjustment . . . . . . . .
17-21
Adding Electrolyte or Water Aircraft Lighting System . . . . . . .
17-22
to the Battery . . . . . . . .
17-10 Description . . . . . . . . . . .
17-22
Testing the Battery . . . . . . .
17-10 Trouble Shooting . . . . . . . . .
17-27
Charging the Battery . . . . . .
17-10 Landing and Taxi Lights . . . . . .
17-27
Battery Box . . . . . . . . . . .
17-10 Description . . . . . . . . . .
17-27
Description . . . . . . . . . .
Removal and Installation of thru 1971 Models . . . . . . .
17-27
12 Volt Battery Box . . . . .
Removal and Installation of Beginning with 1972 Models . .
17-27
24 Volt Battery Box . . . . .
17-11 Navigation Lights . . . . . . . . .
17-27
Maintenance of Battery Box . . .
17-11 Description 17-27
Battery Contactor . . . . . . . .
17-11 Removal and Installation . . . .
17-27
Description . . . . . . . . . .
17-11 Anti-Collision Strobe Lights . . . .
17-27
Removal and Installation 17-11 Description . . . . . . . . . .
17-27
Battery Contactor Closing Operational Requirements . . . .
17-27
Circuit . . . . . . . . . . . .
17-28
Description . . . . . . . . . .
17-11 Flashing Beacon Light . . . . . .
17-28
Ground Service Receptacle . . . .
17-12 Description . . . . . . . . . .
17-28
Description . . . . . . . . . .
17-30
Trouble Shooting . . . . . . . .
17-12 Instrument Lighting . . . . . . . .
17-30
Removal and Installation . . . .
17-13 Description . . . . . . . . . .
17-30
Alternator Power System . . . . .
17-30
Description . . . . . . . . . .
17-13 Removal and Installation of
Alternator . . . . . . . . . .
17-13 Transistorized Light Dimming .
17-30
Description . . . . . . . . .
17-13 Electroluminescent Panel Lighting .
17-30
Alternator Reverse Voltage Description . . . . . . . . . .
17-30
Damage . . . . . . . . . .
17-13 Pedestal Lights . . . . . . . . .
17-35
Trouble Shooting . . . . . . . .
17-15 Description . . . . . . . . . .
17-35
17-35
Alternator Field Circuit Instrument Post Lighting . . . . .
17-35
Protection . . . . . . . . . .
17-18 Description . . . . . . . . . .
17-35
Alternator Voltage Regulator-12 Removal and Installation . . . .
17-38
Volt ............
17-18 CourtesyLights .........
17-38
Description . . . . . . . . .
17-18 Description . . . . . . . . . .
17-38
Change 3 17-1
17-44
Interior Lighting . . . . . . . . .
17-38 Cigar Lighter . . . . . . . . . .
17-44
17-38 Description . . . . . . . . . .
17-44
Control Wheel Map Lighting . . . .
17-44
Description . . . . . . . . . .
17-38 SkydivingKit. . . . . . . . . . .
17-45
Removal and Installation Description . . . . . . . . . .
17-45
Thru U206-1444 . . . . . . .
17-45
Removal and Installation Emergency Locator Transmitter . .
17-46
U20601445 thru U20601700 . . .
17-38 Description . . . . . . . . . .
17-46
Removal and Installation Operation . . . . . . . . . . .
17-46
U20601701 thru U20601757 . . .
17-38 Checkout Interval. . . . . . . .
17-46
Removal and Installation Removal and Installation of
Beginning with U20601758 Transmitter . . . . . . . . .
17-48
and All Service Parts Beginning Removal and Installation of
with U20601701 . . . . . . .
17-40 Antenna . . . . . . . . . . .
17-48
Compass and Radio Dial Lights. . .
17-40 Removal and Installation of Magne-
Description . . . . . . . . . .
17-40 sium Six Cell Battery Pack . .
17-48
Electric Clock . . . . . . . . . .
17-43 Removal and Installation of Lithium
Description . . . . . . . . . .
17-43 Four Cell Battery Pack . . . .
17-48
Stall Warning System . . . . . . .
17-43 Trouble Shooting . . . . . . . .
17-49
Description . . . . . . . . . .
17-43 Electrical Load Analysis Chart . .
17-51
Pitot and Stall Warning Heaters . .
17-44
Description . . . . . . . . . .
17-44
17-1. ELECTRICAL SYSTEMS. 17-5. SPLIT BUS BAR.
17-2. GENERAL. This section contains service in- 17-6. DESCRIPTION. Electrical power is supplied
formation necessary to maintain the Aircraft Electri- through a split bus bar. One side of the bus bar sup-
cal Power Supply System, Battery and External Power plies power to the electrical equipment while the other
Supply System, Alternator Power System, Aircraft side supplies the electronic installations. When the
Lighting System, Pitot Heater, Stall Warning, Cigar master switch is closed the battery contactor engages
Lighter and Electrical Load Analysis. and battery power is supplied to the electrical side of
the split bus bar. The electrical bus feeds battery
17-3. ELECTRICAL POWER SUPPLY SYSTEM- power to the electronics bus through a normally-
closed relay; this relay opens when the starter switch
17-4. DESCRIPTION. Electrical energy for the air- is engaged or when an external power source is used,
craft is supplied by a 14-volt or optional 24-volt, preventing transient voltages from damaging the semi-
direct-current, single wire, negative ground electri- conductor circuitry in the electronic installations.
cal system. A single 33 Amp-Hour 12-volt battery (Refer to figure 17-1.)
or optional 17 Amp-Hour, 24-volt battery supplies
power for starting and furnishes a reserve source of 17-7. SPLIT BUS POWER RELAY.
power in the event of alternator failure. An engine-
driven alternator is the normal source of power dur- 17-8. DESCRIPTION. A power relay is installed
ing flight and maintains a battery charge controlled behind the instrument panel on all aircraft utilizing
by a voltage regulator. An external power source a split bus bar. The relay is a normally-closed
receptacle is offered as optional equipment to supple- type, opening when external power is connected or
ment the battery alternator system for starting and when the starter is engaged, thus removing battery
ground operation. power from the electronic side of the split bus bar
and preventing transient voltages from damaging the
electronic installations. (Refer to figure 17-1.)
17-2 Change 3
17-9. MASTER SWITCH. between the battery and the aircraft bus. The meter
indicates the amount of current flowing either to or
17-10. DESCRIPTION. On models prior to 1970, from the battery. With a low battery and the engine
the operation of the battery and alternator system is operating at cruise speed the ammeter will show the
controlled by a single master switch. The switch is full alternator output when all electrical equipment is
a rocker type with double-pole, single-throw con- off. When the battery is fully charged and cruise
tacts. The switch, when operated, connects the bat- RPM is maintained with all electrical equipment off,
tery contactor coil to ground and the alternator field the ammeter will show a minimum charging rate.
circuit to the battery, activating the power systems.
On 1970 models and on, a new master switch is uti- 17-13. BATTERY POWER SYSTEM.
lized. This switch is an interlocking split rocker
with the battery mode on the right hand side and the 17-14. BATTERY.
alternator mode on the left hand side. This arrange-
ment allows the battery to be on the line without the 17-15. DESCRIPTION. On 14-volt systems, the
alternator, however, operation of the alternator battery is 12-volts and is approximately 33 ampere-
without the battery on the line is not possible. The hour capacity. On all 14-volt aircraft the battery is
switch is labeled "BAT" and "ALT" below the switch mounted on the forward, left side of the firewall.
and is located on the left hand side of the switch panel.
On the 1971 & on optional 28-volt systems, the bat-
17-11. AMMETER. tery is 24-volts and is approximately 17 ampere-
hour capacity. On 28-volt aircraft thru 1973 models
17-12. DESCRIPTION. The ammeter is connected the battery is mounted below the engine in the nose
wheel tunnel. Beginning with 1974 models the battery
is mounted on the left hand side of the firewall.
BATTERY WILL NOT SUPPLY Battery discharged. 1. Measure voltage at "BAT"

POWER TO BUS OR IS INCAP- terminal of battery contactor
ABLE OF CRANKING ENGINE with master switch and a suit-
able load such as a taxi light
turned on. Normal battery will
indicate 11. 5 volts or more on
a 14 volt system or 23 volts or
more on a 28 volt system. If
voltage is low proceed to step
2. If voltage is normal, pro-
ceed to step 3.
Battery faulty. 2. Check fluid level in cells

and charge 12-volt battery at
14 volts or 24-volt battery at
28 volts for approximately 30
minutes or until battery voltage
rises to 14 volts on 12-volt bat-
tery or 28 volts on 24-volt bat-
tery. If tester indicates a good
battery, the malfunction may be
assumed to be a discharged bat-
tery. If the tester indicates a
faulty battery, replace the
battery.
Faulty contactor or wiring. 3. Measure voltage at master

between contactor and master switch terminal (smallest) on
switch. contactor with master switch
closed. Normal indication is
zero volts. If voltage reads
zero, proceed to step 4. If a
voltage reading is obtained,
check wiring between contactor
and master switch. Also check
master switch.
Change 1 17-3
17-16. TROUBLE SHOOTING. (Cont.)
BATTERY WILL NOT SUPPLY Open coil on contactor. 4. Check continuity between
POWER TO BUS OR IS INCAP- "BAT" terminal and master
ABLE OF CRANKING ENGINE switch terminal of contactor.
(Cont.) Normal indication on 14 volt
aircraft is 16-24 ohms. Nor-
mal indication on 28 volt air-
craft is 50-70 ohms. If ohm-
meter indicates an open coil,
replace contactor. If ohm-
meter indicates a good coil,
proceed to step 5.
Faulty contactor contacts. 5. Check voltage on "BUS"
side of contactor with master
switch closed. Meter nor-
mally indicates battery voltage.
If voltage is zero or intermit-
tent, replace contactor. If
voltage is normal, proceed to
step 6.
Faulty wiring between con- 6. Inspect wiring between con-

tactor and bus. tactor and bus. Repair or
replace wiring.
17-17. REMOVAL AND INSTALLATION OF 12 VOLT thus causing damage to the battery and bat-
BATTERY. (Refer to figure 17-2.) tery box support assembly.
a. To gain access to the battery, remove the upper
left half of cowling. e. Remove the upper engine cowling half to gain
b. Remove the battery box lid and disconnect the access to the nuts, washers and bolts securing the
battery ground cable. battery support assembly and ground strap to the
tunnel walls.
f. Remove the nut securing the ground strap to the
right side of the tunnel wall and push the bolt thru
Always remove the ground cable first and con- the tunnel hole to ensure the ground strap is free for
nect it lastto prevent accidentally shorting the removal.
battery to the airframe with tools. g. Remove three nuts and washers from each side of
the tunnel which secure the battery support assembly.
c. Disconnect the positive cable from the battery h. Inside the tunnel, remove the three bolts from
and remove the battery from aircraft. each side of the tunnel which secure the battery sup-
d. To install a battery, reverse this procedure. port assembly to the tunnel walls.
j. To reinstall the battery, reverse this procedure.
17-18. REMOVAL AND INSTALLATION OF 24 VOLT
BATTERY. (Refer to figure 17-2.) 17-18A. REMOVAL AND INSTALLATION. (28 VOLT
a. Turn Master Switch to OFF position. BEGINNING WITH 1974 MODELS.) (Refer to figure
b. Remove lower cowling access plate from tunnel 17-2.)
located under the engine. a. To gain access to the battery, remove the upper
c. Remove drain tube from battery box assembly. the engine cowling.
left half of
d. Remove quick disconnect cable assembly from b. Remove the battery box lid and disconnect the
battery box by loosening knob on the cable assembly. battery ground cable.
icAulL M icaulL M
Place a stand under the battery box and sup- Always remove the ground cable first and con-
port assembly before removing the nuts, nect to prevent accidentally shorting
it last
washers and bolts securing the battery sup- the battery to the airframe with tools.
port assembly to the tunnel. When these
nuts, washers and bolts are removed, the c. Disconnect the positive cable from the battery
complete battery and battery box support and remove the battery from the aircraft.
assembly will fall free from the aircraft, d. To install the battery, reverse this procedure.
17-4 Change 1
3 4
2 3
1 6
1. Split Bus Power Relay

2. Washer
3. Screw
4. Radio Light Rheostat
5. Bracket Relay Mounting
-
6. Nut
7. Tandem Rheostat Assembly
8. Bracket Rheostat
-
Mounting
9. Diode Assembly Board
10. Spacer
610
6 9 8
987654 13 21
20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38
VIEWED FROM THE BACK SIDE OF THE SWITCH PANEL
11. Master Switch 26. Cabin Light Circuit Breaker

12. Fuel Pump Switch 27. Flap Circuit Breaker
13. Magneto Switch 28. Fuel Pump Circuit Breaker
14. Console Light Switch (Opt) 29. Beacon Light Circuit Breaker
15. Oil Dilution Switch (Opt) 30. Electronics Bus Bar
16. Pitot Heat Switch (Opt) 31. Radio #4 Circuit Breaker (Opt)
17. Navigation Light Switch 32. Radio #3 Circuit Breaker (Opt)
18. Flashing Beacon Light Switch 33. Radio #2 Circuit Breaker (Opt)
19. Landing Light Switch 34. Radio #1 Circuit Breaker (Opt)
20. Generator Circuit Breaker 35. Auto Pilot Circuit Breaker (Opt)
21. Landing Light Circuit Breaker 36. Audio Amp Circuit Breaker (Opt)
22. Primary Bus Bar 37. Automatic Circuit Breaker, Gen.
23. Navigation Lights Circuit Breaker Field
24. Pitot Heat Circuit Breaker (Opt) 38. Automatic Circuit Breaker, Turn
25. Instrument Light Circuit Breaker Coordinator and Stall Horn
THRU 1969 MODELS ONLY
Figure 17-1. Split Bus Bar and Split Bus Power Relay Installation (Sheet 1 of 3) A
Change 1 17-5
1. Screw 1
2. Washer 2
3. Bracket Relay Mounting
-
1
4. Set Screw 3
5. Instrument Light Control 5
6. Engine Radio Light Control
-
4
7. Lower Panel Light Control g
8. Rheostat 7
9. Spacer
10. Diode Assembly Board .
-
SNulit
Bus Power Relay
12
1 42 ‡
* NOTE 10
Beginning with aircraft serials

P20600635 and U20601493. 11
Detail
21 20 9 8 7 8 15 4
22 23 24 25 28 27 28 29 30 31 32 33 34 35 38 37 38 39 40 41 23
VIEWED FROM THE BACK SIDE OF THE SWITCH PANEL
13. Master Switch 28. Cabin Light Circuit Breaker

14. Fuel Pump Switch 29. Flap Circuit Breaker
15. Magneto Switch 30. Fuel Pump Circuit Breaker
16. Console Light Switch (Opt) 31. Flashing Beacon Light Circuit Breaker (Opt)
17. Oil Dilution Switch (Opt) 32. Electronics Bus Bar
18. Pitot Heat Switch (Opt) 33. Radio #4 Circuit Breaker (Opt)
19. Navigation Light Switch 34. Radio #3 Circuit Breaker (Opt)
20. Flashing Beacon Light Switch (Opt) 35. Radio #2 Circuit Breaker (Opt)
21. Landing Light Switch 36. Radio #1 Circuit Breaker (Opt)
22. Alternator Circuit Breaker 37. Auto Pilot Circuit Breaker (Opt)
23. Primary Bus Bar 38. Audio Amp Circuit Breaker (Opt)
24. Landing Light Circuit Breaker 39. Alt Reg Circuit Breaker
-
(Opt)
25. Navigation Lights Circuit Breaker 40. Turn Coordinator Circuit Breaker (Opt)
26. Pitot Heat Circuit Breaker (Opt) 41. Stall Warning Circuit Breaker (Opt)
27. Instrument Light Circuit Breaker 42. Resistor
1970 MODELS THRU 1973
Figure 17-1. Split Bus Bar and Split Bus Power Relay Installation (Sheet 2 of 3)
17-6 Change 1
1 12O
O BEGINNING WITH U20603020 e i
A THRU U20602724 ON ' .
24 VOLT AIRCRAFT
1. Bolt 5 g
2. Washer
3. Split Bus Relay
4. Rheostat 4 '
5. Nut
6. Set Screw
7. Instrument Light Control 3
8. Engine-Radio Light Control 1 4
9. Lower Panel (EL Panel) Light Control
10. Resistor
10
Detail
3 14 15 16 7 18 19 20 21 2
12
11
43 23 42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23
VIEWED FROM THE BACK SIDE OF THE SWITCH PANEL (TYPICAL INSTALLATION)
11. Jumper Wire 28. Audio Amp Circuit Breaker

12. Diode 29. Autopilot Circuit Breaker
13. Landing Light Switch 30. Radio #1 Circuit Breaker
14. Taxi Light Switch 31. Radio #2 Circuit Breaker
15. Strobe Light Switch 32. Electronics Bus Bar
16. Flashing Beacon Light Switch 33. Radio #3 Circuit Breaker
17. Navigation Light Switch 34. Radio #4 Circuit Breaker
18. Pitot Heat Switch 35. Flashing Beacon Circuit Breaker
19. Post Light and Flood Light Switch 36. Fuel Pump Circuit Breaker
20. Magneto Switch 37. Flap Circuit Breaker
21. Fuel Pump Switch 38. Cabin Light Circuit Breaker
22. Master Switch 39. Instrument Light Circuit Breaker
23. Primary Bus Bar 40. Pitot Heat Circuit Breaker
24. Strobe Light Circuit Breaker 41. Naviagtion Light Circuit Breaker
25. Stall Warning Circuit Breaker 42. Landing Light Circuit Breaker
26. Turn Coordinator Circuit Breaker 43. Alternator Circuit Breaker
27. Alt-Reg Circuit Breaker 44. Spacer
BEGINNING WITH 1974 MODELS
Figure 17-1. Split Bus Bar and Split Bus Power Relay Installation (Sheet 3 of 3)
Change 3 17-6A
11
10
13
12
14 2 1
12-VOLT SYSTEMS ONLY
1. Nut 6. Bolt 12. Power Cable

2. Lockwasher 7. Ground Cable 13. Clock Wire
3. Gnd Ser Recpt Cable 8. Fuse 14. Diode Wire
4. Starter Contactor Cable 9. Cap-Fuse 15. Battery Solenoid
5. Washer 10. Battery Box 16. Master Switch Wire
11. Fasteners
Figure 17-2. Battery Installation (Sheet 1 of 3)
17-6B Change 1
24-VOLT INSTALLATION
9
10
15
14
13
Detail
12
THRU 1973 MODELS
1. Battery Box 6. Bolt 12. Cable Ground

-
2. Drain Hose 7. Contactor Assembly 13. Bolt

3. Screw 8. Cover Terminal
-
14. Diode Assembly
4. Shield 9. Cable Negative
-
Terminal 15. Cable Assembly

5. Nut 10. Cable -
Positive Terminal 16. Grommet

11. Battery
Change 1 17-7
18 6
11
13
16
15
o ,
14
15
10
16
15
17
1. Support Assembly
2. Bolt
3. Washer
4. Nut 4
5. Strap Assembly
6. Strap Assembly
7. Placard
8. Lid -
Battery Box 2Ž
9. Battery Box
10 Adapter Assembly 24-VOLTINSTALLATION ---21
11. Screw
12. Screw
13. Spacer
aacheerr 23
16. Nut
17. Nut
18. Cable Assembly -
Positive
19. Cable Assembly -
Negative
20. Bolt
21. Hose Drain
-
22. Clamp THRU 1973 MODELS

23. Grommet
17-8 Change 1
24-VOLT INSTALLATION S: i
4 10
Detail A
5
Detail A
(Cover Removed)
1. Battery Box 5. Bolt 9. Cable Assembly-Negative

2. Grommet 6. Diode 10. Battery
3. Clip 7. Contactor 11. Cable Assembly-Positive
4. Firewall 8. Fuse 12. Hose Drain
Change 1 17-9
17-19. CLEANING THE BATTERY. For maximum BATTERY HYDROMETER READINGS
efficiency, the battery and connections should be kept
clean at all times. 1. 280Specific Gravity 100% Charged
a. Remove the battery in accordance with preceding 1.250 Specific Gravity 75% Charged
paragraph. 1.220 Specific Gravity 50% Charged
b. Tighten battery cell filler caps to prevent the 1. 190Specific Gravity 25% Charged
cleaning solution from entering the cells. 1.160 Specific Gravity Practivally Dead
c. Wipe battery cable ends, battery terminals and
entire surface of the battery with a clean cloth mois- NOTE
tened with a solution of bicarbonate of soda (baking
soda) and water. All readings shown are for an electrolyte
d. Rinse with clear water, wipe off excess water temperature of 80° Fahrenheit. For higher
and allow battery to dry, temperatures the readings will be slightly
e. Brighten up cable ends and battery terminals loWer. For cooler temperatures the read-
with emery cloth or a wire brush. ings will be slightly higher. Some hydrome-
f. Install the battery according to the preceding ters have a built-in temperature compensa-
paragraph, tion chart and a thermometer. If this type
g. Coat the battery terminals and the cable ends tester is used, disregard this chart.
with petroleum jelly.
17-20. ADDING ELECTROLYTE OR WATER TO
THE BATTERY. A battery being charged and dis- If a specific gravity reading indicates that the battery
charged with use will decompose the water from the is not fully charged, the battery should be charged on
electrolyte by electrolysis. When the water is de- 12-volt systems at 14-volts, or on 24-volt systems at
composed, hydrogen and oxygen gases are formed 28-volts for approximately 30 minutes, or until bat-
which escape into the atmosphere through the battery tery voltage rises to 14-volts on 12-volt systems or
vent system. The acid in the solution chemically 28-volts on 24-volt systems. After charging, a load
combines with the plates of the battery during dis- tester will give more meaningful results. A special
charge or is suspended in the electrolyte solution gravity check can be used after charging but the check
during charge. Unless the electrolyte has been spill- cannot spot cells which short under load, broken con-
ed from a battery, acid should not be added to the nectors between plates of a cell, etc.
solution. The water will decompose into gases and
should be replaced regularly. Add distilled water as 17-22. CHARGING THE BATTERY. When the bat-
necessary to maintain the electrolyte level even with tery is to be charged, the level of electrolyte should
the horizontal baffle plate inside the battery. When be checked and adjusted by adding distilled water to
"dry charged" batteries are put into service, fill as cover the tops of the internal battery plates. The bat-
directed with electrolyte. However, as the electro- tery cables and connections should be clean.
lyte level falls below normal with use add only dis-
tilled water to maintain the proper level. The bat- W ARNING
tery electrolyte contains approximately 25c/osulphu-
ric acid by volume. Any change in this volume will When a battery is charging, hydrogen and oxy-
hamper the proper operation of the battery. gen gases are generated. Accumulation of
these gases can create a hazardous explosive
condition. Always keep sparks and open flame
away from the battery. Allow unrestricted ven-
Do not add any type of "battery rejuvenator" tilation of the battery area during charging.
to the electrolyte. When acid has been
spilled from a battery, the acid balance may The main points of consideration during a battery
be adjusted by following instructions pub- charge are excessive battery temperature and violent
lished by the Association of American Battery gassing. Under a reasonable rate of charge, the bat-
125°F
Manufacturers. tery temperature should not rise over nor
should gassing be so violent that acid is blown from
17-21. TESTING THE BATTERY. The specific grav- the vents.
ity check method of testing the battery is preferred
when the condition of the battery is in a questionable 17-23. BATTERY BOX.
state-of-charge. However, when the aircraft has
been operated for a period of time with an alternator 17-24. DESCRIPTION. On 12-volt aircraft, the
output voltage which is known to be correct, the ques- battery is enclosed in a metal battery box which is
tion of battery capability may be answered more cor- painted with acid proof paint and is riveted to the
rectly with a load type tester. If testing the battery forward side of the firewall. On 24-volt aircraft,
is deemed necessary, the specific gravity should be thru 1973 models, the battery is enclosed in a acid
checked first and compared with the following chart. resistant plastic box which is mounted in the tunnel
17-10 Change 1
below the engine. Beginning with 1974 models the 17-29. DESCRIPTION. The battery contactor on
24-volt aircraft, the battery box is mounted on the 12-volt systems is bolted to the firewall below the
left hand firewall and constructed of metal covered battery box. Thru 1973 models on the 24 volt system
with acid proof paint. On all three systems, the bat- the battery contactor is bolted to the tunnel wall be-
tery box completely encloses the battery preventing low the engine, beginning with 1974 models on the
any spillage of electrolyte or accumulation of battery 24 volt system the battery contactor is bolted to the
gases inside the aircraft. All three battery boxes battery box support bracket on the firewall. The
are vented by a tube which attaches to the bottom of contactor is a solenoid plunger type, which is actu-
the battery box and extends downward through the ated by turning the master switch on. Beginning
,
bottom of the fuselage· with U20601912 a vented battery contactor is installed.
When the master switch is off, the battery is dis-
17-25. REMOVAL AND INSTALLATION OF 12 VOLT connected from the electrical system. A silicon
BATTERY BOX. (Refer to figure 17-2.) The battery diode is used to eliminate spiking of the transistor-
box is riveted to the firewall. The rivets must be ized radio equipment. The cathode (+) terminal of
drilled out to remove the box. When a battery box is the diode connects to the battery terminal of the bat-
installed and riveted into place, all rivets and scratch- tery contactor. The anode (-) terminal of the diode
es inside the box should be painted with acid-proof connects to the same terminal on the contactor as
lacquer, Part No. CES1054-381, available from the the master switch wire. This places the diode
Cessna Service Parts Center. directly across the contactor solenoid coil so the
inductive spikes originating in the coil are clipped
17-26. REMOVAL AND INSTALLATION OF 24 VOLT when the master switch is opened. Refer to figure
BATTERY BOX. (Refer to figure 17-2.) 17-2 for pictorial installation of the battery contactor
a. Use paragraph 17-18 as a guide for removal and and diode.
replacement of the battery box.
17-30. REMOVAL AND INSTALLATION. (Refer to
NOTE figure 17-2.)
a. On 12-volt aircraft and 24-volt aircraft begin-
If rivets are removed from battery box, new ning with 1974 models, open battery box and dis-
rivets should be painted with acid-proof lac- connect negative battery terminal. Pull cable clear
quer, Part No. CES1054-381, available from of aircraft.
the Cessna Service Parts Center. b. On 24-volt aircraft thru 1973 models, remove
17-27. The
the quick disconnect cable assembly from the battery
MAINTENANCE OF BATTERY BOX.
box by loosening the knob on the cable assembly.
battery box should be inspected and cleaned periodi-
c. Refer to figure 17-2 as a guide for removal and
cally. The box and cover should be cleaned with a installation.
strong solution of bicarbonate of soda (baking soda)
d. For installation of battery contactor, reverse
and water. Hard deposits may be removed from a
this procedure.
metal box with a wire brush or from a plastic box
with a plastic scraper. When all corrosive deposits a. On 12-volt aircraft, open battery box and dis-
have been removed from the box, flush it thoroughly connect negative battery terminal. Pull cable clear
with clean water. of aircraft.
b. On 24-volt aircraft, remove the quick disconnect
WA RNIN G cable assembly from the battery box by loosening the
knob on the cable assembly.
Do not allow acid deposits to come in contact c. Refer to figure 17-2 and use as a guide for re-
with skin or clothing. Serious acid burns moval.
may result unless the affected area is washed d. For replacement of battery contactor, reverse
immediately with soap and water. Clothing this procedure.
will be ruined upon contact with battery acid.
17-31. BATTERY CONTACTOR CLOSING CIRCUIT.
Inspect the cleaned box and cover for physical dam-
age and for areas lacking proper acid proofing. A 17-32. DESCRIPTION. This circuit consists of a
badly damaged or corroded box should be replaced. fuse, a resistor and a diode mounted on the ground
If the box or lid require acid proofing, paint the area service receptacle bracket. This serves to shunt a
with acid-proof black lacquer, Part No. CES1054- small charge around the battery contactor so that
381, available from the Cessna Service Parts Center. ground power may be used to close the contactor
when the battery is too dead to energize the contactor
17-28. BATTERY CONTACTOR. by itself. Refer to figure 17-3.
Change 1 17-11
17-33. GROUND SERVICE RECEPTACLE. NOTE
17-34. DESCRIPTION. A ground service receptacle When using ground power to start the air-
is installed to permit the use of external power for craft, close the master switch before re-
cold weather starting or when performing lengthy moving the ground power plug. This will
electrical maintenance. A reverse polarity protec- ensure closure of the battery contactor
tion system is utilized whereby ground power must and excitation of the alternator field in the
pass through an external power contactor to be con- event that the battery is completely dead.
nected to the bus. A silicon junction diode is con-
nected in series with the coil on the external power
contactor so that if the ground power source is inad-
Vertently connected with a reversed polarity, the Failure to observe polarity when connecting
external power contactor will not close. This feature an external power source directly to the bat-
protects the diodes in the alternator, and other semi- tery or directly to the battery side of the bat-
conductor devices used in the aircraft, from possible tery contactor, will damage the diodes in the
reverse polarity damage. alternator and other semiconductor devices
in the aircraf
NOTE
Maintenance of the electronic installations

cannot be performed when using external External power receptacle must be function-
power. Application of external power opens ally checked after wiring, or after replace-
the relay supplying voltage to the electronics ment of components of the external power or
bus. For lengthy ground testing of electronics split bus systems. Incorrect wiring or mal-
systems, connect a well regulated and filtered functioned components can cause immediate
power supply directly to the battery side of engagement of starter when ground service
the battery contactor. Adjust the supply for plug is inserted.
14-volts on 12-volt systems or 28-volt on
24-volt systems and close the master switch,
i.7-35. TROUBLE SHOOTING.
STARTER ENGAGES WHEN Shorted or reversed diode in Check wiring to, and condition
GROUND POWER IS CON- split bus-bar system. of diode mounted on the split
NECTED. bus relay bracket adjacent to
the magneto switch. Correct
wiring. Replace diode board
assembly.
GROUND POWER WILL NOT Ground service connector 1. Check for voltage at all
CRANK ENGINE. wired incorrectly. three terminals of external
power contactor with ground
power connected and master
switch off. If voltage is pre-
sent on input and coil termin-
als but not on the output ter -
minal, proceed to step 4. If

voltage is present on the input
terminal but not on the coil
terminal, proceed to step 2.
If voltage is present on all three
terminals, check wiring between
contactor and bus.
2. Check for voltage at small

terminal of ground service re-
ceptacle. If voltage is not pre-
sent, check ground service plug
wiring. If voltage is present,
proceed to step 3.
17-12
17-35. TROUBLE SHOOTING. (Cont).
GROUND POWER WILL NOT Open or mis-wired diode on 3. Check polarity and continuity
CRANK ENGINE. (Cont). ground service diode board of diode on diode board at rear
assembly. of ground service receptacle. If
diode is open or improperly wired,
replace diode board assembly.
Faulty external power con- 4. Check resistance from small

tactor. (coil) terminal of external power
contactor to ground (master switch
off and ground power unplugged).
Normal indication is 16-24 ohms.
on 12-volt system or 50-70 ohms
on the 24-volt systems.
If resistance indicates an open
coil, replace contactor. If
resistance is normal, proceed
to step 5.
Faulty contacts in external 5. With master switch off and

power contactor. ground power applied, check for
voltage drop between two large
terminals of external power
(turn on taxi light for a load).
Normal indication is zero volts.
If voltage is intermittently pres-
ent or present all the time,
replace contactor.
17-36. REMOVAL AND INSTALLATION. (Refer 17-40. DESCRIPTION. The 60-ampere alternator
to figure 17-3.) used on the aircraft are three-phase, delta connected
a. On 12-volt systems, open the battery box and with integral silicon diode rectifiers. The alternator
disconnect the ground cable from the negative termi- is rated at 14-volts or 28-volts at 60-amperes con-
nal of the battery and pull the cable free of the box. tinuous output. The moving center part of the alter-
b. On 24-volt systems, remove the quick-discon- nator (rotor) consists of an axial winding with radial
nect cable assembly from the battery box assembly interlocking poles which surround the winding.
by loosening the knob on the cable assembly.
c. Remove the nuts, washers, ground strap, bus With excitation applied to the winding through slip
bar and diode board from the studs of the receptacle rings the pole pieces assume magnetic polarity. The
and remove battery cable. rotor is mounted in bearings and rotates inside the
d. Remove the screws and nuts holding the recep- stator which contains the windings in which the ac
tacle; ground strap will then be free from the bracket. current is generated. The stator windings are three-
e. To install a ground service receptacle, reverse phase, delta connected and are attached to two diode
this procedure. plates, each of which contains three silicon diodes.
The diode plates are connected to accomplish full-
17-37. ALTERNATOR POWER SYSTEM. wave, rectification of the ac. The resulting de output
is applied to the aircraft bus and sensed by the volt-
17-38. DESCRIPTION. The alternator system con- age regulator. The regulator controls the excitation
sists of an engine driven alternator, a voltage regu- applied to the alternator field thus controlling the out-
lator and a circuit breaker located on the instrument put voltage of the alternator.
panel. The system is controlled by the left hand por-
tion of the split rocker, master switch labeled ALT. 17-41. ALTERNATOR REVERSE VOLTAGE DAM-
Beginning with 1972 models an over-voltage sensor AGE. The alternator is very susceptible to reverse
switch and red warning light labeled HIGH VOLTAGE polarity damage due to the very low resistance of the
are incorporated to protect the system, (refer to output windings and the low resistance of the silicon
paragraph 17-57). The aircraft battery supplies the diodes in the output. If a high current source, such
source of power for excitation of the alternator, as a battery or heavy duty ground power cart is at-
tached to the aircraft with the polarity inadvertently
17-39. ALTERNATOR. reversed, the current through the alternator will flow
almost without limit and the alternator will be imme-
diately damaged.
Change 1 17-13
1
12 4 11
10
Detail
13 1 3
14
1 3
15 5
23
18
22 1 3 21 18
20
6
17
19
1. Nut 9. Diode 17. Cover Plate

2. Lockwasher 10. Wire to Ext. Pwr. Recept. 18. Screw
3. Washer 11. Solder Terminal 19. Receptacle
4. Insulating Washer 12. Spacer 20. Ground Strap
5. Fuse 13. Diode Board 21. Ext. Power Contactor
6. Bracket 14. Bus Bar 22. Cover -
Late Airplanes
7. Wire to Battery Contactor 15. Nipple Used before
-
23. Power Cable
8. Resistor-.75 ohm resistor was added 24. Contactor Control Wire
16. Doubler
Figure 17-3. Ground Service Receptacle Installation
17 -14
AMMETER INDICATES HEAVY Shorted field in alternator. 1. Remove plug from regulator
DISCHARGE WITH ENGINE with master switch on and ob-
NOT RUNNING OR ALTERNA- serve if heavy drain persists.
TOR CIRCUIT BREAKER OPENS If heavy drain is reduced, pro-
WHEN MASTER SWITCH IS ceed to step 2. If heavy drain
TURNED ON. is not reduced, proceed to step 3.
2. Check resistance from ter-

minal "F" on alternator to the
alternator case. Normal indi-
cation on 12-volt systems is
6-7 ohms of 11-12 ohms on
24-volt systems. If resistance
is too low, repair or replace
alternator.
Shorted radio noise filter 3. Remove cable from output

or shorted wire. terminal of alternator. Check
resistance from end of cable
to ground (MASTER SWITCH
MUST BE OFF). If resistance
does not indicate a direct short,
proceed to step 6. If resistance
indicates a direct short, proceed
to step 4.
4. Remove cable connections
from radio noise filter. Check
resistance from the filter input
terminal to ground. Normal
indication is infinite resistance.
If reading indicates a direct
short, replace filter. If no
short is evident, proceed to
step 5.
5. Check resistance from ground

to the free ends of the wires which
were connected to the radio noise
filter (or alternator if no noise
filter is installed). Normal indi-
cation does not show a direct short.
If a short exists in wires, repair
or replace wiring.
Shorted diodes in alternator. 6. Check resistance from out-

put terminal of alternator to
alternator case. Reverse leads
and check again. Resistance
reading may show continuity in
one direction but should show
an infinite reading in the other
direction. If an infinite reading
is not obtained in at least one
direction, repair or replace
alternator.
17 -15
17-42. TROUBLE SHOOTING (Cont).
ALTERNATOR SYSTEM Regulator faulty or improp- 1. Start engine and adjust for
WILL NOT KEEP BAT- erly adjusted. 1500 RPM. Ammeter should
TERY CHARGED. indicate a heavy charge rate
with all electrical equipment
turned off. Rate should taper
off in 1-3 minutes. On 12-
volt aircraft a voltage check at
the bus should indicate a read-
ing consistant with the voltage
vs temperature chart on page
17-19. If charge rate tapers off
very quickly and voltage is
normal, check battery for mal-
function. If ammeter shows a
low charge rate or any discharge
rate, and voltage is low, proceed
to step 2.
2. Stop engine, remove cowl,
and remove cover from voltage
regulator. Turn master switch
ON/OFF several times and ob-
serve field relay in regulator.
Relay should open and close
with master switch and small
arc should be seen as contacts
open. If relay is inoperative,
proceed to step 3. If relay op-
erates, proceed to step 4.
3. Check voltage at "S" terminal

of regulator with master switch
closed. Meter should indicate
bus voltage. If voltage is present,
replace regulator. If voltage is
not present, check wiring between
regulator and bus.
4. Remove plug from regulator

and start engine. Momentarily
jumper the "A+" and "F" termi-
nals together on the plug. Air-
craft's ammeter should show
heavy rate of charge. If heavy
charge rate is observed, replace
regulator. If heavy charge rate
is not observed, proceed to step 5.
Faulty wiring between alter- 5. Check resistance from "F"

nator and regulator, or terminal of regulator to "F" ter-
faulty alternator. minal of alternator. Normal in-
dication is a very low resistance.
If reading indicates no, or poor
continuity, repair or replace wir-
ing from regulator to alternator.
17-16
17-42. TROUBLE SHOOTING.(Cont).
ALTERNATOR SYSTEM Faulty wiring between alter- 6. Check resistance from "F"
WILL NOT KEEP BAT- nator and regulator, or terminal of alternator to alter-
TERY CHARGED. (Cont). faulty alternator. (Cont). nator case. Normal indication
on 12-volt systems is 6-7 ohms
or 11-12 ohms on 24-volt systems.
If resistance is high or low, re-
pair or replace alternator.
7. Check resistance from case of

alternator to airframe ground.
Normal indication is very low re-
sistance. If reading indicates no,
or poor continuity, repair or
replace alternator ground wiring.
ALTERNATOR OVERCHARGES Regulator faulty or improp- Check bus voltage with engine
BATTERY -
BATTERY USES erly adjusted. running. Normal indication
EXCESSIVE WATER. agrees with voltage vs temper-
ature chart on page 17-13. Ob-
serve aircraft's ammeter, am-
meter should indicate near zero
after a few minutes of engine
operation. Replace regulator.
OVER-VOLTAGE WARNING Faulty regulator. Reset over-voltage relay by

LIGHT STAYS ON. (24-VOLT). turning master switch (ALT
side) off and on. Check
regulator by replacement.
Replace regulator.
Over-voltage relay out of Warning light comes on without

adjustment. over-voltage. Adjust over-volt
relay assembly, thru 1973 models.
Faulty over-voltage relay. Repair or replace. Substitute
relay.
Faulty field wiring. Test wiring look for field

-
wire shorted to primary

voltage. Repair.
OVER-VOLTAGE WARNING Regulator faulty or improperly 1. With engine running turn off
LIGHT ON. (12 VOLT) adjusted. Faulty sensor switch. and on battery portion of the
master switch. If the light stays
on shut down engine then turn on
the "BAT" and "ALT" portions of
the master switch. Check for
voltage at the "S" terminal of the
voltage regulator.If voltage is
present adjust or replace regula-
tor. If voltage is not present
check master switch and wiring
for short or open condition. If
wiring and switch are normal
replace sensor.
Change 1 17-17
17-43. REMOVAL AND INSTALLATION. (Refer to resettable circuit breaker located on the switch panel
figure 17-4.) is provided to protect the alternator field circuit.
a. Make sure that the master switch remains in
the off position or disconnect the negative lead from 17-45. ALTERNATOR VOLTAGE REGULATOR.
the battery. 12 VOLT AIRCRAFT ONLY.
b. Disconnect the wiring from the alternator.
c. Remove the safety wire from the upper adjust- 17-46. DESCRIPTION. The alternator voltage regu-
ing bolt and remove the bolt from the alternator. lator contains two relays. The field relay is actuated
d. Remove the nut and washer from the lower by the aircraft master switch and connects the regu-
mounting bolt. lator to the battery. The voltage limiter relay is a
e. Remove the alternator drive belt and lower two-stage, voltage sensitive device, which is used to
mounting bolt to remove the alternator. control the current applied to the field winding of the
f. To replace alternator, reverse this procedure. alternator. When the upper set of contacts on the
g. Adjust belt tension to obtain 3/8" deflection at the voltage regulator relay are closed, full bus voltage is
center of the belt when applying 12 pounds pressure to applied to the field. This condition will exist when the
the belt. After belt is adjusted and bolt is safety battery is being heavily charged or when a very heavy
wired, tighten the bottom bolt to 100-140 lb.in. torque load is applied to the system. When the upper con-
to remove any play between alternator mounting foot tacts open, as the voltage begins to rise toward nor-
and the U-shaped support assembly. mal bus voltage, the voltage to the alternator field is
reduced through a resistor network in the base of the
regulator, thus reducing the output from the alterna-
tor. As the voltage continues to rise, assuming a
When new belt in installed, belt tension should very light load on the system, the lower contacts will
be checked withih 10 to 25 hours of operation. close and ground the alternator field and shut the alter-
nator completely off. Under lightly loaded conditions
NOTE the voltage relay will vibrate between the intermediate
charge rate and the lower (completely off) contacts.
When tightening the alternator belt, apply pry Under a moderate load, relay will vibrate between
bar pressure only to the end of the alternator intermediate charge and upper (full output) contacts.
nearest to the belt pulley. The voltage relay is temperature compensated so that
the battery is supplied with the proper charging volt-
17-44. ALTERNATOR FIELD CIRCUIT PROTECe age for all operating temperatures. With the battery
TION. On models prior to 1970, a 2-amp automatic fully charged (ship's ammeter indicating at or near
resetting circuit breaker located on the back of the zero) and a moderate load applied to the system (a
instrument panel is provided to protect the alterna- taxi light turned on), the voltage at the bus bar should
tor field circuit. On 1970 models and on, a manually- be within the range shown according to the air tem-
12 2 2
asher 1
3
3. Adjusting Bracket
4 Alternator
6 Supph rt Assembly
2 21
NOTE
' When replacement of the alternator
5 ' support bracket is required refer to
Cessna Single-engine Service Letter
2 SE71-42, dated, December 10, 1971.
On Models manufactured prior to mid 1971

should alternator thru-bolt loosening or
1
breaking occur, Cessna Service Letter
SE71-40 dated November 24, 1971 should
2 be complied with. On models manufactured
2 after mid 1971 a new high strength thru-
5 bolt and a K shaped retainer are installed.
Torque bolts 45 to 55 pound-inches.
G
Figure 17-4. Alternator Installation
17-18 Change 2
perature on the temperature and bus voltage chart. Transistor regulator calibration can be changed by
screwdriver adjustment of potentiometer. Adjusting
Beginning with U20602200 a solid state voltage regu- the potentiometer performs the same function as ad-
lator is installed. The Voltage Limiter relay in this justing the voltage limiter armature spring tension
regulator is replaced by a circuit board. The regu- on a mechanical regulator.
Iator is a remove and replace item and not repairable.
The regulator may be adjusted by removing the cover A capacitor, in series with two resistors, causes the
and adjusting the potentiometer either up or down. driver transistor and the power transistor to switch
on and off faster, for proper flip-flop action.
12-VOLT SYSTEM
The remaining resistors in the unit provide proper
TEMPERATURE BUS VOLTAGE operating voltages for the zener diode and the two
transistors.
75°F 13. 8 14.. 1
60 - -
90°F 17-49. ADJUST-

75 -
13.7 -
14.0 TRANSISTORIZED REGULATOR
100°F
91 -
13.6 -
13.9 MENTS -
24 VOLT AIRCRAFT ONLY. Regulator
voltage limiter adjustments.
The voltage regulator is adjustable but adjustments
on the aircraft is not recommended. A bench adjust- The only adjustment on the transistorized alternator
ment procedure is outlined in the Cessna Alternator regulator is the voltage limiter adjustment. The
Charging Systems Service/Parts Manual. voltage setting can be tailored to meet the require-
ments of a given aircraft in order to maintain proper
17-47. TRANSISTORIZED VOLTAGE REGULATOR. battery specific gravity. Never shift the voltage set-
(24-VOLT AIRCRAFT ONLY.) ting by more than 0. 3 volt from the previous setting.
Always allow an adequate time interval between each
17-48. DESCRIPTION. The transistorized voltage new voltage setting in order to obtain an accurate
regulator controls the alternator output in a similar reading of battery specific gravity.
manner to a mechanical voltage regulator: by regu-
lating the alternator field current. The regulation NOTE
is accomplished electronically with the use of trans-
istors and diodes rather than by a vibrating arma- Clockwise adjustment decreases voltage and
ture relay. The voltage sensing component is a counterclockwise adjustment increases vol-
zener diode which has the characteristic of suddenly tage. Refer to the Cessna Alternator Charg-
changing its resistance when a specified voltage is ing Systems Manual for bench testing.
reached.
17-50. TROUBLE SHOOTING THE VOLTAGE REG-
When the engine is started, battery current is sup- ULATOR. For trouble shooting the voltage regulator,
plied to the field through a "bias" diode, and power refer to paragraph 17-42.
transistor. The bias diode aids high temperature
stability of the power transistor. A second diode, 17-51. REMOVAL AND INSTALLATION 12-VOLT
-
connected from the field terminal to common ground, AIRCRAFT ONLY (Refer to Figure 17-5.)
absorbs undesirable field voltage peaks more effici- a. Make sure that the master switch is off or dis-
ently than the resistor used in electro-mechanical connect the negative lead from the battery.
regulators. As the alternator begins to supply cur- b. Remove the connector plug from the regulator.
rent, battery voltage will increase. When battery c. Remove two screws holding the regulator on the
voltage reaches approximately 28 volts, the zener firewall.
diode suddenly reduced its resistance and turns on d. To replace the regulator, reverse this proced-
the driver transistor. When the driver transistor ure. Be sure that the connections for grounding the
turns on, the power transistor is caused to turn off. alternator, wiring shields and the base of the regu-
Battery voltage is reduced slightly because the alter- lator are clean and bright before assembly. Other-
nator output was reduced when the power transistor wise, poor voltage regulation and/or excessive radio
turned off the field current. Zener diode voltage is noise may result.
reduced at the same time as battery voltage, causing
the zener diode to increase its resistance and turn 17-52. REMOVAL AND INSTALLATION OF TRANS-
off the driver transistor. The power transistor is ISTORIZED VOLTAGE REGULATOR 24-VOLT AIR-
-
caused to turn on again, resulting in a complete cycle CRAFT ONLY.

of events. The transistors alternate in the on-off a. Ensure that the master switch is off.
action. When the driver transistor turns on the pow- b. Remove the quick-disconnect cable assembly
er transistor turns off. from the battery box assembly by loosening the knob
on the cable assembly.
The temperature compensating resistor is made of c. Remove the upper cowling to gain access to the
a special material that changes its resistance with regulator mounted on the forward left side of the fire-
temperature in such a manner that during cold weath- wall.
er the battery charging voltage is increased. This d. Disconnect wiring from regulator and label wires.
resistor performs the same function as the bimetal e. Remove the three mounting bolts and nuts.
hinge on the voltage limiter armature of a mechan- f. To replace the regulator, reverse this procedure.
ical regulator.
Change 1 17-19
12-VOLT SYSTEM ONLY (TYPICAL)
NOTE
Beginning with 1974 Models 10

a solid state voltage regulator
is installed on the 12 volt
system.
11
12 12
24-VOLT SYSTEM ONLY

BEGINNING WITH 1974
MODELS. 24-VOLT SYSTEM ONLY
THRU 1973 MODELS
1. Filter -
Radio Noise 6. Wire Shields to Ground 10. Support Assembly -

Regulator
2. Wire to Master Switch 7. Wire to Alternator "F" 11. Bolt
3. Shield Ground
-
8. Wire to Alternator "A+" 12. Alternator Regulator

4. Screw 9. Wire to Alternator Ground 13. Regulator Ground Wire
5. Voltage Regulator 14. Alternator Ground Wire
Figure 17-5. Voltage Regulator Installation
17 -20
Change 3
17-53. OVER-VOLTAGE WARNING CIRCUIT -
24- 17-57. OVER-VOLTAGE SENSOR AND WARNING
VOLT AIRCRAFT ONLY. (Refer to Figure 17-6.) LIGHT. (12 VOLT AIRCRAFT ONLY, BEGINNING
WITH 1972 MODELS.)
17-54. DESCRIPTION. Thru 1973 models the over-
voltage warning system consists of a relay assembly, 17-58. DESCRIPTION. The over-voltage system con-
condenser and red indicator light. The relay is volt- sists of a over-voltage sensor switch and a red warn-
age sensitive, opening the alternator field circuits ing light labeled, "HIGH VOLTAGE", on the instru-
and turning on a red warning light if excessive volt- ment panel. When an over-voltage tripoff occurs the
age is present. Simultaneously with lamp illumina- over-voltage sensor turns off the alternator system
tion, the alternator will automatically shut down. To and the red warning light comes on. The ammeter
turn the over-volt light out, the ALT side of the mas- will show a discharge. Turn off both sections of the
ter switch must be turned OFF and then back ON to Master Switch to recycle the over-voltage sensor.
reset the system. Monitor the output of the alterna- If the over-voltage condition was transient, the nor-
tor on the ammeter and shut off enough electronic mal alternator charging will resume and no further
equipment to bring the reading below full scale. Be- action is necessary. If the over-voltage tripout
ginning with 1974 models the system operation re- recurs, then a generating system malfunction has
mains the same except the relay and capacitor are occurred such that the electrical accessories must
replaced by a new type relay. This relay is a remove be operated from the aircraft battery only. Conser-
and replace item and not adjustable. Vation of electrical energy must be practiced until
the flight can be terminated. The over-voltage red
17-55. ADJUSTMENT OF OVER-VOLTAGE RELAY warning light filament may be tested at any time by
ASSEMBLY. (THRU 1973 MODELS, 24 VOLT). turning off the "Alternator" portion of the Master
Connect a well filtered D. C. supply to terminals Switch and leaving the "Battery" portion turned on.
E (negative) and B (positive) of the relay. Connect This test does not induce an over-voltage condition
a 28 volt light bulb between terminals B and F of the on the electrical system.
relay. Increase the voltage of the supply until the
lamp lights. The lamp should come on when the NOTE
power supply voltage reaches 31. 5 volts. The relay
may be adjusted with a screwdriver until proper pull- Should nuisance trip-outs occur on aircraft
in voltage is obtained. prior to U20601751, Single-engine Service
letter SE72-15, Dated April 21, 1972 should
17-56. REMOVAL AND INSTALLATION OF OVER- be complied with.
VOLTAGE RELAY ASSEMBLY.
a. Turn Master Switch (BAT side) to OFF position. 17-58A. RIGGING THROTTLE OPERATED MICRO-
b. Label wires for identification and use figure 17-6 SWITCH. Refer to Section 13.
as a guide for removal and replacement.
17-58B. AUXILIARY ELECTRIC FUEL PUMP
FLOW RATE ADJUSTMENT. Refer to Section 13.
1. Overvolt Relay 4
2. Housing -
Plug 4
3. Ground Wire Detail 7 8
4. Screw 6
24 VOLT 12
5. Capacitor 10
BEGINNING WITH
6. Battery Box
1974 MODELS Detail
7. Overvolt Sensor
8. Tie Strap 11 24 VOLT
3 1973 MODELS
9. Wire Bundle n THRU
10. Grommet Detail D
11. Wire -
To Circuit Breaker 12 VOLT

12. Wire -
To Master Switch
Figure 17-6. Overvolt Relay Installation
Change 3 17-21
17-59. AIRCRAFT LIGHTING SYSTEM. light, compass and radio dial lights.
On the 1969 model, snap-in type rocker switches are
17-60. DESCRIPTION. The aircraft lighting system introduced. These switches have a design feature
consists of landing and taxi lights, navigation lights, which permits them to snap into the panel from the
anti-collision strobe lights, flashing beacon light, panel side and can subsequently be removed for easy
interior and instrument panel flood lights, electro- maintenance. These switches also feature spade
luminescent panel lighting, instrument post lighting, type slip-on terminals.
pedestal lights, courtesy lights, control wheel map
17-61. TROUBLE SHOOTING
1. Inspect circuit breaker. If

LANDING AND TAXI LIGHTS Short circuit in wiring. circuit breaker is open, proceed
OUT. to step 2. If circuit breaker is
OK, proceed to step 3.
Defective wiring. 2. Test each circuit separately

until short is located. Repair
or replace wiring.
Defective switch. 3. Check voltage at lights with

master and landing and taxi light
switches ON. Should read bat-
tery voltage. Replace switch.
LANDING OR TAXI LIGHT Lamp burned out. 1. Test lamp with ohmmeter or
OUT. new lamp. Replace lamp.
Open circuit in wiring. 2. Test wiring for continuity.

Repair or replace wiring.

FLASHING BEACON DOES Short circuit in wiring. circuit breaker is open, proceed
NOT LIGHT. to step 2. If circuit breaker is
Defective wiring. 2. Test circuit until short is 10-
cated. Repair or replace wiring.
Lamp burned out. 3. Test lampwith ohmmeter or

a new lamp. Replace lamp. If
lamp is good, proceed to step 4.
Open circuit in wiring. 4. Test circuit from lamp to
flasher for continuity. If no
continuity is present, repair or
replace wiring. If continuity is
present, proceed to step 5.
Defective switch. 5. Check voltage at flasher with
master and beacon switch on.
Should mad battery voltage.
Replace switch. If voltage is
present, proceed to step 6.
Defective flasher. 6. Install new flasher.
FLASHING BEACON Defective flasher, 1. Install new flasher.

CONSTANTLY LIT.
17-22 Change 3
17-61. TROUBLE SHOOTING (Cont.)

ALL NAV LIGHTS OUT. Short circuit in wiring. circuit breaker is open, proceed
to step 2. If circuit breaker is
Defective wiring. 2. Isolate and test each nav light
circuit until short is located.
Defective switch. 3. Check voltage at nav light with

master and nav light switches on.
Should read battery voltage. Re-
place switch.
ONE NAV LIGHT OUT. Lamp burned out. 1. Inspect lamp. Replace lamp.
Open circuit in wiring. 2. Test wiring for continuity.

ONE ANTI-COLLISION Flash tube burned out. Test with new flash tube. Replace
STROBE LIGHT WILL flash tube.
NOT LIGHT. THRU
1972 MODELS. Faulty wiring. Test for continuity. Repair or
replace.
Faulty trigger head. Test with new trigger head.

Replace trigger head.
BOTH ANTI-COLLISION Circuit breaker open. Inspect. Reset.

STROBE LIGHTS WILL
NOT LIGHT. THRU
1972 MODELS.
Faulty power supply. Listen for whine in power supply

to determine if power is operating.
Faulty switch. Test for continuity. Repair or

replace.
Faulty wiring. Test for continuity. Repair or

replace.
The anti-collision system is a high voltage device. Do not remove

or touch tube assembly while in operation. Wait at least 5 minutes
after turning off power before starting work.
BOTH ANTI-COLLISION Open circuit breaker. 1. Check, if open reset. If

STROBE LIGHTS WILL circuit breaker continues to
NOT LIGHT. BEGINNING open proceed to step 2.
WITH 1973 MODELS.
Change 3 17-23
17-61. TROUBLE SHOOTING (Cont.)
BOTH ANTI-COLLISION Open circuit breaker. Cont. 2. Disconnect red wire be-
STROBE LIGHTS WILL tween aircraft power supply
NOT LIGHT. BEGINNING (battery/external power) and
WITH 1973 MODELS. Cont, strobe power supplies, one
at a time. If circuit breaker
opens on one strobe power
supply, replace strobe power
supply. If circuit breaker
opens on both strobe power
supplies proceed to step 3.
If circuit breaker does not
open proceed to step 4.
3. Check aircraft wiring.

Repair or replace as neces-
sary.
4. Inspect strobe power sup-

ply ground wire
for contact
with wing structure.
Extreme care should be taken when exchanging flash tube. The tube
is fragile and can easily be cracked in a place where it will not be
obvious visually. Make sure the tube is seated properly on the base
of the nav light assembly and is centered in the dome.
NOTE
When checking defective power supply and flash tube, units from
opposite wing may be used. Be sure power leads are protected
properly when unit is removed to prevent short circuit.
ONE ANTI-COLLISION Defective Strobe Power Supply, 1. Connect voltmeter to red lead
STROBE LIGHT WILL or flash tube. between aircraft power supply
NOT LIGHT. BEGINNING (battery/external power) and
WITH 1973 MODELS. strobe power supply, connecting
negative lead to wing structure.
Check for 12 volts. If OK proceed
to step 2. If not, check aircraft
power supply (battery/external
power).
2. Replace flash tube with known

good flash tube. If system still
does not work, replace strobe
power supply.
17-24 Change 3

DOME LIGHT TROUBLE. Short circuit in wiring. circuit breaker is open, proceed
Defective wiring. 2. Test circuit until short is
located. Repair or replace
wiring.
3. Test for open circuit. Repair

or replace wiring. If no short or
open circuit is found, proceed to
step 4.
Lamp burned out. 4. Test lamp with ohmmeter or

new lamp. Replace lamp.
Defective switch. 5. Check for voltage at dome

light with master and dome light
switch on. Should read battery
voltage. Replace switch.
ELECTROLUMINESCENT Short circuit in wiring. 1. Inspect circuit breaker. If

PANELS WILL NOT LIGHT. circuit breaker is open, proceed
Defective wiring. 2. Test circuit until short is

located. Repair or replace wiring.

or replace wiring. If no open or
short circuit is found, proceed to
step 4.
Defective resistor. 4. Check resistor for continuity.

(Located in line between rheostat
and inverta-pak.) Replace resistor.
SHOP NOTES:

ELECTROLUMINESCENT Defective rheostat. 5. Check input voltage at inverta-

PANELS WILL NOT LIGHT. pak with master switch on. Volt-
(Cont). meter should give a smoothly varied
reading over the entire control range
of the rheostat. If no voltage is pre-
sent or voltage has a sudden drop
before rheostat has been turned full
counterclockwise, replace rheostat.
Defective inverta-pak. 6. Check output voltage at inverta-

pak with ac voltmeter. Should read
about 125 volts ac with rheostat set
for full bright. Replace inverta-
pak.
INSTRUMENT LIGHTS WILL Short circuit in wiring. 1. Inspect circuit breaker. If

NOT LIGHT (THRU 1969 circuit breaker is open, proceed
MODELS ONLY). to step 2. If circuit breaker is OK,
proceed to step 3.
Defective wiring. 2. Test circuit until short is locat
ed. Repair or replace wiring
3. Test for open circuit. Repair or

replace wiring. If no short or open
circuit is found, proceed to step 4.
Defective rheostat. 4. Check voltage at instrument

light with master switch on.
Should read battery voltage with
rheostat turned full clockwise and
voltage should decrease as rheostat
is turned counterclockwise. If no
voltage is present or voltage has
a sudden drop before rheostat has
been turned full counterclockwise,
replace rheostat.
Lamp burned out. 5. Test lamp with ohmmeter or

new lamp. Replace lamp.
INSTRUMENT LIGHTS WILL Short circuit wiring. 1. Inspect circuit breaker. If

NOT LIGHT (1970 MODELS circuit breaker is open, proceed to
& ON). step 2. If circuit breaker is OK,
proceed to step 3.
Defective wiring. 2. Test circuit until short is locat-
ed. Repair or replace wiring.

or replace wiring. If no short or
open circuit is found, proceed to
step 4.
Faulty section in 4. Lights will work when control

dimming potentiometer. is placed in brighter position. Re-
place potentiometer.
17-25
17-61. TROUBLE SHOOTING (CONT.)
INSTRUMENT LIGHTS WILL Faulty light dimming 5. Test both transistors with new
NOT LIGHT (1970 MODELS transistor. transistor. Replace faulty transis-
& ON). (Cont). tor.
Faulty selector switch. 6. Inspect. Replace switch.
INSTRUMENT LIGHTS WILL Open resistor or wiring 1. Test for continuity. Replace
NOT DIM (1970 MODELS & ON). in minimum intensity end resistor or repair wiring.
of potentiometer.
Shorted transistor. 2. Test transistor by substitution.

Replace defective transistor.
CONTROL WHEEL MAP Nav light switch turned off. 1. Nav light switch has to be ON
LIGHT WILL NOT LIGHT before map light will light.
THRU 1969 MODELS
ONLY, Short circuit in wiring. 2. Check lamp fuse on terminal
board located on back of stationary
panel with ohmmeter. If fuse is
open, proceed to step 3. If fuse is
Defective wiring. 3. Test circuit until short is lo-

cated. Repair or replace wiring,

or replace wiring. If a short or
open circuit is not found, proceed
to step 5.
Defective map light assembly. 5. Check voltage at map light

assembly with master and nav
switches on. If battery voltage
is present, replace map light
assembly.
Failure to observe polarity shown on wiring diagram 11. 11. 0

will result in immediate failure of the transistor on the map
light circuit board assembly.
CONTROL WHEEL MAP Nav light switch turned off. 1. Nav light switch has to be
LIGHT WILL NOT LIGHT ON before map light will light.
1970 MODELS & ON.
Short circuit in wiring. 2. Check lamp fuse on terminal
board located on back of station-
ary panel with ohmmeter. If
fuse is open, proceed to step 3.
If fuse is OK, proceed to step 4.
17-26
CONTROL WHEEL MAP Defective wiring. 3. Test circuit until short is 10-
LIGHT WILL NOT LIGHT cated. Repair or replace wiring.
1970 MODELS AND ON.
(Cont). 4. Test for open circuit. Repair
or replace wiring. If a short or
open circuit is not found, proceed
to step 5.
Defective map light assembly. 5. Check voltage at map light
assembly with master and nav
switches on. If battery voltage
is present, replace map light
assembly.
17-62. LANDING AND TAXI LIGHTS. 17-66. NAVIGATION LIGHTS.
17-63. DESCRIPTION. Thru 1971 Models the land- 17-67. DESCRIPTION. The navigation lights are
ing and taxi lights are mounted in the leading edge of located on each wing tip and the stinger. Operation
the left wing. A clear plastic cover provides weather of the lights is controlled by a single switch. A
protection for the lamps and is shaped to maintain the plastic light detector on each wing tip allows the
leading edge curvature of the wing. The landing lamp pilot to determine if the lamps are working properly
is mounted on the inboard side and is adjusted to during flight.
throw its beam further forward than the taxi lamp.
Both lamps are controlled by an interlocking split 17-68. REMOVAL AND INSTALLATION. Refer to
rocker switch. Beginning with 1972 Models the land- Figure 17-8 for removal and installation.
ing and taxi lights are mounted in the lower nose
cowl. Beginning with 1974 models the interlocking 17-69. ANTI-COLLISION STROBE LIGHTS.
split rocker switch is replaced by two separate
rocker switches interconnected by a jumper wire and 17-70. DESCRIPTION. A white strobe light is inst-
a diode assembly. a.11ed on each wing tip. These lights are vibration
resistant and operate on the principle of a capacitor
17-64. REMOVAL AND INSTALLATION. (THRU discharge into a xenon tube, producing an extremely
1971 MODELS). (Refer to Figure 17-7.) high intensity flash. Thru 1972 Models energy is
a. Remove the 18 screws securing the landing light supplied to the strobe lights from a power supply.
window assembly (1) and the assembly will then be The power supply is mounted inside the left wing,
free for removal. on the rib at wing station 118.00 just forward of the
b. Remove the four attaching screws (6) from the wing rear spar. Beginning with 1973 Models
bracket assembly and remove the bracket. energy is supplied from individual power supplies
mounted on the wing tip rib.
NOTE
17-70A. OPERATIONAL REQUIREMENTS.
Do not reposition the landing and taxi light
adjustment screws (2). If readjustment is WA RNING
required refer to figure 17-7.
The capacitors in the strobe light power
c. Remove the two screws securing the wiring supplies must be reformed if not used for
to the lamp contacts and remove the lamp. a period of six (6) months. The following
d. Install new lamp and reassemble. procedure must be used.
17-65. REMOVAL AND INSTALLATION. (BEGIN- Connect the power supply, red wire to plug, black to
NING WITH 1972 MODELS.) (Refer to Figure 17-7.) ground to 6 volt DC source. Do Not connect strobe
a. Remove screws securing support assembly (2) tube. Turn on 6 volt supply. Note current draw after
to cowl and pull assembly forward from cowl. One minute. If less than 1 ampere, continue opera-
b. Remove screws securing the wiring to lamp tion for 24 hours. Turn off DC power source. Then
contacts. connect to the proper voltage, 12/24 volt. Connect
c. Remove the tinnerman screws from the bracket tube to output of strobe power supply and allow to
(5) and remove bracket and lamp. operate, flashing, for 15 minutes. Remove strobe
d. Install new lamp and reassemble. tube. Operating power supply at 12/24 volts, note
Change 3 17-27
the current after one minute.
drain If less than 0. 5 assembly while in operation. Wait at least
amperes, operatefor 6 hours. If current draw is five minutes after turning off power before
greater than 0. 5 amperes, reject the unit. starting work.
17-71. REMOVAL AND INSTALLATION. Refer to 17-72. FLASHING BEACON LIGHT.

Figure 17-8 as a guide for removal and installation.
17-73. DESCRIPTION. The flashing beacon light
WA RNING is attached to the (ABS constructed) vertical fin tip.
The assembly consists of a red dome cover and a
The anti-collision system is a high voltage iodine vapor lamp electrically switched by a solid-
device. Do not remove or touch the tube
3 6
VIEW A-A
DIMENSION D
NO. 206
1 0. 68
4 0. 50
0.85 3
5
4
1. Window
•
' -
2. Adjusting Screw
3. Lamp
4. Spring
5. Bracket
6. Screw
Figure 17-7. Landing and Taxi Light Installation (Sheet 1 of 2)

17-28 Change 3
Detail A
1973 MODELS
- ' 3
1. Screw 1
2. Support Assembly NOTE
3. Plate
4. Lamp Detail Should further adjustment be
5. Bracket desired washers may be add-
6. Tinnerman Screw 1972 MODELS ed between retainer (2) and
7. Nose Cap plate (3).
8. Gasket
Figure 17-7. Landing and Taxi Light Installation (Sheet 2 of 2)
17-29
state flasher assembly. Thru U20601966 a 100 watt trolled by a dimming rheostat located on the left side
lamp is installed. Beginning with U20601967 a 125 of the instrument panel. A remotely located two-cir-
watt lamp is installed. The flasher assembly is lo- cuit, transistorized dimmer is installed as standard
cated in the vertical fin tip. A 1. 5 ohm resistor on equipment to control the instrument panel lighting on
12 volt and 6 ohm resistor on the 24 volt, is installed 1970 and on models. Panel lighting dimming con-
on the forward upper side of the stabilizer to prevent trols are increased from two to three. Th1s is ac-
pulsing of the aircraft lighting when the beacon is complished by concentric knob arrangement on one
operating. The switching frequency of the flasher of the existing control knobs. Transistor light dim-
assembly operates the beacon at approximately 45 ming is used on two of three circuits, thereby allow-
flashes per minute. ing greater dimming load variation and better lin-
earity of control. One circuit controls the engine
17-74. REMOVAL AND INSTALLATION. Refer to instruments and radio lights while the other circuit
Figure 17-9 for removal and installation. controls the instrument flood lights and post lights.
17-75. INSTRUMENT LIGHTING. 17-77. REMOVAL AND INSTALLATION. Refer to

Figure 17-10 and 17-12 for removal and installation.
17-76. DESCRIPTION. The instrument panel light-
ing is fabricated in two separate sections. The lower 17-78. REMOVAL AND INSTALLATION OF TRAN-
two-thirds of the instrument panel is illuminated by SISTORIZED LIGHT DIMMING. Refer to Figure
two lights mounted in the overhead light console. The 17-11 for removal and installation.
lighting for the upper one-third of the instrument
panel is provided by (four small lights thru 1972 17-79. ELECTROLUMINESCENT PANEL LIGHTING.
Models and five small lights beginning with the 1973
Models) located in the instrument panel glare shield. 17-80. DESCRIPTION. The electroluminescent
The intensity of the instrument panel lighting is con- lighting consists of two "EL" panels; the switch panel
B Detail A
1. Detector Light
-
o 2 3 2. Base Lamp
-
3. Screw
4. Lens
5. Shield
6. Lamp
3 7. Tail Light
' 8. Tinnerman Nut
9. Stinger
Detail B
Figure 17-8. Navigation and Anti-Collision Strobe Lights Installation (Sheet 1 of 2)
17-30 Change 1
7
2 9 # BEGINNING WITH AIRCRAFT

34 SERIAL U20601875
5
0
11
17 24
18
13
3
15 1 20 '
W.S. 118.00
BEGINNING WITH
19 1973 MODELS
20
22
21
7
THRU 1972 MODELS
9. Wing Tip
1. Electrical Leads 10. Wing Navigation Light 18. Bracket
2. Cap 11. Spacer 19. Nutplate
3. Washer 12. Flash Tube Assembly 20. Bolt
4. Insulated Washer 13. Lens 21. Power Supply
5. Spring 14. Screw 22. Inspection Plate
6. Insulator 15. Lens Retainer 23. Rear Spar
7. Housing -
Plug 16. Bulb 24. Wing Tip Rib

8. Housing -
Cap 17. Seal 25. Gasket
Figure 17-8. Navigation and Anti-Collision Strobe Lights Installation (Sheet 2 of 2)
Change 1 17-31
‡ THRU 1972 MODELS
A BEGINNING WITH 1973 MODELS

1
2
A
16
18
10
118 13
114
15 Detail
13
12 CA TION
• ,.
When inserting lamp into socket
y ,
always use a handkerchief or a
, tissue to prevent getting finger-
prints on the lamp.
NOTE
Detail Â
Fingerprints on lamp may short-
en the life of the lamp.
1. Dome 7. Socket Assembly 13. Housing -
Cap
2. Gasket 8. Nutplate 14. Housing -
Plug
3. Lamp 9. Tip Assembly -
Fin 15. Plate
4. Screw 10. Spacer 16. Stabilizer Skin -
Upper
5. Baffle 11. Flasher Assembly 17. Resistor
6. Clamp Assembly 12. Fin Assembly 18. Washer
Figure 17-9. Flashing Beacon Light Installation
17-32 Change 1
B A
'
A C
AIRCRAFT SERIALS THRU P20600648
AND U206-1235 THRU P20601587
10
10 2
2
10 56 65
DETAIL A DETAIL DETAIL

TYPICAL
INSTALLATION
1. Light Fitting Assembly 4. Retainer 8. Cover

2. Nut 5. Washer 9. Screw
3. Light Assembly 6. Bracket 10. Bulb
7. Gasket
Figure 17-10. Instrument Panel Glare Shield Light Installation (Sheet 1 of 2)
17-33
AIRCRAFT SERIAL U20601588
THRU U20601700
AIRCRAFT SERIAL U20601701

THRU U20601874
BEGINNING WITH AIRCRAFT

SERIAL U20601875
12 VOLT 24 VOLT
Detail A Detail
1. Reflector 5. Screw
2. Lamp 6. Nut
3. Lamp Socket 7. Tinnerman Screw
4. Housing 8. Tinnerman Nut
Figure 17-10. Instrument Panel Glare Shield Light Installation (Sheet 2 of 2)
17-34
6
A
5
4
3
2
1
raraen
irs
tor
4. Mica Washer
5. Housing Socket
-
6. Heat Sink
7. Mounting Bracket
Detail Â
Figure 17-11. Transistorized Light Dimming Installation
and the comfort control panel. The ac voltage re- The pedestal lights are controlled by the instrument
quired to drive the "EL" panels is supplied by a small light rheostat.
inverta-pak (power supply) located behind the instru-
ment panel. The intensity of the "EL" panel lighting 17-83. REMOVAL AND INSTALLATION. For re-
is controlled by a rheostat located on the instrument moval and replacement of the pedestal lamp, slide
panel. Beginning with aircraft serials P20600635 the cap and lens assembly from the base. Slide the
and U20601493 a resistor is installed ahead of the lamp from the socket and replace.
dimming EL rheostat as a lood for the AC output of
the E inverter. Due to heat dissipation, the resistor 17-84. INSTRUMENT POST LIGHTING.
must be kept away from the wire bundle. Refer to
figure 17-1 and 17-13. 17-85. DESCRIPTION. Individual post lighting may
be installed as optional equipment to provide for non-
17-81. PEDESTAL LIGHTS . glare instrument lighting. The post light consists of
a cap and a clear lamp assembly with a tinted lens.
17-82. DESCRIPTION. The pedestal lights consist The intensity of the instrument post lights is con-
of two post type lights mounted on the pedestal to trolled by the radio light dimming rheostat located
illuminate the rudder and elevator trim controls. on the switch panel.
Change 1 17 -35
NOTE
Adjust the overhead map light so that the for-

ward edge of the lighted area is 3. 0 (±1.0)
inches aft of the control wheel (when full for-
ward).
2
11
3 8
190
11
15
11
14
13
12
Detail A
1. Panel Light Bracket 7. Panel Light Housing 12. Screw

2. Nutplate 8. Lamp 13. Slide Knob
3. Washer 9. Clip 14. Panel Light Cover
4. Spacer 10. Slide Cover 15. Lamp Socket
5. Spring 11. Adjustment Screw 16. Grommet
6. Tinnerman Nut 17. Nut
Figure 17-12. Overhead Console Installation
17-36
B
2
4
Detail A
BEGINNING WITH U20601875 \
1. Nut
2. Inverta-pak, Power Supply
3. Washer
4. Screw Detail
THRU U20601874
Figure 17-13. Electroluminescent Panel Inverta-pak Power Supply
Change 2 17-37
17-86. REMOVAL AND INSTALLATION. For re- c. Detach wires from the terminal strip along the
moval and replacement of the instrument post lamps, edge of the circuit board. Note the connection for
slide the cap and the lens assembly from the base. reference when replacing the board.
Slide the lamp from the socket and replace. d. To install the control wheel map light, reverse
the procedure.
17-87. COURTESY LIGHTS.
NOTE
17-88. DESCRIPTION. The lights consist of one
light located on the underside of each wing to pro- It is recommended that the board be replaced
vide ground lighting around the cabin area. The as an assembly if the lamps should become
courtesy lights have clear lens and are controlled defective. If personnel familiar with etched
by a single slide switch labeled, "Utility Lights, " circuit board repair work are available, emer-
located on the left rear door post. The switch also gency repairs of the map light assembly may
operates the dome lights thru 1972 Models. be made by soldering leads to #330 lamps
and then soldering the lamps to the board in
17-89. REMOVAL AND INSTALLATION. Refer to place of those provided. The lamps should be
Figure 17-14 for removal and installation, secured in place with a spot of epoxy cement
after soldering.
17-90. INTERIOR LIGHTING. Thru 1972 Models
the cabin interior is illuminated by two dome lights, 17-95. REMOVAL AND INSTALLATION (AIRCRAFT
one dome light on each side of the aft cabin. The U20601445 THRU U20601700) (Refer to Figure 17-15.)
dome lights are controlled by a single slide switch a. Rotate the control wheel 90° to the left to gain
labeled "Utility Laghts, " located on the left door post. access to the underside of the control wheel.
The switch also operates the courtesy lights. Be- b. Remove two screws and nuts holding map light
ginning with 1973 Models a single dome light is in- assembly to control wheel.
stalled overhead center aft of the rear spar. The c. Detach two wires from the terminal strip above
light is controlled by a rocker switch on the assembly. the map light. Note the connection and mark for re-
ference when replacing the wires.
17-91. REMOVAL AND INSTALLATION. Thru 1972 d. To install the control wheel map light reverse
models for removal and replacement of dome lamps, this procedure.
pry light assembly out of retainer then pry socket e. For replacement of defective lamps, remove
out of light assembly. Twist the bayonet type lamp two screws holding map light cover in place and un-
from the socket and replace. Beginning with 1973 plug rheostat to remove cover.
models the lens snap out for access to the lamp. f. Unsnap lamp sockets and replace lamps.
g. To reassemble, reverse this procedure.
17-92. CONTROL WHEEL MAP LIGHT.
17-96. REMOVAL AND INSTALLATION. (AIRCRAFT
17-93. DESCRIPTION. As optional equipment, a SERIAL U20601701 THRU U20601757).
white, dimmable map light may be installed on the a. Disconnect electrical cable connector of aft side
underside of the pilot's control wheel. On 1969 of control wheel.
models, a solid-state dimming circuit along with a b. Remove screws securing control wheel back
miniature dimming control was used. On 1970 plate to control wheel tube adapter.
thru 1971 models, a new type of optional map light c. Remove screws securing plate to control wheel.
has been installed on the underside of the pilot's d. Disconnect socket from map light lamp and re-
control wheel. The new map light assembly con- flector unit.
sists of a rectangle shaped housing containing two e. Remove lamp and reflector unit.
small lamps and a small rheostat. On both type of
installations, the dimming control extends just be- NOTE
low the edge of the control wheel map light housing
for convenient thumb or finger operation. For dim- Lamp and reflector unit are bonded to con-
ming the control should be rotated clockwise. Be- trol wheel.
ginning with 1972 models the control wheel map
light is internally mounted in the control wheel. Thru
1974 models a rheostat switch located on the right
hand forward side of the wheel controls the light, Beg Care must be taken in removing excess
Beginning with 1975 models the rheostat switch is bonding material, (do not hammer on
located on the lower right hand side of the control control wheel) as control wheel could be
wheel. damaged.
17-94. REMOVAL AND INSTALLATION (THRU U f. Using Conley Weld C1 and C2 or Hysol 5095 and
206-1444) (Refer to Figure 17-15.) 3673, bond new lamp and reflector unit.
a. Rotate the control wheel 90° to the left to gain g. To reassemble, reverse this procedure.
access to the underside of the control wheel.
b. Remove four screws at the corner of the etched
circuit board assembly.
17-38 Change 2
1
10
11
1 6
2
1
Detaii A
1 6
10
1. Tinnerman Nut
2. Grommet 11
3. Screw
4. Reflector
5. Socket
6. Bulb
7. Inspection Plate
8. Doubler
9. Lens
10. Spacer
11. Nutplate
1970 MODELS & ON
Detaii A
Figure 17 -14.
Courtesy Light Installation
17 -39
6

8 1
1 y
NOTE
The "NAV LIGHTS" switch must be turned

on in order to operate the control wheel
map light.
1. Screw 4. Map Light Housing 7. Resistor

2. Lamp 5. Transistor 8. Terminal Board
3. Dimming Control 6. Circuit Board 9. Control Wheel
Figure 17-15. Control Wheel Map Light Installation (Sheet 1 of 4)
17-97. REMOVAL AND INSTALLATION. (BEGINN- 17-98. COMPASS AND RADIO DIAL LIGHTS.
ING WITH AIRCRAFT SERIAL U20601758 AND ALL
SERVICE PARTS BEGINNING WITH U20601701). To 17-99. DESCRIPTION. The compass and radio dial
remove, push upward on the lamp and turn. The lamp lights are contained within the individual units. The
and reflector is replaced as a unit.
SHOP NOTES:
17 -40
Change 2
NOTE
6
The "NAV LIGHTS" switch must be turned
map light.
1
8 12
13
1. Terminal Block
2. Nut
3. Spectastrip Cable
4. Sta-Strap
5 5. Screw
6. Control Wheel
14 7. Housing
8. Socket (Lamp)
12 9. Socket (Rheostat)
5 10. Plug Button
11. Lamp
12. Lens
Detail A 13. Cover
14. Rheostat
1970 AND 1971 MODELS
Change 2 17-41
NOTE
10 11 12 13
The "NAV LIGHTS" switch must be turned 14
map light. 5
3
18
2
18
1
1972 MODELS
10 11 12 13
9
7
15
6
4 2019
3
2 16
18 21
1973 THRU 1974 MODELS
1. Tube 8. Map Light Assembly 15. Plug

2. Cover 9. Control Wheel 16. Bracket
3. Adapter 10. Pad 17. Cable
4. Rubber Cover 11. Mike Switch 18. Connector
5. Plate 12. Plug 19. Socket
6. Map Light Rheostat 13. Insulator 20. Bracket
7. Terminal Block 14. Electric Trim Switch 21. Lamp

17-42 Change 2
7
11
10
14 13
1. Control Tube Assembly 8. Pad

2. Cover 9. Mike Switch
3. Adapter 10. Plug
4. Connector 11. Insulator
5. Plate 12. Map Light Assembly
6. Map Light Rheostat 13. Lamp
7. Control Wheel 14. Knob (Map Light)

light intensity is controlled by the radio dial light 17-103. DESCRIPTION. The stall warning circuit
dimming rheostat mounted on the lower left side of is comprised of a warning horn and an actuating
the instrument panel. switch. The switch is installed in the leading edge
of the left wing and is actuated by airflow over the
17-100. ELECTRIC CLOCK. surface of the wing. The switch will close as a
stall condition is approached, actuating the warning
17-101. DESCRIPTION. The electric clock is con- horn which is mounted on the glove box. The stall
nected to the battery through a 1-ampere fuse mount- warning unit should actuate the stall warning horn
ed adjacent to the battery box. The clock has a sweep approximately five to ten miles per hour above the
second hand and is an electro-mechanical type which aircraft stall speed. Install the lip of the warning
rewinds approximately every one and one-half minutes· unit approximately one-sixteenth of an inch below
the centerline of the wing skin cutout. Test fly
17-102. STALL WARNING SYSTEM. the aircraft to determine if the unit actuates the
6‡ Detail A
1. Wing Skin
4 2. Actuator
3 Scinnerman Nut
5. Map Compartment
6. Stall Warning Horn
Detail *THRU 1971 MODELS
‡BEGINNING WITH 1972 MODELS
Figure 17-16. Stall Warning, Actuator and Horn Installation
Change 1 17 -43
warning horn at the desired speed. If the unit actu- ice formations on the pitot tube and stall warning
ates the warning horn at a speed in excess of ten actuator switch. The heaters are integrally mounted
miles per hour above stall speed, loosen the mount- in the pitot tube and the stall warning actuator switch.
ing screws and move the unit down. If the unit actu- Both heaters are operated by the pitot heat switch.
ates the horn five miles per hour below stall speed,
loosen the mounting screws and move the unit up. 17-106. REMOVAL AND INSTALLATION OF PITOT
HEATER. Refer to Figure 17-17 for removal and
17-104. PITOT AND STALL WARNING HEATERS. installation.
17-105. DESCRIPTION. Electrical heater units are 17-107. CIGAR LIGHTER.

incorporated in some pitot tubes and stall warning
switch units. The heaters offset the possibility of 17-108. DESCRIPTION. A special circuit breaker is
1. Electrical Leads
2. Pitot Tube -
3. Heating Element Detail
Figure 17-17. Pitot Heater Installation
ec elent
4
3 8
5. Shell
10 6. Circuit Breaker
2
7. Probe
1 8. Nut
9. Lockwasher
10. Power Wire
Figure 17-18. Cigar Lighter Installation
17-44
contained in a small cylinder screwed directly on mize the strong air flow buffeting within the cabin
the back of the cigar lighter socket. The circuit when cargo doors are removed. The rocker-type
breaker is a bi-metallic type and is resettable. To steering switch is mounted inside the cabin on the
reset a breaker, make sure that the master switch upper sill of the cargo door opening and is used by
is off, then insert a small diameter pin (end of a the sky diver to signal the pilot of his desired flight
paper clip works) into the hole in the phenolic back path over the drop zone. A steering signal light
plate of the breaker and apply pressure. A small console, with red and green lights controlled by
click will be heard when the breaker resets. operation of the steering switch, is mounted on top
of the instrument panel. Illumination of the red light
17-109. REMOVAL AND INSTALLATION (Refer to indicates to the pilot that the diver desires that the
Figure 17-18.) aircraft be steered left; conversely, a green light
a. Ensure that the master switch is "OFF. " shows that the pilot is to steer right. Removal of
b. Remove cigar lighter element. the cargo doors necessitates the installation of a
c. Disconnect wire on back of lighter. depressor plate over the wing flap circuit interrupt
d. Remove shell that screws on socket back of switch to permit flap operation with doors removed.
panel. (Under normal operations with the cargo door in-
e. The socket will then be free for removal. stalled the switch prevents flap operation whenever
f. To install a cigar lighter, reverse this proced- the front cargo door is open to prevent accidental
ure, damage to the door or wing flap if the flaps are
lowered.)
17-110. SKYDIVING KIT.
17-112. REMOVAL AND INSTALIATION. For re-
17-111. DESCRIPTION. The kit consists of a moval and installation of skydiving kit, refer to Fig-
spoiler, sky diver steering switch, and a steering ure 17-19. Refer to wing flap wiring diagrams in the
signal light console. The spoiler is installed on the Wiring Section of this manual for wiring associated
door hinges of the removed front cargo door to mini- with the flap circuit interrupt switch.
5 6
7
Detail Detail
10
1. Spoiler Assembly
2. Angle -
Flap Switch
3. Screw 12
S ceakh 4 13
8. Escutcheon
9. Cover Detail
10. Light Assembly -
Right
11. Nutplate
12. Grommet
13. Bracket Assembly
14. Bulb
15. Spoiler Assembly
Figure 17-19. Sky Diving Components Equipment Installation
17-45
17-113. EMERGENCY LOCATOR TRANSMITTER.
17-114. DESCRIPTION. The ELT is a self-contained, Do not leave the emergency locator transmitter
solid state unit, having its own power supply, with an in the ON position longer than 5 seconds or
externally mounted antenna. The C589510-0209 trans- you may activate downed aircraft procedures
mitter is designed to transmit simultaneously on dual by C. A. P. , D. O. T. or F. A. A. personnel.
emergency frequencies of 121.5 and 243.0 Megahertz.
The C589510-0211 transmitter used for Canadian WARNING
registry, operates on 121. 5 only. The unit is mount-
ed in the tailcone, aft of the baggage curtain on the Magnesium (6-cell) battery-packs (excluding
right hand side. The transmitters are designed to 4 cell lithium battery-packs) after prolonged
provide a broadcast tone that is audio modulated in a continuous use (1 hour) in a sealed environ-
swept manner over the range of 1600 to 300 Hz in a ment give off explosive gas. If your ELT
distinct, easily recognizable distress signal for re- has operated for this time period or longer,
ception by serch and rescue personnel and others as a precautionary measure, loosen the
monitoring the emergency frequencies. Power is ELT cover screws, lift the cover to break
supplied to the transmitter by a battery-pack which air tight seal and let stand for 15 minutes
has the service life of the batteries placarded on the before tightening screws. Keep sparks,
batteries and also on the outside end of the transmit- flames and lighted cigarettes away from
ter. ELT's thru early 1974 models, were equipped battery-pack.
with a battery-pack containing six magnesium "D"
size dry cell batteries wired in series. (See figure NOTE
17-20) Mid 1974 thru early 1975, ELT's are equipped
with a battery-pack containing four "in-line" lithium After relatively short periods of inactivation,
the magnesium (6-cell) battery-pack develops
"D" batteries wired in series. Early 1975 and on
ELT's are equipped with a battery-pack containing a coating over its anode which drastically
four lithium "D" size batteries which are stacked in reduces self discharge and thereby gives
two's (See figure 17-22). The ELT exhibits line of the cell an extremely long storage life.
sight transmission characteristics which correspond This coating will exhibit a high resistance
approximately to 100 miles at a search altitude of to the flow of electric current when the
10, 000 feet. When battery inspection and replacement battery is first switched on. After a short
schedules are adhered to, the transmitter will broad- while (less than 15 seconds), the battery
cast an emergency signal at rated power (75 MW_ current will completely dissolve this coating
minimum), for a continuous period of time as listed and enable the battery to operate normally.
in the following table. If this coating is present when your ELT is
table, activated, there may be a few seconds delay
before the transmitter reaches full power.
TRANSMITTER LIFE
TO 75 MILLIWATTS OUTPUT 17-116. CHECKOUT INTERVAL:
100 HOURS.
6 Cell 4 Cell
Temperature Magnesium Lithium a. Turn aircraft master switch ON.
Battery Pack Battery Pack b. Turn aircraft transceiver ON and set frequency
on receiver to 121. 5 MHz.
+130°F
89 hrs 115 hrs c. Remove the ELT's antenna cable from the ELT
70°F
+ 95 hrs 115 hrs unit.
4°F
-
49 hrs 95 hrs d. Place the ELT's function selector switch in the

40°F re-
-
23 hrs 70 hrs ON position for 5 seconds or less. Immediately

place the ELT function selector switch in the ARM
position after testing ELT.
Battery-packs have a normal shelf life of five to ten e. Test should be conducted only within the time
(5-10) years and must be replaced at 1/2 of normal period made up of the first five minutes after any
shelf life in accordance with TSO-C91. Cessna hour,
specifies 3 years replacement of magnesium (6-cell)
battery-packs and 5 years replacement of lithium
(4-cell) battery packs.
Tests with the antenna connected should be
17-115. OPERATION. A three position switch on the approved and confirmed by the nearest control
forward end of the unit controls operation. Placing tower.
the switch in the ON position will energize the unit
to start transmitting emergency signals. In the OFF NOTE
position, the unit is inoperative. Placing the switch
in the ARM position will set the unit to start trans- Without its antenna connected, the ELT will
mitting emergency signals only after the unit has produce sufficient signal to reach your receiver,
received a 5g (tolerances are +2g and -Og) impact yet it will not disturb other communications
force, for a duration of 11-16 milliseconds. or damage output circuitry.
17-46 Change 3
i 14
11
EMERGENCY LOCATOR TRANSMITTER

INSTALLED AFT OF THIS PARTITION.
MUST BE 5ERVICED IN ACCORDANCE
WITH FAR PART 91.52
PLACARD LOCATED ON UPPER R. H.

COR AGGA2GE CURTAIN
g 6
3
1. Tailcone Skin Detail
2. Bracket *(Refer
to paragraph 17-118.)
3. Transmitter
4. Battery Pack
5. Seal
3
6. Cover
7. Connector 5
8. Arm Switch 6
9. Co-axial Cable 18
10. Sta-strap
11. Antenna 19
12. Doubler
13. Rubber Washer
14. Rubber Boot
15. Metal Strap 1
Detail
16. Suppressor
7 '
18 8
19
3 NOTE
15 Metal Strap (15) must be positioned so that

6
latch is on top of transmitter as installed
in the aircraft and not across transmitter
Detail
17. Placard
18. Fabric Fastener -
Hook
19. Fabric Fastener -
Pile
Figure 17-20. Emergency Locator Transmitter Installation
Change 3 17-47
NOTE a. Disconnect co-axial cable from base of antenna.
b. Remove the nut and lockwasher attaching the
After accumulated test or operation time antenna base ot the fuselage and the antenna will be
equals 1 hour, battery-pack replacement free for removal.
is required. c. To reinstall the antenna, reverse the preceding
steps.
f. Check calendar date for replacement of battery- NOTE
pack. This date is supplied on a sticker attached to
the outside of the ELT case and to each battery. Upon reinstallation of antenna, cement
rubber boot (14) using RTV102, General
17-117. REMOVAL AND INSTALLATION OF TRANS- Electric Co. or equivalent, to antenna
MITTER. (Refer to figure 17-20.) whip only; do not apply adhesive to fus-
a. Remove the baggage curtain to gain access elage skin or damage to paint may result.
to the transmitter and antenna.
b. Disconnect co-axial cable from end of transmit- CAUTI Ni
ter.
c. Depending upon the particular installation, either In-service 6 cell magnesium battery-pack
cut four sta-straps and remove transmitter or cut powered ELT's require the installation of a
sta-strap securing antenna cable and unlatch metal static electricity suppressor in the antenna
strap to remove transmitter. cable to prevent the possibility of damage to
the case of the ELT. Refer to Cessna Avion-
NOTE ics Service Letter AV74-16 and figure 17-20.
Transmitter is also attached to the mounting 17-119. REMOVAL AND INSTALLATION OF MAG-
bracket by velcro strips, pull transmitter to NESIUM SIX (6) CELL BATTERY-PACK. (Refer to
free from mounting bracket and velcro. figure 17-21.)
NOTE
NOTE
On aircraft incorporating Cessna ELT's
To replace velcro strips, clean surface thor- manufactured by Leigh (Shark 7 series),
oughly with clean cloth saturated in one of the when replacing battery-pack refer to
following solvents: Trichloric thylene, Ali- Cessna Avionics Service Letter AV75-5,
phatic Napthas, Methyl Ethyl Ketone or En- dated July 3, 1975.
mar 6094 Lacquer Thinner. Cloth should be
NOTE
folded each time the surface is wiped to pre-
sent a clean area and avoid redepositing of
Since replacement battery-
6 cell magnesium
grease. Wipe surface immediately with clean
packs are no longer available, when in-
dry cloth, do not allow solvent to dry on sur-
service units require replacement, use the
face. Apply Velcro #40 adhesive to each sur- 4 cell lithium battery-pack. Refer to para-
face in a thin even coat and allow to dry until graph 17-120
quite tacky, but no longer transfers to the
finger when touched (usually between 5 and
30 minutes). Porous surfaces may require TRANSMITTER
two coats. C589510-0102
Place the two surfaces in contact
and press firmly together to insure intimate
contact. Allow 24 hours for complete cure.
e. To reinstall transmitter, reverse preceding
steps.
NOTE
An installation tool is required to properly ' o -

o (o
secure sta-straps on units installed with
sta-straps. This tool may be purchased
locally or ordered from the Pandiut Cor-
ELECTRICAL BATTERY-PACK
poration, Tinley Park, Ill., part number
GS-2B (Conforms to MS90387-1). CONNECTOR C589510-0105
(6 Cell Magnesium)
Ensure that the direction of flight arrows Figure 17-21. Magnesium 6 Cell
(placarded on the transmitter) are pointing Battery-Pack Installation
towards the nose of the aircraft.
17-120. REMOVAL AND INSTALLATION OF LITHIUM
17-118.
REMOVAL AND INSTALLATION OF FOUR (4) CELL BATTERY-PACK. (Refer to figure
ANTENNA. (Refer to figure 17-20.) 17-22.)
17-48 Change 3
NOTE
On aiteraft incorporaring Cessna ELT's Be sure to enter the new battery-pack expira-
manufactured by Leigh (Shark 7 series), tion date in the aircraft records. It is also
when replacing battery-pack refer to recommended this date be placed in your ELT
Cessna Avionics Service Letter AV75-5, Owner's Manual for quick reference.
dated July 3, 1975.
NOTE
Transmitters equipped with the 4 cell battery- TRANSMITTER BATTERY PACK

pack can only be replaced with another 4 cell C589510-0202 C589510-0205
battery-pack. (4 Cell Lithium)
a. After the transmitter has been removed from

aircraft in accordance with para. 17-117, place the Mahd28
transmitter switch in the OFF position.
b. Remove the nine screws attaching the cover to
the case and then remove the cover to gain access to C
the battery-pack.
NGI'E
ELECTRICAL JET MELT

Retain the rubber "O" ring gasket, rubber CONNECTOR ADHESIVE
washers and screws for reinstallation. 3M (PN 3738)
c. Disconnect the battery-pack electrical connector

and remove battery-pack.
d. Place new battery-pack in the transmitter with Moh 6e
four batteries as shown in the case in figure 17-22.

e. Connect the electrical connector as shown in fig-
ure17-22.
o -
fo3 ,o (o
NOT E
TRANSMITTER BATTERY PACK
Before installing the new 4 cell battery- C589510-0209 C589510-0210
pack, check to ensure that its voltage is
11.2 volts or greater.
Figure 17-22. Lithium 4 Cell

Battery Pack Installations
If it is desireable to replace adhesive mate-
rial on the 4 cell battery-pack, use only 3M
Jet Melt Adhesive #3738. Do not use other
adhesive materials since other materials
may corrode the printed circuit board assem- 17-121. TROUBLE SHOOTING. Should your Emer-
bly• gency Locating Transmitter fail the 100 Hours per-
formance checks, it is possible to a limited degree
f. Replace the transmitter cover by positioning the to isolate the fault to a particular area of the equip-
rubber "O" ring gasket if installed,
, on the cover ment. In performing the following trouble shooting
and pressing the cover and case together. Attach procedures to test peak effective radiated power,
cover with nine screws and rubber washers, you will be able to determine if battery replacement
g. Remove the old battery-pack placard from the is necessary or if your unit should be returned to
end of transmitter and replace with new battery-pack your dealer for repair.
placard supplied with the new battery-pack.
SHOP NOTES:
Change 3 17-49
*POWER LOW Low battery voltage. 1. Set toggle switch to off.

2. Remove plastic plug from the remote jack
and by means of a Switchcraft #750 jackplug,
connect a Simpson 260 model voltmeter and
measure voltage. If the battery-pack voltage
on the 6-cell magnesium battery pack trans-
mitter is 10.8 volts or less, and on the 4-cell
lithium battery pack transmitters is 11.2 volts
or less, the battery pack is below specification.
Faulty transmitter. 3. If the battery-pack voltage meets the

specifications in step 2, the battery-pack
is O. K. If the battery is O. K. , check the
transmitter as follows:
a. Remove the voltmeter.
b. By means of a switcheraft 750 jackplug
and 3 inch maximum long leads, connect a
Simpson Model 1223 ammeter to the jack.
c. Set the toggle switch to ON and observe
the ammeter current drain. If the current -
drain is in the 85-100 ma range, the

transmitter or the co-axial cable is faulty.
Faulty co-axial 4. Check co-axial antenna cable for high

antenna cable. resistance joints. If this is found to be
the case, the cable should be replaced.
*This test should be carried out with the co-axial cable provided with your unit.
SHOP NOTES:
17 -50
Change 3
ELECTRICALLOAD ANALYSIS CHART
24 VOLT ALL MODELS
AtiPS RE3D
STANDARD EQUIPMENT (RUNNING LOAD) 1971 1972 1973 1974 1975 1976
Battery Contactor . . . . . . . . . . 0.6 .41 .41 .41 .41 .41
Clock . . . . . . . . . . . . . . . . . . . . . . . . . .
† † † † † †
Cylinder Head Tenaperature Indicator . . . . . . . . . . . 0.2 .039 .039 0.039 0.039 0.039
Fuel Quantity Irxlicators . . . . . . . . . . . . . . . . . 0.4 .12 .12 0.12 0.12 0.12
Flashing Beacon . . . . . . . . . . . . . . . . . . . . . 7.0 6.0 6.0 4.0 4.0 4.0
Instrument Lights
a. Electrohnninescent Panel . . . . . . . . . . . . . .03 .03 .03 0.02 0.02 0.02
b. Cluster . . . . . . . . . . . . . . . . . . . . . 0.2 0.2 0.2 0.16 0.16 0.16
c. Console* . . . . . . . . . . . . . . . . . . . . 1.0 1.0 1.0 1.14 1.14 1.14
d. Conapass . . . . . . . . . . . . . . . . . . . . .04 .04 .04 0.04 0.04 0.04
Position Lights . . . . . . . . . . . . . . . . . . . . . 2.0 2.0 2.0 2.0 2.0 2.0
Turn Coordiretor . . . . . . . . . . . . . . . . . . . . 0.4 .28 .28 0.3 0.3 0.3
OPTIONAL EQUIPMENT (RUNNING LOAD)
Heated-Pitot . . . . . . . . . . . . . . . . . . . . . . . 5.8 5.8 5.8 5.8 5.8 5.8

Strobe Lights . . . . . . . . . . . . . . . . . . . . . . 4.0 4.0 4.0 4.0 4.0 4.0
Carburetor Air Tennp . . . . . . . . . . . . . . . . . . . 0.03 0.03 0.03 0.03 0.03 0.03
Cessna 200A Navomatic (Type AF-295A) . . . . . . . . . .
---- --- -
1. 5 --- --
Cessna 200A Navomatic (Type AF-295B) . . . . . . . . . .

- --- - --
1. 5 1. 5
Cessna 300 10DF (Type R-521B) . . . . . . . . . . . . . . 1.6 --- ---- --- ---
---
Cessna 300 AUDF(Type R-546A) . . . . . . . . . . . . . .

---
1.0 1.0 1.0 1.0 1.0

Cessna 300ADF (Type R-546E) . . . . . . . . . . . . . .
---
1.0 1.0 1.0 1.0 1.0

Cessna 300 IdarkerBeacon (Type R-502B). . . . . . . . . . .02 .02 .02 0.02 0.02 0.02
Cessna 300 Nav/Com (90 Channel-Type RT-517R) . . . . . . 4. 5 ---- ---- -- ---
---
Cessna 300 Nav/Com (360 Channel-Type RT-540A) . . . . . . 4. 5 --- ---- ---- --

---
Cessna 300 Nav/Com (100 Channel-Type RT-508A). . . . . .

---
1.9 1.9 ---· ----

----
Cessna300Nav/Com(360Channel-TypeRT-308C). . . . . .
--- ---- ---
1.5 1.5 1.5

---
1.9 1.9 --- ---

---
Cessna 300 Nav/Com (360 Channel-Type ITT-528E). . . . . .

---- ---
1.9 1.9 1.9 1.9

---- ---
1.9 -- ---
---
Cessna 300 Nav/Com (360 Channel-Type RT-328C) . . . . . .

-- --- --
1. 5 ---
---.-
Cessna 300 Nav/Com (720 Channel-Type RT-328D) . . . . . .

- -- --
1. 5 1. 5
Cessna 300 Transceiver (Type RT-524A) . . . . . . . . . . 2.1 2.1 2.1 2.1 2.1 2.1
Cessna 300 HF Transceiver (Type PT-10A) . . . . . . . . . 1.0 1.0 1.0 1.0 ---
--
Cessna 300 Transponder (TypeKT-75R) . . . . . . . . . . 0.7 0.7 --- --- ---

---.
Cessna 300 Transponder (TypeKT-76 & KT-78) . . . . . . .

----
1.3 1.3 --- ---
---.
Cessna 300 Transponder (Type Iff-359A) . . . . . . . . . .

--- --- ---
1.0 1.0 1.0

Cessna 300 Navomatic (Type AF-512C) . . . . . . . . . . , 1.8 --- --- ---
-----
Cessna 300 Navomatic (Type AF-512D) . . . . . . . . . . .

---
1. 8 -- - ---
---
Cessna 300 Navomatic (Type AF-394A) . . . . . . . . . . .

-- ----
1.75 1.8 ---
-.-
Cessna 300A Navomatic (Type AF-395A) , . . . . . . . . .

- - ---- -
2.0 2.0
Cessna 300 DME (Type KN-60B) . . . . . . . . . . . . . . 3.0 -- -- ---
---
Cessna 300 DME (Type KN-60C) . . . . . . . . . . . . . .

---
3.0 3.0 2.4 -
---
Cessna 400 ADF (Type R-324A) . . . . . . . . . . . . . . 1.8 -- -
Cessna 400 ADF (Type R-346A) . . . . . . . . . . . . . .

-
1.0 1.0 1.0 -
---
Cessna 400ADF (Type R-446A) . . . . . . . . . . . . . .

--- --- --- ---
1.0
Cessna400 Glideslope (Type R-543B). . . . . . . . . . . . 0.4 0.4 0.4 0.4 0.4 0.4
Cessna 400 Glideslope (Type R-443A) . . . . . . . . . . . .
---- -
0. 4 --- ---
--
Cessna 400 Glideslope (Type R-443B). . . . . . . . . . . .

--- --- --
0.32 0.32 0.32

Cessna 400 Nav/Com (Type Iff-522A). . . . . . . . . . . . 3.0 3.0 3.0 3.0 3.0 3.0
Cessna 400 Nav/Com (Type RT-422A). . . . . . . . . . . .
--- -
2. 5 1.7 ----
-.-
Cessna 400 Transceiver (Type RT-532A) . . . . . . . . . . 2.2 2.2 ---
----
Cessna 400 Transceiver (Type RT-432A) 1.7 1.4

- - ---
--
. . . . . . . . . .
Cessna400 Transponder (Type Íff-506A) 1.5 1.5 1.5 --- ---
---
. . . . . . . . . .
Cessna400 Transponder (Type ITT-459A) . . . . . . . . . .

--- --- ---
1.0 1.0 1.0

Cessna 400 Nav-O-Matic (Type AF-520C) . . . . . . . . . . 1.2 1.2
---- ---
--..-
Cessna 400 Nav-O-Matic (Type AF-420A) . . . . . . . . . .

----
1.2 1.2 1.2 1.2
Change 3 17-51
ELECTRICAL LOAD ANALYSIS CHART (CONT.)
24 VOLT ALL MODELS
OPTIONAL EQUIPMENT (RUNNING LOAD) AflPS RE3D

(CON T.) 1971 1972 1973 1974 1975 1976
Cessna 400 Area Nav (Type RN-478A). . . . . . . . . . .

--- - -- -- --
0. 5
Cessna 400 DME (Type R -476A) . . . . . . . . . . . . .
-- - --- --- ---
2. 5
Bendix MKR BCN RCVR (Type GM-247A) . . . . . . . . .
-- - -- --- --
.100
KingKN-65DME.................... --- -
---
1.4 1.4 1.4

SunairSSBTransceiver(TypeASB-125). . . . . . . . . . 2.5 2.5 2.5 2.5 2.5 2.5
Narco Mark 12B Nav/Com with VOA-40 or VOA-50 . . . . 4.6 -- -- -- ---
--
Narco UGR-2 Glideslope Receiver . . . . . . . . . . . . .23

-
--- --- ----
-
KingKN-60CDME................... -- --- --- --
2.4 2.4
Pantronics PT-10A HF Transceiver . . . . . . . . . . .
- --
- - ----
1. 5 1. 5
ITEMS NOT CONSIDERED AS PART OF

RUNNING LOAD.
Auxiliary Fuel Pump . . . . . . . . . . . . . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 3. O

CigaretteLighter.................... 7.0 7.0 7.0 7.0 7.0 7.0
FlapMotor ...................... 8.5 8.5 8.5 8.5 8.5 8.5
Landing Lights (Each) . . . . . . . . . . . . . . . . . . 3. 57 3. 57 3. 57 3. 57 3. 57 3. 57
OilDilutionSystem. . . . . . . . . . . . . . . . . . . 1.0 1.0 1.0 1.0 1.0 1.0
StallWarningHorn................... .25 .25 .25 .28 .28 .28
WingCourtesyLightsandCabinLights. . . . . . . . . . 1.2 1.2 1.2 1.65 1.65 1.65

SkyDivingLights . . . . . . . . . . . . . . . . . . . .04 .04 .04 .04 .04 .04
*Console lights not used with post lights.

Only one or the other may be used at one time.
†Negligible
12 VOLT ALL MODELS
STANDARD EQUIPMENT AMPS REOD
(RUNN I NGLO A D) 1969 1970 1971 1972 1973 1974 1975
Battery Contactor . . . . . . . . . . . . . . . . 0. 6 0. 6 0. 6 0. 6 0. 6 0. 6 0. 6
Clock .....................
† † † † † † †
Cylinder Head Temperature Indicator. . . . . . . . 0.2 0.2 0.2 0.2 0.2 0.2 0.2
FuelQuantityIndicators . . . . . . . . .. . . . 0.4 0.4 0.4 0.4 0.4 0.4 0.4
Flashing Beacon . . . . . . . . . . . . . . . . . 7.0 7.0 7.0 7.0 7.0 7.0 7.0
InstrumentLights ................
a. ElectroluminescentPanel. . . . . . . . . 0.5 0.5 0.5 0.5 0.5 0.4 0.4

b. Cluster................. 0.3 0.3 0.3 0.3 0.3 0.32 0.32
c. Console* . . . . . . . . . . . . . . . . 2.0 2.0 2.0 2.0 2.0 2.08 2.08
d. Compass . . . . . . . . . . . . . . . . 0.1 0.1 0.1 0.1 0.1 0.8 0.8
Position Lights . . . . . . . . . . . . . . . . . . 5. 6 5. 6 5. 6 5. 6 5. 6 5. 6 5. 6
Turn Coordinator. . . . . . . . . . . . . . . . . 0.8 0.8 0.8 0.8 0.8 0.8 0.8
OPTIONAL EQUIPMENT
(RUNNING LOAD)
Heated-Pitot,StallWarningHeater. . . . . . . . . 10.0 10.0 10.0 10.0 10.0 10.0 10.0
StrobeLights ..................
-- ---
4.0 4.0 4.0 2.0 2.0

CarburetorAirTemp. . . . . . . . . . . . . . . 0.03 0.03 0.03 0.03 0.03 0.03 0.03
Cessna 200A Navomatic Autopilot (Type AF-295A) . .
--- ---- ---- -- --
2.0 ---
Cessna 200A Navomatic Autopilot (Type AF-295B) . .

--- -- - --- ---- ----
2.0
Cessna300ADF(TypeR-521B) . . . . . . . . . . 1.6 1.6 1.6 ---
---- --- ---
17-52 Change 3
ELECTRICALLOAD ANALYSIS CHART (CONT.)
12 VOLT ALL tsODELS
AíAPS REQD
OPTIONAL EQUIPMENT (RUNNING
1969 1970 1971 1972 1973 1974 1975
LOAD)(CONT.)
Cessna300ADF(TypeR-546A) . . . . . . . . . .
- --- --
1.0 1.0 1.0 1.0

Cessna300ADF(TypeR-546E) . . . . . . . . . .
--- - -
1.0 1.0 1.0 1.0

Cessna 300 Marker Beacon (Type R-502B) . . . . . .02 .02 .02 .02 .02 0.02 0.02
Cessna 300 Nav/Com (90 Channel-Type RT-517R) . . 4. 5 4. 5 4. 5 --- ----
Cessna 300 Nav/Com (360 Channel-Type RT-540A) . . 4. 5 4. 5 4. 5 -- - ---
Cessna 300 Nav/Com (100 Channel-Type RT-508A). .

-- -- --
1.9 1.9 --- ---
Cessna300Nav/Com(360Channel-TypeRT-308C).. - --- --- --- -
1.5 1.5
Cessna 300 Nav/Com (360 Channel-Type RT-528A). .
--- - ---
1.9 1.9 - --
Cessna 300 Nav/Com (360 Channel-Type RT-528E). .

-- ---- - ---
1.9 1.9 1.9

Cessna 300 Nav/Com (360 Channel-Type RT-328A) . .
- - --- --
1.9 -- --
Cessna 300 Nav/Com (360 Channel-Type RT-328C) . .

- -- - --- --
1. 5 ---
Cessna 300 Nav/Com (720 Channel-Type RT-328D) . .

- --- - - - -
1. 5
Cessna 300 Transceiver (Type RT-524A) . . . . . . 3.2 3.2 3.2 3.2 3.2 3.2 3.2
Cessna 300 HF Transceiver (Type PT-10A) . . . . .
- -
1. 5 1. 5 1. 5 1. 5 -
Cessna 300 Transponder (Type KT-75R) . . . . . . 1. 5 1. 5 1. 5 1. 5 --
Cessna 300 Transponder (Type KT-76 & KT-78) . . .

- - -
1. 3 1. 3 -- -
Cessna 300 Transponder (Type RT-359A) . . . . . .

- -- - -- -
1.0 1.0
Cessna 300 Navomatic (Type AF-512C) . . . . . . . 3. 5 3. 5 3. 5 - --- -- --
Cessna 300 Navomatic (Type AF-512D) . . . . . . .

---- --- ---
3. 5 - --- ---
Cessna 300 Navomatic (Type AF-394A) . . . . . . .

--- ---- - -
2.0 2.0 ---
Cessna 300A Navomatic (Type AF-395A) . . . . . .

- -- - - - ---
2.0
Cessna 300 DME (Type KN-60B) . . . . . . . . . . 3.0 3.0 3.0 - - ----
Cessna 300 DME (Type KN-60C) . . . . . . . . . .

-- - --
3.0 3.0 3.0 -----
Cessna 400 ADF (Type R-324A) . . . . . . . . . . 2.0 2.0 2.0 --- - - ·---
Cessna400ADF(TypeR-346A) . . . . . . . . . .
--- ---- ----
1.0 1.0 1.0 ---
Cessna 400 ADF (Type R-446A) . . . . . . . . . .

-- ---- ---- ---- -- ·----
Cessna 400 Glideslope (Type R-543B) . . . . . . . . 0. 5 0. 5 0. 5 0. 5 0. 5 0. 5 0. 5

Cessna 400 Glideslope (Type R-443A) . . . . . . . .
-- -- - --
0. 4 --- ·---
Cessna400Glideslope(TypeR-443B). . . . . . . .
--- --- ---- --- -
0.4 0.4
Cessna 400 Nav/Com (Type RT-522A). . . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 3. 0 3. O
Cessna 400 Nav/Com (Type RT-422A). . . . . . . .
--- - - ----
2. 5 2. 5 --
Cessna 400 Transceiver (Type RT-532A) . . . . . . 1. 5 1. 5 1. 5 1. 5 -
Cessna 400 Transceiver (Type RT-432A) . . . . . .

--- --- --- -
1. 4 1. 4 -
Cessna 400 Transponder (Type RT-506A) . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 ---- ----
Cessna 400 Transponder (Type RT-459A) . . . . . .

-- -
1.0 1.0
Cessna 400 Nav-O-Matic (Type AF-520C) . . . . . .
- -
2.4 2.4
Cessna 400 Nav-O-Matic (Type AF-420A) . . . . . .
---- - --- -
1.2 1.2 1.2

Sunair SSB Transceiver (Type ASB-12 5). . . . . . .
----
5. 0 5. 0 5. 0 5. 0 5. 0 5. O
FlashingBeacon................. 7.0 7.0 7.0 7.0 7.0 7.0 ----
KingKN-60CDME................ -- - - - --- -
3.0
KingKN-65DME................. -- ---- - ---- --
2.8 2.8
Pantronics PT-10A HF Transceiver . . . . . . . .
--- - - - -- ------
1. 5
Narco Mark 12A Nav/Com . . . . . . . . . . . . . 4. 6 --- -- ---- ---- -----
Narco Mark 12B Nav/Com with VOA-40 or VOA-50. . 4.6 4.6 4.6 --- --- --
Narco UGR-2 Glideslope Receiver . . . . . . . . . .23 .23 .23

-- -- ----
ITEMS NOT CONSIDERED AS PART

OF RUNNING LOAD
Auxiliary Fuel Pump . . . . . . . . . . . . . . . 3. 0 3. 0 3. 0 3. 0 3. 0 3. 0 3. O
CigaretteLighter . . . . . . . . . . . . . . . . 10.0 10.0 10.0 10.0 10.0 10.0 10.0
FlapMotor ................... 15.0 15.0 15.0 15.0 15.0 15.0 15.0
LandingLights. . . . . . . . . . . . . . . . . . 15.6 15.6 15.6 15.6 15.6 15.6 15.6
Oil Dilution System . . . . . . . . . . . . . . . . 1. 0 1. 0 1. 0 1. 0 1. 0 1. 0 1. 0
Stall Warning Horn . . . . . . . . . . . . . . . . 0.25 0.25 0.25 0.25 0.25 0.25 0.25
Wing Courtesy Lights and Cabin Lights . . . . . . . 3. 3 3. 3 3. 3 3. 3 3. 3 3. 3 3. 3
Sky Diving Lights . . . . . . . . . . . . . . . . . 0.1 0.1 0.1 0.1 0.1 0.1 0.1
*Console lights not used with post lights.

Only one or the other may be used at one time
†Negligible
Change 2 17-53/(17-54 blank

SECTION 18
STRUCTURAL REPAIR
TABLE OF CONTENTS Page Repairable Damage . . . . . . . . .

18-3
Ailerons...............18-3
STRUCTURAL REPAIR . . . . . . . . . . .
18-1 Negligible Damage . . . . . . . . .
18-3
Repair Criteria . . . . . . . . . . . .
18-1 Repairable Damage . . . . . . . . .
18-3
Equipment and Tools . . . . . . . . . .
18-1 Damage Necessitating Re-
Control Balancing Fixtures . . . . . .
18-1 placement of Parts . . . . . . . .
18-3
SupportStands............18-1 Flaps................18-3
Fuselage Repair Jig . . . . . . . . .
18-1 Negligible Damage . . . . . . . . .
18-3
Wing Jig. . . . . . . . . . . . . . .
18-2 Repairable Damage . . . . . . . . .
18-3
Wing and Horizontal Stabilizer Damage Necessitating Re-
Angle-of-Incidence . . . . . . . . . .
18-2 placement of Parts . . . . . . . .
18-3
Repair Materials . . . . . . . . . . . .
18-2 Elevators and Rudders . . . . . . . . .
18-3
Wing .................18-2 NegligibleDamage..........18-3
Skin.................18-2 RepairableDamage..........18-3
Negligible Damage . . . . . . . . .
Repairable Damage . . . . . . . . .
18-2 placement of Parts . . . . . . . . .
18-3
Damage Necessitating Re- Fin and Stabilizer . . . . . . . . . . .
18-4
placement of Parts . . . . . . . .
18-2 Negligible Damage . . . . . . . . . .
18-4
Stringers . . . . . . . . . . . . . .
18-2 Repairable Damage . . . . . . . . . .
18-4
18-4
Damage Necessitating Re- Fuselage . . . . . . . . . . . . . . .
18-4
18-2 Negligible Damage . . . . . . . . . .
18-4
Ribs.................18-3 RepairableDamage..........18-4
18-4
Damage Necessitating Re- Bulkheads . . . . . . . . . . . . . . .
18-4
18-3 Landing Gear Bulkheads . . . . . . .
18-4
Spars . . . . . . . . . . . . . . . .
18-3 Repair after Hard Landings . . . . . .
18-4
18-3 Replacement of Hi-Shear Rivets . . . . .
18-4
18-3 Nose Gear Wheel Well and Firewall . . .
18-5
Damage Necessitating Re- Baffles . . . . . . . . . . . . . . . .
18-5
18-3 Engine Cowling. . . . . . . . . . . . .
18-5
Leading Edge . . . . . . . . . . . .
18-3 Repair of Cowling Skins . . . . . . . .
18-5
18-3 Repair of Reinforcement Angles . . . .
18-5
18-3 Repair of ABS Components . . . . . . .
18-5
Damage Necessitating Re- Repair of Glass-Fiber Constructed . . . .
18-5
18-3 Components . . . . . . . . . . . . .
18-5
Bonded Leading Edge Repair . . . . .
18-3 Bonded Doors . . . . . . . . . . . . . 18-5
Negligible Damage . . . . . . . .
18-3 Repairable Damage - · - · · · · · · · 18-5
18-1. REPAIR CRITERIA. 18-4. EQUIPMENT AND TOOLS.
18-2. Although this section outlines repair permis- 18-5. Equipment and tools for repair of structure
sible on structure of the aircraft, the decision of may be fabricated locally for all but major repair
whether to repair or replace a major unit of structure jobs. For major repair of wings and fuselage,
will be influenced by such factors as time and labor special jigs, available from the factory are recom-
available, and by a comparison of labor costs with mended. These jigs are precision equipment de-
the price of replacement assemblies. Past experi- signed to ensure accurate alignment of these air-
ence indicates that replacement, in many cases, is frame components.
less costly than major repair. Certainly, when the
aircraft must be restored to its airworthy condition 18-6. CONTROL BALANCING requires the use of
in a limited length of time, replacement is prefer- a fixture to determine the static balance moment of
able. the control surface assembly. Plans for, and the
use of, such a fixture are shown in figure 18-9.
18-3. Restoration of a damaged aircraft to its origi-
nal design strength, shape and alignment involves 18-7. SUPPORT STANDS shown in figure 18-1 are
careful evaluation of the damage, followed by exact- used to hold a fuselage or wing when it is removed.
ing workmanship in performing the repairs. This The stands may be manufactured locally of any suit-
section suggest the extent of structural repair practi- able wood.
cal on the aircraft and supplements Federal Aviation
Regulations, Part 43. Consult the factory when in 18-8. FUSELAGE REPAIR JIG. The fuselage jig,
doubt about a repair not specifically mentioned here. which may be obtained from the factory, is a sturdy,
Change 1 18-1
versatile fixture used to hold an entire fuselage and ings afford access to the aileron belleranks, flap
to locate the firewall, wing and landing gear attach- belleranks, electrical wiring, strut attaching fittings,
ment points. The jig is ideal for assembling new aileron control cable pulley and control cable dis-
parts in repair of a badly damaged fuselage. connect points.
18-9. WING JIG. The wing jig, which may also be 18-16. WING SKIN.
obtained from the factory, serves as a holding fix-
ture during extensive repair of a damaged wing. The 18-17. NEGLIGIBLE DAMAGE. Any smooth dents
jig locates the root rib, leading edge, and tip rib of in thewing skin that are free from cracks, abrasions
the wing. and sharp corners, which are not stress wrinkles
and do not interfere with any internal structure or
18-10. WING AND STABILIZER ANGLE-OF-INCI- mechanism, may be considered as negligible dam-
DENCE. Angle-of-incidence and wing twist are list- age. In areas of low stress intensity, cracks, deep
ed in the following chart. Stabilizers do not have scratches or deep, sharp dents, which after trim-
twist. Wings have a constant angle from the wing ming or stop drilling can be enclosed by a two-inch
root to the strut fitting station. All twist in the panel circle, can be considered negligible if the damaged
is between this station and the tip rib. The amount area is at least one diameter of the enclosing circle
of twist between these points is the difference between away from all existing rivet lines and material edges.
the angle-of-incidence at the root and the angle-of- Stop drilling is considered a temporary repair and a
incidence at the tip. See figure 18-2. permanent repair should be made as soon as practi-
cable.
WING
Angle-of-incidence, Root . . . . . . 47' 18-18. REPAIRABLE DAMAGE. Figure 18-3 out-
Angle-of-incidence, Tip. . . . . . .
-2°50'
lines typical repairs to be employed in patching skin.
Twist (Washout) . . . .
3°37' Before installing a patch, trim the damaged area to
. . . . . .
form a rectangular pattern, leaving at least a one-

STABILIZER half inch radius at each corner, and deburr. The
Angle-of-incidence . . . . . . . . .
-3°±15'
sides of the hole should lie span-wise or chord-wise.
A circular patch may also be used. If the patch is in
18-11. REPAIR MATERIALS. an area where flush rivets are used, make a flush
patch type of repair; if in an area where flush rivets
18-12. Thickness of material on which a repair is are not used, make an overlapping type of repair.
to be made can easily be determined by measuring Where optimum appearance and airflow are desired,
with a micrometer. In general, material used in the flush patch may be used. Careful workmanship
Cessna aircraft covered in this manual is made from will eliminate gaps at butt-joints; however, an epoxy
2024 aluminum alloy, heat treated to a -T3, -T4, or type filler may be used at such joints.
-T42 condition. If the type of material cannot be
readily determined, 2024-T3 may be used in making 18-19. DAMAGE NECESSITATING REPLACEMENT
repairs, since the strength of -T3 is greater than OF PARTS. If a skin is badly damaged, repair
-T4 or -T42 (-T4 and -T42 may be used interchange- should be made by replacing an entire skin panel,
ably, but they may not be substituted for -T3). When from one structural member to the next. Repair
necessary to form a part with a smaller bend radius seams should be made to lie along existing structural
than the standard cold bending radius for 2024-T4, members and each seam should be made exactly the
use 2024-0 and heat treat to 2024-T42 after forming. same in regard to rivet size, spacing, and pattern
The repair material used in making a repair must as the manufactured seams at the edges of the origi-
equal the gage of the material being repaired unless nal sheet. If the manufactured seams are different,
otherwise noted. It is often practical to cut repair the stronger should be copied. If the repair ends at
pieces from service parts listed in the Parts Cata- a structural member where no seam is used, enough
logs. repair panel should be used to allow an extra row of
staggered rivets, with sufficient edge margin, to be
A few components (empennage tips, for example) are installed.
fabricated from thermo-formed plastic or glass fiber
constructed materials. 18-20. WING STRINGERS.
18-13. WING. 18-21. NEGLIGIBLE DAMAGE. Refer to paragraph

18-17.
18-14. The wing assemblies are of the semi-canti-
lever type employing semi-monocoque type of struc- 18-22. REPAIRABLE DAMAGE. Figure 18-4 out-
ture. Basically, the internal structure consists of lines a typical wing stringer repair. Two such re-
built-up front and rear spar assemblies, formed pairs may be used to splice a new section of stringer
sheet metal nose, intermediate, and trailing edge material in position, without the filler material.
ribs. Stressed skin, riveted to the rib and spar
structures, completes the wing structure. 18-23. DAMAGE NECESSITATING REPLACEMENT
OF PARTS. If a stringer is so badly damaged that
18-15. ACCESS openings (hand holes with removable more than one section must be spliced into it, re-
cover plates) are located in the underside of the wing place the entire stringer,
between the wing root and tip section. These open-
18 -2
Change 2
18-24. WING RIBS. 18-36. AILERONS.
18-25. NEGLIGIBLE DAMAGE. Refer to paragraph 18-37. NEGLIGIBLE DAMAGE. Refer to paragraph
18-17. 18-17.
18-26. REPAIRABLE DAMAGE. Figure 18-5 out- 18-38. REPAIRABLE DAMAGE. The repair shown
lines typical wing rib repairs. in figure 18-8 may be used to repair damage to ail-
eron leading edge skins. Figure 18-3 may be used
18-27. DAMAGE NECESSITATING REPLACEMENT as a guide to repair damage to flat surface between
OF PARTS. Leading edge and trailing edge ribs that corrugations, when damaged area includes corruga-
are extensively damaged should be replaced. How- tions refer to figure 18 -11.
It is recommended that
ever, due to the necessity of unfastening so much material used for repair be cut from spare parts of
skin in order to replace ribs, they should be repaired the same guage and corrugation spacing. Refer to
if practicable. Center ribs, between the front and figure 18-10 for balancing. If damage would require
rear spars should always be repaired if practicable. a repair which could not be made between adjacent
ribs, refer to paragraph 18-39.
18-28. WING SPARS.
18-39. DAMAGE NECESSITATING REPLACEMENT
18-29. NEGLIGIBLE DAMAGE. Due to the stresses OF PARTS. If the damage would require a repair
which wing spars encounter, very little damage can which could not be made between adjacent ribs, com-
be considered negligible. All cracks, stress wrinkles, plete skin panels should be replaced. Ribs and spars
deep scratches, and sharp dents must be repaired. may be repaired, but replacement is generally pre-
Smooth dents, light scratches, and abrasions may be ferable. Where extensive damage has occurred, re-
considered negligible. placement of the aileron assembly is recommended.
After repair and/or repainting, balance in accord-
18-30. REPAIRABLE DAMAGE. Figure 18-6 out- ance with figure 18-9.
lines typical spar repairs. It is often practical to
cut repair pieces from spare parts listed in Parts 18-40. WING FLAPS.
Catalogs. Service Kits are available for certain
types of spar repairs. 18-41. NEGLIGIBLE DAMAGE. Refer to paragraph
18-17.
OF PARTS. Damage so extensive that repair is not 18-42. REPAIRABLE DAMAGE. Flap repairs should
feasible requires replacement of a complete wing be similar to aileron repairs discussed in paragraph
spar. Also refer to paragraph 18-2. 18-38. A flap leading edge repair is shown in figure
18-8.
18-32. WING LEADING EDGE.
18-33. NEGLIGIBLE DAMAGE. Refer to paragraph OF PARTS. Flap repairs which require replacement
18-17. of parts should be similar to aileron repairs discuss-
ed in paragraph 18-39.
18-34. REPAIRABLE DAMAGE. A typical leading
edge skin repair is shown in figure 18-8. An epoxy 18-44. ELEVATORS AND RUDDERS.
type filler may be used to fill gaps at butt joints. To
facilitate repair, extra access holes may be installed 18-45. NEGLIGIBLE DAMAGE. Refer to paragraph
in the locations noted in figure 18-7. If the damage 18-17. The exception of negligible damage on the
would require a repair which could not be made be- elevator surfaces is the front spar, where a crack
tween adjacent ribs, refer to the following paragraph. appearing in the web at the hinge fittings or in the tip
rib which supports the overhanging balance weight is
18-35. DAMAGE NECESSITATING REPLACEMENT not considered negligible. Cracks in the overhanging
OF PARTS. For extensive damage, complete lead- tip rib, in the area at the front spar intersection with
ing edge skin panels should be replaced. To facili- the web of the rib, also cannot be considered negli-
tate replacement, extra access holes may be installed gible.
in the locations noted in figure 18-7.
18-46. REPAIRABLE DAMAGE. Skin patches illus-
18-35A. BONDED LEADING EDGE REPAIR. trated in figure 18-3 may be used to repair skin dam-
age to the rudder, and between corrugations on the
18-35B. NEGLIGIBLE DAMAGE. Refer to paragraph elevator. For skin damage on the elevator which in-
18-17. cludes corrugations, refer to figure 18-11. Follow-
ing repair the elevator/rudder must be balanced.
18-35C. REPAIRABLE DAMAGE. (Refer to figure Refer to figure 18-10 for balancing. If damage would
18-12.) Cut out damaged area, as shown, to the require a repair which could not be made between
edge of undamaged ribs. Using a corresponding adjacent ribs, refer to paragraph 18-47.
section from a new leading edge skin, overlap ribs
and secure to wing using rivet pattern as shown in 18-47. DAMAGE NECESSITATING REPLACEMENT
the figure. OF PARTS. If the damaged area would require a re-
pair which could not be made between adjacent ribs,
Change 2 18-3
complete skin panels should be replaced. Ribs and considered negligible. The skin panel should
spars may be repaired, but replacement is generally be opened sufficiently to permit a thorough
preferable. Where extensive damage has occurred, examination of the lower portion of the land-
replacement of the entire assembly is recommended. ing gear bulkhead and its tie-in structure.
After repair and/or repainting, balance in accord-
ance with figure 18-9. Wrinkles occurring on open areas which disappear
when the rivets at the edge of the sheet are removed,
18-48. FIN AND STABILIZER. or a wrinkle which is hand removable, may often be
repaired by the addition of a 1/2 x 1/2 x .060 inch
18-49. NEGLIGIBLE DAMAGE. Refer to paragraph 2024-T4 extruded angle, riveted over the wrinkle and
18-17. extended to within 1/16 to 1/8 inch of the nearest
structural members. Rivet pattern should be identi-
18-50. REPAIRABLE DAMAGE. Skin patches shown cal to the existing manufactured seam at the edge of
in figure 18-3 may be used to repair skin damage. the sheet.
Access to the dorsal area of the fin may oe gained
by removing the horizontal closing rib at the bottom 18-55. REPAIRABLE DAMAGE. Fuselage skin re-
of the fin. Access to the internal fin structure is pairs may be accomplished in the same manner as
best gained by removing skin attaching rivets on one wing skin repairs outlined in paragraph 18-18.
side of the rear spar and ribs, and springing back Stringers, formed skin flanges, bulkhead channels,
the skin. Access to the stabilizer structure may be and similar parts may be repaired as shown in fig-
gained by removing skin attaching rivets on one side ure 18-4.
of the rear spar and ribs, and springing back the
skin. If the damaged area would require a repair 18-56. DAMAGE NECESSITATING REPLACEMENT
which could not be made between adjacent ribs, or OF PARTS. Fuselage skin major repairs may be
a repair vould be located in an area with compound accomplished in the same manner as wing skin re-
curves, see the following paragraph• pairs outlined in paragraph 18-19. Damaged fittings
should be replaced. Seat rails serve as structural
18-51. DAMAGE NECESSITATING REPLACEMENT parts of the fuselage and should be replaced if dam-
OF PARTS. If the damaged area would require a re- aged.
pair which could not be made between adjacent ribs
or the repair would be located in an area with com- 18-57. BULKHEADS.
pound curves, complete skin panels should be re-
placed. Ribs and spars may be repaired, but replace- 18-58. LANDING GEAR BULKHEADS. Since these
ment is generally preferable. Where damage is ex- bulkheads are highly stressed members irregularly
tensive, replacement of the entire assembly is rec- formed to provide clearance for control lines, actu-
ommended, ators, fuel lines, etc., patch type repairs will be
for the most part, impractical. Minor damage con-
18-52. FUSELAGE. sisting of small nicks or scratches may be repaired
by dressing out the damaged area, or by replace-
18-53. The fuselage is of semi-monocoque construc- ment of rivets. Any other such damage should be
tion consisting of formed bulkheads, longitudinal repaired by replacing the landing gear support as-
stringers, reinforcing channels and skin platings. sembly as an aligned unit.
18-54. NEGLIGIBLE DAMAGE. Refer to paragraph 18-59. REPAIR AFTER HARD LANDING. Duckled
18-17. Mild corrosion appearing upon alclad sur- skin or floorboards and loose or sheared rivets in
faces does not necessarily indicate incipient failure the area of the main gear support will give evidence
of the base metal. However, corrosion of all types of damage to the structure from an extremely hard
should be carefully considered, and approved reme- landing. When such evidence is present, the entire
dial action taken. Small cans appear in the skin support structure should be carefully examined and
structure of all metal airplanes. It is strongly rec- all support forgings should be checked for cracks,
ommended, however, that wrinkles which appear to using a dye penetrant and proper magnification.
have originated from other sources, or which do not Bulkheads in the area of possible damage should be
follow the general appearance of the remainder of the checked for alignment and a straightedge should be
skin panels, be thoroughly investigated. Except in used to determine deformation of the bulkhead webs.
the landing gear bulkhead area, wrinkles occurring Damaged support structure, buckled floorboards and
over stringers which disappear when the rivet pat- skins, and damaged or questionable forgings should
tern is removed may be considered negligible. How- be replaced. Landing gear components should be re-
ever, the stringer rivet holes may not align perfectly placed and rigged properly.
with the skin holes because of a permanent "set" in
the stringer. If this is apparent, replacement of the 18-60. REPLACEMENT OF HI-SEAR RIVETS.
stringer will usually restore the original strength Hi-shear rivet replacement with close tolerance bolts
characteristics of the area. or other commercial fasteners of equivalent strength
properties is permissible. Holes must not be elon-
NOTE gated, and the Hi shear substitute must be a smooth
push fit. Field replacement of main landing gear
Wrinkles occurring in the skin of the main forgings on bulkheads may be accomplished by using:
landing gear bulkhead areas should not be
18-4 Change 2
a. NAS464P* Bolt, MS21042-* Nut and AN960-* seams on these assemblies. The strength of the
washer in place of Hi-Shear Rivets for forgings with bonded seams in cowling may be replaced by a single
machined flat surface around attachment holes. 3/32, 2117-AD rivet per running inch of bond seam.
b. NAS464P* Bolt, ESNA 2935* Mating Base Ring, The standard repair procedures outlined in AC43.13-1
ESNA LH 2935* Nut for forgings (with draft angle of are also applicable to cowling.
up to a maximum of 8°) without machined flat surface
around attachment holes. 18-66. REPAIR OF REINFORCEMENT ANGLES.
Cowl reinforcement angles, if damaged, should be
*Dash numbers to be determined according to the size replaced. Due to their small size they are easier
of the holes and the grip lengths required. The bolts to replace than to repair.
grip length should be chosen so that no threads re-
main in the bearing area. 18-67. REPAIR OF ABS COMPONENTS.
18-61. NOSE GEAR WHEEL WELL AND FIREWALL. 18-68. Rezolin Kit Number 404 may be obtained from
The nose gear wheel well is made of stainless steel, the Cessna Service Parts Center for repair of ABS
as is the firewall bulkhead. Refer to paragraph 18-17 components.
for negligible damage, and paragraph 18-18 for re-
pairable damage. Stainless steel patches should be
used in nose wheel well and firewall repairs. Any 18-69. REPAIR OF GLASS FIBER CONSTRUCTED
repairs in these areas will require resealing with COMPONENTS.
700P, or equivalent compound.
18-70. Glass fiber constructed components on the
18-62. BAFFLES. aircraft may be repaired as stipulated in instructions
furnished in SK182-12. Observe the resin manufac-
18-63. CONSIDERATIONS. Baffles ordinarily should turer's recommendations concerning mixing and ap-
be replaced if damaged or cracked. However, small plication of the resin. Epoxy resins are preferable
plate reinforcements riveted to the baffle will often for making repairs, since epoxy compounds are
prove satisfactory both to the strength and cylinder usually more stable and predictable than polyester
cooling requirements of the unit. and, in addition, give better adhesion.
18-64. ENGINE COWLING. 18-71. BONDED DOORS.
18-65. REPAIR OF COWLING SKINS. If extensively 18-72. REPAIRABLE DAMAGE. Bonded doors
damaged, complete sections of cowling should be re- may be repaired by the
same methods used for
placed. Standard flush-type skin patches, however, riveted structure. Rivets are a satisfactory substi-
may be used if repair parts are formed to fit. Small tute for bonded seams on these assemblies. The
cracks may be stop-drilled and dents straightened, strength of the bonded seams in doors may be re-
if they are reinforced on the inner side with a doubler placed by a single 3/32, 2117-AD rivet per running
inch of bond seam. The standard repair procedures
of the same material. Bonded cowling may be re- outlined in AC43.13-1 are also applicable to bonded
paired by the same methods used for riveted struc- doors.
ture. Rivets are a satisfactory substitute for bonded
Change 2 18-5
WING
12 INCH WIDE HEAVY CANVAS
I
lX 12 X 30-3/4
--lX 12 X 48
30-3/4
lX12Xll
1X12X8
-2X4X20
l-l/2
6
14 ---•
5 INCXH 4COTTON WEBBING
42
r 2 X 4
2 X 4
34 - , 3/8 INCH DIAMETER BOLTS
2X4
2X6X4
N 3
ALL DIMENSIONS ARE IN INCHES
Figure 18-1. Wing and Fuselage Support Stands
18-6
GRIND i
C i I
A
B
MODEL A B C WING STATION
THRU 2.00 1.00 29.50 39.00

U20601700 2. 00 1. 00 29. 50 100. 00
.79 1.00 20.00 207.00
BEGINNING 2. 00 1. 00 29. 50 39. 00

WITH 2.00 1.00 29.50 100.00
U20601701 . 66 1. 00 20. 00 207. 00
ALL WING TWIST OCCURS BETWEEN STA. 100.00 AND STA. 207.00.
(Refer to paragraph 18-10 for angle of incidence).
MEASURING WING TWIST
If damage has occurred to a wing, it is advisable to check the twist. The following method can be used with
a minimum of equipment, which includes a straightedge (32" minimum length of angle, or equivalent), three
modified bolts for a specific wing, and a protractor head with level.
1. Check chart for applicable dimension for bolt length (A or B).
2. Grind bolt to a rounded point as illustrated, checking length periodically.
3. Tape two bolts to straightedge according to dimension C.
4. Locate inboard wing station to be checked and make a pencil mark approximately one-half inch
aft of the lateral row of rivets in the wing leading edge spar flange.
5. Holding straightedge parallel to wing station (staying as clear as possible from "cans"). place
longer bolt on pencil mark and set protractor head against lower edge of straightedge.
6. Set bubble in level to center and lock protractor to hold this reading.
7. Omitting step 6, repeat procedure for each wing station, using dimensions specified in chart. Check
tosee that protractor bubble is still centered.
8. Proper twist is present in wing if protractor readings are the same (parallel). Forward or aft bolt
may be lowered from wing 10 inch maximum
. to attain parallelism.
Figure 18-2. Checking Wing Twist
Change 3 18-7
MS20470AD4 RIVETS PATCHES AND DOUBLERS--
24 REQD 2024-T3 ALCLAD
15°
O O
6. 50 DIA.
DATUCHLER
EXISTING
SECTION THRU PATCH
3.00 DIA. HOLE
PATCH REPAIR FOR 3 INCH DIAMETER HOLE
MS20470AD4 RIVETS
1/2°
16 REQD 22
4. 00 DIA.
Û Û 3.00 DIA.-l
| \ PATCH
Of \O
O( O
O O DOUBLER
EXISTING 5.00 DIA.
SKIN
2.00 DIA. HOLE .
SECTION THRU PATCH

2. 50 DIA.
MS20470AD4 RIVETS EXISTING
8 REQD 45°
SKIN
PATCH
(NO DOUBLER
)Û REQD)
1.75
DIA.
1.00 DIA. HOLE
SECTION THRU PATCH
ORIGINAL PARTS
REPAIR PARTS OVERLAPPING

CIRCULAR PATCH
REPAIR PARTS IN CROSS SECTION
Figure 18-3. Skin Repair (Sheet 1 of 6)
18-8
1/4 B .
B
1/2 B
SECTION THRU ASSEMBLED PATCH
A-A
DGE MARGAINCH2 2RIVET3DALCLAD
1/2" RADIUS
CLEAN OUT
DAMAGED AREA
e
e e EDGE MARGIN 2 X RIVET
=
DIAMETER
1/2" RADIUS
e
e
RIVET SPACING =
e
6 X RIVET DIA.
1/2" RADIUS -
e à EDGE MARGIN =
2 X RIVET DIA.
DOUBLER -- 2024-T3 ALCLAD
RIVET TIBLE
OVERLAPPING REC- SKIN GAGE RIVET DIA.
ORIGINAL PARTS TANGULAR PATCH
. 020 1/8
REPAIR PARTS .025 1/8
. 032 1/8
REPAIR PARTS IN CROSS SECTION .040 1/8
.051 5/32

18-9
B 1/4 B
PATCH
EXISTING SKIN
NOTE
• •
For optimum appearance and
DOUBLER 1/2 B dim-
airflow, use flush rivets,
pled skin and patch, and counter-
SECTION THRU ASSEMBLED PATCH sunk doubler.
A-A e
EDGEAT HR N2 24-X RIVET DIA.
o o
1/2" RADIUS e
EDGE MARGIN =
2 X RIVET DIA. e CLEAN OUT

e e
,,7 DAMAGED AREA
1/2" RADIUS
o /
o o
RIVET SPACING =
6 X RIVET DIA.
EDGE MARGIN =
2 X RIVET DIA.
DOUBLER -- 2024-T3 -
ALCLAD
1/2" RADIUS
1/2" RADIUS RIVET TI 8LE

SKIN GAGE RIVET DIA.
FLUSH RECTANGULAR PATCH
ORIGINAL PARTS (CIRCULAR FLUSH PATCH IS
.020 1/8
SIMILAR) 025 1/8
REPAIR PARTS
032 1/8
O 8
18-10
NOTE
DOUBLER
Countersink doublers, and
DOUBLER dimple skin and patch.
EXISTING
SKIN PA TCH
e e DOUBLER --
2024-T4 ALCLAD
EXISTING SKIN CARRY EXISTING

RIVET PATTERN
THRU PATCH
EDGE DISTANCE e PITCH 4-8D

2D MIN. TYPICAL
.50 R. MIN.
TYPICAL
RIVET TIBLE .
*-
SKIN GAGE RIVET DIA. e e o e
.020 1/8
.025 1/8 o •
, ,
.032 1/8
.040 1/8
.051 5/32
PATCH --
2024-T3 ALCLAD
FLUSH PATCH AT
STRINGER/BULKHEAD
INTERSECTION
ORIGINAL PARTS
REPAIR PARTS NOTE
REPAIR PARTS IN CROSS SECTION This procedure is not rec-

ommended in areas where
stringers are riveted to
bulkheads.

18-11
DOUBLERS
+8D+
1/4 B (BUT NOT LESS THAN 4D)
SEKXISTING
DOUBLER --
2024-T4 ALCLAD
B
PATCH
A-A
SECTION THRU ASSEMBLED PATCH
CARRY EXISTING
RIVET PATTERN
THRU PATCH
PITCH TYPICAL FOR

PATCH SKIN & DOUBLER
(4-8D)
EXISTING SKIN
0. 5" MIN. RADIUS

TYPICAL
EDGE DISTANCE
2D MIN.
RIVET TABLE
SKIN GAGE RIVET DIA.
SPACER --
.020 1/8 2024-T3 ALCLAD

.025 1/8
.032 1/8
.040 1/8
.051 5/32
OVERLAPPING PATCH AT
STRINGER/BULKHEAD
INTERSE CTION
I I ORIGINAL PARTS PATCH --
2024-T3 ALCLAD
I 1 REPAIR PARTS

18-12
FUSELAGE SKIN CLEAN OUT DAMAGED AREA
A-A
o PICK UP EXISTING
0
J SKIN RIVET PATTERN
O a 1 4" RADIUS
10 RIVETS
EACH SIDE OF 0 o
DAMAGED AREA O O
FILLER -- 2024-T4 ALCLAD
DOUBLER -- 2024-T4
1/4" EDGE MARGIN ALCLAD
MS20470AD4 RIVETS
A
ORIGINAL PARTS
REPAIR PARTS
A REPAIR PARTS IN CROSS SECTION
18-13
1/4" EDGE MARGIN
RIVET SPACING TO MATCH

PATTERN IN SKIN
6 RIVETS EACH SIDE STRINGER

OF DAMAGED AREA
CLEAN OUT DAMAGED AREA e" '
FILLER --- 2024-T4 ALCLAD
A-A
MS20470AD4 RIVETS
A
SKIN
ORIGINAL PARTS
REPAIR PARTS
Figure 18-4. Stringer and Channel Repair (Sheet 1 of 4)

18-14
A-A
STRIP --- 2024-T3 ALCLAD
1/4" EDGE MARGIN 0
CLEAN OUT 4
DAMAGED AREA
5 RIVETS EACH SIDE

OF DAMAGED AREA
e
ANGLE 2024-T4 ALCLAD e

--
3/4" RIVET
SPACING
STRINGER
PICK UP EXISTING SKIN RIVETS
MS20470AD4 RIVETS
ORIGINAL PARTS
REPAIR PARTS SKIN
18-15
ORIGINAL PARTS
REPAIR PARTS
STOP DRILL CRACK-
e
CHANNEL
e
--1/4"
EDGE MARGIN
SKIN
MS20470AD4 RIVETS
SKIN

18-16
\
\
A-A
DOUBLER 2024-T3 ALCLAD
FILLER 2024-T4 ALCLAD
CLEAN OUT DAMAGED AREA
3/4" RIVET
2 ROWS RIVETS OUTBOARD

OF LIGHTENING HOLE
1/4" MARGIN
2024-T4 CHANNEL
DOUBLER ALCLAD
AN470AD4 RIVETS
ORIGINAL PARTS
RE PAIR PARTS
REPAIR IN CROSS SECTION

18-17
STOP DRILL CRACK IF CRACK DOES
NOT EXTEND TO EDGE OF PART
DOUBLER - 2024-T3 ALCLAD
1/4" EDGE
MARGIN
RIB
MS20470AD4 RIVETS
ORIGINAL PARTS
REPAIR PARTS
Figure 18-5. Rib Repair (Sheet 1 of 2)

18-18
DOUBLER --
2024-T3 ALCLAD
---1/4" EDGE MARGIN
3/4" RIVET
SPACING
ANGLE -- 2024-T4 ALCLAD

ONE ROW RIVE TS
AROUND DAMAGED AREA
A RIB
B
e
O
MS20470AD4 RIVETS
[¯]
ORIGINAL PARTS
El REPAIR PARTS A-A

Figure 18-5. Rib Repair (Sheet 2 of 2)

18-19
FILLER - 2024-T4 ALCLAD
FILLER -2024-T4 ALCLAD «s
STRIP --- 2024-T3 ALCLAD
FILLER--2024-T3 ALCLAD
ANGLE - 2024-T4 ALCLAD
FILLER --- 2024-T3 ALCLAD
CLEAN OUT
A
3/4ACRIVGET
ANGLE - 2024-T4 ALCLAD SPAR
DOUBLER
2024-T3 ALCLAD
3/8" EDGE AMARGIN
AD4 RIVETS
MS20470AD4
RIVETS
\ \ ORIGINA L PARTS
REPAIR PARTS
Figure 18-6. Wing Spar Repair (Sheet 1 of 4)

18-20
DOUBLER -
2024-T3 ALCLAD
CLEAN OUT DAMAG
e a 3/8" RADIUS
ANGLE -
2024-T4 ALCLAD
SPAR
3/8" EDGE MARGIN

(TYPICAL)
O MS20470AD4 RIVETS
ORIGINAL PARTS
REPAIR PARTS

18-21
ORIGINA L PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION *
1/4" EDGE MARGIN (TYP.)

TL3EARL
2 LAD
ANGLE
2024-T4 ALCLAD
*
7/8 × 7/8 × . 064 •
WING SPAR
3 ROWS RIVETS
1/4" MINIMUM EACH SIDE OF
3/4" RIVET SPACING EDGE MARGIN DAMAGED AREA
(TYPICAL ALL PARTS) 2024-T4
DOUBLER --
ALCLAD
1/4" EDGE MARGIN (TYP.)
MS20470AD4 RIVETS
NOTE
This repair applies to either

front or rear spar if the spar
WING SKIN
is a single channel.

18-22
FILLER -- 2024-T4
ALCLAD
3/4" RIVET
SPACING
CLEAN OUT
DAMAGED AREA
1/4" EDGE MARGIN
A--A SPAR
ANGLE -- 2024-T4 ALCLAD
MS20470AD4 RIVETS
ORIGINA L PARTS
RE PAIR PARTS
18-23
G
S-1443-1 DOUBLER
NOTE
#40 (.098) HOLE

INRG
N (REF)
DIA
S-225-4F COVER
S-1022Z-8-6 SCREWS
MS20426AD3 RIVETS
PRECAUTIONS:
1. Add the minimum number of access holes necessary.
2. Any circular or rectangular access hole which is used with approved optional equipment installa-
tions may be added in lieu of the access hole illustrated.
3. Use landing light installations instead of adding access holes where possible. Do not add access
holes at outboard end of wing; remove wing tip instead.
4. Do not add an access hole in the same bay where one is already located.
5. Locate new access holes near the center of a bay (spanwise).
6. Locate new access holes forward of the front spar as close to the front spar as practicable.
7. Locate new access holes aft of the front spar between the first and second stringers aft of the
spar. When installing the doubler, rotate it so the two straight edges are closest to the stringers.
8. Alternate bays, with new access holes staggered forward and aft of the front spar, are preferable.
9. A maximum of five new access holes in each wing is permissible; if more are required, contact
the Cessna Service Department.
10. When a complete leading edge skin is being replaced, the wing should be supported in such a
manner that wing alignment is maintained.
a. Establish exact location for inspection cover and inscribe centerlines.
b. Determine position of doubler on wing skin and center over centerlines. Mark the ten rivet hole
locations and drill to size shown.
c. Cut out access hole using dimension shown.
d. Flex doubler and insert through access hole, and rivet in place.
e. Position cover and secure using screws as shown.
Figure 18-7. Access Hole Installation
18-24
NOTES:
1. Dimple leading edge skin and filler material; countersink the doubler.
2. Use MS20426AD4 rivets to install doubler.
3. Use MS20426AD4 rivets to install filler, except where bucking is impossible. Use CR162-4
Cherry (blind) rivets where regular rivets cannot be bucked.
4. Contour must be maintained; after repair has been completed, use epoxy filler as necessary
and sand smooth before painting.
5. Vertical size is limited by ability to install doubler clear of front spar.
6. Lateral size is limited to seven inches across trimmed out area.
7. Number of repairs is limited to one in each bay,
1" MAXIMUM RIVET

SPACING (TYPICAL)
DOUBLER NEED NOT

BE CUT OUT IF ALL 5/16" MINIMUM EDGE
RIVETS ARE ACCESSIBLE MARGIN (TYPICAL)
FOR BUCKING
TRIM OUT DAMAGED AREA
REPAIR DOUBLER
2024-T3 ALCLAD
.040" THICKNESS
LEADING EDGE SKIN

FILLER MATERIAL
[¯] 2024-T3 ALCLAD--
ORIGINAL PARTS
SAME THICKNESS
AS SKIN
ËÐ REPAIR PARTS
Figure 18-8. Leading Edge Repair Applicable to Aileron, Flap, and Wing
18-25
GENERAL NOTES
1. Balance control surfaces in a draft-free area.
2. Place hinge bolts through control surface hinges, and position on knife edge balancing mandrels.
3. Make sure all control surfaces are in their final flight configuration: painted (if applicable),
trim tabs installed, all foreign matter removed from inside of control surface, elevator trim
tab push-pull rod installed, and all tips installed.
4. Place balancing mandrels on a table or other suitable flat surface.
5. Adjust trailing edge support to fit control surface being balanced while center of balancing
beam is directly over hinge line. Remove balancing beam and balance the beam itself by
adding washers or nuts as required at end opposite the trailing edge support.
6. When positioning balancing beam on control surface, avoid rivets to provide a smooth surface
for the beam, and keep the beam 90° to the hinge line of the control surface.
7. Paint is a considerable weight factor. In order to keep balance weight to a minimum, it is

recommended that existing paint be removed before adding paint to a control surface. Increase
in balance weight will also be limited by the amount of space available and clearance with
adjacent parts. Good workmanship and standard repair practices should not result in unrea-
sonable balance weight.
8. The approximate amount of weight needed may be determined by taping loose weight at the
balance weight area.
9. Lighten balance weight by drilling off part of weight.
10. Make balance weight by fusing bar stock solder to weight after removal
heavier from control
surface. The ailerons should
have balance weight increased by ordering additional weight and
gang channel, listed in applicable Parts Catalogs, and installing next to existing inboard weight
the minimum length necessary for correct balance, except that a length which contains at least
two attaching screws must be used. If necessary, lighten new weight and/or existing weights
for correct balance.
BALANCING BEAM
Mark graduations in inches.
Four-foot length of extruded channel
Grind weight to slide along beam, grind

adjustable
.
Fabricate vertically
ends to obtain exactly one pound, and
mark center of weight.
trailing edge support that will
slide along beam.
Attach knife edges and

mark at mid-point.
Figure 18-9. Control Surface Balancing (Sheet 1 of 3)

18-26
BALANCING MANDREL
KNIFE EDGE
6"
18'
6 1/2
Place directly over hinge

After locating trailing edge line of control surface.
support, balance by adding
washers and/or nuts.
RUDDERS AND ELEVATORS

Adjust vertically until beam
parallels control surface
chord line (except ailerons).
BALANCING
MANDREL
90°
A balance in this range is "underbalance. "
A balance in this range is "overbalance. "
Refer to chart for correct range of under-

balance or overbalance for a specific con-
trol surface. Set control surface on balancing mandrels,
with hinge bolts resting on mandrels. Posi-
BALANCING MANDREL tion balancing beam with mid-point directly
90°
over, and to, hinge line.

18-27
AILERONS
DETAIL A-A
HINGE LINE
HORIZONTAL PLANE
--
Balance aileron inverted, with trailing edge

at point opposite cut-out for push-pull rod
.85" below hinge line horizontal plane.
18-28
CONTROL SURFACE BALANCE REQUIREMENTS
NOTE
Unpainted values are not limits which must be met. They are given as guides, in order that the un-
balance of the control surface in the final aircraft configuration may be predicted. If the control sur-
face in the unpainted condition falls within the unpainted limit, the mechanic may feel confident that
the control surface will be acceptable after painting. However, if the surface in the unpainted condi-
tion exceeds the unpainted limit, the balance must be checked again after final painting to assure
that the control surface falls within the painted unbalance limit. Refer to GENERAL NOTES on sheet
1 of figure 18-9 for specific conditions.
DE FINITIONS:
UNDERBALANCE is defined as the condition that exists when the control surface is trailing
edge heavy, and is symbolized by a plus (+).
OVERBALANCE is defined as the condition that exists when the control surface is leading
edge heavy, and is symbolized by a minus (-).
NOTE
The following applies to the landplaneffloatolane except as noted.
NOTE
The "Balance Limits" columns list the moment tolerances within which the control surface
must balance. These tolerances must never be exceeded in the final flight configuration.
CONTROL: AILERON
PAINTED (Inch-Pounds) UNPAINTED (Inch-Pounds)
BALANCE LIMITS BALANCE LIMITS
0. O to +3. 0 0. O to +2. 3
CONTROL: RUDDER
Landplane -1.
87 to +1. 50 Landplane -2.
85 to 0. O
Floatplane 0. O to + 7. 25 Floatplane 0. O to + 6. O
CONTROL: RIGHT ELEVATOR
0. O to +12. 1 0. O to +8. 5
BEGINNING WITH 20602928
0.0 to +5.5
CONTROL: LEFT ELEVATOR
0.0to +12.1 0.0 to +8.5

0.0 to +5.0
Figure 18-10. Control Surface Balance Limits
Change 3 18-29
PATCH
1/4" MINIMUM EDGE MARGIN

o
USE EXISTING RIVET PATTERN
AND RIVET SIZE e /
CUT OUT DAMAGED AREA
AILERON
/ PATCH MAY OVERLAP
OR BE INSERTED UNDER
EXISTING AILERON SKIN
A
ORIGINAL PART
- REPAIR PATCH IN CROSS SECTION
A-A
Figure 18-11. Corrugated Skin Repair
18 -30
NOTES
Use rivet pattern at wing station

23.53 for repair from wing sta- "" s,
tion 23. 53 to wing station 85. 62.

Use rivet pattern at wing station
100. 00 for lap splice patterns
from wing station 100.00 to 190.
00. Refer to figure 1-2 for wing "
stations.
Use rivet spacing similar to the "s
pattern at wing station 100. 00 )' s,
with the number of BB4 dimpled .
rivets at leading edge ribs be-

tween lap splices as shown:
NO. OF CR2248-4 / e
STATION NO. OF BB4 RIVETS DIMPLED RIVETS

118 18 22
136 15 18
154 11 13
172 10 12
190 10 12
NO. OF CR2249-4
RIVETS
27
23
17
15
15
EXISTING
TACK RIVET e
PAT CH
EXISTING RIVET PATTERN
TYPICAL LEADING EDGE SECTION
NOTE
The Bulbed Cherrylock rivets listed may be substituted for BB4 dimpled rivets
in inaccessible areas, provided the number of rivets installed is increased prop-
ortionately. Blind rivets should not be installed in the wing spar.
Figure 18-12. Bonded Leading Edge Repair
Change 2 18-31/(18-32 blank)

SECTION 19
EXTERIOR PAINTING
NOTE
This section contains standard factory materials

listing and area of application. For paint number
and color, refer to Aircraft Trim Plate and Parts
Catalog. In all cases determine the type of paint
on the aircraft as some types of paint are not com-
patible. Materials may be obtained from the Cessna
Service Parts Center.
MATERIAL NO/TYPE AREA OF APPLICATION
ACRYLIC
PAINT LACQUER Used on exterior airframe.
EPOXY
PAINT PAINT Used on the nose gear fairing on the P206 thru 1970 models
and the U206 on 1969 models.
ER-7 WITH
PRIMER ER-4 Used with acrylic lacquer.
ACTIVATOR
P60G2 WITH
PRIMER R7K46 Used with acrylic lacquer.
ACTIVATOR
THINNER T-8402A Used to thin acrylic lacquer and for burndown.
THINNER T-3871 Used with epoxy (Du Pont).
THINNER T-6487 Used with epoxy (Enmar).
SOLVENT #2 SOLVENT Used to clean aircraft exterior prior to priming.
NOTE
Do not paint Pitot Tube, Gas Caps or Antenna Covers

which were not painted at the factory.
NOTE
When stripping aircraft of paint, use caution

to avoid stripper coming in contact with ABS
parts.
Change 3 19-1
19-1. INTERIOR PARTS (Finish Coat of Lacquer) adhesion.
a. Painting of Spare Parts. b. Touch Up of Previously Painted Parts.
1. Insure a clean surface by wiping with Naphtha 1. Lightly scuff sand to remove scratches and
to remove surface contamination. improve adhesion.
2. Insure a clean surface by wiping with Naphtha
to remove surface contamination.
Do not use strong solvents such as Xylol,
Toluol or Lacquer Thinner since prolonged
exposure can soften or embrittle ABS. Do not use strong solvents such as Xylol,
Toluol or Lacquer Thinner since prolonged
2. After the part is thoroughly dry it is ready exposure can soften or embrittle ABS.
for the lacquer topcoat. Paint must be thinned with
lacquer thinner and applied as a wet coat to insure 3. Apply a compatible primer -
surfacer and
adhesion. sealer.
b. Touch Up of Previously Painted Parts. 4. After the part is thoroughly dry it is ready
1. Light sanding is acceptable to remove for the topcoat. Paint must be thinned and applied
scratches and repair the surface but care must be as a wet coat to insure adhesion.
exercised to maintain the surface texture or grain.
2. Insure a clean surface by wiping with Naphtha NOTE
Acrylic topcoats can be successfully spotted in.
19-3. EXTERIOR PARTS (Epoxy or Polyurethane

Do not use strong solvents such as Xylol, Topcoat)
Toluol or Lacquer Thinner since prolonged a. Painting of Spare Parts and Touch Up of Painted
exposure can soften or embrittle ABS. Parts.
1. Lightly scuff sand to remove scratches and
3. After the part is thoroughly dry it is ready improve adhesion.
for the lacquer topcoat. Paint must be thinned with 2. Insure a clean surface by wiping with Naphtha
lacquer thinner and applied as a wet coat to insure to remove surface contamination.
adhesion.
NOTE
Do not use strong solvents such as Xylol,
Lacquer paints can be successfully spotted in. Toluol or Lacquer Thinner since prolonged
exposure can soften or embrittle ABS.
19-2. EXTERIOR PARTS (Acrylic Topcoat)
a. Painting of Spare Parts. 3. Apply a primer compatible with Epoxy or
1. Lightly scuff sand to remove scratches and Polyurethane topeoat.
improve adhesion. 4. After the part is thoroughly dry it is ready
2. Insure a clean surface by wiping with Naphtha for the topcoat.
NGI'E
Epoxy or Polyurethane topcoats cannot be

Do not use strong solvents such as Xylol, successfully spotted in finish should be
-
Toluol or Lacquer Thinner since prolonged applied in areas with natural breaks such
exposure can soften or embrittle ABS. as skin laps or stripe lines.
3. After the part is thoroughly dry it is ready When painting interior and exterior polycarbonate
for the topeoat. Paint must be thinned with appropri- parts, or where the part material is questionable, a
ate acrylic thinner and applied as a wet coat to insure "barrier primer" should be applied prior to the Enam-
el, Lacquer, Epoxy or Polyurethane topcoat.
19-2 Change 3
SECTION 20
WIRING DIAGRAMS
12 VOLT -
TABLE OF CONTENTS Page Navigation Lights . . . . . . . . . . .20-33

Flashing Beacon Light . . . . . . . . .20-34
D. C. POWER Flashing Beacon Light (Floatplane) . . . . 20-35
Battery and External Power Systems . . .
20-2 Flashing Beacon Light (Floatplane) . . . 20-36
.
Battery and External Power Systems . . .

20-3 Electroluminescent Panel . . . . . . . 20-37
.
Split Bus Bar . . . . . . . . . . . . .

20-4 Post Lighting . . . . . . . . . . . . 20-38
.
Alternator System . . . . . . . . . . .
20-5 Post Lighting . . . . . . . . . . . . 20-39
.
Split Bus Bar. . . . . . . . . . . . . .

20-6 Control Wheel Map Light . . . . . . . 20-40
.
Alternator System . . . . . . . . . . . 20-7 Control Wheel Map Light . . . . . . . 20-41

.
Alternator System . . . . . . . . . . . 20-8 Control Wheel Map Light . . . . . . . .20-42

Alternator System . . . . . . . . . . .
20-9 Control Wheel Map Light . . . . . . . .20-43
IGNITION Control Wheel Map Light . . . . . . .
20-44
.
Ignition System. . . . . . . . . . . . 20-10 Skydiving Signal Light . . . . . . . .

20-44A
ENGINE CONTROL Landing Lights . . . . . . . . . . . . 20-45
.
Starter . . . . . . . . . . . . . . . 20-11 Landing and Taxi Lights. . . . . . . . .20-46

Starter . . . . . . . . . . . . . . . 20-12 Landing and Taxi Lights. . . . . . . .
20-47
.
FUEL AND OIL Flashing Beacon Light . . . . . . . . .20-48

Fuel Pump System . . . . . . . . . .
20-12A Flashing Beacon Light . . . . . . . . .20-49
Fuel Pump System . . . . . . . . . .
.20-13 Electroluminescent Panel . . . . . . . 20-50 .
Fuel Pump System . . . . . . . . . .

.20-14
Electroluminescent Panel . . . . . . . . 20-51
Oil Dilution System . . . . . . . . . .
.20-15
Instrument Lights . . . . . . . . . . . 20-52
Oil Dilution System . . . . . . . . . .
.20-16
Instrument Lights . . . . . . . . . . . 20-53
ENGINE INSTRUMENTS Instrument Lights . . . . . . . . . . . 20-54
Cylinder Head Temperature . . . . . .
.20-17
Post Lighting . . . . . . . . . . . . . 20-55
Fuel Quantity Indicator . . . . . . . . .20-18 Post Lighting . . . . . . . . . . . . . 20-56
Hourmeter. . . . . . . . . . . . . . .20-19 Post Lighting . . . . . . . . . . . .
.20-57
Fuel Quantity Indicator . . . . . . . .

.20-20
Wing Tip Strobe Lights . . . . . . . . . 20-58
FLIGHT INSTRUMENTS Wing Tip Strobe Lights . . . . . . . . . 20-59
Turn and Bank Indicator and Wing Tip Strobe Lights . . . . . . . . . 20-60
Gyro Horizon Indicator . . . . . . .
.20-21
HEATING VENTILATION AND DE-ICE
Stall Warning System (Non-Heated) . . .
.20-22
Cigar Lighter . . . . . . . . . . . . . 20-61
Brittain Wing Leveler. . . . . . . . .
.20-23 Heated Pitot and Stall Warning . . . . . .
20-62
Turn Coordinator . . . . . . . . . . .20-24 Heated Pitot and Stall Warning . . . . . .
20-63
Turn and Bank Indicator. . . . . . . . .20-25
Heated Pitot and Stall Warning . . . . . . 20-64
Stall Warning System (Non-Heated) . . . .20-26 CONTROL SURFACES
Encoding Altimeter . . . . . . . . . . 20-26A Wing Flaps . . . . . . . . . . . . . .
20-65
MISCELLANEOUS INSTRUMENTS Wing Flaps . . . . . . . . . . . . . . 20-66
Clock.................20-27 WingFlaps ..............20-67
LIGHTING Electric Elevator Trim . . . . . . . .

20-68
.
Dome and Courtesy Lights. . . . . . . .20-28 Electric Elevator Trim . . . . . . . . .20-69

Dome and Courtesy Lights. . . . . . .
.20-29
Wing Flaps . . . . . . . . . . . . . .20-70
Instrument Lights . . . . . . . . . .
.20-30
Wing Flaps . . . . . . . . . . . . .
20-70A
Landing Lights . . . . . . . . . . . .
.20-31
Electric Elevator Trim . . . . . . . .
20-70B
Navigation Lights. . . . . . . . . . .
.20-32 Electric Elevator Trim . . . . . . . . .
20-71
24 -
VOLT
D. C. POWER Encoding Altimeter . . . . . . . . . .
20-86 .
Battery and External Power System . .

.20-72 Clock . . . . . . . . . . . . . . . .
20-86A
SplitBusBar .......... ...20-73 Ammeter ...............20-87
Alternator System (60 AMP) . . . . . .

.20-74
LIGHTING
Alternator System (60 AMP) . . . . . . .20-75 Dome and Courtesy . . . . . . . . . . . 20-88
IGNITION Dome and Courtesy . . . . . . . . . . .
20-89
Ignition System. . . . . . . . . . . . .20-76 Navigation Lights. . . . . . . . . . . .
20-90
ENGINE CONTROL Navigation Lights . . . . . . . . . . .
.20-91
Starter System . . . . . . . . . . . . .20-77

Flashing Beacon Light (Floatplane) . . . . 20-92
FUEL AND OIL Flashing Beacon Light (Floatplane) . . . .
20-93
Fuel Pump System . . . . . . . . . . . 20-78 Control Wheel Map Light . . . . . . . .
20-94
Fuel Pump System . . . . . . . . . . .20-79 Control Wheel Map Light . . . . . . .
20-94A
Oil Dilution System . . . . . . . . . . .20-80 Skydiving Signa1 Light. . . . . . . . .
20-95
.
ENGINE INSTRUMENTS Landing Lights . . . . . . . . . . . . .

20-96
Cylinder Head Temperature . . . . . . .20-81
Landing and Taxi Lights. . . . . . . . . 20-97
Fue1Quantity Indicator . . . . . . . . .20-82 Landing and Taxi Lights. . . . . . . . .
20-98
Hourmeter . . . . . . . . . . . . . .20-83 Flashing Beacon Light . . . . . . . . .
20-99
FLIGHT INSTRUMENTS Electroluminescent Panel . . . . . . .
20-100
Turn Coordinator. . . . . . . . . . . .20-84 Electroluminescent Panel . . . . . . .
20-101
Turn and Bank . . . . . . . . . . . . .20-85 Instrument Lights . . . . . . . . . .
20-102
MISCELLANEOUS INSTRUMENTS Instrument Lights . . . . . . . . . .
20-103
Change 3 20-1
TABLE OF CONTENTS (Cont.) 24 -
VOLT
Instrument Lights . . . . . . . . . .
20-104 Heated Pitot Tube and Stall Warning . .
20-111
Post Lighting. . . . . . . . . . . . .
20-105 Heated Pitot Tube and Stall Warning . .
20-112
PostLighting.............20-106 WingFlaps..............20-113
Post Lighting. . . . . . . . . . . . .
20-107 Wing Flaps. . . . . . . . . . . . . .
20-114
Wing Tio Strobe Light . . . . . . . . .
20-108 Electric Elevator Trim . . . . . . . .
20-115
Wing Tip Strobe Light . . . . . . . . .
20-109 Wing Flaps. . . . . . . . . . . . . .
20-116
HEATING, VENTILATION AND DE-ICE Wing Flaps - · · - · · · · · · · · 20-116A
Cigar Lighter . . . . . . . . . . . .
20-110 Electric Elevator Trim . . . . . . . .
20-117
Electric Elevator Trim . . . . . . . .
20-118
eo
20-2 Change 3
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PART NO. DESCRIPTION
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CHECK RMOUM(o
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EQUIPMENT TABLE
CES-IOOO IS APPLICABLE SUPERSEDES. PROJ SIZE CODE IDENT. DWG NO
-
NDORXCCEDESSNPER SE14ONO •
N
APPO 8 fo-G
S-XXX OR CMXXXX=CESSNA SUPER5EDED BY: OTHER
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9 SER U20GO/SII LET DESCRIPTION DATE APPD

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BY REV•ADDED DETAIL A ,0533001-0101 WOA
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LIGHT 6-!
½-962.3 ASSY;htlRES H-PB31 H-PB32.
.IL 0-9319 ¢
5-1943-2 TERM WAS 5-1945-1
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ET DESCRIPTION DATE APPD
SEE PAGE 4.8 FOR REvs.
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ENGINE COMPARTMENT
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CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
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REVISION
LET DESCRIPTION DATE APPD
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lO TC.ttOci-OLOt voLTAfoE REC.OLA3DR OFB-PSET \O 21 5-t%T3 O 30T3 THR SER(sew393
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2-32..3 1301 ON SMacLO GRoomet
7 5-1435-1 L\GHT ASSY GA MATERIAL LG TERMINALS SERIALS
con NO,
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5 5-0.37-2. HOUS\MG coNTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 E-ÑA i-\ SWl3CR 5800 E. PAWNEE
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CES-iODO IS APPLICABLE SUPERSEDES: PROJ - 4.Lg_; SIZE CODE IDENT. DWG NO
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VENDOR CODES PER S-14OO P $6 S=L
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CES-XXXX-CESSNA SPEC. NO.
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: QTHER
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FORM NO. 2158
SEtton- DOO\ 3OR. R EY I e10 N
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053 7 REMOVED N/A FROM STD WIRES £5
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tiiRLOL-C>CXL\'T'AR\.3 REviglON
NOTE: REMOVED N/A FROM STD WtRES GLW
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REVISION
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M-PAiB(REF)
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5800 E. PAWNEE
NAME DATE Ila.AIRCRAFTCO. WICHITA.KANSAS
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PART NO. DESCRIFTION
CHEEC -
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EOUIPMENT TABLE
CES-lOOO IS APPLICABLE SUPERSEDES: PROJ SIZE CODE IDENT DWG NO
VENDOR CODES PER S-I4OO No.
APPD
CES-XXXX=CESSNA SPEC. NO. \ 2.7 O (o 2 5
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SCALE: hiONE 20E, PROta,0&O(a PAGE: (.6,\. \
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12 woestem
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G4fÆR 0713129-1 6^ "^¤"'^' *E"'^'*
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7 115O70<o-3 SWtTC.M A%¾N WIRE TABLE

ETA/L . . . . .
. . , .
o THRO 6 P206-OS/9 (/204- /234 5 4MO-OO-I7 FUEL PUMP

wroR-2o-z REsisToA (943:o') -a wooo a o-si WIRING DIAGRAM---
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TWRt.1 3tn P204-O£7Ÿ //206-/234 2 5-1160-1-1 SWITCH cm.c.
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SYSTEM
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EQUIPMENT TABLE "U6,P206futoto '
romu No. OO 16
REVISION
BN REV:ADO NOTE I
Lo(Itticol4 (pow swoP PeacTv".E)co-9-no
BY REY - ADD ILSOICG-5 5EE./5EE LP

B
W-4019 H-QO2O 12%C¯?Oro--5
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18 GA JUMPE.R
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H-QD21 8-4022
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to
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pg WIRE TABLE
5 4140-OO-El FUE.4.- PUMP (09445) CONTRACT NO: COMMERCIAL AIRCRAFT DIV
\MST 4 C29Z6Ol-Otot %WITC.H 58OO E. PAWNEE
Mi-OO2O-3\AV NAME DATE na.AIRCRAFT CO. WICHITA, KANSAS
3 REstSTOR (94310)
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EQUIPMENT TABLE STRESS
CES-IOOO 15 APPLICABLE SUPERSEDES: PROJ SIZE CODE IDENT. DWG NO
e y 24
D CCOD55SN7SPS ON ,°
APPD E, ERS 33
I S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTHER
Tia79 1270625
STD. NO. I•Î •4
SCALE: NÔ¾$ 2O(p PAGE: Ti
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REVISION
ßY 12EV: SOLhE12/Œb27 h/A.5 SE.E ]£f

IBGA JUMPER OR 24 VOLT A/C ONLY 74
REVISED NOTE 1-DELETE NOTEtt St.A
ADD NOTES 2, 3 4 4 i ADO JUMPER
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L 5 S-Iro37- I MOUSikiC, CONTRACT NO: COMMERCIAL AJRCRAFT DIV.
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3
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CONTRACT NO: COMMERCIAL AiRCRAFT DIV
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4 CG(wOSol COMPASS ASSN SBOO E. PAWNEE
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2 34004 BIS TERMINALI3LOCK DESIGN WBlTE MO13 .

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REVISION
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av as.v: c.<..12.oomg<.zzoo4 was m.m p

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--
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NOTES- RE-D(.0 IS -ith-L 5-1635-1 5-\ta3b-L
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TERMINATE WITH TERMINAL
H-LFtO \% 5-1570-1 5-1493-1
CODER
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THREE CONDUCTOR C.ABLE , ISELDEN GOSOS
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S S-tro36-1 PLLKa coNTRACT NO:
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exer so. DESCRIPTION DRAWN /2/Eva l WING TIP STROBE LIGHTS
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EQUIPMENT TABLE OPT)
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a-_Togy SIZE CODE JDENT. DWG NO
C 400
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5-if.37 NAME DATE OR.AIRCRAFTCO.
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IS APPLICABLE
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S-XXX CMXXXX=CESSNA SUPERSEDED BY: OTHER
OR
STD. NO. S- SCALE: N PAGE: i\.16.|
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FORM NO. aO 2150
REVISION
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A ¢ s 1440-4 wAs s-is4o-9 4 s-u,4i-e, n-a 44 5
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STD. SCALE: MOþ4 TAQ¾¾¾ PAGE: \\,\¾,1
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5-i367-leTERM (5R 4681)
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SER 02Oroo\445 & ON LET DESCRIPTION DATE APPD
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S-to¯f7-8
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4 S-Zit.0-1 S>WITC.M Booo E. PAWNEE
S-t3(.Q-SL NAME DATE M.ARGAR (0, W1CHITA. KANSAS
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EQUIPMENT TABLE
CES-IOOO IS APPLICABLE SUPERSEDES: PRO J 30 8 SIZE CODE IDENT DWG NO
VENDOR CODES PER 9-1400 13 3, NO.
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CES-XXXX•CESSNA SPEC. NO. ..
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STD. NO PAGE:
SCALE: MONE 3m14 3)¾ \3,31
Fonu No. 842155
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07GOGS7-2 WAS C3OlOOl-OIOi GLVk/ AAS
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SWITCH IS SHOWN IN CENTER ON" POSlTioN. O El3-OoM SWITCH (CRYE)
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EQUlPMENT TABLE 1270G2.5 PAGEM.I.0 TP2.Of. P2.OG A | M.2..o
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LET DES7CRIPTION DATK APPD
A s-esy-z-e wAs s-las.7-i-a;oEtexEs-4->c

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EQUIPMENT TABLE Nemoort.
SUPERSEDES: PROJECT SIZE CODE IDENT. DWG NO.
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SUPERSEDED BY;
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$27Ü(oËÑ ŸA.664.3•3 SCALE:NONE 2-06 5 ËP^©Ei \¾-3.
E.D( AR 0262.9
ORM NO. ©215A
REVISION
til
SWITC--H
OH-CC34 DH-C.C.31
oo Du-c<.r.] ,
NO OoWN LIMtT
cr.se
DM-CC-13 DA-ec3¯o
DR-C.c..53 DB-CCl4 Dw-cË(oo Dw<t.t.>la 5-1493-2-5-if.35-2
DH-cc(p2 W., s-i493-2 3-it.35-2-
C M-C. 59 on-ct...Gi un 5-1493-2 S-Ira39€
o c Dw-cct;O \<a 3-)+93-2 S-If35-2
No
DR-cc.19 - -ORANG.E
ORANC.Mß
DH-CC.¾ (R.at:
NC. DR- la ORa tt) tro s-\4<..o-Un-3 5-341-1 5-
gg
ta %-\4r.o-vo-o 3-341-) 5463(.-2
SLKU\
N-AC-l'O 2 2 -St-Ac.1C DB-ccg4 \r.. s-ram-Z4 5-341-!
04-cc59 I f• 2 s taci-2-a
5-34\-| S-la-2
I H-C,c¾e it.
08-ccz.9 it. 3-136t-245-341-.!
DB-ct.,·22 16 S-t3vi-2-4 a-13614-E
DB-<.ct-i 16 S-341- i 5-134/I-2A
NOTE..S. DB-cci.<. Ir. s-3Al-i 5-! 2
DB-c.c5g i<.. s-i+99-2 S-Is<.!-2e
THE.SE. SWITCHE-5 PART OF C3OlOO2-OlOi S-34\-i S-ita3f.-2
Dw-cr.7_4 \6
ACTUA3OR ASSY saas:l-2-A a-aAt-
DH-c<-1: tro i
I(9 5-134;t-2-(o3-1361-2.-4
D r
3-Ita37-2 -
9 HOUSING PLUG DR-CC\4 S-344-I 5-4495-2

tr.,
8 S-ifw37-I HOUS\NG-CAP on-ecl3 im S-344-) S-\493-2.
-
7 Y 3-! DS M tv\E.C GA MATERIAL LG TERM1 JALs SERIALS

SWITCH ,
63eico2-obo¡.
Ac.·rogreg.
fa Assy TABLE
-tre.¯¾B,-Z
WIRE
5 S 4005146- C.AP coNTwacT NO: COMMERCIAL AlRCRAFT DIV.
4 S-ÏGSS-! ÑOUS,\¾ça-PL C, 5eooE.PAWNEE
WICHITA,KANSAS
EPL- OM SWITC.R Lot9fe.*0 NAME DATE SSnaAIRCRAFTCO.
3
or,-i DESIGN .TITLE
s swaxcy --
WIRING DIAGRAM
DRAWN 70
Ç¯
.
PART NO. DESCRIPTION M. HUNTER \N \ MG L A F>S
CHECK
EQUIPMENT TABLE NEMoo
STRESS
SUPERSEDES: PROJECT SIZE CODE IDENT DWG NO.
CES-IOOD 18 APPLICABLE
NO, 2.¯7
VENDOR CODES PER 5-1400 APPD
CES-XXXX=CESSNA SPEC.NO.
SUPERSEDED BY:
l OG 2. 5
S-XXX OR CMXXXX=CESSNA
NO. PAC,IÊ, W.5, SCALE:NONE U2.Ofo P^GE \4-1.
STD,
ons no. so-assa

t
C) REVISION
g) LET DESCRIPTION DATE APPD

co ses m.
SY REV-CO3/TERÞ¾MAL MO.1 WAS mm.y N
COS/ TamMauAL NO. I e CO4|TERMINAL 3-9-10

O A JUMt Ek ( MO.3 WA% COA/TERMINAL NO2
CD7 EO4tt 1096
CD3
BLKLA3 1 ----RED(REF
- ---
2 -BLIC(REF
DO 2 2
3 CD S 3 3 -ORN(REF
4 2 8 5
LCDIO 44-GRN(REF)
UMPE A - -
L( CD i i 5 5 BLt)0tLF' LATOL
EDi¿ fo G -Y EL(RU
RED(ftE.F)
(REF BLUE( L
7
fo
CLOTCH
-\
BLK(4) 20 56307+8 S-tú¾
B Lt(3) ßð 6-L3GT+8
BLK (3) \
BLK(REF)l Skiq2) to it3GT+8 1570-2.
RED(2) SQLDE.4 4
8 RW (1) 50LDE
BLK(2 Oge(¿,) SQLDE
CL.UTCH YEg2 LDE.R
8 LK.(i)
WHT(I
*/
E. d i
ETAIL B-E- I
A SR \
ORM(t)
CDr¿ 20 5-1370-c S-lú3G-1
CDit 20
-\ -C.4V
13 ISG.O 2.1 C.LOTCH
IP.. S-IC-37-2 MOUS\ G-P pg COS 2O

-tú3(a-\
-1 LDS -13G7+S
t i 5-1637 HoestWG-CAP 20
SF-1030-BK CD7 2.0 i3GT+8 -43CTi-8
10 C.ABLE (OSP..Gy)
-il.3to
8 7271 8-3 CtRCutT Sk.EAKEg CD+ 20 i
NO T EL 8 15GO3&2.-EG, TRiM MOTOR. Assy LU d 80 SMC.3Crl

365-e43O4. GA MATERIAL LG
7 5P TRit MSW CODENO
BLK,WHT ( GRY WtRF- TO BE.REMOVED
Lt= 1050-84
WIR A LE
FtCOM CABLE- 00 t STL 10
5 351-11-07-004 TEltMINAL Bel( (71785) CONTRACTNO:
WittEL COMMERCIALAIRCRAFTDIV.
COMTROL 35t-It-06-OOL SBODE.PAWNEE
4 TERMNAL et.K (71785)
NAME DATE g ÑAR (Û. WICMITA.KANSAS
3AScoSG lERM10AL VF-MOOR.(OO779 3 ISGO32t-iß CLOTCH-td.V
¯'""
T or w-tomo-BA CA36.E. (osaat) WIRING DIAGRAM-- 2

----
E¯LE
DRAWN MUF.$T CTR\C ELEVATOR TRIM I
EOUIPMENT TABLE
CES-IDOO IS APPLICABLE SUPERSEDES: PROJ - SIZE CODE IDENT DWG NO
2°°.".cci"'"Z'°°ND. .4 AND * "¯ 5 -
S-XXX OR CMXXXE•CEggNA SUPKREEDED BY: OTMER C Ÿ1379

STD. ND. P \ 4 A4 , L SCALE: MO W F- PAGE:
UR.OG ( P2.O(y §.4 .|
ronno ao a se
LD( RR 10 fe34-
REVISION
E N
805 BAR
2.0 A JUMPER(a) BY leE.V. ADO S-Ka 25-2,0 T B" G:

fo-IS¯l3
CD7 SER 4285A WAS 4265 g
BY REV. OELETED 5-iCSEZ ( MEM

CD 8 DF_TítiL B" R 74D3)R 5-C-74
CDi4
RED-
ORN (REF) Col3
BRNI
BL I I RED(RU
2 2 BL K(REF
M DEL.
CDIS - ORN(REF
3 3
CDlb-44 GRN(REF)
JUMPEEt(REF)
CDi7 - ELU0tLF CULATAFL
5 5 R
LD ( F)
-GREEN
BLK(e otµ <~'Ë. EDL

CLUTCH YF_t_ 5. SOLDEP, ot.mR
CW¯T CD 20 70 C 5 |
Lt10CXat è
-\ - CDab 20
3 \ScoO at CLUTC.H AV
IL S-tG.3 7-2 HOUB\MG-y DE 2O
-1 MOO5tWG-CAP
11 S-MGST
10 SF-\OB3-BK CABLF ) CD / 2D 5 3 8 5 5 7 8
3 7E/\-8-3 ORCUtT SKEAKE
NOTE_S: Asc CD 3 CO 2 E-lCo
8 [5GOSE2.. G TRlM MOTOFC
CODERENO MATERIAL TERMINALS SERIALS
/ 305-4504 PITCH TK\M GA LG
SW
BLK WHT (Giti W <E. TO BE.REMOVED
5-18659 SancH-K OMG WIRE TABLE
FRONA Si- MOSO-8K CABLE- OBJ \MSTL IM
5 Tss to m \SC> COMMECTOR (71785) coNTRACT NO: COMMERCIAL AIRCRAFT DIV,
COLTROL WHEEL (ma¯(S)
EST.35-9 · 5800 E. PAWNEE
4 E3
NAME DATE Û. WICHITA.KANSAS
kOLl5-4LP TERMikJAL,\/E_MC>OR..(OO39 CLUTCH-\CV
3 tSGO38H2,
DEROUPN ¿¿440 TITLE
---
PART or se -toso-eK cAsse.e. tosto ) WIRING DIAGRAM
DRAWN P _CTR\C ELEVATORTRIM
PARTNO. DESCRIPTION
CHECK X. Mi
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ , SIZE CODE IDENT. DWG NO
p
VENDOR CODES PER S-14OO PAGE .1
APPD
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY OTHER
STD. NO. PAGE lA-3 SCALE: 2. PAGE:
MohJE., 6 (4,4
ro MNo eo use
EbRR \O 3 RG%¾i
DEEVCR
LET ON DATE APPD

-
1 RED (REF)
(H-CC.83) sy REY: AODED W-CC83 W-CCB4
6 o 3
8 Act - A (SR'74Cri)
2 2 BLK (RE.F) 15
(M-cce43
ESS RE\3: C-On-OR C. OE NMES w-EEAA L TON ou
l4 26 f
10 9 w CEter iMRO B-EC_B3 (M-CCB3) RED \010-73
k)AS (R-C.C.B DRANOE
ROk3 SMOP PRí\D\
C .LAP (LV lf_EU: E\bb h/lff-E LG) E-ito41-C
UP I þ 35p XV
DH-CES C S-iC+D-Te WAS S-ita38-i S-ifa78-2) 2-8-75
S-Itat0-12 h/AS Sät,40-9
( Å
-U
BLUE N $ S-ita4H2 (
DH-CES3 - -
8 8 M-C.L i I 1 S-Ito*I-9; MEREDOI4 (8127403 (IEER)
DH-CE‡3 ---
ORANGE
To á (H C.C_183 2 2 (NOW SHOP PRACTICE)
NO DH-CC4(o - -
7 7 GR Eh3 3 3 BLLIE
----
DH-EE48 9 9 4 4,
| (B-LLBO
swEm
FLAP DWhi (B-CEBL)
C wcCD- O O
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M- -
H H B-LL (B-LCBO
4-CClo
CARC-O DOOR SN )
D CC4 1
DH-CC41
-
Mo No a DWM
, \Lo-fa 5-4,35-2 Ro3(.-L

Ito 5
\(o -\lo-O |3 5-|4A3 & 5-1635-2.
\7 S-iro41-fo HOU IUG-ROCKET DH CCS3 ilo SIStoT-2 45-K.3b-2.

Iro S-l640-6 HOUsiltlG- Pill DH CC51 ito 5-tst.1-t-45\St.T-2-4
15 S-ISGO-SL GRCutTB12EAK.GR 26VOLT Ito -\to-O S-lá35-Z 5-tt.3G-1
14- C3OtOO2.<3tO2 AC.TUATOR ASSY 26VOLT DH CC48 \(o 5-436T2-4 5-W3(.-2

IS C*OICO2-OSOL ACTt..\ATOR N ibY ESVOLT DH CC47 \ (o 5-667.E-8
NOTES: CSoloc2.-Otoi 5-iú3(,
12 acTL3ATOR A%Y 14- VOLT DH CC4L \(o E
THESE SWITCHES ARE PART OF Lt C.30tOO2-Osot ACTuaTOR f=Y AVOLT DH CC43 \(o S 1%7-2-4 S it.36-2
C30tOO2. AC.TLJATOR ASSY IO S-ifos6-1 4-tOL.35tWC,- PLUC, DH CE42 I(o S\¾T2-CS-l36T2-A
S-ifo36-2. MOU%\MC,-CAP H-c.cAo its S-Ilo3/o-z S-1493-2
O
USE FOR. WEDDOCT\OMOMLY S V36-a-OS SwtTCH MMEC B<C39 t(o S-il,3to-2 5-149N
ALL ARC.¾ 61 I S-ifoSS-\ B 6"-C.A GA MATERIAL LG TERMINALS SERIALS
C30tOOL-O¯sot 5-1631-1 WOU%\M6-PLUC'
QA vocT to WIRE TABLE
C30tOOL-03CZ. (26VOLT) S S- 640- 12 HQt..1%\MG-PtM
cONTRACT NO: DIV.
COMMERClAL AIRCRAFT
4 E-tG:Al-l2 MOUStWS-SOCKET 58OOE.PAWNEE
Ela-OOM WICHITA. KANSAS
S SWITCW 01904% NAME DATE CO.
SSHR AIRCRAFT
S-\SOCo-1 SWiTC.,§-\ DESIGN .
TITLE
s-isroo-ist_ enous E84. WIRING DIAGRAM-

crac.estexamen vevoet VWo
DRAWN
PART NO. DESCRIPTION M.MOmm is . W ING FL APS
CHECK E.N()UN6ERS |-Co-lS
EC)UIPMENT TABLE VENOOA STRESS
CES-IOOO SUPERSEDES: PROJECT i-lo. StZE CODE IDENT. DWG NO.

IS APPLICABLE a
MDE APPD N"

ANO.
S PERSEDED Y
I C Šl379 I2 7 O6 2 5
O
sTo. No. PAGE 14.5. I scALE:tdoMT. L.32O(p PAGE:
ro.. No. so-==.x -

TR5ESE DESCRIPTREVISION
LET DATE APPD

S\NITCHES ARE PART OF CEOt002 ACTUATOR ASSY
von Ace senaas u se: c aoloo2-oson (to votv) Ano

caolooz-osoz (2a voex)
3
"CECDS -
RED (RE F)
3)
BLACK
22-SLK(AEF)
NC
FLAP UP
MbikcC33 C
VDH-CC54 ----
BLUE
8 8 i i
ORANGE B-ECl]
VDH-CC55 --- ----
ro to (VH-CC'TIG 2 2
NO GREEN
VDH-CCS(o --
7 7 (VH-CCUS) BLUE
VDN-CCS7 ----
S 9 GREEN H-CCSO)
FLAP DWN $H-CCBŽ)
--
HH RCACNE
UE
VDM-CCZ8
oCARGO DOOR SW
DM-CE22 a 16 f.-O 3 5-f(.15-251(m3G
-------
L NilT VIOLETNO LEltO NC
13 (2+V) I
VH-CCf.5) (VH-CCf.4)
sifo -Iro-5 Sir.3t.-2
Ito -I(.-O 13 51493-25-if.35-2

-1(o-¯I 5-13t.7-2E
ifo IS 51493-2
-lá-
tro I 19 St493-2913(.7 E
-lfo-2-fo
tro Siro357. ilá3C2
VOKC54 Ifo lotSI3(.7245-t(.3(.-2
15 E-l(o4-1-fo MOUSING-SOCHET VDHCE33 1/4 & El3(.7&d5-13C7-2-4

14- S-Iro*O-fo MOUSING-PIN VaHCC57 I(o (42
SI3G72-49103(4-2
13 5-\3CoO-8L C\RC.UtT BREAMER thit-CCLE If, 10 513/47-2-E
12 0301002-0102 ACTUATOR Assy VDB-CCS&ifo t.Z Sito31.-2
11 C3DIOO2-0302 ACTUATOR ALLY dDKC55 tfo (.2 513f.7&95-flo3Cr2
10 0301002-010\ AC.TUATOR ASSY VDI-CC22 1(, 3f. 513C73£5-1367-Z4

9 C3OIOO2-O30! ACTUATOR ASSY H-CC4O \(o 5 IG3(o 2 91493-2.
8 S-tfo38-1 HOUSING-PLUG W-CC39 ifo Sifo36-2 S-l+93-2
¯7
S-It.38-2 HOUstN6-CAP ç*'gENg GA MATERIAL LG TERFINALS SERIALS
co V3L 3 DO SWITC.H WIRE TABLE

S- I C + O Z -! -
5 HOU 5 tNG P\ N CONTRACT NO: COMMERCIAL AIRCRAFT DIV.

+ S-Iro*1-42 HOUS\NG-SOCWET 5800E.PAWNEE
El3-DOM NAME DATE fla.AIRCRAFTCO. WICHITA.KANSAS
3 SWITCH
2 5-1904- I SWITCH DESIGN -
TITLE
, ,
5-43f.O-t5L GROU, e i . WIRING DIAGRAM--

6RCUCT BREAKER
DRAWN MCBRI E (a-is-I4 _
WING FLAPS
PARTNO. DESCR1PTioN

*
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ , Â
' £ jfj¶ SIZE CODE IDENT. DWG NO
VENDORCODESPERS-l4oo NO '
PAGE It.5 Appo
CES-XXXX=CESSNA -
SPEC. -
NO.
OTHER C 71379 \270625
S-XXX OR CMXXXX=CESSNA suPERSEDED BY:
STD. NO. SCALE:NONE U2D(= PAGE: |4, 5. I
ronuno atsu
(SR7C70)[Í
REVISION
84 REV: REV15EO e EEORAWN. AOO P \¾Y:

')EF¯ ·
CD25 Tumo CO3E, SLwls),RLO(2.1,YELUD 1-12-74

ORN ,BRN 15D3DB-1,\5703DT-BMEMOOb
CCIIOO3-Of0l
g
LJRS Fl0bEL 4285& Abb
lJIILËCOLDIES Ch2.6 GflN Eb2E BLU
SEl2 (Sit 7C77) (Sit 7903) gF)
By8:k-V: AooISloson-2 4S-t3]O-5i stS65-7.
M EM
(setr.rt),(we,o L /as
s-isroo-st_ wAs sablO-5L b
BY Rev: JEC,
E <wm sso mence 7/mi,4
BY REV.G-K.2(o-I WAS S-II'TO-2/CD-It
/-23-15' /
(171ER2DG-FO3tolfNOW9tôPPRETICF)
BLK (4) 20 -Ko-o set3t.7+ 5-1943-2 3Estirogorgon og

-2,0-3
o ) ANLDER SOLOER.
-2.0-4
Y
-2O -1
BRN (2)
-20-2
REO(2) 20 5tRufoGCE4 pgoN
Ef. S-13f.O-5L c)RCulT BREAKEA OANG) THIto SERU20CO2404
25 HoDS\NG YEL(I
24 S-IS/·0-l-O HOUSING BRN(l'
23 5-19/.1-2-0 HOUSING RLO(l' SOLDER SOLDER
S-19toi-1--O -10-0 S-13to1+B
RE HOUSING BLK(Sla3 (8) Tuau Otof.02406
-
21 1570309-2. CABLE ASS ELkt2) 2O -O S-\3toy-t-? S-l3/0-1
RO 382 84-9 SOCKET 34 5-11.35-4 Sib3(a-\
sy
\( IL7OOlet-i CKT IISOARO -p

34 S-Ifo35-!
y
\fD 153 1D-dO-\9O CONNEC.TOlR CO2.9 5 19CS-2 XRt/20CO2407( ON
\S SF-1030-SX CAtikkF- CORB S-10C3-2
-i - S-l¾3
34 E-1985 SvVITCB KEŸ\NGs COL 7 2.
\3 .142.1-DOQO LOCKET 50LDER
(ca 4
¯
lEIO30'7-\ CONNECTOA ASSY regpg) SOLDER
NOTES:
11 1570 SOS-\ CABLE ASSY Coa4 5-M.35- i SERU20Go2407 ON
(
L BLK WHT v. C,RY W\RE TO SE REMOVED FROM 7271-8-3 CIRCUIT BREAKER CD 18 343&T+E
10
5F-lO3O-BX CA15tE ON INSTL \N CONTROL WNEEL 305-4304 PtTCB TR\m LW
9 (c 23- EO S-l(p3Co-I S-tin3(a-1
8 5-KoSS-1 SWITOR (TR\M DE MGA(LE) CD 7 2O 3A SR3\õr+t s-\3&l+B
foDE15-4LP TERMINAL,vENDOR (DO773) 7 ClotDEOL-Ot0\ TIstin MOTO§¾ o*o ENO GA MATERIAL LG TERMINALS SERIALS
CD S-il.T1-1 Houstuc. Fin WIRE TABLE

PART OF SF- 1030-81 C ABLE (OS2.(ot) E S-\(oSJ•2. HOUitNC, PLUC' CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 TCE-2OBr CLLITCH SSOD E. PAWNEE
CO23 2O . S-Ib3(.-l THRUSER 7&¾ 5-\fo4O-Co \4OOSì¾C-, NAME DATE Ila.AIR(RAFT CO. WICHITA, KANSAS
h
COlt EO 2. E-\(oA\-Co 1-\OUS\NG> DESIGN T]TLE
coat ao GRouP H WISE 3-2 WIRING DIAGRAM-- .
i crottoossorol TRihA REC.90LATOR 2A V ¯
como ao DRAWN .) YOUEL a.a..y. ELECTR\( E\..EVATOR TR\N\

PARTNO. DESCRIPTION
C.O\Ð RO TER SER R1617) \no.) LHi-LA R. YOUNC.E 3 Z-F
-20-0 S-lía37+85-Ilobfo-I
K(I) CO EQUIPA ENT TABLE STRESS
, .
.Tl)MPER IS 5-il.35-1 S-iC35-I 12V CES-lOOO IS APPLICABLE SUPERSEDES: PRoa BERGMAh! 3'5-13 SiZE CODE IDENT DWG NO
~B a NO.
20 5-1E55-1 5-1370-2 VENDOR CODES PER S-14oo REV
CD3F IL V ,,,, agg
CO34 EQ $435-1 5-L3&2 li V s-xxx oR CMXXXX=CESSNA SUPERSEDED !!Y: OTHER
GA MATERIAL La TERMINALS SERMLL STD.NO SCALE: NONE URO(b PAGE: 14ai.Û

FORMNO.81215-
REVISIONS
L DESCRIPTION DATE APPROVED
F sen vac-a 14.i.o voa nevastoN

2.0 C=A QUMPER (2.
ORN ) COle
CDEA ( E 4
--- -
N (I
la C A TUMPE EDb
UTCH
SLK
(REF)
CO2.2.- 4 COS5
JUIAPER (REF)
-
5 CO 2.3- 5
YEL(t) I 2. 3 4 6 to
Co aut(L)
2. 3 4 5 fu
^
i i C
-GREEN
20 GA BLK JUMPER (2)
ylOLET
- -
DETAIL
THitU SER(SRWoST)
(vrogoevo ^ L-
APPLiES. T \LV OMLY)
(3) aut
:( EF)
CDU REGLI ATOR

DIS
(Et
44
RN 24
O
-
BLK (t)
- --
ED (2) 4 4 4 4 4
YEL(2) / 33)
BLK(4) SL (CD D)
MO R
20 GA JUMPER
CONTRACT NO
COMME AL AIRC EFT DIV.
-- KANSAS
NAME DATE WiCHITA,
R AIRRARCO.
DESIGN TITLE
amou, pp. WIRINC, DIAC,RAN\

DRAWN SwArd&oa ll-mas ELEC.TRIC ELEVATDR TR)M
CHECK .ŸðQEt, \\-20 13
STRESS
ROJECT ti-7.9-n S E CN E IDENT. D G
SCALE: NONE U2..OC. PAGE: 14.3.

vonuNo sense
(%R 7403 REW)
REVISION
LET DESCRIPTiON DATE APPO
AM MP
Sy REY' AOO DETAIL 'A",PAZ7 ,PAIS
\ SEIIL¶ SER OUT PA23,PA24 PA25,
PAzto,MS25ta2-140570052 2
H-PCJ . SER U2.ofool7bl
SYREVtADO ORTAkk. S'(SEl
(LRaass) 6-18.15
H-PAt&
H-PARS
--
A Pc3 H-PCS
H-D 2(REF)
H-bCA EF)
H-PA27 To B-PA2.3 H-PA24

TO CLOCIC AMMETER ..]
/ B-PA2.fo
II
--- -
H-PA25
H-KA4(REF) TO MA6 SW DETAIL

THRO %ER U2OtoOl7C)C)
H-PAls (Ra )
H-ÞA28 2 S-13f.79Es-13tõ7912 SERutofoot7oj #ok
H·PA11 2 S-St.7-34tS-m.;FT-W SERutofoDDDI #cN
To 14 W-PCl 18 SOLDER 5-13MI-H3
l¯l H-Pc5 3-1367-H45OLDER
ESUS WRELAN \S
Ito %-1994-1-1 SWITC.M B-PC4 \6 11493-1 S-MS3-l
L5 ANZES2-3A ARCEPTACLE. H-PC3 IS 5-ISip1-HOS-M©iS-I
\4 H-PMS I 5-iloo(o13-IS67-TIS
\3 ©312155-10 6ROUNO STRAP WFAZio & 3-867-7-1358/.77-13 THRO SER 02cc.oi7oo
O 12 1570043 OtoDE. ASSY H-PA25 2. 5-131.7-N35-13/p7-TV
\\
12¯lQ(,oS3-\ BUS BAR STRAP B-PA24 2 5-13/p>TBS-\S61-TIS
H-PA23 2 S-1%¾-8 3-1367113 THRD SER 0201.01700
10 20 H39 biCOS. (8491 )
(SS¯rf -FAt] 18 Smedf•HO3-\493-1
9 AZ(o2(o3 RES\STOR
S-toso-2 R-PAco 3-WB3-4 5-taut-H:
& FU3E.HOLDER NS%Y \S
-- g-\QCþ\-6 GA MATERIAL LG TERMINALS SERJALS
¶U g• CO
S-45¯!]-i
fa CONTACTOR WIRE TABLE
©¯170728-\
5 OtODE A%¾Y CONTRACT NO:
- 4 3-1580-\ BAT. CONTACTOR 5800 E. PAWNEE
PC. 4 WlCHITA, KANSAS
3 OSTOOtoO-! SATTERY ASEN NAME DATE SSna ARGAR CO.
OSTOOS2-2 DE G TITLE
H-KAA(REF) 2 ADAPTERA3%Y DIAGRAM--
WIRING ¯
H-PAIS PARTNO. DESCRIPTioN DRAWN r3.YOUNOERsz+2o .BATTERY¾-EXTERNAL

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(REF) CHECK__ worese e ,o

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CES-IOOD SUPERSEDES: SŒE DE tDENT. DWG NO.
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8 3-tStaO-\SL C.KT SKR. H-PAt9 IS
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4 1510043 0100E. A%W< seOO E. PAWNEE
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PARTNO. DESCRIPTION VE.NOOR DRAWN_RNOUNGE no .SPLIT BUS BAR,0PT 24 VOLT
cHECK RM\¾ 6•
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CES-IOOO SUPERSEDES: SIZE ODE JDENT. DWG NO.
15 APPLICABLE PROJECT ./ .
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LE DESCRIPTION DATE APPD
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--
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3 CAPAC,tTOg NAM DATE Sila AIRCRAFT
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PART NO. DESCRIPTION VËÑOOg DRAWN IC.YOUN6E 2 7o ALTERNATOR SYSTEM 60 AMP,
CHI RAmati Ic
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SUPERSEDES: CODE IDENT DWG
CES1000 IS APPLICABLE PROJECT SIZE NO.
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APPD .
1-
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REVISION
BN REV. ADO DETAIL 'A';P64t\SER; IEAM

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ORM BLK
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8 Crottoot-otoS RErmuLATOR ASW( HPB33 tO 31367-3-1 st30E340 THRusER(SR?i=33)
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6 5-4038-2 HoustnG WIRE TABLE
5 S-ifo38-1 MOt.)St NO CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 %-2435-2. LiGMT ASSN . 5000 E. PAWNEE
if.3T-1 NAME DATE NoAÑOA $Û. WICHITA. KANSAS
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CES-IODO IS APPLICABLE BUPERBEDES: PROJ 4--¿g-73 SIZE CODE IDENT. DWi NO
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SCALE: 59.1403)Ë
FORM NO. 80 2158
REVISION
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DRAWN
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PART NO. DESCRIPTION VggD()g R.YOUN6ERE ZATO IGNIT ION SYST EM , OP T 24 VOLI
EQUIPMENT TABLE
CES-IOOO SUPERSEDES: PROJECT SIZE CODE IDENT DWG NO.
IS APPLICABLE
VENDOR 22Ô$-4G(p NO.
CODES PER 5-1400 A OUM LA
CES-XXXX=CESSNA SPEC, NO.
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H-KAb
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H-KAA \S S-Sto7+b%-1493°\
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5-13toO-5 CIRC.utT BREAW"ER GA MATERfAL LG TERMINALS SERIALS
7 coiaNo.
fa 1570045 0400E. ASEY WIRE TABLE
5 C2915OI-Olot MAONETO SW CONTRACT NO: COMMERCIAL AiRCRAFT DIV.
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3 CMClo34433 STARTER (11984) NAME DATE SSna CO.
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0770718-1 DESIGN d.BEUsa's-a-go -IIT'E
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s-tsso-\ 6"°u 3¾-70 WIRING DIAGRAM
¯¯¯ii
agr. cowTAcrom
PART NO. DESCRIPTION VENOoit R.YOUN6 .STARTER SYSTEM,OPT 24 VOLT
HECSS
EQUIPMENT TABLE
CES-IODO SUPERSEDES: PROJECT SIZE ODE IDENT. DWG NO.
IS APPLICABLE
VENDOR CODESNAER S 00 OSED A D-'°
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c 7;a79 1270 625
STD. NO. SCALE:ggg ZÔÔ> PAGE:fo.1
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ED §RRIO3toy (Stre54co)
REVISION
SJ
18GA JUMPER
L 3 B-Obfo
FUEL PutA
NOTE%
PostT aoN SLIDE OM THIS RE5tSTOR FOR M-QO(o 38 5-MS3-1 5-13t.7-t-8

MAKIMUM RESISTANC.E (Akt- THE:. WAY H-GOS IS ô-\493-1 SQLDER
To Twa E.NO OPPO%1TEL FLi6MT 8-904 IS 3-1493-1 SOLOER
QDS)
L\hlE. \NILL. MAKE. FINAL AOULl%TMENT, H-GOg \S 5-1493-1 SOt.DER
B-QDI IS 5-1443-4 S-tTio-1
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5 0113854-1 Bus BAR CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 S-43/oC-4 CIRCUIT BREAKE.a naoo E PAWNEE
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CZ91501-OtOi DESIGN . -
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peau pump
DESCRIPTION DRAWN R.YOUNGERSE•49o
PARTNO. VEMOOg .FUEL PUMP SYSTEM.,OPT
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EQUIPMENT TABLE
CES-lOOO SUPERSEDES: PROJECT .py.pg SIZE ODE IDENT. DWG NO.
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11206-40 NO.
VENDOR CODES PER S-14OO APPD
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SUPERSEDED BY:
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9 AÀÔÑ Û-ÎÛ RESÎ$I C NO GA MATERIAL LG TERMINALS SERIALS
Co AMORRO-l.5 REsisTom (t2V) WIRE TABLE

S-Iro37-t HOUSIMC-I
5 CONTRacT N DIV.
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4 S-IroST-2 HOUSIMCS sooO E. PAWNEE
5-1840.-3-2 NAME DATE CO.
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3 SWITCH
2 S-Isso-tOL. OtWCUtTSKR(12V) DESIGN .
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H-GlB3 16 5-iMl+\0 ö-13GI-t-6

B-QB2 18 5-1493-1 ò•\3tr7-HO
H-¶St IS 5-1493-1 5-14%3-1
EMNO. TERMINALS SERIALS
r MATERIAL LG
CO
WIRE TABLE
0713654-2. SUS BAR
S CONTRACT NO:
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EQUIPMENT TABLE & 24 VOLT
CES-IDOO IS APPLICABLE SUPERSEDES: PROJECT SIZE CODE 1DENT. DWG NO.
c:NDOR COD NP RS OOO. NOian
APPD X
S-XXX OR CMXXXX-CESSNA
l270625
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CRIMP S-Ita36-5 TERMtMAL AR DMD WIRE

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(* 5-iteTI-4 Ha %\MG -PL 4 TABLE
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6 5-1372-2 SENOtNG UNIT CONTRACT NO; COMMERCIAL AIRCRAFT DIV.
4 Clot.oSSO2-Ol01 INST C-LU%TER, seoo E. PAWNEE
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S NAME DATE SSna AIRCRAR
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V DOR axou sum CYLINDER HEAD TEMP, OPT
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CES-IOOO IS APPLICABLE SUPERSEDES: PROJECT SIZE CODE IDENT OWG NO.
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Yl- LET DESCRIPTION DATE APPD
YEt.. YEL. PIN 4 WAS PIM 6/LW 4 PIN 2 /RM

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kV EQUIPMENT TABLE OPT 24 VOLT
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fa 5-13E1N2 C_e.oc--C WIRE TABLE

5-1560-1 SA-V.
E CONTAC.TOR CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 5-\O%Q -Z . FUSEMOLWW 58OO E. PAWNEE
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NAME DATE SSna CO.
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TITLE
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CES-IOOO SUPERSEDES: PROJECT SIZE CODE IDENT. DWG NO.
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BYREV: ADD5-1303-2 MEM ei y
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co E No.
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CONTRACT NO:
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2. S-13too-S C\¾Ct-HT BREA<E OEsiGN -Ogg. TITLE
s-i3osMt 6eous 3og. WIRING DIAGRAM-·-

t motccor-TAs /We
PARTNO. DESCRIPTION DRAWN axouse ¯TURN*BANK,0PT
VE_MOgg Nwo 24 VOLT
cHEC MO.R\
EQUIPMENT TABLE
CES 1000 IS APPLICABLE SUPERSEDES: CODE IDENT,
PROJECT SIZE DWG NO.
OR OMDE NO.1379
-
APPD R. ()Uh36
ASE SN
SU REE |270625
STD. NO SCALE: NE LÀZ PAGE: 9.6.\
(p
o..so... EDRFR (SR-foS4f

LCfb61 i
REVISION
LET DESCRiPTION DATE APPD
BY REV. ADD NOTE ND.5; DELETE MEN 3-
TURN EDORDINATOR FROM 305 BAW -6
ADD
' 3-5-74
(_SK79Z. L)
(SR I312)
TRAMSPOMDER.- ICIT I.EPL

D
10 TAki/h/HT A DA-
zo TAM/sLU a c4
is TAki/VEL C E 2.
El TAM/RED D E i
ifo GRY/TAkl E 64
i l 62X/BLD F- 152.
IS GRY/GF.4 G & \
IS GEY/YEL H A 4
is GEY/RED J A2-
in sev/BLIC K A \
DIGETilEFL H ELt./ELU L_ DiGrlTIEER.

COMMOkl COMMOkl
+ LV 5ODECE 9
M ACFT GMD
¯ ¯
- -
--
DIG,\TIE.ER. GMD E
P + LV SOURLE
FED wlMT
EL EL
-10-2-9 LI¾l-I
RED/klHT ZO a 4.
+ LV 5 UR(_E
-
RED WHT
-1.-8-4
Y/VEL
I. FOR ZA\/ W1 klG \Mll2E TEF_MiklALS DETAIL
-- ----- -..---
EEFER'TO \5]lOOD
PAGEal.. APPLIE5 TO 24V INSTL)
-2 -8-
3 (/BLU
TRAMSPOLJDEK COULIELTOlt. HOULI Gr IS -22.-8-10
GEY/TAhl
PART OF TRAkisPC&lDelt C.ALLE ALL ( -21-10-4
TAMÑE\.
3. FOR Wlf€lklG DIAC=RAM OF 5 0 400
-22-10-&
TKAMSPOMD R..REFER. ¯TO ( 43

TAN/RED
SSIO
-LL-ID-¢a
-
P1Ai5AVIC.E1MPTYPE (\lENDO€. FURMISHEO - -
-9
1570312.· av L a c.Z ZZ lo 52190-\ 4)

kitTM COkiMELToe 8 3 CABLE AL 't
\5/0311-! CODENO GA MATERIAL LG TERMNALS SERIALS
/ C.AELE A y
ATTACH EboTH TRANPONDER AND ENCODING
(0 EA-AOlA AL.TDGriTI E.ER.. WIRE TABLE
ALTIMETER Tone 4 RADio ORCuiT OREAMER.
5 RT- ISSA RAk,35VDMOLL CONTRACT NO:
COMMERCIAL AIRCRAFT DlV.
·
A 12T-458A TlfAMSPOMDEL 5800 E. PAWNEE
5-1183-1 NAME DATE (Û.
ÛÛgAÍÑÊÑAÑ WICHITA, KANSAS
5 COMMELTOL
DESlGN T]TLE
4181(o CONJME.C.TCR.
s- so-se GROUP WIRING DIAGRAM--
i accom eeemme.
PART NO. URAWN DL L.LE I-915 _
EN \US
DESCRIPTION A\_I\ METB
'" ' I OZ (. 24 VOLT)
EQUIPMENT TABLE
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ /3 SIZE CODE JDENT. DWG NO
7
-
VENDOR CODES PER S-14OO NO
APPO DM
STD. NO.
SCALE: NON,12 59 19 PAGE: I
vonu o.ao.zies
R 7532.
DEESCR INON
LET DATE APPD
H-PA2ta(RE.7) | TO BATT1ËRY
H-DC4 \b 8 5-86! ESOLDER

H-DC-3 46 Lt rßGT-tás-Blol+2
CO E NO
WIRE TABLE
5 0710718 \ DIODE ASSN coNTRACT No:
COMM5EeRCIAL AIRWCRAEFT DiV.
4 5-1580-4 am- CONTACTO
s-tomo -22
WICHITA, KANSAS
Fuse.wocosa NAME DATE SSna CO.
AIRCRAFT
-\ - DESIGN TITLE
94 Ç"Qgg
--
s-ist,Nz °"°ue .
WIRING DIAGRAM
c oc<
PARTNO. DESCRIPTION DRAWN .YOUM6ERSL4 .CLOCK,0PT 24 VOLT
I CHECK \S
EQIJIPMENT TABLE
STRESS
CES 1000 (S APPLlCABLE SUPERSEDES IDENT,
PROJECT SIZE CODE OWG NO.
NOwe
APPD 2 MCoE
N N 1270625
S ES E
O M E
STD. NO SCALE:NONE 2 (O PAGE:\ .\.\
.so..o..t.
ED¾RR \O3Col (52¢oS4<a)

DEESCR TINON
LET DATE APPD
CLO C.tC
TO MASTER SW
B-bWL S 56/ol-kiC5-SCHHS
Rio GA MATERIAL LG TERMINALS SERIALS
WIRE TABLE
4 Clob%502-ORO2 iMST C.L.03TER 5800 E. PAWNEE
CONTAC,¯ WICHITA, KANSAS
S S-\ggO-\ $41, NAME DATE SSna ARCRAFT
CO.
o-norza-\ DESIGN , .
Q.TITLE
2. otome Aasg --
-
0,43854-1 aus aAR 6"°ue ¥ We 3-lo-ic WIRING DIAGRAM
DRAwN RNOUNeemano
·AMMETER,OPT
PARTNO. DESCRIPTION VENOOR 24 VOLT
c
EQUIPMENT TABLE
CES-IOOO SUPERSEDES _p. SIZE CODE IDENT DWG NO.
IS APPLICABLE
DO OCD NPER OO · -,
APPD R. ÛUN
CE 1270 625
S S c Via79
S-XXXDORCMXXXX=CESSNA
PAGE:I .\.1
SCALE:ÑOOK L)
\osfo¯l
nu.o out. E.b TAR (Stro%4ta)
REVISION
LET DESCRIPTioN DATE APPD
SX RO.NI ADO DETALL. A,LA 10,LA 11

18000-2 540Cot-ty IMACT Owo
g
seR utof-otB75tou !
se,«-(s n. r«os?
BY IFEV: ADD 5-1631-\ SER DUT LF-LAl L.
M-LAS ; M.R lAJ LAII. LAll 7 2+13
i I
'
61€N(t)----
o ¯ ¯[
o B-LAS
o SitN(2) C
B-LAM
LAt3
M-LAtO -
LAtl IS S-l3CM-6 5-1830-! RE.Uzor.02/S6 OA.1

LAlt 16 S-l1|lgl y 5ER.(J20402f Sfs LOA)
- ta-o 5-13f-7 4-&
H-LA1 BLK to Sou ER
CABIN
R-LAB \8 SW\3-\ 50LOGR
LtSMTS H-LAlo IS 5-1493-1 5-t¾,71-C.
-to-5 5-II.35-2 5-tio3ty-i
GRMCB3
DETAIL
\Ð -18-5 5-14.35-2
sem(13 Erti.3tøt
THR.D SEI2.U2OfoC2i 55
11 E-laal-1 SWITEM M-LAS to Setto3to•25-lieSdr3
\\ S-2OfoH 5\NITCM H-LAS \8 Br13ts'E2tow THRD SILt024D21,55'
) W \Q 121000-2 L\GHT INSTL B-LA3 \o 3-34M 5-34\-2. TRO SERUT-OfectS74
O¯ff31b5A-2. Sun BAW• H-1..A2 TRO 5EROID(.Of674
3 M-ÈÙ ÅÔAp
M LA3 5-13too-6 5-134.1-Mos-13to'I.¡q
8 CIRCutT OREAKER H-LA\ \S TRO LEt020402]SS
T S-k(p33-2 VAO %\¾¾•¾QC GA MAT£RIAL LG TERM1NALS SERIALS
C n
(D S-Ito3'l--\ HoustNC>-CAP
H-LA2. WIRE TABLE
O¯f13O29
6 SW \TC½ CONTRACT NO:
COMMERCrAL AIRCRAFT DIV.
BL 4 Cro2ZOO2-OlO2 DOME LIGrHT A%5Y 58OO E. PAWNEE
BOU%\NC>-PIN WICHITA, KANSAS
S S-ilo4g-S NAME DATE SSila AIRCRAFT
CO.
-¡Qg-g Ç.\QUgtWS-- gg-¶ DESIGN .TITLE
--
3°°>\*¯<# 'tems Assy a WIRING DIAGRAM

ORAwN 4-10 .DOME4-COURTESY
PART NO. DESCRIPTION R UNCE LIGHTS.
C ECK * 6¯¤
- CES-IOOO SUPERSEDES: PROJECT SIZE CODE |DENT. DWG NO.
IS APPLICABLE
|22CS-4GgU NO.
DE.TAIL A VENDOR CODES PER S-lAOO A C. QU
CEXX-XX X- EXSSNACESES |270 62 5
(EPF THR ERU2%Ole74 SUPERSEDED BY:
STD. NO. SCALE:MONE. (PAGE: •$.

ULO(o
E.O #22 tCTSlo"Y (3iEroS4to)

REVISION
BY REV : AODED LA-)(- 4 LA-15p b

LAS WAL LA13, LAl3 WAL LAl 5-113\-! N# 15 /"M
WA3Dil3029-O
By' REV: ADO 5-i64O-6 4 5-1641-6; BLA

PIN3 WAS 7) S 164O-1245-1641'It 1-10-74
«As 3-1640 e 4 5-1641-9

MER EO SSS (NON SMO PRACTICE)
LA-\\
LH RR
LAIS
LA-\O
(tSV
(14 \ 10
o
CAmt M
\LtGHTS
ELL< \S - \8-0 s 43t.7-t- SQLDER

HOUstNG-SOCKET -46-15
.
14 5 1641-6 48 5 435-\ s-m3t.-\
S-l640-6 -\%-a
WOUSlNG -PIN S-u,359 W,34.-\

\ 5-2)(oO-t syvtTCH LA\3 1265-l¾7-P 5-1830-\
U 5 \B3H SWITCH LA\t. 54 5-le3CM
p
10 \2tOHO-2 LIGMT .INSTL LAM to \AA3-\ SOLDER
$_ l2\OllO-i LIGHT LNETL LAtO .12(>
SI3(.7-W.s t493-1
8 GE 308 LAMP LAS \6 72 5-16%-5 51(obb L
15564-1 LAMP Ng GA MATERIAL LG TERMINALS SERIALS
9
G S-u,37-\ HOUS\¾G WIRE TABLE
5 SMG37-2 HOUS\ NO CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 s-té4o-12 HOUstMG-OIN 8806 .PAWNEE
HouslNG-socKET NAME DATE 118.AIRCRAFT(0, WICHITA.KANSAS
3 SHá4HE
5-t3CO-5L DESIGN \N ITE \-4 13 -
TITLE
¯ CK.T SK.R
S-sao-lou GROUP .
. WIRING DIAGRAM--
cet arcR a
PART NO. DESCRIPTION DRAWN WHITŒ 4-573 .
DOME ¼COURTEST UGHTS
LHELK €. QUNGE25 A 11 3
- -
EQUIPMENT TABLE STRESS yg § pg
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ -te-u
SIZE CODE IDENT DWG NO
r
-
CEDSESS E OO Afg
APPD
S
STD. NO SCALE: MONS SR74 PAGE: .\,1
FoRM No. em21em

REVISION
H-LD25 16
S•\fo34o-2 S-tfo35-1
MAVIC,4TION H-LD24 IS 3-344-2 frko351
Lic,4.yys B-LOg7 \a 5-341-2. 5-Wo3to-2
H-LO26 3-344-Z 9-Ilo3/o-1
\g
O¯ll3654-2 H-LO\6 S-1493rt 3-341-1
\\ SUS BAR 16
S-tfo3¯T-1 Hous!NS- H-Lbl4 5-1493-1 3-341-1
10 PLUco 18
S-1(o3-t-i HOUstNC.m-CAP H-LOt3 18 3-4493-1 3-341-2
9
& AM3\22-152A LAMP H 601 18 3-13Ò-I-85-14%3-\
¯I Cla22COt-<>to2 GA
LIC,HT A%5Y coiE NO. MATERIAL LG TERMINALS SERFALS
to So7 LAMP (?-44443 WIRE TABLE

5 Cfo22OOt-O2O) L1CoHT A%%Y CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
A S-ko4C>-9 HOU%tNG>-PINl 5800E.PAWNEE
WICHITA, KANSAS
5-Ilo41-9 HOU%\NCYSOCKET NAME DATE SSna AIRERAFT
CO.
3
5-3 DESG TITLE
mo-s clacutT ateeA<am LHE --
2
WIRING DIAGRAM
PART NO. DESCRtPTION DRAWN R,YOUNßERS 'lo
Ng NAVIGATION L IGH TS,
HEECK 'e
EC)UIPMENT TABLE OPT 24 VOLT
CES-IOOO 15 APPLICABLE PROJECT SiZE CODE IDENT. DWG NO.
APPO -- «-,oc
SNA
SUPERSEDED
S-XXXDONOCMXXXX=CESSNA
BY: fian !270 625
SCALE:MONE LilO(.a PAGE: \. .2
o..no sosi.«
EC3 42R \O st.p'T (39..foS4to)
REVISION
AODED LD-LZ,LO-¯¾3
BY Rtv| RMA ‡cd
LD-53 (SRT405)¾ 8-10-13 yo
y
BLK(RER) W REO(REF)
RE6 SV REY: AOD W19E LENOTHS BLA
(LD- 4) (2-1 74
S 1640-12 4 S-IS4H2 WAS 5-1640-9
TA\L
\WAS 5-1640-9 4 5-16Al-9 ;
LM LR RM RM
MER GO 393(NOW SµCP DRACTIC
WING TIP WING FUSELAGE FUSELAGE NNING W\NG T\P
RED(REF LO-29 -LD-30 RED(REI)-

32) (O 33
BL (REp) I
i RED(REF)
RED/GRR(REF)
LD28
LDI
13 p. -\S-1 190 S-Wo3(.-\ S-\fa35-\

e
11 S-ledi-6 HOUSING-SOCKET LDal 35259621-1 s-u.36-\
LtúHC S-IS4O-6 MOUSING-PIN LOSO 5-W.34
\\ 75 i
IO CGELOOBOtOt L\GMT ASEY LDE°i 21 I 5 3t••\
9 5-10,4\ -12 ROUstiuGrSOCKET LORS # 7 5-\SL1-I 514A3-1
6 S-K,4o-\2 HOUS\¾G- PIN LDI IS 6 5-13(.T-N, 31493-1
5-|G37-2 E GA MATERIAL
( BOUSING LG TERMINALS SERIALS
fo S-\(.3T-\ HOUstNG
WIRE TABLE
5 Cro22Ool-02Oi LIGHT ASSY coNTRACT NO: DIV.
COMMERCIAL AIRCRAFT
4 34002-55 TERM\MAL SLOCW saOO E. PAWNEE
S-tir.O-\ S\NCTCB NAME DATE NoA AN $Û. WICHITA, KANSAS
O-SL CKT SKR DESIGNWi-t1TE \-4-l3 .TITLE

' -o.,s. WIRING DIAGRAM-
.
sesso-lot cur BKR amour
DRAWN wets +zus INAVIGAT toN
PART NO. DESCRIPTION L\GHTS
t.Him.A ENOUNCot(§ 441-13
EQUlPMENT TABLE STRESS
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ ;3 4-18-73 SIZE CODE IDENT, DWG NO
-
VENDOR CODES PER S-I4OO P \\.4. \ P\\.4.1 NO.
APPD
CES-XXXX.CESSNA SPEC. NO.
S-XXX OR CMXXXX•CESSNA SUPERSEDED BY: OTHER
STD.NO. SCALE:MQtü¾ R 7406 PAGE:\\.4.3
vonM No. emalsa
Q REVISION
--- --
J RE.0 UEEF 2 z YEL.(I) 2 & YEL CRE
---
] R.EO CERW) I I i i
DFH-LF1
VEltYtc.AL TAIL.
to TAtu.COME
Ram um s-u.ms-2 5-Wo3to-2

H-LPG \to 5-\493-2 4-0.w;
Olt38%A-\ BUS BAR. M-LT-8 â-t3töi-2-toã-I495-2
9 II,
e s--tS(po-a c<T SKtt IBM-F't Wo 5-Ilo35-23-Ito3/rri
7 5-\S45-t-E. %wtTc.½ GA MATERIAL LG TERMINALS SERIALS
coiE NO.
fo 5-0433-1 Mot.lSIMCo-PLUG WIRE TABLE
S S-VoWl-\ MOUSigro-C.AP coNTRACT NO:
CDMMERCIAL AIRCRAFT DIV.
Clo2tOOl-O\O2. LtSMT AL%Ÿ 58OO E. PAWNEE
4
¯s s-u,¯ss-2. WICHITA, KANSAS
woestex.-cAP NAME DATE SSna AIRCRAR
CO.
_
E-Ma38-\
| .TITLE
2 MoUS\NG-PLU6 DESIGN
--
ese4toi-o2oa 6"ous WIRING DIAGRAM

\ FLAswate Assy
PARTNO. DESCRIPTtON DRAWN R.Y NGERS 4 o .FLASHING BEACON LIGHT.,
HEE to
EQUIPMENT TABLE OPT 24 VOLT (FLOATPLANE)
CES-IOOO IS APPLICABLE SUPERSEDES: PROJECT SlZE CODE FDENT DWG NO.
VE DOR CODE PER 5 00 N°ian
APPD ,
-)Q
S
1270 625
STD. NO. .5•
SCALE: U2.Of PAGE: U.S.S
REVISION
ISV TEV: ADD NOTE \ EED,c,RM, T>\-P trl

,
LF 15 CattoOi -C>tCxa WAS

u) ottoot-ot03 (52/413)
SVREV:3-13CD-l5LWAS5-1360-lOL BAR /)
S-I3CoO-8L
/Ó2VL WAS S-l3GO-GL 5-13-75
2
|| /ez+c (seamo)
e oo (LFtro)
oo (LFO) (LFIS)
- - -- ISLic(3)- - B
YELLEEF3 3 5 3 3 ISLR- L4) 3
(LFZ4) (LF 5) (LFth)
-
LFS
ISLtC (IEEF)
LYS
LF )
3r.-C
5 3Co136 5EE020402209 Ok!
30148 \4932 SERU20&O2209 ON
3-tS3Co-2 5\4932 CN
SEEU20402209
5¥.3G 5 4635-1 SERU2Or,02 OM
5-1630, 5-tro35
S-ir.%-2 S-l<.55-L
RED
LFIS S-if=¾ MWil-8 THEU SEEUtoGoß2 8

-\ -OL 5-l¾T-I
12 S SGno GCT 15k.52- (144) LF t3 S S-\493-2 THEU SERU2OGO22 8
II OR95-re EEstSTOlf.(STlT1) (Z4V) LF 5-16¾€ õ-1493-1-
ELASMElit LF W ä lf.¾ì ±-1483-2.
to CS945OZ -OtOI
Crottoot-otOG L\SM¯r 5-\493 5-I¼7-1-r,
9 ASSV (ILV) LFS
c6tlODI-OlOZ Lic-MT LF¯l 45 5 5-1655-1
8 ASEW (24V) 6WL THRuseEU20so2208
OlESS-i.5 12E5tWToli?.(SS-Prt) çç¾ENg MATERfAL SERIALS
7 (itV) GA LG TERAINALS
é s-tross-l H UstM== PLUC, WIRE TABLE

\. COk.DIRED WIEES ESEAEiMC-> CES LICO CDDikK5 Iki p CONTRACT NO COMM DIV.
L A
N ME DATE CO.
Ila. AIRCRAFT
5-1945-1-1 SmJtTCM DESIGN ,
TITLE
S-reco-15L Ct-r GROUP ll- -7 . WIRING DIAGRAM-- I

stdr. Utv)
PART NO. DESCRIPTION DRAWN PAme u÷a .
FLASM\MG BEACON
He T.Nooweressu-2-a:
EQUIPMENT TABLE FLOFTPLAh]E')
CES•IOOO IS APPLICABLE SUPERSEDES: PROJ . .71 SIZE CODE IDENT DWG NO
VENDOR CODES PER S-I4OO P 1).5,4 NO.
APPD
CES-XXXX=CESSNA SPEC. NO. 0 06
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY: OTMER c 71379
sTD. NO. .Ofe
SCALE: MOMg PAGE:M.S.4.
FORM NO. DO 2188
REVISION
LET DESCRIPTI DATE APPD
ELOC
RED/GRM Q)
LOLS
(REF)
MAv
R F RED/GRM(2) LOl (REF)
-O C
BLK (1 My
(1ZV)
(24V) ETAIL
BLK(a) MAv (EFF THR.U SER 020602/99
18 5-1845-1-1 SWITCH
17 35t-it-05-oot TER-M BOARD
llo 385%A282-l5m POT
IS 4157-001 SOCKET
-2.1-2-5
14- it7oOlo2-1 C.KT BOARD REDjGRMg ZZ SOLDER 5-i4 3-1 TÑOU SERÛ2OGO2lSS
-2.2.-0
\3 lZ3Oo(pl-1 CKT SQAR.O BLKf3) 11 SOL ER
I2 it7oooo-i CABL€ Assy SLK(E) ,

-¿¿.-O
MOTES. SF-lO30-BX -11-(p
¡¡ CABLE BLU(3)
(oO2tS-4LP 34002-55 -2.2.
(oo779) TERIAIMAL. to 3t|2.M BLOCK. BLU(E) (o
HHO-A FUSE HOLDER. REDAR>l(r
-ZI-t-5 SOL R 5-|619-| SERU2OGO2]¶¶ OÑ
3
329to3(4 (oo779) T€R¾tNAL¯ AG>C-l/2. -2.L-2-5 SOLDER
8 Fuse AD/GRal(tZZ
5-ElloO-I CODEMNO GA MATERIAL LG TERMINALS SERIALS
7 SWtTCH
/ satse4-9 soctcET. WIRE TABLE
5 255 IO 30 \SO COMMECTOR CONTRAcT No: COMMERCIAL AIRCRAFT DIV.
4 2428 LAMP 58OOE.PAWNEE
NAME DATE CO. WICHITA. KANSAS
3 12. RS LAmp ÍÌÛe AIRCRAFT
DESIGN -
TITLE
z s-istoo-SL Cyy ggg -
"°6" y _293:
WIRING DIAGRAM
i S-13too-IOL cKT SKR
|
DRAWN -
DESCRIPTION
MERR.tc-< "' MAP
PARTNO. LIGHT, COMTROL WHEEL
TF CHECA ,MO EL. § 11.13
SUPERSEDES: PROJ 60 1,.,.. ?-¿4-7¿ SIZE CODE JDENT DWG NO

CES-IOOO IS APPLICABLE N
VENDOR CODES PER S-I4OO PS. i t. I I APPD y
CSPSS AN
SUPERSEDED BY: OTHER
S O
P Í 1.14- SCALE: MOME UE.O(oQioo i PAGE: 11.1\- 3
STD. NO.
FonM No. eo.215B

REVISION
BYREV ADD1510307-2 5-13C3-Z MEM

WAS SOLDER REO/GRhi(2.) E-IV 74
(SR7/477) (SR ¯l(o7ô)II
LDZS LD3O
LD31
REF)
(PL
MAY UGHTS
18 5-ISC -2.-O HOUSIN6

11 S-info2-1-O ROUitNG
Iro 5-ISCD-2-8 HOUSING
15 S-leCO-t-O HOUS\NG
!* 15]Q3D/-1 CABLE ASSY
13 S-ti(oO-\OL C.KTibKE
IL 5- E%O- SL CKT SKR SI H 11 -L2.-Co SQL.Œlit ML
-11-0
li 5-2.KoO-t EM/ETCJ-l FNV SOLIER. MR.
ZZ
1-55 LLOLK- -21-9
10 140 TE.RM VAIT ZZ 50LDE.E. 501111
-
6/g FL15E Wb ,allt 22 -ZZ-Z.-5 S-ISto3-2 50tDER.
9 AG:(
-22- E-5
& WWid -A FDLE. VIOLDER- REQ(GRMI' 21 50LŒlZ 5-188-!
157OSORM CALLE. ASLY GA MATERIAL LG TERMINALS SERIALS
con NO.
fo 342\-DOOO SOLLE3 WIRE TABLE
5 157O3O I-i C_ouuEC.Tolt ASSY enyTwacT NO: COMMERCIAL AIRCRAFT DIV.
3BSSAi(ol-IstA RMEDL3A¯f
A 5600 E. PAWNEE
m.AIRCRAFT CO. WICMITA, KANSAS
LAMP (24\/) NAME DATE
24RL
r- DESIGN .
TITLE
Czv) -
GROWN
WIRING DIAGRAM
PART O D SCRIPTION 3COLL
CHECK PAPE B 5 T3
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ / ff 7 SIZE CODE IDENT DWG NO

PER S-14OO P ll.lÍ' NO
VENDOR CODES APPD
CES-XXXX-CESSNA SPEC, NO.
STD. NO. SCALE: M 6. 627(c]3 PAGE .4
Foam o.aoama
REVISION
LET DESCRIPT1ON DATE APPD
BY REV• ADO CESIIOO CODE TO WLRES 6t<Ga

klOW SHOP PRAC. le 25-13
2O GA JUMPE.R
LA1(c)
BLK
(LAVT)
RE . (f)
(LAIA)
In -is-o
s-inci+<os-tssM-e
ta
--10 -
20 S SOLDER S-\3Gl+(
-10-7. SOLDERS-t3GM-te
10
-10-2. S-i3Cl+ASOLOER
2O
C,E..%2.¯1
fo LAMP 444to WIRE TABLE
5 VMSOA-"I LIC>MT A%%Y <Slo343 CONTRACT NO:
4 VMSO4-lo ucowT A%%N (B¯\oSA) 58OO E. PAWNEE
WICHITA, KANSAS
3 S-1138-H swtTc.g NAME DATE SSna A RCRAFT
CO.
o-s TITLE
s c utT amaA<e --
WIRING DIAGRAM
DRAWN
NOUNGERil+¯IO
PARTNO. DESCRIPTION Vggggg SKYDIVING SIGNAL LIGHT,
HECSS 63
SUPERSEDES: SIZE CODE IDENT. OWG NO.
CES 1000 IS APPLICABLE PROJECT
DO ODESN A
E O. I2 70 6 2 5
S-XXX SUPERSEDED BY: C 1379
OR CMXXXX=CESSNA
CO STD.NO SCALE:MGML 02.Ô(g PAGE:(L(2,\
cn
ron. no......
Eb #RR. 103¢.1 (SRíoS4fe)
REVISION
E.RAY C
BL< (2)
-2 2-TAM C
H-LCIC . .
14 C,A JLIMPER BL< (4)

H-LCIS
o---
I
I
LANlutNC
O3 LIC>MT
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SLK C2) Wo Ho O 5-1361-24 5-t361-1 8

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IS Ç(O 1(o Us O M3GI->¶ SìWol2 t

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6WAy \4 MioYr2 MMT2e
14 -14-10
S-Vo35•15-13Cl-24
TAN
H-LCi \4 3-14939 1-¡Ng'y-2-P
-1
H-LCm 5-14 5-1836-2
14
H-LOL \A 3-Mo3to-2
94%g
COWDIERENO.
to SE4594 LIC,4T (2.4444 ) WIRE TABLE

5 S-t(o40-9 HOU%tNC9-PIN CONTRACT NO:
4 S-ifw41-9 BOU%\MCo-WCKP..T 5800 E. PAWNEE
033654-2 NAME DATE WICHITA, KANSAS
3 But SAA SSna AIRCRMT
CO.
S-13(oo -\ DESKlN TITLE
5 CiRCU\¾ SRSAKER gg g.g.pg
s-tsA<o-t-a 6"°ue_ +7¤- WIRING DIAGRAM-
swtoc.s
PART NO. DESCRIPTiON DRAWN R×ouw 2+30
\/ENb g LANDI NG L IGHTS,
e BAir.stam
EQUIPMENT TABLE 2-boo'OPT 24 VOLT
IODO IS APPLICABLE SUPERSEDES: PROJECT CODE IDENT
CES .7 .| SIZE DWG NO.
°"iODES PR SS 4-10 Niian
D4 A (NOU b¾
R5 D 1270 625
STD. NO. ist SCALE: NÛN PAGE:
R( \\.S.
romu No se steA
f
REVISION
LET DESCRIPTi DATE APPD
(MSTRUMENT
PANEL F\REWALL
HICS
OFF L
BLACK SLACW.
-- --
H-LCl ON
I i
i4 GA 3UMPER
(7.89) 5
(\44 ¡ 20
LOG L\GifT -14 -o

BLAC.K \4 5 30.7 a 3 ta7-2-8
LCS 5t¾>1-6 51493-1
LC2. * M367-&S (
LC \ \4 54%3-&G 5-093-1
CO NO GA MATERIAL LG TERMINALS SERIALS
WIRE TABLE
5 S-\3GO-15L CIRCU\T BR€AKER CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 45 il PAR 3G,t00W LAMP (ORA446 5800 E. PAWNEE
NAME DATE {0.
OR. AIR{RAFT WICHITA, KANSAS
3 4509 PAR 3& \OOW LAMP (Cr2¾4g
S-\S¥o-\-3 SWaycB DESIGN wtT R.ga-91 TITLE
& DIAGRAM·--
.
s-isr.o-zou cracorT sasAcen amou, ¯
WIRING
PARTNO. DRAWN WB4 M2-os LANDMG L\GHT
DESCRIPTION 4 T/-W)
-
EOUIPMENT TABLE
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ SIZE CODE IDENT DWG NO
VENDOR CODES PER S-I4OO Ÿ \\AS T NO.
APPD
o cEs-xxxx.CESSNA SPEC. NO. (.. I C
i S-XXX OR CMXXXX=CESSNA SUPERSEDED BY OTHER
STD. NO. P \\35.3 SCALE: N PAGE: \\.\3 i
REVISION

co
INSTRUMENT
F\REWALL
(tSV)
Bro ro (tsv3
LE-\ LC-\S
BLACK SLACK
3 (B
TAX \ LD G
S L\GHT - -
LlGHT (26V3
\4 GA -TUMPER
AV 20
LOG L\GHT
BLACK \4 -14-O rt3tJ-2-6 513 02-6

LE-I (4 5 tW3-1 Si3 US
LC-15 \4 a IM3-1 M3 t-a
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o
7 5 2.013-1 ADAPTER GA MATERIAL LG TERMINALS SERIALS
99 gq
fo 453\ PAR¾,\OOW LAMP (1444 WIRE TABLE
5 S 13GO-\SL CKT BREAKE.R coNTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 45OS PAR 3Co,100 W LAMP (2444(a) 5800 E. PAWNEE
it1OOS2--E NAME DATE M.ARGAR CO. WICHITA, KANSAS
3 DIODE ASSy
2 S-2tGO-I SWI TCM DESIGN kgtTE \-3-73 TlTLE
\ S-ISfoO-2OL CKT SREAKER GROUP R R I-D a. WIRING DIAGRAM--

PART NO. DESCRIPTION ONAWN ygjTi (-\tla TAX \ L\GHT
4,HECA .XOURES \-\5-
g
": LAND\ NG L\GMT (
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ SIZE
;3 /.;g-y CODE IDENT. DWG NO
VENDOR 9 -
CODES PER S-!400 AS 2 NO.
APPD
CES-XXXX=CESSNA SPEC. NO. 1270625
S-XXX OR CMXXXX=CESSNA SUPERSEDED BY. OTHER c 71379
STD. NO,
SCALE: ÑÔÑ$ PAGE: .13.3
ronmNo.ao-asse
SER(54740312
REVISION
TA\LCONE.
M-LF1b
s®
B-LE% Wo S-MSW2 5-Itò3ta 2

e on13854- I su% BAtt H-eye s-mon-1-at 32
un
6 S-\3(oO-5 CK'T StCIE OFA-LF3 Ilo S-IloS596-il 1/rì
-gg . GA MATERIAL LG TERMlNAL5 SERIALS
CO
fa 5-1(o31-2. MoustNC>-PLUC, WIRE TABLE
5-Ilo31-4 MOUstMC'>-CAP
5 CONTRACT NO: COMMERCIAL AlRCRAFT DIV.
Clo2tOOt-Ot02 LiG>MT A%S'Y 58OO E. PAWNEE
4 WICHITA.KANSAS
E-M.SS-1 Hous14Cr-C.AP NAME DATE Û.
3
s-«oss-i soustNe>-Peuc, DESIGN TITLE
--
2
CSS45Oi-O204 FLASHE.R ASSY "°" WIRING DIAGRAM
I
PARTNO. DESCRIPTION DRAWN RYOUN6E151490 FLASHING BEACON LIGHT,
c 1 ao OPT 24 VOLT
9 EQUIPMENT TABLE
CES-IOOD SUPER5EDES: SIZE DE 1DENT, DWG NO.
IS APPLICABLE gn
VENDOR CODESNAER SC \ÛÛ$-4 (9 APPD •1-,o
3. I270 62 5
SUPERSEDED BY: c 7ia79
S-XXX OR CMXXKX=CESSNA
STD. NO. \Î•\Ê,2 BCALE; ÑO 10(.@ PAGE: .\Ê.Í
REVISION
LET DESCRIPTION DATE APPO
BN kaiv: ADO DETAtL A AND Wo E

-- OwG•
LO2.33 TMACT 423 an
LBi¯1 CAR-t
BRN(REF) 5 5 I SILE P !! -16. ULOa CA91. Ø€R « 3
;Am
BN REV . ADO LESP DE.TAtt
g
SERot3T LSIO 5.fo Wo /
REDI3) Lat3
RGD(I REV3
---
HT(REF) 2 2
4 PONER
SUPPLY L MT \
LT 5
BRKI(REF) 3 3
4TL3 EbUS 12AR
P II.\6.8
SRH LEL
LEIO
FANEL
16GA JUMPE.-R
--
Li3tt
DETALL 5-131
LBS7 18 SOLDER 2 SERu2ceotTSta¾okt
RO SER 02O(oOl¯tS5) 5-J370-1 5-14931
RED 3 In 5ERURObot49ii¢OU
-- 5-1493-1 51367-1-(
Líb23 IS
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LEbât WMT(4) To 4GLDER
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-¾--
REþ(2) 16
RBO(I REF RED(2
estó3(n@) la Et me
lo 21
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-
o 2.1
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CAlbtM
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RKNIIEF) 2.1 1316146
R((ty) 22. 543151+
DETAIL A L1|þ22 18 WE LBla 5-13to'1+5
(EFF THRu seRoto<.o +=n3 is s-is44-ir wiTcs egel to a-temt socome
11 VAL-5-focoo RE.5\STot LB2D 18 5-1610-1 5-1310-2 THROSEmuzotoolig
(SSTTF)
11 S.rott,2W,tO% RE5t¶¾TOR LSIS 18 5-1685-1 SOLDER
NCTB%. 10 VAL3(2OCLIL) RESISTOR (85333) LEbin IS S-ifo35-I SOLDER
S S-¾-3 SESISTOFW
41-! 18 5-Iro35-1 5-1319-1
TO IBE: RWTAJNC-D tN TE:RMINAL,V4tRE. MMWT S 5-1635-1 5-1823-1
6 5-1904-8 RESElitsTOR LSI6 18
STRtPPED, DOUSILED TWISTED S-tŒ:Al-rca HOUstMCS-SOCNET WIRE
GA MATERIAL LG TERMINALS 5ERlAL-5
3 cODE NO.
G 5-16404 MOUSib.K5-PtN
TMESE MDOR FURMtSMtD WlRE TABLE
WIREO N 5-ISCco-to
6 CIRCUIT SKR coNTRAct No:
4 C.foibOOl-OlOi l¯ONER 5800 E. PAWN€E
&
SUPPt.Y
WHEN PCET UC,wTE ARE INSTALLED,5-IAS3rl WICHITA. KANSAS
3 ISTOt€:ro-I DiMMtWCo A155Y NAME DATE SSna ARCRAFT
CO.
TERMINAL RE:PLACMS $4623-\ 'TPRMtNAL TLE
-
WIRING DIAGRAM
PART DESCRiPTION ORAWN 249o
NO, V W T MINEKMT
cg
- Kl
EQUIPMENT TABLE PANEL , OPT E4 VOLT
SUPERSEDES: SIZE CODE IDENT. DWG NO.
CE510CO 15 APPLICABLE PROJECT,
APPD 3-RO
O.
g
A
SUPERSEDED BY:
SCALE: (. PAGE: it.AS.1
REVislON
BN RE.V : AOD Les!:DELE_TE Lt31o RAN\

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5,toK,2W,\OŸ 3-15-74
4
-
BRbLGŒÈ)6 5 -LIS\7 m NE P (. 4 (NON SRoP PRACT\CE )

I 2- BY REV: ALE-Loo W½ VAus-2cco. ADD G I H
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M 2.4\lokT%4 I-495
74½ Nít-Smy
WMT(.REF)- 4 4 -LS\S- SY REV. ADO \AliRING FOR \213/5/ BAR
EL MKR BCNI PANEL
(%R¯Fil DAM
RED(REF)- I ) 2 28-75
) LSla LD31 py REY: ADD 3-2091-4 / S-ISO4-L GW MY
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RTIRET 2
69553 IG (244) 1-ZOS\-1 WAS 5-1031 S-\SO4-3 WAS ,
1-3\
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5-804 LMOW SuoP PRACTICEl
pas como i QZv)
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SEE RED/GRR(REF)
Pil.16.4 T WHI
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20 6A JUMPER LERI
EL MKR LB EL RB EL
CWPNL be wP
2v) ELK REV) ELK

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DETAIL \
(24 VOLT ONLY)
\ Û4V
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5-I 567-1-14 TERMt MAL BaSTALLEO CAJ St-tAr -\8 - 5-4310-\ S-le29-1
T X 543fe SE DCT SKR RED LA E
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OF TANDOM POT ASSY- 00E TO MEAT ¯IE. VAL-$-ZOD
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To EL RETAIMED Iki TERIMIRAL.,wlali.
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( h-FRW/ \ Aw, u Cy]_ 5 ILLE-2 MMSEK
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VAL-EGODC EKE\STOK. LE1 8 Mt.35-i
1E15541 EL PAb3EL Ng GA MATERIAL LG TERMINALS SERIALS
12133&& TPR WIRE TABLE

5 .G\SOCT EDWER SUPPLY CONTRACT NO: AIRCRAFT DIV.
COMMERCIAL
4 \ETOWG DiMMIMEÃ¾ 5800 E. PAWNEE
NAME DATE Ila.AIRCRAFT(0, WICHITA. KANSAs
3 E4GCE 5"X TERMIMAL BLOCK
2. 5-1140-1 DESIGN O Tg \-SQL TITLE
EWITCK DIAGRAM--
1 E-Isso-lot czz 6eour , «» 4e>S. WIRING
PART DRAWN O ITË 4.23 ys .
NO. DESCRIPTlON ELE CT RO LUbd NESC E MT
EQUIPMENT TABLE
CES-IOOO 1S APPLICABLE SUPERSEDES: PROJ 32 a.a SIZE ODE IDENT. DWG NO
4
OEN SE APPD W
.
S-XXX OR CMXXXX•CESSNA SUPERSEDED BY: OTMER

STD.NO
SCALE:NON.16
%R¯f4Ôg PAGE: li.li. .
FORM NO 2158
REVISION
NOTES' BY REV: ADO BLK(43 LB38, L.639 5-7& &

S-If=PIS-2 12,\3319-13
I. OXYGEN CONSOLE WIRING APPLICABLE (
ONLY WHEN OPTIONAL OKYSEN ENSTEM
15 INSTALLED
INSTALL 5-341-1 TERMINAL ON VEMDOR

UPPLlŒD WIRE
STANDARD LEMW FOR ENE-BROW

L10MTS ARE RED. CM WHITE- IS
OWlONAL
MUST BE WLRED \N SERitS-PARALLE.L

AS SHOWAl
LB39 IS SOLDER %OLDER

La 38 18 S-tetA-1 SCADER
- 18-0
&LWL4 in SOLDER S-\3r.M-6
RED/NEL 21 -2L-t--4 SOLDER SOLDER
-18-2-4
RED/BLU la 501.DER SOLDER
a -10-0 SOLDER SOLDER
(5) 18
--(8-0 S-34-2 YÏSGI-1-6
BLK(O IS
BLK(A EL -2t-O SOLDtR S-t36H-8
DHF-LESS to SOLOBR 3-13fel-t-8

HF-LOS 18 3-341-2 3-1361+8
LB¯St 5-1829-1 3-34H
la
LBSI la SOLOUR 5-tsg1+6
LO3O la 5-1629-1 SOLDER
LB2S 16 6-18E9-15-344-1
lO \ZI33t9-13 LtGHT ASSY Loty to S-tot9-tSOLDER
9 S-Iro95-2 SWITCM LS26 to 5-1829-1 õ-I370-I
8 34OOL-SS TERMINAL BOARD LBES la 5-tats-1 s-34\-i
(ETNE)
7 (N (gj T ggi GA MATERIAL LG TERMINALS SERIALS
CO NO.
6 Ce OOOt-OIDECOMMA WIRE TABLE
5 S-ISOl-I LAMP CONTRACT NO. COMMERCIAL AIRCRAFT DIV.
4 5-1693-4 LIGHT ASBY 5800 E. PAWNEE
3-4 99-5 WICHITA, KANSAS
S L10HTA¾g NAME DATE SSna ARŒAR CO.
- DESIGN -
TITLE
gy g DIAGRAM·-
asoo, a.o . WIRING
tuooit CONSOLEAWV
PART NO. DESCRIPTION DRAWN Pwm z 4. INSTRIJMEMT LIOKT3, OPT
\/EÑOOR
EC ^te 6
EQUIPMENT TABLE E4 VOLT
CES-IOOO IS APPLICABLE SUPER5EDES: PROJECT SIZE CODE IDENT. DWG NO.
S Niive
APPD 2. Oggg
M
SUPERSEDED BY:
|270625
STD. NO. SCALE: NR UgQg PAGE: (\,\g,g
ro...o.oa..
E:DRRIOSit (SRfo64to)
REVISIONS
L DESCRIPTION DATE APPROVED
MAP REFER TO P
EVESPON I
e LB39 CW
LB36 BLK(4)
CON LE
LR RH
BL (2)
LD2Co
LOST
cggy LB Iro(REF)
P l•©·l LBO(DCr3
LBW>
ox GEN coNote
LESr7
PEDESTAL RED/BLU
o8 LE 16
BLKA3)
LB i
gO

AWNNSEAS
wiciT
NAME DATE CO.
na AIRCRAFT
DESIGN TITLE
J \gg
s.ou, '. so W\RING DIAGPAM-
DRAWN PAPE 2·410 INSTRLlMENT LIGHTS,OPT
CHECK R \ •b'C
N VOLT
STRESS
PROJECT _| SIZE CODE IDENT. DWG NO.

-2'°
... .so
c Ÿ1ye \270625
b%.A PAGE:\
scALE: N O Ut ,\Co,g
osu no .o al 10811 (SRfc54<a)
EDRR
REVISION
BY REv.DETAIL ADD
A; SER 00T TJ P gy DKM
exanow ußMIS LBSS 4-LB19; SER IN LS53,LB54
cLsous oc. RED(Ù 4 RED(2.); S-2O35-I ( /
8-2035-2 LJA&S-1637-/ $. S-l63'T-2 JEF
3. O
-Ñ MEltEOO39 2-8-74
MEf2EODI7 $
(SEf2 2Dro-2258) (812 74D3)(REF)
I2
ISY REY: 5-IC,37-I WAS S-2_035-i MEM
-- -- ts*3,RED(i),CBS+; S-itos3-z 5-3-14
L 38
I I WAS 5-ZO35-2 LB44,LES3,LSEG
(2DGA) L639 5-SGI-Z-C WA5 5-Ib37-2-to NOTE¯$;
LOS-
JUMPER L1 2(o
DELETEDETAIL"B (MER ZOG-EOO38)
6 "" °°" ='° *^* * ^
-----
o so DETAIL C 34002-55 3-6-75
THRU SER2OG-2257
c °° \" * '°°* 3*'

LS47 3 c D "" " L54191O) A 35
L 53 yee i LEO(REF)(SEE P\us.L)
ED LESO
CW LSS4 AED(2)
Lb5G
RED/NEL(23 i
LB54 IIS S-lá35-l SOLDER SER2-OG-22564ON
BLK(i) LB5th S-IS29-I S-IC34-1 SER2O(o-22584
IS ON
BLM.K(6) USA'16 ¯\8-2 SOLDERS-lásto-! SER2Ot.-2258AON
3\ -16-2. S-I635-ISOLDER SER2.OG-21584OM
--
LB -----
pg0 16
LS47 is s-It,ss-i S-15Gl+8
LS36 IS 3-1819-\ SER2OG-22.5¯I
30LDE.R THRU
LS39 la SOLDER Socott THRU SER206-2257
-48-2-5
IS
REWNELLQ Sokoma sotteR
RED/YBLI) -18+5
. SocOGR Sot0ER
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BLK(5) SOLDER SokO€R
BLKL31 -18-0 50koER M36½Ð

- 8-O 5-8 -\-8
INST CLUSTER BLK( SOLO€R
¯ ¯¯ But(\3 -\S-o socceR su -t-a
14 S-if.37-I HOUSING-CAP LB3\ sotoa sata+s

-- HOUSING-PLUS 501A-1
\3 5-IC37-2. LB3O sot0R
LB27 S-2O35-I HOUSIN4-C.AP LS2(o s-isto-\ sezA-1
12.
5-203E-2 HouttNG·- PLUG LS44 5-1829-1 S-fle3to
10 34004-ß\S TERMtNAL Stocic. LB42. S¯IS23-1 S-l/43/a-\
©; S-\SSA L\GHT L.84 5-1823-1 5-67Œt
BL 23 RE YEL(l Assy ,
i 8 S-\SA i L\GMT Assv LS27 \S SOLDER 5-4829-1

7 5-\SAA L\GHT ASS GA MATERIAL LG TERA.fNALS SERIALS
ÇODE NO
ro \270479 uc.wT Ass WIRE TABLE
BLK( 5 S-táAS-2. Sw\TcB CONTRACT NO: COMMERCIAL AIRCRAFT DIV.
4 133\A LIGHT ASSN 58OO E. PAWNEE
ChroOSol NAME DATE Ila.AIRCRAFT(0, WlCHITA, KANSAS
3 COMPASS A5gy
07006 5-15 HOULIMGASS-y DESIGN WwiTE \-\Vl3 TITLE
2
wres: amou, ., . WIRING DIAGRAM-
ses ess, Ass,
5-1635-\ TERMIMAL FURM\5MEL DHAWN YvntT E 4-Z3-73 _
INSTRU MENT L\GHT S, l A Vf 28
IMSTALL OM VEMtoR PART NO. DESCRIPTION
WIRE 'HELA EN UNT•ERS ABO 3
IMSTALL 5-ko3(a-i TERMINAL J VEMDDR FORMILL-\ED
CES-IOOD IS APPLICABLE SUPERSEDES: PROJ /3 Œ-t-73 SIZE CODE IDENT. DWG NO
NLS.O LS. I 16.3 LL• - -
VENDOR CODES PER S-\AOO NO. 12¯7OG25

APPD -
CES-XXXX=CESSNA SPEC. NO. . .
INSTALL 5-13(.FL-do TERMIMALCAJ VEMIX3R FUsialisi-lED w/IRE s-xxx oR cMxxxX=CESENA SUPERSEDED BY: OTHER c 7ia79
STD. NO SCALE: MORE (SR¯[403) PAGE: \\,\fo.4
FORM NO. BO.215B
REVISION
BK RE\l: ttu tuoTE & S-\StS-\ IA It

NOTF- -
WAS S-\4A3-i 5-\4A3-\ WAS WKW a

TYPICAL 46 PLAC.ES \S2A- ADO LB40 S-\t.95-2.
E 12.433\A-\3
WHEM OPTIONAL POST UCMIS ARE LNSTALLE REF (SR Ofot
5-1483-1 TERt1INAL REP 5-1829-1 TERtilNAL
LB4o 20 5 1493-\ Sol-DER

NEL(4)22 SOLÞER S 341-2
REDBEL(S 22 00LDE1L 5-341-1
EILK(4) 22 NLDER 5-34t-2

15LK(53 7.2 SOLDER >1361+5
BLK(C) 22 5-341-2 SOLDER
BLKO3 El RDER SOLDER .
Dif-LBa3 2O S)LlER û-tWH-o

OHF-LB61EO 5-341-1 5-1361+5
DNB 2O O $44-4 5-t%1+6

USS7 10 5-1629-1 SOLDER
Lema 2O S-l495-l 5-341-2.
IO 1213319-\3 LIGHT Amar LB3t5 CO 5-4493-4 5-540t
9 S-tro95-2 SWITCB LOS4 to 5-1619-1 5-541-1
a C t-OICC COMPAss Assy LBS3 la 5-\493 I 5-1829-1
coo¶ENO. GA MATERIAL SERIALS
7 3400E-55 TERMINAL BLOCK ETMC. LG TERLINALS
6 S-2OES-I TERMINAL WIRE TABLE

5 5-1899-4 LISHT ASSY CONTRACT NO: COMMERCIAL AIRCRAFT DIV
4 5-1899-5 LIGHT 58OO E. PAWNEE
s_ggg-¡..y. sygyz-4 NAME DATE OR.AIRCRAR CO. WICHITA.KANSAS
DESIGN -jg.gg TITLE

INSTC gg g .
CetoSCO2OE TER DIAGRAM--
1270473-5 LIC,MT Y amouP , & 3-loco.. WIRING
PART NO. DRAWN PAPE z+;o POST LIGHTING,OPT 84 VOLT
DESCRIPTION \Í
CES-IOOO IS APPLICABLE SUPERSEDES: PROJ SIZE CODE IDENT. DWG NO
¡ ,
NDOR COEDSESNPER OOO. -1-10

NO
APPD MO N i
STD. NO PAGE:
ECALE: N )(,¶"(.1
nu no eone
9
L
LISHTIMCo REVISION
SHOCK PANEL POST MAN FRESS.,TACH., Mot.)RMETER ,
CARS AtR 4 ECON PWR Post
CD REFER To PataE U. .t. FOR REV\SION
RED/YEL (I)
BLK (1) CW
CW CW I
SLKO) REOREL )
REO/YEl‡[)BLK Cl) BLK(i) REb/YEL(i)
CW
Cw I
BLK(Il RED/NEL(i)
REOjytt(!) BLK (I ) SLK(t) REOjW.Ltt
CW CW CW
CW
BLK(t) RRONEL(1)
REO/YE BLK(I)REONEL(t
BLW.1 /Y
REO/YE BLK REL(4
b LS
RED/YE BL EO/YE LBSS
LE54 F) ¾¾ P i t .tS.1
LBlo E-F)¾SEEPit.IS.I
DHP-LBOO
I LB36
LB3 (REF LB4O
PROESTAL
omv-Lae.» muelvet(Û LB39(REF)

I
CW | GA MATERIAL LG TERMINALS SERIALS
coiE NO.
g¡--LBS(Rep) WIRE TABLE
kg (g) CONTRACT NO:
5800 E. PAWNEE
NAME DATE WICHITA, KANSAS
BLK(REF SSila AlERAFTCO.
--- TITLE
DESIGN
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BY REY: 54004-Sib WAS 540OZ-55 Gw
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5 CT100fot3-IS E5tkle ALLY'
CONTRACT NO: COMMERC1AL AIRCRAFT DIV.
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3 12433\A L\G.MT ASSy
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DESCRIPTION
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EQUIPMENT TABLE (OPTIONAL')
CES-IOOO IS APPLICABLE SUPERSEDES PROJ 3 E-2-73 SlZE CODE IDENT. DWG NO
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EQUIPMENT TABLE
CES-IOOO IS APPLtCABLE SUPERSEDES: PROJ SIZE ODE IDENT DwG NO
VENDOR CODES PER S-¡AOO \ LI & NO.
APPD y
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REVISION
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BY REV· SER IN H-HC4, 5-1867-156 BLA

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3
OBOOto2·-(o DESIGN - - TITLE
STALL WARNYMTK-m --
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UIPMENTDESCRPT N VEM ARNENDG MOTR,0PTBE4 STALTLL
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CES-lOOO SUPERSEDES: PROJECT SIZE CODE IDENT. DWG NO.
15 APPLICABLË
ANDOR CODES PAER S OO RSED¯ NOia79
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LET DESGRlPTlON DATE APPD
19 REY : AODED A-t-CS,H-FClo, H-i-B3 © ¿A

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P\TOT TUBE y STALL
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EQUIPMENT TABLE
CES-IOOD IS APPLICABLE SUPERSEDES: Paca É SIZE CODE IDENT. DWG NO
43093
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VENDOR CODES PER 8-1400 P O 3 NO.

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CES-XXXX=CESSNA SPEC. NO. .
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LET DESCRlPTION DATE APPD

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s-XXX CMXXXX=CESSNA
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fo 5-t(o4O-9 HOUstM6- Pt WlRE TABLE
5 5-iloëWS MOUSINO-5OCKET CONTRACT NO:
COMMERCIAL AIRGRAFT DIV.
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WICHITA, KANSAS
a 5-1951- I awiscB NAME DATE SHR AIRGARCO.
S-13toO-6 DESIGN TITLE
2 CIRCUtT BREAKEg --
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PARTNO. DESCRIPTION WING FLAPS,OPT 24 VOLT
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CES-IOOG SUPERSEDES: PROJ CT SIZE DE IDENT. DWG NO.
IS APPLICABLE
VENDOR CODES PER 54400 ŸAGE APPD
CES-XXXX-CESSNA SPEC. NO O6 5
SUPERSEDED BY:
S-XXX NR CMXXXX=CE55NA
14.5 PAGE: •Ÿ
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N
CESMIDO 15 APPLICA-i.E PRDJE f . SizE CODE DENT. DWG ND.
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IS S-ISGO-SL GRCU\TíbREACER 2.6 LT Ito 3-1035-2 S-tásc. 2.
14 CSOtOO2.-OlO7 ACTUATOR ASSY 26VOLT DH CC48 ilo S13672-4S-R,36-2
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THESE SWITCHES ARE. PAR..T OF li C.sotoot-osot ACTuaTOR Amy AVOLT DWCC43 \(p 513f.7-24S-!C.362
CSOt00Z.- AC-TUATOR ASSV 10 S-l(oSS-1 MOUSMC,- PLU6 DH EE42 I(o S \3/4T-346-1367-2 A
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WlCHITA. KANSAS
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| _TITLE
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NO. DESCRIPTION _a-,s W ING FL A PS
CHECK )()NC S (-(pO
EQUIPMENT TABLE vemoog STRESS
S E S APROJECT SE GO EIDENT. DWGNO.270625
CESIOU ISMAPP CABSLEANO
sTD. NO. SCALE:MONŸ. Ogg PAGE:\ggg

N SESE DESCRiPTIREVISION
LET DATE APPD

L\NITCHES ARE PART OF CIOt0OZ ACTUATOR ASSY
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FLAP UP
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DWN
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LNúT I 133 51433
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IO C3DiOO2-OlOi AETUATOR A55Y 105-CC22 \G 3fo 513C7-245-13(ol-Z-4
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3 S-It.38-2 WOU5tNG-CAP ç*D
NO GA MATERIAL LG TERY.INALS SERIALS
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SEC4O-1Z
WIRE TABLE
5 HOU5\NG-P\N
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S-Ifo*1-\2 HOUS\NG-SOCWET CDMM CIALEAIRCWRA DIV.
+
3 Et3-DOM SWlTCH NAME DATE oAlÑÊÑA Û. WICHITA, KANSAS
2 S-ISOC-I SWITCH DESIGN TITLE

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(SR7403 REW)

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9

TWO-BLADED, EXTENDED HUB PROPELLER

Figure 14-1. Propeller Installation (Sheet 2 of 4)

Figure 14-1. Propeller Installation (Sheet 3 of 4)

THREE-BLADED, EXTENDED HUB PROPELLER

Figure 14-1. Propeller Installation (Sheet 4 of 4)

Figure 14-2. Governor Control Arm and Bearing Assembly

ON THE MODEL U206 ',

Figure 14-3. Governor and Control Adjustments

TABLE OF CONTENTS Page

1. Retainer 17. Left Air Duct

Figure 15-1. Heating and Defrosting Systems (Sheet 1 of 2)

34. Washer 41. Cover 49. Control Arm

Figure 15-1. Heating and Defrosting Systems (Sheet 2 of 2)

Change 3 15-2A/(15-2B blank)

1. Clamp 10. Screen 20. Seal

Figure 15-2. Forward and Overhead Ventilating System (Sheet 1 of 2)

11 Tighten nut (4) securely, and

1. Silencer Assembly 7. Washer 14. Hose

Figure 15-2. Overhead Ventilating System (Sheet 2 of 2)

position with the

Oil, grease or other lubricants in contact

steel stamped on the shoulder, top head or neck of

partment of Transportation), rather than

NOTE b. Cylinder serial number is stamped below or

THRU P20600603 AND U20601444 APPLY LOCKTITE

1. ON-OFF Control 5. Regulator 10. Low Pressure Relief Valve

Figure 15-3. Oxygen System (Sheet 1 of 3)

1. ON-OFF Control 3. Filler Valve 6. Low- Pressure Line

Figure 15-3. Oxygen System (Sheet 2 of 3)

When replacing O-rings (6), 11

1. Adapter 14. Arm

Figure 15-3. Oxygen System (Sheet 3 of 3)

Each interconnected series of oxygen cylinders is

Figure 15-4. Portable Oxygen Cascades

aircraft cylinders to approximately 1, 975 psi or as TABLE OF FILLING PRESSURES

INSTRUMENTS AND INSTRUMENT SYSTEMS

TABLE OF CONTENTS Page

INSTRUMENTS AND INSTRUMENT SYSTEM 16-1 Description . . . . . . . . . . . .

Figure 16-1. Typical Instrument Panel Installation

** U20601597 THRU U20601618, ,

Detail g 23 BEGINNING WITH 11 Detail D

1. Line (To Right Sump) 9. Spacer 17. Bracket

Figure 16-2. Pitot-Static Systems

Specific airspeed indicators, listed

1. Instrument Panel Cover 5. Instrument Panel

Figure 16-3. True Airspeed Indicator

NOTE to prevent thread damage and entrance of foreign

Air bulb with check valves may be obtained

1. Squeeze air bulb to expel as much air as possible.

2. Hold suction hose firmly against static pressure source opening.

1. Hold pressure hose firmly against static pressure source opening.

Figure 16-4. Static System Test Equipment

16-17. TROUBLE SHOOTING--PITOT STATIC SYSTEM.

TROUBLE PROBABLE CAUSE REMEDY

TROUBLE PROBABLE CAUSE REMEDY

Defective mechanism or Substitute known-good indicator

Leaking diaphragm. Substitute known-good indicator

Alternate static source valve Check visually. Close for