Manual de Manutenção

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Actual Page Number 1
TM
AIRPLANE MAINTENANCE MANUAL

CARD 1 OF 7 PA-46-500TP
(S/Ns 4697001 and UP)
THE NEW PIPER AIRCRAFT, INC.

PART NUMBER 767-005
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December 31, 2004
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Published by Technical Publications The New Piper Aircraft, Inc. 2926 Piper Drive Vero Beach, Florida 32960 U.S.A.
Member General Aviation Manufacturers Association
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL AEROFICHE REVISION STATUS
Revisions to this Maintenance Manual 767-005 issued July 01, 2000 are as follows: Revision ORG000701 PR010219 PR010515 PR011201 PR030306 PR040109 PR041231 * Publication Date July 1, 2000 February 19, 2001 May 15, 2001 December 1, 2001 March 6, 2003 January 9, 2004 December 31, 2004 Aerofiche Card Effectivity All 1 1 1, 3, & 4 1, 2, 3, 4, 5, 6, & 7 1, 2, 3, 5, 6, & 7 1, 2, 3, 4, 5, 6, & 7
* Partial Revision OF MAINTENANCE MANUAL 767-005 Revisions appear in all seven Aerofiche Cards. Accordingly, discard your entire existing aerofiche card set and replace it with this set dated 12/31/04.
Consult the Customer Service Information Aerofiche (P/N 1753-755) for current revision dates for this manual.
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AEROFICHE EFFECTIVITY
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL INTRODUCTION LIST OF EFFECTIVE PAGES
CHAPTER SECTION Intro-List of Effective Pages Intro-Table of Contents
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DATE Dec 31/04 Jul 1/00 Jan 9/04 Jul 1/00 Jan 9/04 Dec 31/04 Jan 9/04 Jan 9/04 Dec 31/04 Dec 31/04 Dec 31/04 Jan 9/04 Mar 6/03 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
CHAPTER SECTION
PAGE
DATE
Introduction
Index
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PAGE 1 INTRO - LIST OF EFFECTIVE PAGES Dec 31/04
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INTRO - LIST OF EFFECTIVE PAGES
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL TABLE OF CONTENTS
SUBJECT
SECTION INTRODUCTION
PAGE
GRID NO.
Instructions for Continued Airworthiness General Effectivity Serial Number Explanation Assignment of Subject Material Pagination Aerofiche Effectivity Identifying Revised Material Indexing List of Effective Pages Warnings, Cautions, and Notes Accident/Incident Reporting Supplementary Publications PIPER Publications Vendor Publications Chapter/Section Index Guide INDEX Index
1 1 2 2 2 2 3 3 3 3 3 3 4 4 4 9
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INTRO - CONTENTS
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INTRO - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL INTRODUCTION
1.
Instructions for Continued Airworthiness WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE VALID FOR AIRPLANES SO MODIFIED. The PIPER PA-46-500TP Malibu Meridian Maintenance Manual constitutes the Instructions for Continued Airworthiness as required by Federal Aviation Regulations (FAR) Part 23, Appendix G. Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection Program is in Chapter 5 (5-20-00).
2.
General This publication is prepared in accordance with the General Aviation Manufacturers Association (GAMA) Specification No. 2, with respect to the arrangement and content of the System/Chapters within the designated Chapter/Section-numbering system. WARNING: USE ONLY GENUINE PIPER AIRCRAFT PARTS OR PIPER AIRCRAFT APPROVED PARTS OBTAINED FROM PIPER APPROVED SOURCES, IN CONNECTION WITH THE MAINTENANCE AND REPAIR OF PIPER AIRPLANES. Genuine PIPER parts are produced and inspected under rigorous procedures to insure airworthiness and suitability for use in PIPER airplane applications. Parts purchased from sources other than PIPER, even though identical in appearance, may not have had the required tests and inspections performed, may be different in fabrication techniques and materials, and may be dangerous when installed in an airplane. Additionally, reworked or salvaged parts or those parts obtained from non-PIPER approved sources, may have service histories which are unknown or cannot be authenticated, may have been subjected to unacceptable stresses or temperatures or may have other hidden damage not discernible through routine visual or nondestructive testing. This may render the part, component or structural assembly, even though originally manufactured by PIPER, unsuitable and unsafe for airplane use. THE NEW PIPER AIRCRAFT, INC. expressly disclaims any responsibility for malfunctions, failures, damage or injury caused by use of non-PIPER approved parts. NOTE: THE NEW PIPER AIRCRAFT, INC. expressly reserves the right to supersede, cancel and/or declare obsolete any part, part numbers, kits or publication that may be referenced in this manual without prior notice. Any question concerning the care of your airplane, be sure to include the airplane serial number in any correspondence.
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3.
Effectivity This maintenance manual is effective for PA-46-500TP Malibu Meridian airplane serial numbers 4697001 and up. This encompasses the following model years: NOTE: The following information is provided as a general reference only. Model Year 2000 2001 2002 Serial Numbers 4697001 thru 4697037 4697038 thru 4697119, and 4697121, 4697123, & 4697125 4697120, 4697122, 4697124, and 4697126 thru 4697141, and 4697143, and 4697145 thru 4697147 Model Year 2003 2004 2005 Serial Numbers 4697142, 4697144, and 4697148 thru 4697173 4697174 thru 4697197 4697198 and up
4.
Serial Number Explanation Example:
46 97 001
SEQUENCE NUMBER MODEL CODE 97 = PA-46-500TP MALIBU MERIDIAN
TYPE CERTIFICATE DESIGNATION
5.
Assignment of Subject Material This publication is divided into industry standard, three element, numeric subject groupings as follows: A. System/Chapter - The various groups are broken down into major systems such as Environmental Systems, Electrical Power, Landing Gear, etc. They are assigned a number, which becomes the first element of the standardized numbering system. Thus, the element 28 of the number 28-40-01 refers to the chapter Fuel. Everything concerning the fuel system will be covered in this chapter. Sub-System/Section - The major systems/chapters of an airplane are broken down into subsystems. These sub-systems are identified by the second element of the standard numbering system. The element 40 of the number 28-40-01 concerns itself with the indicating section of the fuel system. Unit/Subject - The individual units within a sub-system/section may be identified by the third element of the standard numbering system. The element 01 of the number 28-40-01 is a subject designator. This element is assigned at the option of the manufacturer and is normally zeroed out by PIPER.
B.
C.
Refer to paragraph 14, Chapter/Section Index Guide, for a complete breakdown and list. The material is arranged in ascending numerical sequence. 6. Pagination The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page numbering system for this manual. Within each Section, pages are numbered consecutively beginning with Page 1 (i.e. - 28-40-00, Page 1). Additionally, the aerofiche grid numbering system (explained below) is also used to indicate location within the manual.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Aerofiche Effectivity A.
7.
The General Aviation Manufacturers Association (GAMA) have developed specifications for microfiche reproduction of aircraft publications. The information compiled in this Aerofiche Maintenance Manual will be kept current by revisions distributed periodically. These revisions will supersede all previous revisions and will be complete Aerofiche card replacements and shall supersede Aerofiche cards of the same number in the set. The Aerofiche Effectivity page at the front of this manual lists the current revision for each card in this set. Conversion of Aerofiche alpha/numeric grid code numbers: First number is the Aerofiche card number. Letter is the horizontal row reference per card Second number is the vertical column reference per card. Example: 2J16 = Aerofiche card number two, row J, column 16.
B.
C.
To aid in locating information, the following is provided at the beginning of each aerofiche card: (1) A complete Introduction containing the Chapter/Section Index Guide for all fiche in this set. (2) A complete subject Index for all fiche in this set.
8.
Identifying Revised Material A revision to a page is defined as any change to the printed matter that existed previously. Revisions, additions and deletions are identified by a vertical line (i. e. - change bar) along the lefthand margin of the page opposite only that portion of the printed matter that was changed. A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page number and date), indicates that the text was unchanged but the material was relocated to a different page. Example. NOTE: Change bars are not used in the title pages, list of effective pages, or index.
9.
Indexing An alphabetically arranged subject Index follows this introduction to assist the user in locating desired information. In addition, each System/Chapter begins with an individual Table of Contents.
10. List of Effective Pages Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the effective revision date for each page in that chapter. 11. Warnings, Cautions and Notes These adjuncts to the text are used to highlight or emphasize important points when necessary. WARNINGS call attention to use of materials, processes, methods, procedures or limits which must be followed precisely to avoid injury or death to persons. CAUTIONS call attention to methods and procedures which must be followed to avoid damage to equipment. NOTES call attention to methods which make the job easier. Warnings and Cautions shall be located directly above and Notes directly beneath the text and be in line with the paragraphs to which they apply. 12. Accident/Incident Reporting To improve our Service and Reliability system and aid in our compliance with FAR 21.3, knowledge of all incidents and/or accidents must be reported to Piper immediately. To expedite and assist in reporting all incidents and accidents, Piper Form 420-01 has been created. See Service Letter 1041 for latest revision. This procedure is to be used by all Dealers, Service Centers and Repair Facilities.
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13. Supplementary Publications The following publications/sources provide servicing, overhaul and parts information for the PA-46-500TP airplane and its various components. Use them to supplement this manual. A. Piper Publications: (1) Parts Catalog - P/N 767-004 (2) Progressive Inspection Manual (100 hour) - P/N 767-009 B. Vendor Publications: WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (1) AIR CONDITIONING COMPRESSOR: Vendor Address: Sanden International (USA), Inc. 601 South Sanden Blvd. Wylie, Texas 75098 http://www.sanden.com/ PH: - (972) 442-8400 FAX: - (972) 442-8700
(2) AIR CONDITIONING EVAPORATORS AND BLOWERS: Vendor Address: Enviro Systems, Inc. P.O. Box 1404 Seminole, Oklahoma 74868 PH: - (405) 382-0731
(3) ALTERNATOR: Vendor Address: Electro Systems, Inc. PH: - (888) 461-6077 Airport Complex P. O. Box 273 Fort Deposit, Alabama 36032 http://www.kellyaerospace.com/index.htm/
(4) ALTERNATOR CONTROL UNIT: Vendor Address: (5) AUTOPILOT: Vendor Address: S-TEC Corporation One S-TEC Way Mineral Wells, Texas 76067-9236 http://www.s-tec.com PH: - (940) 325-9406 Lamar (See Generator Control Unit)
Instructions for Continued Airworthiness: S-TEC System 550 Flight Director/Autopilot with Trim, Yaw Damper and Altitude Selector Alerter - Part No. 81532P Instructions for Continued Airworthiness: Meggitt Avionics / S-TEC MAGIC 1500 Flight Director/Autopilot - Part No. 81532P
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (6) BATTERIES: (a) AIRCRAFT MAIN: Vendor Address: Concorde Battery Corp. 2009 San Bernardino Road West Covina, CA 91790 http://www.concordebattery.com
PH:
- (626) 813-1234
Maintenance Manual Supplement:
Manual M1 - Supplement for Concorde Valve Regulated Lead-Acid Main Battery
(b) STANDBY ATTITUDE INDICATOR EMERGENCY POWER SUPPLY: Vendor Address: BFGoodrich Avionics Systems, Inc. 5353 52nd Street, SE P.O. Box 873 Grand Rapids, MI 49588-0873 http://www.bfgavionics.com/ PH: - (616) 949-6600
Service Letter: (7) BRAKES AND WHEELS: Vendor Address:
SL-120A, or latest revision, PS-834 Battery Charging and Capacity Testing.
Parker Hannifin Corp PH: - (800) 272-5464 Aircraft Wheel and Brake Division 1160 Center Road Avon, Ohio 44011 http://www.parker.com/cleveland/Universe/book.pdf
(8) DEICER SYSTEM: Vendor Address: BFGoodrich Aerospace De-Icing and Specialty Systems 1555 Corporate Woods Parkway Uniontown, Ohio 44685-8799 http://www.bfg-ips.com/ PH: - (330) 374-3040 FAX: - (330) 374-2290
(9) ELECTRONIC FLIGHT INFORMATION SYSTEM (EFIS): Vendor Address: Meggitt Avionics, Inc. 10 Ammon Drive Manchester, NH 03103-7406 http://www.meggittavi.com/ PH: - (603) 669-0940 FAX: - (603) 669-0931
or
Avidyne Corporation PH - (800) 284-3963 55 Old Bedford Road Lincoln, MA 01773 http://www.avidyne.com/index.htm
Instructions for Continued Airworthiness (Avidyne): Primary Flight Display and Magnetometer/OAT: Multifuntion Display: Document No. AVPFD-174 Document No. AVMFD-167
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(10) EMERGENCY LOCATOR TRANSMITTER: Vendor Address: Artex Airccraft Supplies 14405 Keil Road NE Aurora, Oregon 97002 http://www.artex.net/ PH: - (800) 547-8901
(11) ENGINE: Vendor Address: Pratt & Whitney Canada, Inc. PH: US/CAN - (800) 268-8000 1000 Maire-Victorin Blvd. INTL - (450) 647-8000 Longueuil, Quebec Canada J4G 1A1 http://www.pwc.ca/www/en_pwc/index2.asp Pratt & Whitney Turboprop Gas Turbine Engine - Maintenance Manual (PT6A-38/-40-/41/-42/-42A) P/N 3021442
Maintenance Manual:
(12) ENGINE FIRE WARNING SYSTEM: Vendor Address: Meggitt (See Electronic Flight Information System)
(13) ENGINE INSTRUMENT DISPLAY SYSTEM (EIDS): Vendor Address: Meggitt (See Electronic Flight Information System)
(14) ENVIRONMENTAL CONTROL SYSTEM (ECS): Vendor Address: Enviro Systems, Inc. (See Air Conditioning Evaporators and Blowers)
(15) FIRE EXTINGUISHER (PORTABLE): Vendor Address: H3R Inc. PH: - (800) 249-4289 43 Magnolia Ave # 4 San Francisco, California 94123-2911 http://www.h3r.com/index.htm
(16) FORCE APPLICATOR KIT: Vendor Address: Safe Flight Instrument Corp. 20 New King Street White Plains, New York 10602 PH: - (914) 946-9500
(17) FUEL BOOST PUMP: Vendor Address: Parker Hannifin Corp. PH: - (800) 382-8422 Airborne Division 711 Taylor Street Elyria, Ohio 44035 http://www.parker.com/cleveland/Universe/book.pdf
(18) FUEL FILTER ASSEMBLY: Vendor Address: Pall Aeropower Corp. 5775 Rio Vista Drive Clearwater, Florida 33760-3114 http://www.pall.com PH: - (800) 933-3111
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (19) GENERATOR CONTROL UNIT: Vendor Address: Lamar Technologies Corp. 14900 - 40th Ave. N.E. Marysville, WA 98271 http://www.lamartech.com/
PH: - (360) 651-6666
(20) GROUND BLOWER: Vendor Address: Electro-Mech Inc. 2600 S. Custer Wichita, Kansas
(21) GEAR LOCKING ACTUATORS, NOSE GEAR DOOR ACTUATOR, HYDRAULIC PUMP, AND ALL HYDRAULIC COMPONENTS: Vendor Address: Frisby Aerospace 4520 Hampton Rd. Clemmons, NC 27012 http://frisbyaerospace.com/ PH: - (336) 766-9036 FAX: - (336) 766-9040
(22) HI-LOK FASTENERS AND TOOLS: Vendor Address: Hi-Shear Corporation 2600 Skypark Drive Torrance, California 90509 PH: - (213) 326-8110
(23) LIGHTS - NAVIGATION, STROBE, AND STANDBY/MAP LIGHTS: Vendor Address: Whelen Engineering Co. Inc. Route 145, Winthrop Rd. Chester, Conneticut 06412 http://www.whelen.com/ PH: - (860) 526-9504 FAX - (860) 526-2009
(24) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS): Vendor Address: Garmin International 1200 East 151ST Street Olathe, KS 66062 http://www.garmin.com PH: - (913) 397-8200
(25) OXYGEN SYSTEM: Vendor Address: Scott Aviation 2225 Erie Street Lancaster, New York 14086 http://www.scottaviation.com/ PH - (716) 683-5100
Maintenance Manual:
Operating and Maintenance Instructions, EROS, Quick Donning Mask-Regulator MC-10-[ ]-[ ] Series, P/N 4NUT0045A
(26) PRESSURIZATION SAFETY AND OUTFLOW VALVE, CONTROLLER VALVE: Vendor Address: AlliedSignal Aerospace PH - (310) 323-9500 Aerospace Equipment Systems FAX: - (310) 512-2221 2525 W. 190th Street Torrance, CA 90504 http://www.alliedsignalaerospace.com/aerospace/
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(27) PROPELLER: Vendor Address: Hartzell Propeller Inc. PH - (937) 778-4379 One Propellor Place FAX - (937) 778-4321 Piqua, OH 45356-2634 http://www.hartzellprop.com/index2.htm Manual No. 143
Overhaul Instructions:
Aluminum Blade Inspection, Repair, and Overhaul Instructions: Manual No. 133 Propeller Owners Manual and Logbook: Manual No. 149
(28) PROPELLER GOVERNOR AND PROPELLER OVERSPEED GOVERNOR (I.E. - HTG): Vendor Address: Woodward Governor Company Aircraft Engine Systems Attn: Supervisor, Product Support One Woodward Way P.O. Box 405 Rockton, Illinois 61072-0405 http://www.woodward.com/AES/ Manual No. 61-20-15 (60045) PH - (815) 624-4400
(29) WEATHER RADAR, RDR - 2000: Vendor Address: Honeywell One Technology Center 23500 W. 105th Street, M/D #45 Olathe, KS 66061-1950 http://www.bendixking.com Bendix/King ART 2000 P/N 006-05332-0001
Maintenance Manual: Installation and Maintenance Manual with Instructions for Continued Airworthiness
Bendix/King KMD 850 MFD P/N 006-20000-0000
(30) RADIO COOLING BLOWER: Vendor Address: Troll Avionics, Inc. 4200 Encino Lane Ventura, CA 93001 PH - (805) 641-2028
(31) STARTER/GENERATOR: Vendor Address: Aircraft Parts Corp. 160 Finn Court Farmingdale, NY 11735-0110 PH - (516) 249-3053
(32) VACUUM REGULATOR: Vendor Address: Parker Hannifin Corp. (See Fuel Boost Pump)
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14. Chapter/Section Index Guide NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance Manual: 36, 38, 49, 53, 54, 60, 73, 78, 80, 81, 83, and 95. These chapters are omitted because the subject system is either: not installed in these airplanes; adequately covered in vendor or other manuals; or, for ease of use, has been combined with another chapter. CHAPTER 4 00 5 00 10 20 30 50 6 00 7 10 8 10 20 9 00 10 20 10 10 20 11 20 30 12 00 10 20 20 00 SECTION TITLE AIRWORTHINESS LIMITATIONS Airworthiness Limitations TIME LIMITS/MAINTENANCE CHECKS General Time Limits Scheduled Maintenance Checks Special Inspections Unscheduled Maintenance Checks DIMENSIONS AND AREAS General LIFTING AND SHORING Jacking LEVELING AND WEIGHING Weighing Leveling TOWING AND TAXIING General Towing Taxiing PARKING AND MOORING Parking Mooring REQUIRED PLACARDS Exterior Placards and Markings Interior Placards and Markings SERVICING General Replenishing Scheduled Servicing STANDARD PRACTICES - AIRFRAME General 1L1 1J1 1H13 1H3 1G15 1G3 1F19 1F5 1C1 GRID NO. 1B15
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL SECTION TITLE ENVIRONMENTAL SYSTEMS 00 20 30 40 50 60 General Distribution Pressurization Control Heating Cooling Temperature Control AUTOFLIGHT 10 Autopilot COMMUNICATIONS 00 50 60 General Audio Integrating Static Discharging ELECTRICAL POWER 00 30 40 50 General DC Generation External Power Electrical Load Distribution EQUIPMENT/FURNISHINGS 10 20 50 60 Flight Compartment Passenger Compartment Cargo Compartments Emergency FIRE PROTECTION 10 20 Detecting Extinguishing FLIGHT CONTROLS 00 10 20 30 50 General Aileron and Tab Rudder and Tab Elevator and Tab Flaps FUEL 00 10 20 40 General Storage Distribution Indicating
CHAPTER 21
GRID NO. 2C1
22
2F9
23
2G13
24
2H3
25
2J1
26
2K1
27
3C1
28
3E15
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL SECTION TITLE HYDRAULIC POWER 00 10 General Main ICE AND RAIN PROTECTION 00 10 30 40 60 General Airfoil Pitot and Static Windows and Windshields Propellers INDICATING/RECORDING SYSTEMS 50 Central Warning Systems LANDING GEAR 00 10 20 30 40 50 60 General Main Gear and Doors Nose Gear and Doors Extension and Retraction Wheels and Brakes Steering Position and Warning LIGHTS 10 20 30 40 Flight Compartment Passenger Compartment Cargo and Service Compartments Exterior NAVIGATION 00 10 20 40 50 General Flight Environment Data Attitude & Direction Independent Position Determining Dependent Position Determining OXYGEN 10 20 Crew Passenger VACUUM 10 20 Distribution Indicating WATER/WASTE (See 12-00-00.)
CHAPTER 29
GRID NO. 3H5
30
3I1
31
3K7
32
4C1
33
4F11
34
4G7
35
4I13
37
4J11
38
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL SECTION TITLE ELECTRICAL / ELECTRONIC PANELS 10 20 Instrument and Control Panels Electrical & Electronic Equipment Racks STRUCTURES 00 10 70 80
CHAPTER 39
GRID NO. 4K3
51
5C1
General Investigation, Cleanup, and Aerodynamic Smoothness Repairs Electrical Bonding DOORS 5D1
52 10 20 70 55 10 20 30 40 56 00 10 20 30 57 40 50 61 00 10 20 70 00 71 00 10 20 30 70
Passenger/Crew Emergency Exit Door Warning STABILIZERS Horizontal Stabilizer Elevator Vertical Stabilizer Rudder WINDOWS General Flight Compartment Cabin Door WINGS Attach Fittings Flight Surfaces PROPELLERS General Propeller Assembly Controlling STANDARD PRACTICES - ENGINE General POWER PLANT General Cowling Mounts Fire Seals Drains 5J1 5I17 5H19 5G11 5F3 5E1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL SECTION TITLE ENGINE 60
CHAPTER 72 73
GRID NO. 5K19
Accessory Drives ENGINE AND FUEL CONTROL (See Pratt & Whitney Turboprop Gas Turbine Engine - Maintenance Manual (PT6A-38/-40-/41/-42/-42A) P/N 3021442.) IGNITION 6C1
74 10 20 75 00 76 00 10 77 00 10 20 40 78 79 20 30 80 91 10 91 (CONT.) 21 & UP
Electrical Power Supply Distribution AIR General ENGINE CONTROLS General Power Control ENGINE INDICATING General Power Temperature Integrated Engine Instrument Systems EXHAUST (See 71-00-00.) OIL Distribution Indicating STARTING (See 24-30-00.) CHARTS & WIRING DIAGRAMS Charts CHARTS & WIRING DIAGRAMS (CONT.) Electrical Schematics APPENDIXES 7C1 6G1 6F13 6E1 6D3 6C19
APPENDIX 1
GROUND TEST PROCEDURE - Meggit MAGIC ADAHRS and Pitot-Static System
6J1
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GRIDS 1A22 THRU 1A24 INTENTIONALLY BLANK
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Air Distribution System: 2C12 Bleed Air Check Valves: 2C14 Blowers Avionics Cooling: 2C14 Cabin Recirculation: 2C11 Ground Ventilation: 2C11 Airspeed Indicator, Standby: 4G23 Troubleshooting: 4G23 Airworthiness Directives (ADs): 1C7 Limitations: 1B21 Altimeter, Standby: 4G21 Troubleshooting: 4G21 Anchor Bolt, Removal and Installation: 4E12 Annunciator: 3K13 Antenna Installations: 4I10 Attach Fittings Corrosion Control Horizontal Stabilizer: 5E11 Vertical Fin: 5E21 Wing: 5H10 Attitude Indicator, Standby: 4H1 Emergency Power Supply: 4H1 Troubleshooting: 4H1 Autopilot: 2F15 Flap Compensator: 2G11 Flight Adjustments: 2F22 Ground Checks: 2F15 Installation: 2F18 Pitch Servo: 2G6 Pressure Transducer: 2G1 Roll Servo: 2F23 Servo Clutch Torque Adjustment: 2G10 Trim Monitor: 2F22 Trim Servo: 2G2 Yaw Amplifier: 2G8 Yaw Servo: 2G4 Autopilot/Flight Director Installation: 2F18 Avidyne FlightMax Entegra Component Locator: 4H17, 4I1 Description: 4H16 Maintenance: 4H16 Avionics Removal / Installation Face-Mounted: 4K9 Rack-Mounted: 4K9 Avionics Cooling: 2C15 Avionics Master Switch: 2G19
A
Absolute Pressure Regulator: 2C23 Access and Inspection Provisions: 1F14 Accessory Drive Installation: 5L4 ADF-650D: 4F22 Lighting Set-up: 4F22 Aerofiche Grid Code: A11 Aft-Facing Passenger Seat(s): 2J17 Aileron: 5H13 Balancing: 5H14 Control System: 3C20 Aileron - Rudder Interconnect: 3C22 Control Cables: 3C20 Control Column: 3C15 Control Wheel: 3C15 Rigging and Adjustment: 3C22 Troubleshooting: 3C15 Tab: 3C22 Air Conditioning System: 2D20 Charging Hookup: 2E8 Compressor: 2E18 Adjustment: 2E20 Fabricated Dipstick: 2E24 Installation: 2E20 Mounting Angle / Oil Level: 2F1 Positioning Sanden Compressor Internal Parts: 2E24 Evacuation Hookup: 2E16 Expansion Valve: 2F3 Kent Moore J23500 Charging Stand: 2E5 Leak Test Hookup: 2E16 Manifold Set Operation: 2E14 Robinair 34700 Charging Stand: 2E4 Robinair 34700 Charging Station Hose Hookup: 2E11 Service Valves: 2D21 Test Gauge and Manifold Set: 2E13
B
Baggage Net: 2J19 Ball Diameters for Testing Hose Restrictions: 6G13 Blocking Trim Cables: 3C9 Brakes Bleeding Procedure: 4E19 Draining System: 1J20 Filling Brake Fluid Reservoir: 1J20 Parking Brake Valve: 4E20 Servicing: 1J20 System Installation: 4E18 System Leak Check: 4E20 Toe Brake Cylinder Assembly: 4E15 Wheel Brake Assembly: 4E12 Buttock Lines: 1F13
C
Cabin Heat and Fresh Air System: 2D9 Mass Flow Control Valve: 2D11 Temperature Control Valve: 2F7 Cabin Pressure Control System: 2C18 Cabin Pressure Controller: 2D2 Cabinets: 2J16 Cable Tension vs. Ambient Temperature: 3C8 Calibration Engine Torque Indication Avidyne EFIS - (Optional): 6E16 Meggitt EFIS - (Standard): 6E11 Carpets: 2J10 Chapter/Section Index Guide: 1A17 Circuit Breaker Panels: 4K10, 4K14 Clamping Rudder Pedals in Neutral Position: 4D10
1B1
PAGE 1 INDEX Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Door Cabin: 5D7 Cable Assembly: 5D8 Latching Mechanism: 5D8 Seal: 5D12 Support: 5D7 Warning System: 5D17 Emergency Exit: 5D15 Seal: 5D15 Lubrication Chart: 1K9 Downspring Remove/Install Tool: 4E1
Cleaning Aircraft Finish: 1J7 Carpets: 1J11 Deice Boots: 1J10 Engine/Compressor: 1J7 Exterior: 1J8 Interior: 1J10 Landing Gear: 1J10 Relief Tube System: 1J11 Windows: 1J9 Windshield: 1J9 Clock: 1H9 COM/NAV/GPS: 4I9 Communications tranceivers: 2G19 Conical Seals: 1L7 Consumable Materials: 6G15 Control Cable Inspection: 3C10 Control Column Installation: 3C18 Control Wheel Installation: 3C16 Conversion Tables Drill Sizes: 6H14 Fuel Weight: 3G15 Inches to Millimeters: 6H13 Metric: 6H11 Temperature: 6H12 Torque: 6H9 Corrosion Conditions Affecting: 5C3 Forms of: 5C3 Inspections: 5C4 Attach Fittings Horizontal Stabilizer: 5E11 Vertical Fin: 5E21 Wing: 5H10 Elevator Trim Rod: 3D18, 5E18 Prone Areas: 5C6 Removal and Control: 5C5 Types of Metal Corrosion: 5C4 Covers: 1H11 Cowling-See Engine - Cowling
E
ECTM: 6F10 EDU: 6F1 Calibration Page: 3G19, 6E13, 6F7 Data Page: 6F6 DAU - Fuel Quantity Processor (FQP) Data Page: 3G17, 6E12, 6F8 Exceedance Data Page: 6F3, 6F5 Fuel Flow Display: 3G9 Fuel Quantity Display: 3G9 OAT Display: 3G9 Oil Pressure Display: 3G9 Primary Display: 6E11, 6F3 Reversionary Display: 6F4 Secondary Display: 3G9, 6F4 Test Mode: 6F4 Vacuum Pressure Display: 3G9 Effectivity: 1A10 EFIS Optional: 4G13, 4H16 Standard: 4G13, 4H3 Electrical Alternator: 2I4 Installation and Adjustment: 2I6 Alternator Control Unit (ACU): 2I9 Avionics Bus: 2H18 Batteries: 1K3, 2I12 Capacity Test: 2I15 Standby Attitude Indicator: 4H1
D
DAU Calibration Switches: 3G17 Decals-See also Placards Meyercord Decals Installation: 1I19 Removal: 1I19 Digital Voice Recorder: 1H9 Dimensions and Areas: 1F5
Bonding Inspections 100 Hour: 5C23 On Condition: 5C23 Resistance Index: 5C24 Straps: 2H1 Circuit Breaker Panels: 4K104K14 Distribution: 2H20 Electrical System Functional Test: 2H18 Load Distribution: 2I22 Overview: 2H9 Troubleshooting: 2H12 Electronic Control Module Identification: 4K16 External Power Receptacle: 2I19 Generator Control Unit (GCU): 2I1 Operational Tests: 2I3 Static Tests: 2I1 Troubleshooting: 2I2 Main Bus: 2H18 Master Electrical Panel: 4K21 Relay Installation: 4K22 Schematics Air Conditioning and Vent Blowers: 7C20 Airspeed Warning: 7J10 Alternator System and Control: 7D20 Altimeter, Standby: 7J12 Annunciator Panel: 7G21 Attitude Indicator, Standby: 7J14 Audio: 7D9 Autopilot: 7D2 Avionics Cooling: 7C10 Avionics Lighting: 7I10 Bleed Air Control: 7C12 Blower, Vent Cabin Recirculation: 7C20 Ground: 7C8 Cabin Lights: 7I18 Cabin Pressurization: 7C14 Cabin Pressurization Dump: 7C18 Cabin Side Panel Lights: 7I20 Circuit Breaker Panel Lighting: 7H22 Clock: 7E6
PAGE 2 Dec 31/04
INDEX
1B2
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Intercom: 7D9 Landing Gear Position Indicators: 7H8 Landing Gear Warning: 7H10 Landing Lights: 7J6 Lift Detector Heat: 7G8 Lights: 7H20 Avionics: 7I10, 7I14 Cabin: 7I18 Cabin Side Panel: 7I20 Circuit Breaker Panel: 7H22 Courtesy: 7I18 Ice: 7J4 Instrument Panel Posts: 7I2 Instrument Panel Switches: 7I6 Landing: 7J6 LCD Panel: 7I14 Map: 7H20 Navigation: 7I22 Oxygen Cabinet: 7I6 Position: 7I22 Recognition: 7J6 Strobe: 7I22 Tail: 7J2 Taxi: 7J6 Wing Inspection: 7J4 Map Lights: 7H20 Marker Beacon: 7D9 Meters: 7D16 Monitoring, Engine Data: 7L9 NAV/COM #1: 7K8 NAV/COM #2: 7K10 Navigation Lights: 7I22 Oil Pressure Switch: 7G18 Oxygen Generator System: 7K14 Panel (Post) Lights: 7I2 Panel LCD Lighting: 7I14 Panel Switch Lights: 7I6 Pitot Heat: 7G6 Position Lights: 7I22 Power Distribution: 7D12 Pressurization: 7C14, 7C18 Propeller Heat: 7G14 Radar, Weather: 7K6 Recorder, Digital Voice: 7E6 Rudder Meter: 7D16 Rudder Trim: 7E14
Electrical (cont.) Schematics (cont.) COM/NAV #1: 7K8 COM/NAV #2: 7K10 Console, Entertainment: 7E8 Cooling, Avionics: 7C10 Data Acquisition, Engine: 7L9 Deice, Propeller: 7G14 Deice, Surface: 7G2 Digital Voice Recorder Clock: 7E6 Display, Engine Data: 7L15 EFIS: 7J18 Electric Flaps: 7E22 Electroluminescent Panel Lighting: 7H22 ELT Power: 7E7 Emergency Pressurization Valve: 7C14 Engine Data Acquisition: 7L9 Engine Data Display: 7L15 Engine Data Monitoring: 7L9 Entertainment Console: 7E8 Environmental and Bleed Air Control: 7C12 Fire Detection System: 7E12 Flap Indicator: 7F2 Flaps: 7E22 Flight Hour Meter: 7G18 Fuel Filter: 7F10 Fuel Pressure: 7F6 Fuel Pumps: 7F6 Fuel Quantity - Left: 7F12 Fuel Quantity - Right: 7F14 Generator System and Control: 7D22 GMA-340 Audio/Mkr/Intercom: 7D9 GNS-530 #1: 7K8 GNS-530 #2: 7K10 GPS# 1: 7K8 GPS# 2: 7K10 Ground Clearance: 7D6 GTX-327: 7K12 Heated Windshield: 7G12 Hour Meter: 7G18 Hydraulic Pump: 7F22 Ice Light: 7J4 Instrument Panel Post Lights: 7I2 Switch Lights: 7I6
Stall Detection and Warning: 7E18 Standby Altimeter: 7J12 Standby Attitude Indicator: 7J14 Strobe Lights: 7I22 Surface Deice: 7G2 Switch Lights, Panel: 7I6 Tail Light: 7J2 Taxi/Recognition Lights: 7J6 Transponder: 7K12 Turn Coordinator(s): 7K2 Vent Blower Cabin Recirculation: 7C20 Ground: 7C8 Volt/Amp Meters: 7D16 Weather Radar: 7K6 Windshield Heat: 7G12 Wing Deice: 7G2 Wing Inspection (Ice) Light: 7J4 Servicing: 1K2 Starter Generator: 2H21 Static Wicks: 2H1 Switches: 4K10 Overhead Switch Panel: 4K10 Push ON - Push OFF: 4K12 Rocker-type: 4K12 Symbols: 6H16 Terminal Junction Module Identification: 4K16 Tie Bus Panel Connections: 4K19 Volt / Ammeter: 2I21 Voltage Adjustment: 2H19 Voltage Regulation and Control: 2H19 Wire Coding: 6H15 Electronic Attitude Director Indicator (EADI): 4H3 Basic Functional Test: 4H3 Troubleshooting: 4H6 Electronic Control Module Identification: 4K16 Electronic Flight Information System-See EFIS Electronic Horizontal Situation Indicator (EHSI): 4H9 Basic Functional Test: 4H9 Color Coding: 4H13 Default Settings: 4H13 Troubleshooting: 4H10
1B3
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Foreign Object or Debris (FOD) Ingestion: 1E18 Fuel Manifold/Fuel Nozzle Assembly Bolts: 2K10 Ground Test: 5J17 Lubrication: 1K1 Chart: 1K15 Chip Detectors: 1K2 Draining and Flushing Oil Sump: 1K1 Filling Oil Sump: 1K1 Oil Changes: 1K1 Oil Filter: 1K2 Maintenance Manual: 5I24, 5J7 Oil Chip Detectors: 1K2 Oil Cooler Installation: 6F19 Oil Pressure Transducer Installation: 6F21 Oil Temperature Probe Installation: 6F21 Overspeed: 1E18 Overtemp: 1E18 Overtorque: 1E18 Performance Check: 6D11 Safety Precautions: 5J17 Serial number plate: 1F7 Sudden Stoppage: 1E18 Tachometer Generators: 6E20 Torque Limits: 5J15 Troubleshooting: 5J9 Wet Motoring Run: 5J16 Engine Condition Trend Monitoring (ECTM)-See ECTM Engine Fire Detection System: 2K7 Environmental System: 2C9
Elevator Balancing: 5E15 Control System: 3D11 Rigging: 3D14 Torque Tube Bearing Changes: 3D12 Trim Controls: 3D14 Actuator Assembly: 3D19 Rigging: 3D18 Troubleshooting: 3D11 Elevator and Elevator Trim Installation: 3D15 Torque Tube Bearing Changes: 3D12 Trim Tab: 5E18 Push Rods Attach Brackets: 5E18 Rods Corrosion Control: 5E18 ELT: 2J21 Artex 110: 2J22 Testing: 2J23 Wiring Schematic: 2J22 Emergency Gear Release Valve: 4E7 Emergency Locator TransmitterSee ELT Empennage Installation: 5E8 Engine Accessory Drive: 5L3 Control Adjustments: 6D14 Condition Lever Cable: 6D22 Description: 6D9 Engine Controls Installation: 6D16 Engine Performance Check: 6D11 Manual Override Lever Cable: 6D23 Power Lever Cable: 6D18 Cowling: 5J19 Description and Operation: 5J7 Drains: 5K11 Dry Motoring Run-See POH, Para 4.15 Dual Drive: 5L3 ECTM: 6F10 Engine Installation: 5J12 Fire Seals: 5K5 Fire/Overheat Detection: 2K7 Computer: 2K10
F
Fatigue Life: 1B21 Fiberglass Repairs-See Repairs Fiberglass Fire Extinguisher: 2K13 Flap Compensator: 2G10 Flaps: 5H16 Bellcrank Distortion Inspection: 3E14 Control System: 3E3 Adjustment: 3E13 Motor-Actuator: 3E4, 3E12 Rigging: 3E12 Troubleshooting: 3E3 Drive System: 3E4 Flared Tube Assemblies: 1L7
Flight Controls Aileron-See Aileron Description and Operation: 3C7 Elevator-See Elevator Flaps-See Flaps Lubrication Chart: 1K12 Rudder-See Rudder Standard Practices and Procedures: 3C7 Flight Deck View: 4K11 Fuel Additives: 1J14 Biocide: 1J15 Handling Practices: 1J14 Removing Biological Contamination: 1J19 Fuel Control Unit Adjustments: 6D13 Fuel System: 3F3 3/8 Inch Suction Line: 3F23 Boost Pumps: 3F18 Specifications: 3F19 Description: 3E21 Draining Fuel System: 1J17 Moisture: 1J17 Drains: 1J16 Engine Driven Pump (EDP): 3G1 Filling: 1J15 Filter: 1J16, 3F24 Assembly: 3F24 Servicing: 1J18 Float Switch: 3F15 Float Valve: 3F17 Forward Fuel Installation: 3F21 Fuel Quantity Indicator: 3G9 Calibration: 3G14, 3G21 Display: 3G9, 3G11 Full Range Check: 3G20, 3H1 Fuel Quantity Probes: 3G12 Fuel Return System Functional Test: 3G5 Operational Logic: 3G3 Fuel Temperture Indicator: 3H3 Functional Test: 3E24 Header Tanks: 3F15 Leak Evaluation: 3F8 Leakage Inspection: 3F10 Manual Fuel Shut-off Valve Cable Adjustment: 3F23 Operational Logic: 3F5
PAGE 4 Dec 31/04
INDEX
1B4
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Testing: 3H23 Troubleshooting: 3H11 Hydraulic Topping Governor-See Overspeed Governor
Fuel System (cont.) Quick Drain Valves: 3F23 Removing Biological Contamination: 1J19 Schematic: 3F2 Storage: 3F7 Trim Fittings: 3F20 Troubleshooting: 3E23 Fuel Weight Conversion: 3G15 Fuselage Stations: 1F10
I
Ice Protection: 3I7 Ignition System Checking: 6C9 Description and Operation: 6C7 Igniter Plugs: 6C13 Cleaning and Inspection: 6C13 Erosion Limits: 6C14 Ignitinon Exciter: 6C10 Ignition Cables: 6C15 Inspection: 6C15 Inspection Definitions: 1C11 Forms Discrepancy Record: 1E1 Equipment Change and Overhaul Record: 1E7 Event Inspection Record: 1D23 Event Inspection Work Sheet - Event #1: 1C17 Event Inspection Work Sheet - Event #2: 1D5 FAA AD Compliance Record: 1E5 Program Responsibility: 1D19 Progressive Inspection Cycle Record: 1D24 Record of Revisions: 1D21 Service Publication Compliance Record: 1E3 Special Inspections Work Sheet: 1E9 Unscheduled Maintenace Check Work Sheet: 1E17 Per Calendar Year: 1E12 Per Engine Cycle: 1E9 Per Flight Hour: 1E9 Per Specific Operation / Operating Environment: 1E14 Extreme Cold: 1E15
G
Garmin GMA-340 Audio Panel Adjustment: 2G23 Functional Test: 2G22 Removal and Installation: 2G21 GMA-340 Audio Panel Installation: 2G21 GNS-430/-530: 4F20 Lighting Set-up: 4F20 GNS-530: 4I9 Installation: 4I9 Ground Clearance Switch: 2G19 Ground Protection Equipment: 1H12 GTX-327: 4I11 Installation: 4I11 GTX-327/-330 Lighting Set-up: 4F21
H
Heating: 2D9 HI-LOK Fasteners Installation: 5G23 Horizontal Stabilizer: 5E11 Attach Fittings Corrosion Control: 5E11 Hose Restriction Testing: 6G13 Hose Specifications: 6G14 Hoses, Flexible - Inspection: 6G13 Hydraulic System Bleeding: 3H19 Description: 3H11 Fluid Diagram: 3H15 Installation: 3H16 Leading Particulars: 3H12 Lines: 3H20 Pump: 3H17, 3H18 Servicing: 3H23 Testing: 3H19 Servicing: 1K1
High Dust or Industrial Pollution Environment: 1E14 High Salt or High Humidity Environment: 1E15 Soft or Unusual Terrain: 1E15 Procedures Cable Fittings: 3C13 Chip Detector: 1K2 Control Cables: 3C10 Drain Hose Routing 100 Hour: 5K9 Elevator Trim Tab Corrosion Control: 5E18 Engine Cowling: 5J19 Engine Mount 100 Hour Special: 5J23 Corrosion after Immersion: 5K3 Firewall 100 Hour: 5K6 1000 Hour Special: 5K8 Flap Bellcrank Distortion: 3E14 Flexible Hoses: 6G13 Fuel Filter: 1J18 Fuel Purge System: 5K16 Fuel System Leakage: 3F10 Horizontal Stabilizer Attach Fittings Corrosion Control: 5E11 Hoses, Flexible: 6G13 Igniter Plugs: 6C13 Ignition Cables: 6C15 Main Gear Assembly: 4C16 Main Gear Door Assembly: 4C22 Main Gear Oleo: 4C14 Main Wheel Assembly: 4E10 Nose Gear Assembly: 4D9 Nose Gear Door Assembly: 4D15 Nose Gear Oleo: 4D5 Nose Wheel Assembly: 4E10 Oxygen System 100 Hour: 4J7 300 Hour: 4I22 Parking Brake Valve: 4E21 Propeller: 5I6 Propeller Blades: 5I7 Propeller Heaters: 3K4
1B5
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Unscheduled: 1E17 Engine: 1E18 Overspeed: 1E18 Overtemp: 1E18 Overtorque: 1E18 Sudden Stoppage: 1E18 Flaps Extended Above Maximum Flap Extension Speed: 1E20 Flood Damage, Immersion in Water: 1E21 Hard Landing: 1E19 Lightning Strike: 1E17 Overweight Landing: 1E19 Severe Turbulence: 1E19 Instruments Removal / Installation Face-Mounted: 4K9 Rack-Mounted: 4K9 Introduction: A7
Inspection (cont.) Procedures (cont.) Restraint System: 2J10 Starter-Generator Brush 100 Hour: 2H24 Static Wick 100 Hour: 2H1 Tailcone 100 Hour: 5E7 V-Band Coupling 100 Hour: 2D7 Vertical Fin Attach Fitting Corrosion Control: 5E21 Wheel Brake Assembly: 4E14 Windows and Windshields: 5F10 Wing Attach Fittings Corrosion Control: 5H10 Requirements: 1C13 Overlimits Inspections: 1C13 Progressive Inspection Program: 1C13 Away From Home Station Requirements: 1C15 Discrepancy Record Form: 1E1 Equipment Change & Overhaul Record Form: 1E7 Event #1: 1C17 Event #2: 1D5 Event Inspection Record Form: 1D23 FAA AD Compliance Record Form: 1E5 Notes: 1D15 Overview: 1C14 Procedure: 1C14 Program Responsibility: 1C16 Progressive Inspection Cycle Record Form: 1D24 Revisions: 1C16 Service Publication Compliance Record Form: 1E3 Special Inspections: 1E9 Unscheduled Inspections: 1E17
J
Jacking: 1G1
L
Landing Hard: 1E19 Overweight: 1E19 Landing Gear Description and Operation: 4C9 Extension and Retraction: 4D17 Emergency Gear Release Valve: 4E6 Sequence Valve: 4E5 System Functional Test: 4D20 Troubleshooting: 4D17 Main Actuator Assembly: 4E3 Adjustment: 4C17 Alignment: 4C19 Assembly: 4C14 Door Assembly: 4C22 Installation: 4C15 Lubrication Chart: 1K10 Oleo Strut Assembly: 4C12 Toe-in / Toe-out Correction: 4C18 Tolerances: 4C20 Troubleshooting: 4C11
Nose: 4D1 Actuator Assembly: 4E1 Installation: 4D24 Adjustment: 4D9 Alignment: 4D9 Assembly: 4D6 Door Actuator Assembly: 4E4 Door Assembly: 4D15 Down Spring Tool: 4D6 Installation: 4D7 Lubrication Chart: 1K11 Oleo Strut Assembly: 4D3 Tolerances: 4D12 Troubleshooting: 4D1 Oleo Struts, Servicing: 1J21 Position and Warning: 4F3 Gear Up / Power Reduced: 4F8 Main Down Limit Switch: 4F6 Up Limit Switch: 4F6 Nose Down Limit Switch: 4F6 Up Limit Switch: 4F6 Squat Switches: 4F6 Adjustment: 4F6, 4F8, 4F9 Troubleshooting: 4F3 Tires: 1J22 Landing Gear Up / Power Reduced Warning Switch: 4F10 Leading Particulars and Principal Dimensions: 1F8 Leveling: 1G11 Life Limited Parts: 1B21 Lift Computer Pin Outs: 3D24 Lift Transducer Test Specifications: 3E1 Lifting: 1G1-See also 57-40-00 Lightning Strike: 1E17 Lights Courtesy: 1H9 Exterior: 4G1 Ice: 4G5 Landing: 4G5 Position: 4G2 Strobe: 4G1 Taxi / Pulse (Recognition): 4G4 Wing Inspection: 4G5
PAGE 6 Dec 31/04
INDEX
1B6
N53238
Lights (cont.) Interior: 4F17 Annunciator Panel: 4F18 Courtesy: 4F23 Dimmer Control Modules: 4F17 Dimming Rheostats: 4F18 Electroluminescent: 4F19 Eyeball Spotlights: 4F23 Instrument Panel Post Lights: 4F17 Overhead Switch Panel: 4F19 Oxygen Cylinder Cabinet: 4F19 Post-Installation Set-up: 4F20 ADF-650D: 4F22 GNS-430: 4F20 GNS-530: 4F20 GTX-327: 4F21 GTX-330: 4F21 Reading: 4F23 Rocker Switch: 4F19 Side Light Strips: 4F23 Standby-Map Light: 4F18 Locating Information: A11 Locking Airplane: 1H9 Lubrication Airframe: 1K7 Application: 1K7 Grease: 1K7 Oil: 1K7 Charts: 1K8 Control System: 1K12 Doors and Seats: 1K9 Hydraulic System: 1K10 Main Landing Gear: 1K10 Nose Gear: 1K11 Power Plant: 1K15 Propeller: 1K15 Engine: 1K1 Gaskets: 6H6 Seals: 6H6 Special Instructions: 1K8 Threads: 6H6 Lumbar Seat Bladder Installation: 2J11
M
Magnetic Heading Systems: 4H20 Magnetic Compass: 4I2 Optional EFIS: 4H24 Magnetometers: 4H24 Standard EFIS: 4H20 Flux Detectors: 4H20 Magnetic Heading Compensation / Calibration: 4H20 Main Gear-See Landing Gear Main Main Wheel-See Wheels - Main Maintenance Checks Scheduled: 1C11 Special Inspections: 1E9 Unscheduled: 1E17 Manufacturers Aircraft Association (MAA) plate: 1H19 Markings-See Placards Mass Flow Control Valve: 2D11 Master Electrical Panel: 4K21 Materials, Consumable: 6G15 Meggitt MAGIC Electronic Flight Instrumentation System (EFIS): 4G13 Air Data & Attitude Heading Reference System: 4H16 Ground Test Proceedure: 4H16 Functional Schematic: 4H5 Navigation Display (ND): 4H9 Color Coding: 4H13 Default Settings: 4H13 Troubleshooting: 4H10 Primary Flight Display (PFD): 4H3 Troubleshooting: 4H6 Engine Instrument Display System (EIDS): 6F1 Colors: 6F9 Data Acquisition Unit (DAU): 6F1 Switches: 6E13 Description: 6F1
Engine Display Unit (EDU): 6F1 Calibration Page: 6E13 Data Page: 6F6 DAU-FQP DATA Page: 6E12, 6F8 Exceedance Data Page: 6F3, 6F5 Fuel Flow Display: 3G9 Fuel Quantity Display: 3G9 OAT Display: 3G9 Oil Pressure Display: 3G9 Primary Display: 6E11, 6F3 Reversionary Display: 6F4 Secondary Display: 3G9, 6F4 Test Mode: 6F4 Vacuum Pressure Display: 3G9 Engine Torque Indication Calibration: 6E11 Flags: 6F9 Modes of Operation: 6F3 Test Mode Terminal software: 6F10 Troubleshooting: 6F2 Metal / Wire Stitching Repair: 5C20 MFD DAU Fuel Calibration Page: 3G23 Engine Display: 3G11 Engine Setup Page: 3G22 Model Code: A10 Year: A10 Mooring: 1H11
N
Nose Gear-See Landing Gear Nose Nose Wheel-See Wheels - Nose
1B7
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Power Lever Cable Adjustment: 6D19 Power Plant-See Engine Pressure Sensitive Safety Walk Installation: 5C18 Pressure Transducer: 2G1 Pressurization Control: 2C17 Absolute Pressure Regulator: 2C23 Cabin Pressure Control System: 2C18 Cabin Pressure Controller: 2D1 Components: 2C23 Rigging: 2D3 Safety and Outflow Valves: 2C22 System Test: 2D5 Troubleshooting: 2C19 Principal airplane dimensions: 1F7 Propeller Blade Inspection and Repair: 5I7 Blade Track: 5I6 Cleaning, Inspection, and Repair: 5I6 Description: 5I1 Governor: 5I9 Rigging and Adjustment: 5I11 Heat: 3J9 Boots: 3J20 Brush Block Assemblies: 3J18 Functional Check: 3K3 Harness Installation: 3K2 Inspections: 3K4 Installation: 3J14 Slip Ring Assembly: 3J19 Troubleshooting: 3J10 Hydraulic Topping GovernorSee Overspeed Governor Lubrication Chart: 1K15 Overspeed Governor: 5I13 Operational Check: 5I13 Propeller Assembly: 5I4 Servicing: 1K3 Spinner: 5I3 Torquing Propeller Mounting Bolts: 5I5 Propeller Heat Installation: 3J14
O
Oil Cooler-See Engine - Oil Cooler Outflow Valve: 2C22 Outside Air Temperature (OAT): 4G23 Overspeed Governor: 5I13 Operational Check: 5I13 Oxygen Fixed Cylinder System: 4I19 300 Hour Inspection: 4I22 Component Limits: 4I23 Installation: 4I20 Leak Tests: 4J3 Safety Precautions: 4I19 Servicing: 4J1 Troubleshooting: 4I22 Fixed Generator System: 4J7 Installation: 4J8 Passenger: 4J7 Pilot: 4I19
Publications Piper: A12 Parts Catalog: A12 Progressive Inspection Manual: A12 Vendor: A12 Pulley Wear Patterns: 3C12
R
Radar, Color Weather: 4I5 Relay Installation: 4K22 Repairs Fiberglass: 5C9 Metal/Wire Stitching: 5C20 Thermoplastic: 5C11 List of Materials: 5C17 Revisions: A3 Identifying Revised Material: A11 Rod End Installation Method: 3C9 Roll Servo: 2F23 Rudder Balancing: 5E23 Control System: 3D1 Controls: 3D2, 3D3 Rigging: 3D5 Rudder Pedal Assembly: 3D2 Trim Controls: 3D6 Rigging: 3D9 Troubleshooting: 3D1 Trim Tab: 5F2 Rudder Pedals at Neutral Position: 4D10
P
Page Numbering: A10 Parking: 1H9 Parking Brake Valve Assembly: 4E21 Pilots / Copilots Vertically Adjustable Seats: 2J8 Piper Parts: A9 Publications: A12 Service Bulletins: 1C7 Service Letters: 1C7 Service Spares Letters: 1C7 Subscription Service: 1C7 Pitch Servo: 2G6 Pitot and Static System Description and Operation: 4G15 Pitot Head: 4G19 Test: 4G15 Troubleshooting: 4G16 Pitot Deice: 3J5 Placards Exterior: 1H19 Interior: 1I3 Instrument Panel: 1I13 Overhead Switch Panel: 1I12 Pneumatic Deice System: 3I11 Adjustments and Test: 3J1 Boots: 3I18 Troubleshooting: 3I9
S
Safety Valve: 2C22 Seat Belts: 2J10 Seats Lumbar Support: 2J9 Passenger: 2J15 Pilot's / Copilot's: 2J7 Sequence Valve: 4E5 Serial Number: 1H19 Explanation: A10 Service Points: 1J13 Servo Clutch Torques, Autopilot: 2G9 Shoring: 1G1 Skin Material Specifications: 5B23
PAGE 8 Dec 31/04
INDEX
1B8
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Generator Control Unit: 2I1 GMA-340 Audio Panel Functional Test: 2G22 Heated Windshield: 3J7 Hose Restrictions: 6G13 Hydraulic Pump: 3H19 Thermal Relief Valve: 3H19 Hydraulic System: 3H23 Landing Gear Retraction System Functional Test: 4D20 Lift Computer (LC): 3D24 Lift Transducer (LT): 3E1 Mass Flow Control System: 2D12 Navigation Display (ND): 4H9 Overspeed Governor: 5I13 Oxygen Cylinder System Leak Tests: 4J3 Pitot/Static System: 4G15 Pneumatic Deice System: 3J1 Pressurization System: 2D5 Primary Flight Display (PFD): 4H3 Propeller Heater: 3K3 Stall Warning System: 3D21 Temperature Control System: 2F7 Thermoplastic Repairs-See Repairs - Thermoplastic Thread Lubricants: 1K4, 6H6 Three View: 1F7 Tie Bus Panel Connections: 4K19 Time Limits & Maintenance Checks: 1C5 Tires: 1J22 Toe Brake Cylinder Assembly: 4E15 Toe-in / Toe-out Correction Chart: 4C18 Tools Flight Control Rigging: 3C13 Control Surface Balancing: 5E17 Landing Gear Installation / Rigging: 4C10 Tire Balancer: 1J23
Specifications Alternator Service Test: 2I4 Fuel Boost Pump: 3F19, 3G4 Hose: 6G14 Skin Materials: 5B23 Starter Generator Service Test: 2H22 Squat Switches: 4F6 Stall Warning System: 3D20 Flight Test Procedure: 3D21 Functional Test: 3D21 Troubleshooting: 3D20 Standard Practices Airframe: 1L5 Flared Tube Assemblies: 1L7 Torque Wrenches: 1L7 Engine: 5I21 Additional Information: 5I24 Basic Procedures: 5I23 Station References: 1F10 S-TEC System 550: 2F18 Steering: 4F1 Arm: 4E24 Bellcrank: 4E23 Bungee Assembly: 4E24 Pushrod: 4E23 Pushrod Bellows: 4E24 Structural Inspection and Replacement: 1B21 Switches Overhead Switch Panel: 4K10 Push ON - Push OFF: 4K12 Rocker-type: 4K12
T
Taxiing: 1H1 Temperature Control Valve: 2F7 Temperature vs. Pressure: 2D22 Terminal Junction Module Identification: 4K16 Testing ADAHRS Ground Test Procedure: 4H16 Battery Capacity: 2I15 Electrical System Function: 2H18 ELT: 2J23 Engine Ground Test: 5J17 Fuel Return System Functional Test: 3G5 Fuel System Functional Test: 3E24 Fuel System Leak Tests: 3F10
Torque Requirements Flare Fittings: 6H2 Nuts: 6H4 Servo Clutches: 2G9 Requirments Aluminum Tubing: 2E2 Flare Connections: 2E2 O-Ring Connections: 2E2 Wrenches: 1L7 Towing: 1G23 Transponder: 4I11 Trim Monitor: 2F22 Trim Servo: 2G2 Troubleshooting Aileron Control System: 3C17 Airspeed Tubes and Standby Indicator: 4G23 Altimeter, Standby: 4G21 EADI: 4H6 EFIS-Avidyne: 4H16 EHSI: 4H10 EIDS (i.e. - EDU / DAU): 6F2 Electrical System: 2H12 Elevator Control System: 3D11 Engine: 5J9 Flap Control System: 3E3 Fuel System: 3E23 Generator Control Unit: 2I2 Hydraulic System: 3H11 Ignition System: 6C9 Landing Gear Extension and Retraction Systems: 4D17 Landing Gear Warning Systems: 4F3 Magnetic Compass: 4I3 Main Landing Gear: 4C11 Navigation Display (ND): 4H10 Nose Landing Gear: 4D1 Oxygen Cylinder System: 4I22 Pitot and Static Systems: 4G16 Pneumatic Deice System: 3I9 Pressurization System: 2C19 Primary Flight Display (PFD): 4H6 Propeller Heat: 3J10 Rudder Control System: 3D1 Stall Warning System: 3D20 Turn Coordinator: 4I4 Vacuum System: 4J22 Windshield Heat: 3J7 Turbulence: 1E19
1B9
N53238
Turn Coordinator: 4I4 Troubleshooting: 4I4 Turning Radius: 1G21 Type Certificate: 1A10
Y
Yaw Amplifier: 2G8 Yaw Servo: 2G4
V
Vacuum System Description: 4J17 Installation: 4J18 Regulator: 4J24 Troubleshooting: 4J22 Vendor Address: 6G23 Publications: A12 Vertical Fin: 5E21 Attach Fitting Corrosion Control: 5E21 Vortex Generators: 5E13, 5H17
W
Waterlines: 1F13 Weighing: 1G9 Wheel Brake Assembly: 4E13 Wheels Bearing Cup: 4E12 Main Assembly: 4E10 Nose Assembly: 4E9 Nose and Main Wheel Assembly Repairs: 4E11 Windows and Windshields Definitions: 5F9 Inspection and Repair: 5F10 Limitations: 5F9 Window Cabin: 5G7 Door: 5G9 Pilots / Copilots: 5G1 Storm: 5G5 Windshield: 5G1 Windshield Heat Testing: 3J7 Troubleshooting: 3J7 Wing Attach Fittings Corrosion Control: 5H10 Inboard Wing: 5H2 Installation: 5H4 Installation: 5G17 Outboard Wing: 5G17 Installation: 5G19 Wing Stations: 1F12
PAGE 10 Dec 31/04
INDEX
1B10
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1B11
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GRIDS 1B12 THRU 1B14 INTENTIONALLY BLANK
PAGE 12 Dec 31/04
INDEX
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CHAPTER
4
AIRWORTHINESS LIMITATIONS
1B15
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1B16
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 4 LIST OF EFFECTIVE PAGES
CHAPTER SECTION 4-List of Effective Pages 4-Table of Contents
PAGE 1 2 1 2 1 2
DATE Dec 31/04 May 15/01 May 15/01 May 15/01 Dec 31/04 May 15/01
CHAPTER SECTION
PAGE
DATE
4-00-00
1B17
4 - LIST OF EFFECTIVE PAGES
PAGE 1 Dec 31/04
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PAGE 2 May 15/01
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 4 - AIRWORTHINESS LIMITATIONS TABLE OF CONTENTS
SUBJECT AIRWORTHINESS LIMITATIONS
SECTION 4-00-00
PAGE 1
GRID NO. 1B21
1B19
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PAGE 2 May 15/01
4 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL AIRWORTHINESS LIMITATIONS
NOTE: The Airworthiness Limitations section is FAA approved and specifies maintenance required under 43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program has been FAA approved. 1. The following limitations, related to fatigue life of the airplane and its components, have been established for the PA-46-500TP: A. B. C. 2. 3. Refer to Chart 1 for Structural Inspection and Replacement. The safe life limit of propeller blades is unlimited. See latest revision of Pratt & Whitney Canada Service Bulletin No. 3002 for PT6A-42A Rotor Components Service Life Limits.
Refer to 5-20-00 for Pipers recommended Progressive Inspection Program. Life Limited Parts Marking and Disposition 14 CFR Part 43.10, Disposition of Life-Limited Aircraft Parts requires that proper procedures are followed when removing life limited parts with time and/or cycles remaining on them as well as the disposition of life limited parts with no time and/or cycles left. Life limited parts defined by Type Certificate are listed in paragraph 1, above. Other parts which are replaced or rebuilt at specified intervals are listed in Chapter 5. A. Parts that are removed prior to accumulating their life limit, are to be marked with indelible ink or marker with the part number, serial number and accumulated life status as defined in 14 CFR Part 43.10 in a manner that does not affect part structural integrity, i.e. - no surface deformation such as vibration/etching allowed. Parts that have accumulated the life limit shall be disposed of in accordance with the applicable FARs. Piper recommends life limited parts with no time and/or cycles remaining be completely destroyed. CHART 1 STRUCTURAL INSPECTION AND REPLACEMENT SERIAL NUMBER EFFECTIVITY COMPONENT Fuselage Assembly - P/N 89600-004 (i.e. - Pressurized Structure) Wing Assembly - P/N 89640-004/-007 (i.e. - Wing & Associated Structure) LIFE (Flight Hours) 10,145 13,349 10,145
B.
(PIR-TCDS A25SO, Rev. 12.)
INSPECTIONS (Flight Hours) N/A N/A N/A
4697001 thru 4697156
4697001 thru 4697156 with Kit No. 767-360 installed
Fuselage Assembly - P/N 89600-004 (i.e. - Pressurized Structure) Wing Assembly - P/N 89640-007 (i.e. - Wing & Associated Structure)
10,255 10,145
N/A N/A
4697157 and up
Fuselage Assembly - P/N 89600-004 (i.e. - Pressurized Structure) Wing Assembly - P/N 89640-007 (i.e. - Wing & Associated Structure)
10,255
N/A
1B21
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4-00-00
1B22
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CHAPTER
5
TIME LIMITS / MAINTENANCE CHECKS
1C1
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PAGE 1 2 1 2 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
DATE Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Mar 6/03 Jul 1/00 May 15/01 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Mar 6/03 Mar 6/03 Mar 6/03 Dec 31/04 Dec 31/04
CHAPTER SECTION 5-20-00 (cont.)
PAGE
DATE
5-00-00
5-10-00
5-20-00
31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 5-30-00 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8
Dec 31/04 Dec 31/04 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Dec 31/04 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00
5-50-00
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1C4
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CHAPTER 5 - TIME LIMITS AND MAINTENANCE CHECKS TABLE OF CONTENTS
SUBJECT GENERAL TIME LIMITS SCHEDULED MAINTENANCE CHECKS
SECTION 5-00-00 5-10-00 5-20-00
PAGE 1 1 1 1 1 3 3 3 3 4 4 4 5 5 5 6 6 7 7 8 8 10 11 12 14 14 14 14 15 17 18 19 19 20 20 21 21 22 24 25 25 25 26
GRID NO. 1C7 1C9 1C11 1C11 1C11 1C13 1C13 1C13 1C13 1C14 1C14 1C14 1C15 1C15 1C15 1C16 1C16 1C17 1C17 1C18 1C18 1C20 1C21 1C22 1C24 1C24 1C24 1C24 1D1 1D3 1D4 1D5 1D5 1D6 1D6 1D7 1D7 1D8 1D10 1D11 1D11 1D11 1D12
Description Definitions Inspection Requirements Progressive Inspection Program Overlimits Inspections Annual / 100 Hour Inspection Progressive Inspection Procedure Overview Scheduled Maintenance (5-20-00) Special Inspections (5-30-00) Unscheduled Maintenance (5-50-00) Away From Home Station Requirements Program Responsibility Revisions Event Inspection Work Sheet - Event #1 Left Wing, Detailed Right Wing, Routine Fuselage and Empennage, Detailed Cabin and Cockpit, Detailed Propeller, Detailed Engine, Detailed Landing Gear, Routine Unscheduled Maintenance Checks, As Required Special Inspections, As Required Operational Inspection General Return to Service Certification Discrepancy Worksheet Event Inspection Work Sheet - Event #2 Right Wing, Detailed Left Wing, Routine Fuselage and Empennage, Routine Cabin and Cockpit, Routine Propeller, Detailed Engine, Detailed Landing Gear, Detailed Unscheduled Maintenance Checks, As Required Special Inspections, As Required Operational Inspection General
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 5 - TIME LIMITS AND MAINTENANCE CHECKS TABLE OF CONTENTS (continued)
SUBJECT
SECTION
PAGE
GRID NO.
SCHEDULED MAINTENANCE CHECKS (continued) Event Inspection Work Sheet - Event #2 (continued) Return to Service Certification Discrepancy Worksheet Notes Sample Forms Program Responsibility Record of Revisions Event Inspection Record Progressive Inspection Cycle Record Discrepancy Record Service Publication Compliance Record Federal Aviation Airworthiness Directives (AD) Compliance Record Equipment Change and Overhaul Record SPECIAL INSPECTIONS Per Engine Cycle Per Flight Hour Per Calendar Year Per Specific Operation / Operating Environment High Dust or Industrial Polution High Salt or High Humidity Extreme Cold Soft or Unusual Terrain Airplane Inactive More than Seven (7) Days UNSCHEDULED MAINTENANCE CHECKS 5-50-00 5-30-00 27 28 29 33 33 35 37 38 39 41 43 45 1 1 1 4 6 6 7 7 7 8 1 1 2 2 2 3 4 5 1D13 1D14 1D15 1D19 1D19 1D21 1D23 1D24 1E1 1E3 1E5 1E7 1E9 1E9 1E9 1E12 1E14 1E14 1E15 1E15 1E15 1E16 1E17 1E17 1E18 1E18 1E18 1E19 1E20 1E21
Lightning Strike Engine Overspeed, Overtemp, Overtorque, or Sudden Stoppage Engine FOD Ingestion - Hard Material Engine FOD Ingestion - Soft Material / Bird Strikes Severe Turbulence, Hard or Overweight Landing Flaps Extended Above Maximum Flap Extension Speed (VFE) Flood Damage, Immersion in Water
PAGE 2 Dec 31/04
5 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL GENERAL
The New Piper Aircraft, Inc. (Piper) takes a continuing interest in having the owner get the most efficient use from his airplane, and keeping the airplane in the best mechanical condition. To that end, Piper publishes a recurring maintenance schedule which is supplemented with Service Bulletins, Service Letters and Service Spares Letters as required. A. B. C. The recurring maintenance schedule for the PA-46-500TP Malibu Meridian takes the form of a Progressive Inspection Program, which is provided in 5-20-00. Piper Service Bulletins are of special importance and Piper considers compliance mandatory. These are sent to the latest U.S. registered owners and Piper Service Centers. Service Letters deal with product improvements and service hints pertaining to the aircraft. They are sent to Piper Service Centers and sometimes directly to owners, so they can properly service the aircraft and keep it up to date with the latest changes. Owners should give careful attention to the service letter information. Service Spares Letters, which are sent only to Piper Service Centers, offer improved parts, kits and optional equipment which were not available originally and which may be of interest to the owner. NOTE: Piper mails Service Bulletins, Service Letters, and P.O.H. Revisions to the registered owners name and address as shown on the Aircraft Registration Certificate. If the aircraft is based and/or operated at a different location (or locations) and/or by a person (or persons) other than those recorded on the aircraft registration, then the registered owner(s) is responsible for forwarding these Bulletins and Letters to the operating location(s) or person(s). Changes in aircraft registration may take a substantial amount of time to be recorded by the Federal Aviation Administration and received by Piper to change the mailing address. Owners and operators should make arrangements to keep abreast of service releases during this interim period through their Piper Service Center. The Federal Aviation Administration (FAA) publishes Airworthiness Directives (ADs) that apply to specific aircraft. They are mandatory changes and are to be complied within a time limit set by the FAA. When an AD is issued, it is sent to the latest registered owner of the affected aircraft and also to subscribers of the service. The owner is solely responsible for being aware of and complying with airworthiness directives. NOTE: A searchable database of ADs is available on the FAA website. See the Airworthiness DIrectives link at www1.faa.gov. Additionally, Avantext offers a free email notification service for new ADs as well as the last six weeks worth of ADs at www.avantext.com. An owner should periodically check with a Piper Service Center to find out the latest information to keep his aircraft up to date. The New Piper Aircraft, Inc. has a subscription service for the Service Bulletins, Service Letters, and Service Spares Letters. This service is offered to interested persons such as owners, pilots, and mechanics at a nominal fee and may be obtained through Piper Service Centers. Owners residing outside of the United States are urged to subscribe to this service since Piper cannot otherwise obtain the addresses of foreign owners. Maintenance Manuals and Illustrated Parts Catalogs are also available through Piper Service Centers and Distributors world wide.
D.
1C7
5-00-00
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5-00-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL TIME LIMITS
1.
Refer to 4-00-00 for the FAA-approved airworthiness limitations section. It sets forth each mandatory replacement time, structural inspection interval, and related structural inspection procedure required for type certification. Refer to 5-20-00 for Pipers recommended Progressive Inspection Program. It includes the frequency and extent of the inspections required for the continued airworthiness of the airplane. Inspections required by Engine Cycle, Flight Hour, or Calendar Year are included as part of the Progressive Inspection Event cycles, if due, and are listed individually in 5-30-00.
2. 3.
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5-10-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL SCHEDULED MAINTENANCE
1.
Description WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) The recurring maintenance schedule for the PA-46-500TP Malibu Meridian is provided as a Progressive Inspection Program. The inspection program contained herein (i.e. - paragraph 4) is also available in a separate manual form from your Piper Distributor as P/N 767-009 (Progressive 100 Hour Inspection) (see Note, paragraph 3). Piper Progressive Inspection Programs comply with the F.A.A. Federal Aviation Regulations Parts 43, 91 and 135. The owner/operator is primarily responsible for maintaining the airplane in an airworthy condition, including compliance with all applicable Airworthiness Directives and conformity with the requirements in FAR 91.409, 91.411 and 91.413. The first overhaul or replacement of components should be performed at the given periods. The condition of various components can then be used as criteria for determining subsequent periods applicable to the individual airplane, depending on usage, providing the owner/operator has an established Part 91 Progressive Inspection Program (see 91.409(d)) or Part 135 Approved Aircraft Inspection Program (see 135.419). The time periods given for inspections of various components are based on average usage and environmental conditions. NOTE: The listed inspection, overhaul and replacement schedules do not guarantee that a particular item or component will reach the listed time without malfunction. Unique operating conditions encountered by individual airplanes cannot be controlled by the manufacturer.
2.
Definitions: A. Inspections - Must be performed only by Certified Mechanics who are qualified on this aircraft, using acceptable methods, techniques and practices to determine physical condition and detect defects. (1) Routine Inspection - Consists of a visual examination or check of the aircraft and its components and systems without disassembly. (2) Detailed Inspection - Consists of a thorough examination of the appliances, the aircraft and the components and systems with such disassembly as is necessary to determine condition. (3) Special Inspection - Involves those components, systems or structure which by their application or intended use require an inspection peculiar to, more extensive in scope or at a time period other than that which is normally accomplished during the event inspection. B. Checks - Can be performed by pilots and/or mechanics who are qualified on this aircraft and consists of examinations in the form of comparisons with stated standards for the purpose of verifying condition, accuracy and tolerances. Approved Inspection - Means a continuing airworthiness inspection of an airplane and its various component and systems at scheduled interval in accordance with procedures approved by the FAA under FAR Part 91.409(d) or Part 135.419.
C.
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PAGE 1 Dec 31/04
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D.
Tests - Operation of aircraft components, appliances or systems to evaluate functional performance. (1) Operational Test - A task to determine that an item, is fulfilling its intended purpose.The task does not require quantitative tolerances. This is a fault finding task. (2) Functional Test - A quantitative check to determine, if one or more functions of an item performs within specified limits. This test may require the use of supplemental bench test equipment. (3) In addition, each of the above tests must be performed by an FAA Certified Repair Station with appropriate ratings or by a Certified Mechanic who is qualified on this aircraft. The recording of the above function must be made in the permanent aircraft records by the authorized individual performing the test.
E.
Bench Test - Means removal of component from the aircraft to inspect for cleanliness, impending failure, need for lubrication, repair or replacement of parts and calibration to at least the manufacturers specifications using the manufacturers recommended test equipment or standards or the equivalent. Each bench test will be performed by a Piper Service Center, FAA Certified Repair Station with appropriate rating or by a certified mechanic. This test will be performed at the scheduled interval regardless of any bench test performed on a particular component while being repaired/overhauled before scheduled interval bench test. After the component is installed into the aircraft, an operational test of the component and its related system should be performed to ensure proper function. Serviceable parts that were issued to the component will be filed in the aircraft permanent records. The person performing the test must make appropriate entries in the aircrafts permanent maintenance record.
F. G.
Maintenance - The word maintenance as defined by FAR Part 1, means inspection, overhaul, repair, preservation and the replacement of parts, but excludes preventive maintenance. On Condition Maintenance - A primary maintenance process having repetitive inspections or tests to determine the condition of units, systems, or portions of structure with regard to continued serviceability (corrective action is taken when required by item condition.) Time - as used in this manual. (1) Time-in-service for aircraft components, unless otherwise specified, is a cumulative total of flight hours or calendar time calculated from the time a new or overhauled component was first installed in any aircraft, and including: (a) the aircraft time that elapses from the initial installation to the first removal, if any; and, (b) the aircraft time that elapses from each subsequent installation to each subsequent removal, if any; or, (c) the calendar time elapsed since the installation. NOTE: Dates stamped on individual components at the time of manufacture are typically applied to determine shelf life - i.e. the maximum time allowed from manufacture/ assembly/cure until actually installed in an aircraft and are not relevant. Do not, however; ignore markings applied to life-limited parts when removed with time and/or cycles remaining on them. (2) Aircraft time, flight hours, or aircraft hours are the Hobbs Time shown on, or calculated from, the installed Hour Meter. (3) A complete engine cycle is defined as engine start, idle, takeoff, flight, landing, idle, and shutdown. Many aircraft operations involve partial engine cycles (i.e. - idle, takeoff, flight, landing, idle) that, with the application of an appropriate formula (see P&WC Service Bulletin No. 3002), are also factored into the calculation of service life limits. NOTE: The owner/operator is responsible for recording and calculating life limiting cycles.
H.
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5-20-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Inspection Requirements
3.
WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE VALID FOR AIRPLANES SO MODIFIED. A. Progressive Inspection Program The Piper Progressive Inspection Program complies with the F.A.A. Federal Aviation Regulations (FAR) Parts 43, 91 and 135 for progressive inspections. The owner/operator is primarily responsible for maintaining the airplane in an airworthy condition, including compliance with all applicable Airworthiness Directives and conformity with the requirements in FAR 91.409, 91.411 and 91.413. The complete cycle inspection consists of two (2) 100 hour events, which provides for a complete aircraft inspection in 200 aircraft flying hours. The complete inspection, Events (1) and (2), must be completed within twelve (12) calendar months. Inspections must be accomplished by persons authorized by the FAA. The Progressive Inspection Program is designed to permit best utilization of the aircraft through the use of a planned inspection schedule. This schedule is contained herein (i.e. - paragraph 4) and is also available in a separate manual form from your Piper Distributor as P/N 767-009. Refer to the Piper Customer Service Information Aerofiche (P/N 1753-755) revision checklist for latest issue. NOTE: The PA-46-500TP Malibu Meridian 100 Hour Progressive Inspection Manual (P/N 767-009) referenced above is not a stand-alone document. The Progressive Inspection Manual consitutes a snapshot of the Airworthiness Limitations and Inspection sections of the Instructions for Continued Airworthiness (ICA) and is current only at the time of printing. Use it as follows: (1) Owners/operators desiring to establish a Part 91 Progressive Inspection Program (PIP) (see 91.409(d)) or a Part 135 Approved Aircraft Inspection Program (AAIP) (see 135.419) should use the Progressive Inspection Manual as a template for submission to the appropriate FAA office. (2) Service centers conducting Event Cycle inspections under a FAA-approved PIP or AAIP can use the Progressive Inspection Manual as a working check-off list/form, provided they verify its currency against the FAA-approved PIP or AAIP. (3) Service centers conducting Part 91 Annual / 100 Hour Inspections (see paragraph C, below) can use the Progressive Inspection Manual as a working check-off list/form, provided they verify its currency against an up-to-date copy of the ICA (i.e. - the PA-46-500TP Maintenance Manual, Chapters 4 and 5). B. Overlimits Inspections If the airplane has been operated so that any of its components have exceeded their maximum operational limits, special inspections may be required by Piper and/or the component manufacturer. See 5-50-00 and applicable vendor publications. C. Annual / 100 Hour Inspection Owners/operators may maintain the airplane solely under FAR 91.409 (a) and (b) inspection requirements. The inspection checklist for such an annual/100 hour inspection consists of both Events (1) and (2) from the 100 hour Progressive Inspection Program described above. Inspections must be accomplished by persons authorized by the FAA.
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4.
Progressive Inspection Procedure The progressive inspection program cycle consists of two (2) 100 Hour Events, which provides for a complete aircraft inspection in 200 aircraft flying hours. The complete inspection cycle, Events (1) and (2), must be completed within twelve (12) calendar months. Each Event Inspection consists of a predetermined number of location inspections, both routine and detailed, as indicated below. The Event Inspections are conducted each 100 hours and must be done in sequence. Each Event Inspection will be conducted using an Event Inspection Work Sheet and, when completed, recorded in the Event Inspection Record. Late compliance with the Event Inspection Interval of 100 hours may be extended by not more than ten (10) flying hours (10% of Event Inspection Interval). The excess time, however, must be deducted from the next 100 flying hours. Early compliance can be accomplished at the owner/operators discretion for convenience of scheduling. However, where early compliance is accomplished, the 100 flying hour interval for the next event inspection will be maintained. The Event Inspections are arranged so that the 200 flying hour cycle results in a complete inspection. When both Events are complete and recorded, an entry is made in the Progressive Inspection Cycle Record and Sign-off Sheet which is the running log or current status of the aircrafts inspections. A. Overview (1) Scheduled Maintenance (5-20-00) (a) Two (2) Event Inspections at 100 Hour Intervals. Work sheets are provided as follows: 1 Event #1 (100, 300, 500, 700, and 900 flight hours, etc.) a b c d e f g h i j 2 a b c d e f g h i j 3 Left Wing, Detailed Right Wing, Routine Fuselage and Empennage, Detailed Cabin, Detailed Propeller, Detailed Engine, Detailed Landing Gear, Routine Unscheduled, Special, Operational, and General Inspections Return to Service Certification Discrepancy Worksheet Right Wing, Detailed Left Wing, Routine Fuselage and Empennage, Routine Cabin, Routine Propeller, Detailed Engine, Detailed Landing Gear, Detailed Unscheduled, Special, Operational, and General Inspections Return to Service Certification Discrepancy Worksheet
Event #2 (200, 400, 600, 800, and 1000 flight hours, etc.)
Notes
(b) Completed Aircraft Inspection Cycle (i.e. - as part of the second Event Inspection).
PAGE 4 Dec 31/04
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (c) Sample Forms 1 2
Program Responsibility - is a permanent record identifying the person responsible for scheduling the inspections under this program. Record of Revisions - is a permanent record documenting any revisions to this inspection program. Note that any such revisions must be submitted to and approved by the FAA District Office before enactment. The Event Inspection Record - is a permanent record of 100 Hour Event Inspection completion. The Progressive Inspection Cycle Record - is a permanent record of Progressive Inspection 200 Hour Cycle completion. The Discrepancy Record is a log of conditions for corrective action at the next routine or event inspection as determined by the maintenance personnel. FAA Airworthiness Directives and/or manufacturers service publications, not requiring immediate action may be entered on the (DR) providing complying with the A.D. or service publication at the next routine or event will be within the time allowance permitted. Certain FAA or manufacturers mandatory inspections may have to be accomplished before further flight, in which case, their compliance should be recorded on the appropriate record. Service Publication Compliance Record - is a permanent record used to document compliance with all applicable aircraft and component manufacturers service publications. The Federal Aviation Airworthiness Directives (AD) Compliance Record - is a permanent record used to document compliance with all applicable AD Notes. The Equipment Change and Overhaul Record - is a permanent record used to document equipment changes, allowing precise control of equipment inspection, overhaul, or replacement intervals. Use of the ECR allows review of the Out of Sequence equipment and permits a projection of equipment due times in relation to the aircraft Hobbs times.
3 4 5
7 8
(2) Special Inspections (5-30-00) NOTE: Includes inspections which occur outside the 100 hour event cycle. (a) Per Engine Cycle (b) Per Flight Hour (c) Per Calendar Year (d) Per Special Operation / Operating Environment (3) Unscheduled Maintenance (5-50-00) B. Away From Home Station Requirements. If the airplane is to be away from the home location at the time an inspection is due, the pilot-in command of the flight will take with him all sign off sheets which will be required for the inspection, and a copy of this manual. The inspection will be conducted or supervised by one of the following: (1) An appropriately certified repair station. (2) An appropriately rated certified mechanic, qualified on this type aircraft. The results of the inspection will be noted on the proper sign off sheets which are then brought back to the home base. The pilot will be responsible for all inspection forms and work sheet entries with mechanics and/or inspectors signature and identification.
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Discrepancies affecting the airworthiness of the airplane, when the airplane is away from the local station, will be corrected by either 1 or 2, above. The pilot will be responsible for all work sheet entries with mechanics and/or inspectors signature and identification. The pilot-in-command should also ascertain that the appropriate logbook entries have been made in the aircraft and engine logbooks. C. Program Responsibility The person responsible for scheduling the inspections required under this program must enter his or her name in a copy of the Program Responsibility form included later in this section and forward the original copy of the form to their local FAA-GADO office. A duplicate copy should be maintained in this manual. Any change in personnel responsible for scheduling the inspection program requires another copy of the Program Responsibility form to be filled out and the original copy sent to the local FAA-GADO office, while a duplicate copy is attached behind the previous Program Responsibility form. The previous form should be retained and the word "CHANGED" should be written across the obsolete information. D. Revisions Revisions to this Inspection Program are the direct responsibility of the manufacturer. However, owners/operators with an F.A.A.-approved Part 91 Progressive Inspection Program or a Part 135 Approved Aircraft Inspection Program may not enact any such revisions until approval is obtained from the responsible F.A.A. District Office. A permanent record of revisions and F.A.A. approvals will be maintained by the owner/operator on the form provided for this purpose later in this section.
PAGE 6 Dec 31/04
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL REGISTRATION NUMBER ENGINE SERIAL NUMBER
AIRPLANE SERIAL NUMBER
PROPELLER SERIAL NUMBER
EVENT INSPECTION WORK SHEET EVENT #1 (Sheet 1 of 12) WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) NOTE: Review Notes 1, 2, 3, and 4, before beginning this event. LEFT WING, DETAILED (See Chapter 57.) 1. 2. 3. 4. 5. Remove inspection covers and panels Check surfaces, skins, and tips for damage and loose or missing fasteners. (See Notes 35 and 51.) Inspect forward and aft wing spar to fuselage attach fittings for corrosion and condition. Check security of ailerons, hinges, and attachments. Inspect ailerons for surface damage or irregularities (i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up); structural defects (i.e. - loose or missing rivets); misrigging or structural imbalance; hinge damage, excessive wear, freedom of movement and proper lubrication; and attachment points for missing or worn hardware. Inspect aileron control cables, terminals, turnbuckles, fittings, guides, pulleys, and bellcranks for safety, condition, and operation. See Note 58. Inspect flaps for surface damage or irregularities (i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up); structural defects (i.e. - loose or missing rivets); misrigging or structural imbalance; hinge damage, excessive wear, freedom of movement and proper lubrication; and attachment points for missing or worn hardware. (See Note 15.) NOTE: If flap extension at speeds exceeding VFE is suspected, see 5-50-00 - Flaps Extended Above Maximum Flap Extension Speed (VFE). Inspect the flap actuation system rod end bearings for binding or seizing of the ball bearings. Pay particular attention to the rod end bearings attached to the inboard bellcrank assembly located in each main gear well. 9. Inspect condition of bolts used with flap rollers and aileron hinges. (Replace as required.) 10. Inspect flap tracks for security of attachment, damage, condition, and corrosion. 11. Check condition of exterior bearings. 12. Inspect static discharge wicks for security of attachment and condition. (Replace as required.) WARNING: A TOTAL OF MORE THAN FIVE (5) VORTEX GENERATORS MISSING FROM THE WHOLE AIRPLANE RENDERS THE AIRPLANE UNAIRWORTHY. 13. Inspect condition and security of vortex generators, if installed. WARNING: PHYSICAL MANIPULATION OF LIFT TRANSDUCER ON PA-46 SERIES AIRPLANES MAY RESULT IN ERRONEOUS STALL WARNINGS NECESSITATING CALIBRATION OF SYSTEM. REFER TO CHAPTER 27. 14. Inspect lift transducer for security of attachment, spring centering of switch blade, and corrosion. Check heat element for operation. 15. Inspect wing inspection light for broken lens, security, wiring, and attachment. 16. Lubricate per Lubrication Chart, 12-20-00. 17. Check condition of hydraulic, fuel, and pneumatic hoses and lines. 18. Check condition and security of wiring and connectors. (See Note 47.) 8.
6. 7.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL EVENT INSPECTION WORK SHEET
EVENT #1 (Sheet 2 of 12) LEFT WING, DETAILED (continued) 19. Check fuel tanks and lines for leaks. (See Notes 21, 22, and 39.) NOTE: Any fuel leaks within the wing will show at the lower wing root fairing, between wing and fuselage. 20. 21. 22. 23. 24. 25. Drain wing fuel sumps. Inspect fuel for contaminants, flush tank as required. Check fuel tank sealing material. Check fuel tank fillers marked Jet Fuel Only. Check fuel filler cap, O-ring, and receptacle for condition. Check fuel tank vent for obstructions. Inspect standby attitude indicator emergency power supply (in radar pod aft compartment) for condition and security. 26. Inspect condition of pneumatic deicer. Inspect fill and edge sealant on stall strips installed on boots. Reseal, refill, feather as required with AC665B-1/2 (P/N 279-065). 27. Inspect wing tip navigation and strobe lights for broken lenses, security, wiring, and attachment. 28. Reinstall inspection covers and panels.
RIGHT WING, ROUTINE (See Chapter 57.) 1. 2. 3. Remove inspection covers and panels Check surfaces, skins, and tips for damage and loose or missing fasteners. (See Note 51.) Check fuel tanks and lines for leaks. (See Note 39.) NOTE: Any fuel leaks within the wing will show at the lower wing root fairing, between wing and fuselage. 4. 5. 6. 7. 8. Fuel tank fillers marked Jet Fuel Only. Check fuel filler cap, O-ring, and receptacle for condition. Check fuel tank vent for obstructions. Inspect wing tip navigation and strobe lights for broken lenses, security, wiring, and attachment. Reinstall inspection covers and panels.
FUSELAGE AND EMPENNAGE, DETAILED (See Chapters 51 & 55.) 1. 2. 3. Remove inspection covers and panels. Check that all fuselage and empennage drain holes are clear and open. (See Note 31.) Inspect structure for cracks, dents, security of attachments, cleanliness, and loose or pulled fasteners. (See Note 55.) CAUTION: PRESSURIZED FLIGHT IS PROHIBITED WITH DISCOLORATION, CRACKS, OR CRAZING IN WINDSHIELD OR WINDOWS. Inspect windshield and windows for nicks, scratches, cracks, crazing, and discoloration. (See 56-00-00.) 5. Inspect condition of skins, bulkheads, frames, stringers, and longerons for cracks, dents, bending, buckling, sealed areas, and loose or pulled fasteners. (See Note 49.) 6. Inspect avionics components and wiring for condition, security, and operation. 7. Inspect control cable boots for condition and security. 8. Check fuel sump drains for water and proper operation. (See Note 10.) 9. Drain pitot/static lines. (Refer to 34-00-00.) 10. Inspect antennas/coaxial cables for condition and security. 11. Inspect dorsal fin for condition and security. 4.
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EVENT #1 (Sheet 3 of 12) FUSELAGE AND EMPENNAGE, DETAILED (continued) 12. Inspect vertical fin for surface damage or irregularities (i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up); structural defects (i.e. - loose or missing rivets); misrigging or structural imbalance; hinge damage, excessive wear, freedom of movement and proper lubrication; and attachment points for missing or worn hardware. 13. Check vertical fin attach points and wiring. 14. Check forward vertical fin attach fttings for corrosion and damage. 15. Inspect rudder for surface damage or irregularities (i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up); structural defects (i.e. - loose or missing rivets); misrigging or structural imbalance; hinge damage, excessive wear, freedom of movement and proper lubrication; and attachment points for missing or worn hardware. 16. Check rudder hinges and attachments for damage and operation. 17. Check rudder hinge bolts for excessive wear. 18. Check rudder trim mechanism installation. 19. Inspect condition of deice system. 20. Inspect horizontal stabilizer for surface damage or irregularities (i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up); structural defects (i.e. - loose or missing rivets); misrigging or structural imbalance; hinge damage, excessive wear, freedom of movement and proper lubrication; and attachment points for missing or worn hardware. 21. Check horizontal stabilizer attachments. 22. Check forward and aft horizontal stabilizer attach fittings for corrosion and damage. 23. Inspect elevator for surface damage or irregularities (i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up); structural defects (i.e. - loose or missing rivets); misrigging or structural imbalance; hinge damage, excessive wear, freedom of movement and proper lubrication; and attachment points for missing or worn hardware. 24. Check elevator hinge bolts, trim tab hinges, and attachments for damage and operation. 25. Check elevator and trim tab hinge bolts and bearings for excessive wear. 26. Check elevator trim tab push rods for corrosion, condition, and security. 27. Check elevator trim mechanism installation. WARNING: A TOTAL OF MORE THAN FIVE (5) VORTEX GENERATORS MISSING FROM THE WHOLE AIRPLANE RENDERS THE AIRPLANE UNAIRWORTHY. 28. Inspect condition and security of vortex generators, if installed. 29. Inspect batteries and battery compartment for corrosion, etching, condition, and security. (Flush compartment as required. Refer to 12-10-00.) 30. Inspect external power supply receptacle, battery relay, fuses, and vent blower assembly for cleanliness, corrosion, condition, and security. (See Note 43.) 31. Inspect fuel filter and element. Replace filter element as required or each 600 hours. (See Fuel Filter Servicing, 12-10-00.) (See Note 57.) 32. Check or replace vacuum regulator filter. 33. Inspect deice system pneumatic valves and lines for condition and security. (See Note 41.) 34. Check baggage area upholstery and carpet for condition. 35. Inspect ELT battery for condition/date per FAR 91.207. 36. Inspect ELT installation and antenna for condition and security. Replace antenna if bent or damaged. 37. Inspect all fluid lines for leakage, condition, and security. 38. Inspect all other hoses and lines for leakage, condition, and security.
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EVENT #1 (Sheet 4 of 12) FUSELAGE AND EMPENNAGE, DETAILED (continued) 39. Check autopilot servos and controls, bridle cables, terminals, turnbuckles, fittings, guides, and pulleys for safeties, condition and wear, proper installation and function. Check bridle cable tension. (See S-TEC Instructions for Continued Airworthiness - P/N 81532P and 22-10-00, Figure 2; and Note 58.) 40. Check aileron, rudder, elevator, and trim cables, terminals, turnbuckles, fittings, guides, bonding straps, and pulleys for safeties, condition and wear, and operation. Check cable tension. (See Chapter 27 and Notes 18 and 58.) 41. Check all electronic installations for security and operation. (See Note 66.) 42. Inspect heater ducting for obstruction, condition, and security. 43. Check air conditioning evaporators and clean fins. 44. Inspect electric windshield for correct fit, distortion, condition, cracking, delamination, security, and proper operation. Check windshield heat. (See Heated Windshield Testing, 30-40-00.) CAUTION: THE FLUX DETECTORS ARE SECURED TO THE MOUNTING BRACKET WITH BRASS SCREWS. ENSURE ONLY BRASS SCREWS ARE USED WHEN REINSTALLING. 45. Inspect flux detectors. (See Note 46.) 46. Check outflow and safety valves for cleanliness, looseness, and condition. NOTE: Outflow and safety valves may require cleaning prior to 100 hour intervals, if heavy smoking or dusty conditions exist. 47. Lubricate per Lubrication Chart, 12-20-00. 48. Reinstall inspection covers and panels. NOTE: Ensure correct hardware is used when reinstalling vertical fin dorsal fairing over flux detector. CABIN AND COCKPIT, DETAILED (See Chapters 25 & 33.) 1. 2. Inspect cabin entrance door and emergency exit door seals. Inspect cabin door and emergency exit for proper rigging, and check retainer pins and striker plates for bending, cracks, proper engagement, pulled or sheared fasteners and bending for the frame web. (See Note 19.) CAUTION: WITH CREW SEATS OCCUPIED AND AT THE LOWEST VERTICAL POSITION, CHECK SEATS FOR PROPER ENGAGEMENT OF PINS TO SEAT TRACK. 3. 4. 5. Inspect crew seats for proper vertical and horizontal operation. (See Note 8.) Inspect all seats and upholstery for damage, and seat belts/shoulder harnesses, brackets, and bolts for damage, security, and operation. (See Restraint System, Inspection, 25-10-00.) Remove inspection covers and panels. NOTE: Seats and carpet must be removed for access to inspection covers on cabin floor. Inspect electric trim operation and indicators for full travel, binding, damage, and correct control deflection. (See Note 9.) 7. Check rudder pedals and toe brakes for travel, binding, security, and leaks. (See Note 13.) 8. Inspect parking brake for condition, security, operation, and leaks. 9. Inspect control wheels, column, and switches for damage, operation, and full travel. (See Note 63.) 10. Inspect push pull tubes, torque tubes, levers, pillow blocks, bellcranks, and connections for condition and security. 6.
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EVENT #1 (Sheet 5 of 12) CABIN AND COCKPIT, DETAILED (continued) 11. Check operation of strobe, landing, taxi, navigation, cabin, instrument, and EL panel lights. (See Notes 9 and 27.) 12. Inspect altimeter and transponder for installation/certification per latest revision of AC43.13-1 and tested/inspected per FARs 91.411 and 91.413, respectively. 13. Inspect and test ELT per FAR 91.207. (See Testing ELT, 25-60-00.) 14. Inspect condition of instruments, lines, hoses, and attachments. 15. Check pneumatic and electric gyro instruments, overhaul or replace as required. 16. Inspect pitot/static and alternate static lines, hoses for condition and security. 17. Check operation of cabin heat and defrost controls. 18. Inspect all knobs, switches, and levers for security of attachment and condition. (See Notes 11, 29, 40, and 67.) 19. Check condition of environmental system ducts. WARNING: BE SURE SKIN AND CLOTHING ARE FREE OF GREASE, OIL, OR OTHER PETROLEUM PRODUCTS BEFORE CHECKING OR PERFORMING MAINTENANCE ON ANY COMPONENT OF THE OXYGEN SYSTEM. 20. Check oxygen masks and connectors for condition and security. 21. Inspect fixed oxygen generators per Fixed Oxygen Generator System, Inspection, 35-20-00. 22. Check landing gear emergency release (freefall) valve and lines for leaks, security, and condition. (See Note 60.) 23. Check fluid in hydraulic pump reservoir. Fill as required. 24. Inspect hydraulic power pack for condition, leaks and security. 25. Inspect all fluid lines for leakage, condition, and security. 26. Inspect electrical panel components and circuit breakers for condition and security of installation. (See Notes 16, 20, 33, and 61.) 27. Inspect forward side of outflow and safety valves for condition and security. Remove and clean per 21-30-00. NOTE: Outflow and safety valves may require cleaning prior to 100 hour intervals, if heavy smoke or dust conditions exist. 28. Inspect filters on controller and safety valve for contamination. Clean or replace as required. (Refer to 21-30-00.) 29. Inspect aft face of forward pressure bulkhead (F.S. 100.00) and forward face of aft pressure bulkhead (F.S. 273.746) for bulging, cracks, dents, loose, or missing fasteners, condition and security of components. 30. In S/Ns 4697174 & up, inspect fuel return system per Fuel Return System, Functional Test, 28-20-00. 31. If installed, inspect portable fire extinguisher minimum weight as specified on nameplate. 32. Inspect avionics components and wiring for condition, security, and operation. (See Notes 48 & 62.) 33. Inspect control cable boots for condition and security. 34. Lubricate per Lubrication Chart, 12-20-00. 35. Reinstall inspection covers, panels, and seats. Check operation and security of seats and seat stops.
PROPELLER, DETAILED (See Chapter 61.) 1. 2. 3. 4. Remove spinner. Inspect spinner and spinner bulkhead for cracks, corrosion and damage. Inspect blades for nicks, cracks, erosion and evidence of strikes. Check for grease and oil leaks. Inspect propeller mounting bolts for condition and proper safetywire. Check torque if safetywire is broken.
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EVENT #1 (Sheet 6 of 12) PROPELLER, DETAILED (continued) 5. 6. 7. 8. 10. 11. 12. 13. 14. 15. 16. Inspect hub parts for cracks, corrosion, wear, and security. Check carefully around grease fittings for cracks. Rotate blades and inspect for tightness in hub pilot tube. Inspect beta feedback ring for runout (0.010 inch max.) and no metal to metal contact with reverse lever and carbon block holder. Inspect carbon block for wear limit (see 61-10-00, Figure 4) and freedom of movement. Inspect low pitch stop rods, return springs and beta feedback ring for damage, corrosion and freedom of movement. Inspect condition of propeller deicer slip ring and brush block or modular brush assembly. Replace as required. Inspect propeller deice boots for security of attachment and condition. Inspect propeller deice wiring and junction blocks for security, cracks, chafing and damage. Check condition and operation of propeller deice system. (See Propeller Heater Inspections, 100 Hour, 32-60-00.) Lubricate propeller per Lubrication Chart, 12-20-00. Install spinner.
ENGINE, DETAILED (See Chapter 71.) CAUTION: REFER TO PRATT & WHITNEY CANADA MAINTENANCE MANUAL P/N 3021442 AS REQUIRED FOR DETAILED PROCEDURES. SEE NOTE 5. 1. Review exceedances. Using appropriate vendor publications, determine and accomplish corrective action, as required. NOTE: In addition, print (or copy) the list of exceedances and attach it to the inspection form. For each listed exceedance, make a notation on the inspection form detailing the diagnosis, publications consulted, and corrective action required. Make a separate logbook entry for each corrective action accomplished in response to an exceedance. 2. 3. 4. 5. 6. 7. Remove engine cowling. (See 71-10-00.) Clean and inspect cowling and covers for cracks, distortion and loose or missing fasteners. (See Notes 26 and 50.) Inspect oil temperature sender unit for leaks and security. Inspect oil lines and fittings for leaks, security, chafing, dents, cracks and routing. Clean oil cooler and inspect for condition and attachment. Remove and inspect oil filter for damage and contamination. Clean or replace as required. CAUTION: OBTAIN ALL ENGINE CLEANING PROCEDURES AND CLEANING PRECAUTIONS FROM THE APPROPRIATE SECTIONS OF THE PRATT & WHITNEY CANADA MAINTENANCE MANUAL P/N 3021442. 8. Clean exterior of engine. 9. Inspect condition of igniter plugs. (Refer to Chapter 74.) 10. Inspect ignition harness and insulators for high tension leakage, continuity, damage and attachment. 11. Inspect electrical connections on ignition exciter for safety and security. 12. Remove air inlet screen; inspect first stage compressor blades for ingestion damage and corrosion. Inspect screen for damage and cleanliness. Install screen.
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EVENT #1 (Sheet 7 of 12) ENGINE, DETAILED (continued) CAUTION: DO NOT CLEAN ENGINE FUEL PUMP OUTLET FILTER. FILTER ELEMENT IS DISPOSABLE AND SHOULD BE REPLACED IF NO LONGER SERVICEABLE. SEE 73-10-02, PRATT & WHITNEY CANADA MAINTENANCE MANUAL P/N 3021442. 13. 14. 15. 16. Inspect engine fuel pump outlet filter for foreign material or distortion. Inspect gas generator case fuel drain valves for security and leaks. (Check after engine run.) Inspect, and then clean, magnetic chip detectors. Jump pins A & B for operational check of annunciator. Inspect condition of inlet air ducts. CAUTION: WHEN ENGINE IS NOT RUNNING, ANY ATTEMPT TO MOVE POWER LEVER INTO REVERSE POSITION, WITHOUT DISCONNECTING PROPELLER PUSH-PULL WIRE ROPE CLEVIS FROM PROPELLER CONTROL CAM, WILL RESULT IN BENDING OR KINKING OF WIRE ROPE. 17. Inspect power lever, condition control, propeller governor and propeller reversing linkage for condition, travel and operation. (See Note 53.) 18. Inspect gas generator case for cracks, distortion and evidence of overheating. 19. Inspect exhaust stacks for cracks, distortion and security. 20. Inspect propeller governor and overspeed governor (i.e. - HTG) for leaks and security. 21. Inspect propeller shaft seal for oil leaks. 22. Inspect all flexible lines (fuel, hydraulic, pneumatic and oil) for leaks, abrasions, cuts and secure connections. Replace upon condition or per Special Inspection. 23. Inspect fuel manifold adapter and nozzle assemblies as required by Pratt & Whitney Canada Maintenance Manual P/N 3021442. 24. Inspect fuel control unit, oil-to-fuel heater, fuel pumps, flow divider and purge valve, fuel manifold, fuel flow transmitter and fuel pressure transmitter for leaks, security and condition. Check wiring for security and condition. (See Notes 12, 28, 30, and 37.) 25. Inspect engine fireseals for cracks, damage and security. 26. Inspect firewall per 100 Hour inspection, 71-30-00. 27. Inspect firewall seals for condition. 28. Inspect oil breather tube for obstruction and security. 29. Inspect oil filler cap seal for damage and condition. 30. Check oil level and condition and operation of oil filler cap lock. 31. Inspect oil pressure transmitter for security and leaks. Check wires for connection and damage. 32. Inspect torque transmitter for leaks and security. Check wiring for damage and security. Check condition of shock mounts. 33. Inspect autoignition switch, feather switch and manifold for security and condition. Check wiring for damage and secure connection. (See Note 42.) 34. Inspect P3 air filter for contamination. Clean or replace as required. 35. Inspect fire warning sensors and wiring for security and condition. 36. Inspect compressor wash ring for damage and security. 37. Inspect engine mounts for cracks, damage and loose mounting bolts. Retorque engine mount bolts. (See Note 59.) 38. Inspect rubber Lord mounts for deterioration and condition. (Replace as required.) 39. Inspect front and rear tachometer generators for security and wiring. 40. Inspect starter generator quick attachment device (QAD) ring and mount pad for security, cracks and damage. 41. Inspect starter generator for condition and security. Remove bell housing and inspect brushes for wear.
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EVENT #1 (Sheet 8 of 12) ENGINE, DETAILED (continued) 42. Inspect condition of starter-generator cables. Inspect ground connection for corrosion and security. 43. Inspect condition of starter-generator cooling air ducts. 44. Inspect air conditioning compressor drive belt for tension, condition, and security. (See Adjustment of Drive Belt Tension, 21-50-00.) 45. Inspect generator control unit (GCU) for security, damage and wiring integrity. 46. Inspect bleed air lines, flexible lines and couplings for security, damage and leakage. (See V-Band Coupling 100 Hour Inspection, 21-30-00.) 47. Check bleed air shutoff valve and flow control valve for security, damage, leakage and correct operation. Check wiring for attachment and damage. (See Notes 17 and 25.) 48. Inspect bleed air heat exchanger and precooler for cleanness and blockage. Check inlets and outlets for blockage, security and leakage of duct couplings. 49. Inspect and check all engine wiring and ITT harness and connectors for security and condition. (See Note 38.) 50. Lubricate power plant. (See Lubrication Chart, 12-20-00, and P&WC Maintenance Manual P/N 3021442.) 51. Install engine cowling. (See 71-10-00.)
LANDING GEAR, ROUTINE (See Chapter 32.) 1. 2. 3. 4. Inspect tires for cuts, uneven or excessive wear, and slippage. Balance wheel and tire assembly. Check tires for proper pressure. (Refer to 12-10-00.) Check brake reservoir for proper fluid level, leaks, condition, and security.
UNSCHEDULED MAINTENANCE CHECKS, AS REQUIRED See 5-50-00.
SPECIAL INSPECTIONS, AS REQUIRED See 5-30-00.
OPERATIONAL INSPECTION ENGINE OFF 1. 2. 3. 4. 5. 6. 7. 8. Check reverse gate lockout. Check ELT. (See 25-60-00, ELT Testing.) Check electronic equipment operation. Check operation of flight controls. Check operation of flaps. Check and self-test Meggitt Engine Instrument System. Check bus isolation diodes (i.e. - CR331L, CR331R, and CR331M) per 24-30-00, Electrical System Functional Test. Set clock.
ENGINE RUNNING 9. 10. 11. 12. Check fuel pumps. Check fuel quantity and flow gauges. Check fuel shutoff. Check oil pressure and temperature.
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EVENT #1 (Sheet 9 of 12) OPERATIONAL INSPECTION (continued) ENGINE RUNNING (continued) 13. Check output on generator and alternator. NOTE: Generator should be set at 28.4 .2 VDC and the alternator should be set at 27.0 .2 VDC. See Voltage Regulation and Control, 24-30-00. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. Check parking brake and toe brakes. Check vacuum gauge and vacuum ejector. Check gyros for noise and roughness. Check cabin heat and defroster operation. Check avionics cooling blower operation. Check power lever operation. Check hydraulic topping governor (HTG). (See 61-20-00, Overspeed Governor - Operational Check.) Check engine idle. Check air conditioning compressor clutch operation. Check emergency pressurization solenoid valve operation. I.E. - cycle ECS switch to EMER and then to NORM or OFF. Verify you hear the emergency pressurization solenoid valve open and close. 24. Check cabin pressure controller operation. (See Cabin Pressure Controller - Operational Inspection, 21-30-00.) 25. Check propeller smoothness.
GENERAL Aircraft conforms to FAA Specifications. (See Notes 45 and 65.) All Airworthiness Directives and Service Bulletins, Letters, and Instructions complied with and appropriate compliance records completed. 3. Current FAA Pilots Operating Handbook is in the aircraft. 4. Appropriate entries made in the Aircraft and Engine Log books. 5. Registration Certificate is in the aircraft and properly displayed. 6. Radio Station FCC License is in the aircraft and properly displayed. 7. Aircraft Equipment List, Weight and Balance and FAA Form 337 (if applicable) are in the aircraft and in proper order. 8. Operational inspection and run-up completed. 9. Aircraft cleaned and lubricated after wash (as required). 10. Event Inspection Record completed. 11. Discrepancy Record completed. 12. Equipment Change and Overhaul Record completed. 1. 2.
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EVENT #1 (Sheet 10 of 12)
THIS SPACE INTENTIONALLY BLANK
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EVENT INSPECTION WORK SHEET EVENT #1 (Sheet 11 of 12)
INSPECTION COMPLETED
I certify that this aircraft has been inspected in accordance with The New Piper Aircraft, Inc. 100 Hour Progressive Inspection Event No. 1, and is approved for return to service. Pertinent details of this inspection are on file at this facility under: Repair Order No. Total Time: Signed: Date: Repair Station No.:
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EVENT INSPECTION WORK SHEET EVENT #1 (Sheet 12 of 12) Event #1 Inspection Discrepancy Report
Aircraft Time:
Engine Time:
Date:
Work Order No.:
Item No.
Discrepancy
Corrective Action
Mechanic Signature
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EVENT INSPECTION WORK SHEET EVENT #2 (Sheet 1 of 10) WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) NOTE: Review Notes 1, 2, 3, and 4, before beginning this event. RIGHT WING, DETAILED (See Chapter 57.) 1. 2. 3. 4. 5. Remove inspection covers and panels. Check surfaces, skins, and tips for damage and loose or missing fasteners. (See Notes 7 and 35.) Inspect forward and aft wing spar to fuselage attach fittings for corrosion and condition. Check security of ailerons, hinges, and attachments. Inspect ailerons for surface damage or irregularities (i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up); structural defects (i.e. - loose or missing rivets); misrigging or structural imbalance; hinge damage, excessive wear, freedom of movement and proper lubrication; and attachment points for missing or worn hardware. Inspect aileron control cables, terminals, turnbuckles, fittings, guides, pulleys, and bellcranks for safety, condition, and operation. See Note 58. Inspect flaps for surface damage or irregularities (i.e. - skin cracks, distortion, dents, corrosion, and excessive paint build up); structural defects (i.e. - loose or missing rivets); misrigging or structural imbalance; hinge damage, excessive wear, freedom of movement and proper lubrication; and attachment points for missing or worn hardware. (See Note 15.) NOTE: If flap extension at speeds exceeding VFE is suspected, see 5-50-00 - Flaps Extended Above Maximum Flap Extension Speed (VFE). Inspect the flap actuation system rod end bearings for binding or seizing of the ball bearings. Pay particular attention to the rod end bearings attached to the inboard bellcrank assembly located in each main gear well. 9. Inspect condition of bolts used with flap rollers and aileron hinges. (Replace as required.) 10. Inspect flap tracks for security of attachment, damage, condition, and corrosion. 11. Check condition of exterior bearings. 12. Inspect static discharge wicks for security of attachment and condition. (Replace as required.) WARNING: A TOTAL OF MORE THAN FIVE (5) VORTEX GENERATORS MISSING FROM THE WHOLE AIRPLANE RENDERS THE AIRPLANE UNAIRWORTHY. 13. 14. 15. 16. 17. Inspect condition and security of vortex generators, if installed. Lubricate per Lubrication Chart, 12-20-00. Check condition of hydraulic, fuel, and pneumatic hoses and lines. Check condition and security of wiring and connectors. (See Note 47.) Check fuel tanks and lines for leaks. (See Note 21.) NOTE: Any fuel leaks within the wing will show at the lower wing root fairing, between wing and fuselage. 18. Drain wing fuel sumps. Inspect fuel for contaminants, flush tank as required. 19. Check fuel tank sealing material. 8.
6. 7.
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EVENT #2 (Sheet 2 of 10) RIGHT WING, DETAILED (continued) 20. 21. 22. 23. 24. Check fuel tank fillers marked Jet Fuel Only. Check fuel filler cap, O-ring, and receptacle for condition. Check fuel tank vent for obstructions. Check radome for erosion, cracks, or delamination. Inspect standby attitude indicator emergency power supply (in radar pod aft compartment) for condition and security. Remove and capacity test emergency power supply unit per 34-20-00. 25. Inspect condition of pneumatic deicer. Inspect fill and edge sealant on stall strips installed on boots. Reseal, refill, feather as required with AC665B-1/2 (P/N 279-065). 26. Inspect wing tip navigation and strobe lights for broken lenses, security, wiring, and attachment. 27. Reinstall inspection covers and panels.
LEFT WING, ROUTINE (See Chapter 57.) 1. 2. 3. Remove inspection covers and panels Check surfaces, skins, and tips for damage and loose or missing fasteners. Check fuel tanks and lines for leaks. NOTE: Any fuel leaks within the wing will show at the lower wing root fairing, between wing and fuselage. 4. 5. 6. 7. 8. Check fuel tank fillers marked Jet Fuel Only. Check fuel filler cap, O-ring, and receptacle for condition. Check fuel tank vent for obstructions. Inspect wing tip navigation and strobe lights for broken lenses, security, wiring, and attachment. Reinstall inspection covers and panels.
FUSELAGE AND EMPENNAGE, ROUTINE (see Chapters 51 & 55.) 1. 2. Remove inspection covers and panels. Inspect structure for cracks, dents, security of attachments, cleanliness, and loose or pulled fasteners. (See Note 55.) CAUTION: PRESSURIZED FLIGHT IS PROHIBITED WITH DISCOLORATION, CRACKS, OR CRAZING IN THE WINDSHIELD OR WINDOWS. 3. 4. 5. 6. 7. 8. Inspect windshield and windows for nicks, scratches, cracks, crazing, and discoloration. (See 56-00-00.) Check fuel sump drains for water and proper operation. Inspect fuel filter and element. Replace filter element as required or each 600 hours. (See Fuel Filter Servicing, 12-10-00.) (See Note 57.) Inspect batteries and battery compartment for corrosion, etching, condition, and security. (Flush compartment as required. See 12-10-00.) Inspect external power supply receptacle, battery relay, fuses, and vent blower assembly for cleanliness, corrosion, condition, and security. Check outflow and safety valves for cleanliness, looseness, and condition. NOTE: Outflow and safety valves may require cleaning prior to 100 hour intervals, if heavy smoking or dusty conditions exist. 9. Reinstall inspection covers and panels.
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EVENT #2 (Sheet 3 of 10) CABIN AND COCKPIT, ROUTINE (See Chapters 25 & 33.) CAUTION: WITH CREW SEATS OCCUPIED AND AT THE LOWEST VERTICAL POSITION, CHECK SEATS FOR PROPER ENGAGEMENT OF PINS TO SEAT TRACK. 1. 2. 3. 4. 5. 6. Inspect crew seats for proper vertical and horizontal operation. Inspect all seats, upholstery for damage, and seat belts/shoulder harnesses, brackets, and bolts for damage, security, and operation. (See Restraint System, Inspection, 25-10-00.) Check oxygen masks and connectors for condition and security. Inspect fixed oxygen generators per Fixed Oxygen Generator System, Inspection, 35-20-00. Check fluid level in hydraulic reservoir. Fill as required. Inspect forward side of outflow and safety valves for condition and security. Remove and clean per 21-30-00. NOTE: Outflow and safety valves may require cleaning prior to 100 hour intervals, if heavy smoke or dust conditions exist. 7. 8. Inspect filters on controller and safety valve for contamination. Clean or replace as required. (Refer to 21-30-00.) Check operation of strobe, landing, taxi, navigation, cabin, instrument, and EL panel lights.
PROPELLER, DETAILED (See Chapter 61.) 1. 2. 3. 4. 5. 6. 7. 8. 10. 11. 12. 13. 14. 15. 16. Remove spinner. Inspect spinner and spinner bulkhead for cracks, corrosion and damage. Inspect blades for nicks, cracks, erosion and evidence of strikes. Check for grease and oil leaks. Inspect propeller mounting bolts for condition and proper safetywire. Check torque if safetywire is broken. Inspect hub parts for cracks, corrosion, wear, and security. Check carefully around grease fittings for cracks. Rotate blades and inspect for tightness in hub pilot tube. Inspect beta feedback ring for runout (0.010 inch max.) and no metal to metal contact with reverse lever and carbon block holder. Inspect carbon block for wear limit (see 61-10-00, Figure 4) and freedom of movement. Inspect low pitch stop rods, return springs and beta feedback ring for damage, corrosion and freedom of movement. Inspect condition of propeller deicer slip ring and brush block or modular brush assembly. Replace as required. Inspect propeller deice boots for security of attachment and condition. Inspect propeller deice wiring and junction blocks for security, cracks, chafing and damage. Check condition and operation of propeller deice system. (See Propeller Heater Inspections, 100 Hour, 32-60-00.) Lubricate propeller per Lubrication Chart, 12-20-00. Install spinner.
1D7
5-20-00
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EVENT #2 (Sheet 4 of 10) ENGINE, DETAILED (See Chapter 71.) CAUTION: REFER TO PRATT & WHITNEY CANADA MAINTENANCE MANUAL P/N 3021442 AS REQUIRED FOR DETAILED PROCEDURES. SEE NOTE 5. 1. Review exceedances. Using appropriate vendor publications, determine and accomplish corrective action, as required. NOTE: In addition, print (or copy) the list of exceedances and attach it to the inspection form. For each listed exceedance, make a notation on the inspection form detailing the diagnosis, publications consulted, and corrective action required. Make a separate logbook entry for each corrective action accomplished in response to an exceedance. 2. 3. 4. 5. 6. 7. Remove engine cowling. (See 71-10-00.) Clean and inspect cowling and covers for cracks, distortion and loose or missing fasteners. Inspect oil temperature sender unit for leaks and security. Inspect oil lines and fittings for leaks, security, chafing, dents, cracks and routing. Clean oil cooler and inspect for condition and attachment. Remove and inspect oil filter for damage and contamination. Clean or replace as required. CAUTION: OBTAIN ALL ENGINE CLEANING PROCEDURES AND CLEANING PRECAUTIONS FROM THE APPROPRIATE SECTIONS OF THE PRATT & WHITNEY CANADA MAINTENANCE MANUAL P/N 3021442. 8. Clean exterior of engine. 9. Inspect condition of igniter plugs. (Refer to Chapter 74.) 10. Inspect ignition harness and insulators for high tension leakage, continuity, damage and attachment. 11. Inspect electrical connections on ignition exciter for safety and security. 12. Remove air inlet screen; inspect first stage compressor blades for ingestion damage and corrosion. Inspect screen for damage and cleanliness. Install screen. CAUTION: DO NOT CLEAN ENGINE FUEL PUMP OUTLET FILTER. FILTER ELEMENT IS DISPOSABLE AND SHOULD BE REPLACED IF NO LONGER SERVICEABLE. SEE 73-10-02, PRATT & WHITNEY CANADA MAINTENANCE MANUAL P/N 3021442. 13. Inspect engine fuel pump outlet filter for foreign material or distortion. 14. Inspect gas generator case fuel drain valves for security and leaks. (Check after engine run.) 15. Inspect, and then clean, magnetic chip detectors and jump pins A & B for operational check of annunciator. 16. Inspect condition of inlet air ducts. CAUTION: WHEN ENGINE IS NOT RUNNING, ANY ATTEMPT TO MOVE POWER LEVER INTO REVERSE POSITION, WITHOUT DISCONNECTING PROPELLER PUSH-PULL WIRE ROPE CLEVIS FROM PROPELLER CONTROL CAM, WILL RESULT IN BENDING OR KINKING OF WIRE ROPE. 17. Inspect power lever, condition control, propeller governor and propeller reversing linkage for condition, travel and operation. (See Note 53.) 18. Inspect gas generator case for cracks, distortion and evidence of overheating. 19. Inspect exhaust stacks for cracks, distortion and security. 20. Inspect propeller governor and overspeed governor (i.e. - HTG) for leaks and security. 21. Inspect propeller shaft seal for oil leaks. 22. Inspect all flexible lines (fuel, hydraulic, pneumatic and oil) for leaks, abrasions, cuts and secure connections. Replace upon condition or per Special Inspection.
PAGE 22 Dec 31/04
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EVENT #2 (Sheet 5 of 10) ENGINE, DETAILED (continued) 23. Inspect fuel manifold adapter and nozzle assemblies as required by Pratt & Whitney Canada Maintenance Manual P/N 3021442. 24. Inspect fuel control unit, oil-to-fuel heater, fuel pumps, flow divider and purge valve, fuel manifold, fuel flow transmitter and fuel pressure transmitter for leaks, security and condition. Check wiring for security and condition. 25. Inspect engine fireseals for cracks, damage and security. 26. Inspect firewall per 100 Hour inspection, 71-30-00. 27. Inspect firewall seals for condition. 28. Inspect oil breather tube for obstruction and security. 29. Inspect oil filler cap seal for damage and condition. 30. Check oil level and condition and operation of oil filler cap lock. 31. Inspect oil pressure transmitter for security and leaks. Check wires for connection and damage. 32. Inspect torque transmitter for leaks and security. Check wiring for damage and security. Check condition of shock mounts. 33. Inspect autoignition switch, feather switch and manifold for security and condition. Check wiring for damage and secure connection. 34. Inspect P3 air filter for contamination. Clean or replace as required. 35. Inspect fire warning sensors and wiring for security and condition. 36. Inspect compressor wash ring for damage and security. 37. Inspect engine mounts for cracks, damage and loose mounting bolts. Retorque engine mount bolts. (See Note 59.) 38. Inspect rubber Lord mounts for deterioration and condition. (Replace as required.) 39. Inspect front and rear tachometer generators for security and wiring. 40. Inspect starter generator quick attachment device (QAD) ring and mount pad for security, cracks and damage. 41. Inspect starter generator for condition and security. Remove bell housing and inspect brushes for wear. 42. Inspect condition of starter-generator cables. Inspect ground connection for corrosion and security. 43. Inspect condition of starter-generator cooling air ducts. 44. Inspect air conditioning compressor drive belt for tension, condition, and security. (See Adjustment of Drive Belt Tension, 21-50-00.) 45. Inspect generator control unit (GCU) for security, damage and wiring integrity. 46. Inspect bleed air lines, flexible lines and couplings for security, damage and leakage. (See V-Band Coupling 100 Hour Inspection, 21-30-00.) 47. Check bleed air shutoff valve and flow control valve for security, damage, leakage and correct operation. Check wiring for attachment and damage. 48. Inspect bleed air heat exchanger and precooler for cleanness and blockage. Check inlets and outlets for blockage, security and leakage of duct couplings. 49. Inspect and check all engine wiring and ITT harness and connectors for security and condition. 50. Lubricate power plant. (See Lubrication Chart, 12-20-00, and P&WC Maintenance Manual P/N 3021442.) 51. Install engine cowling. (See 71-10-00.)
1D9
5-20-00
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EVENT #2 (Sheet 6 of 10) LANDING GEAR, DETAILED (See Chapter 32.) CAUTION: ENSURE THAT JACK DOES NOT COME INTO CONTACT WITH RADAR POD ON RIGHT WING. NOTE: Check for proper strut extension prior to jacking airplane. (Refer to 12-10-00.) 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. Place airplane on jacks. Jack airplane. (Refer to 7-10-00.) Remove inspection covers and panels. Check oleo struts for proper extension and evidence of fluid leakage. See Landing Gear, 12-10-00. Inspect nose gear steering control and travel. (See Note 6.) Inspect nose gear installation for condition and security. (See Notes 14, 32, 34, and 44.) Inspect nose gear trunnion for cracks and condition. Inspect nose wheel steering cam and rotator for cracks. Check nose and main gear squat switches for security and adjustment. (See Notes 24 and 36.) Inspect tires for cuts, uneven or excessive wear, and slippage. Remove wheels and clean, check and repack bearings. Inspect wheels for cracks, corrosion, and broken bolts. Inspect brake disc/linings for wear, condition, and security. Check tires for proper pressure. (Refer to 12-10-00.) Balance wheel and tire assembly. Check brake hydraulic lines for leakage. Check brake reservoir for proper fluid level, leaks, condition, and security. Inspect gear fork for damage. Inspect struts for fluid/pressure leaks and scoring. Check torque links, bolts, and bushings. (Rebush as required.) (See Note 52.) Check gear struts, trunnion pins and attachments for condition and security. Inspect bolt, bushings, trunnion pins, and attachments for condition and security. (Rebush as required.) Check retraction actuators and attachments for condition and security. Check condition and security of flexible hydraulic lines to actuator. Replace as required. Inspect main and nose gear doors, and rod assemblies for corrosion, security, and freedom of movement. (See Note 64.) Check locking actuator for operation and adjustment. Inspect nose gear door actuator for operation and adjustment. Check warning horn and lights for operation. Lubricate per Lubrication Chart, 12-20-00. Inspect hydraulic lines, electrical leads, and attaching parts for condition and security (i.e. - routing, chafing, damage, wear, etc.). Check actuating cylinders for leakage and security. Perform gear retraction and extension operation check. (See Functional Test, 32-30-00.) Place weight of aircraft on landing gear. (DO NOT REMOVE JACKS.) Check anti-retraction system on gear lever for proper operation. Reinstall inspection covers and panels. WARNING: DO NOT REMOVE JACKS WITHOUT FIRST VERIFYING THAT LANDING GEAR IS DOWN AND LOCKED AND ANTI-RETRACTION SYSTEM HAS BEEN CHECKED. 35. Ensure all gears are down and locked, then remove jacks. 36. Check wheel alignment.
PAGE 24 Dec 31/04
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EVENT #2 (Sheet 7 of 10) UNSCHEDULED MAINTENANCE CHECKS, AS REQUIRED See 5-50-00.
SPECIAL INSPECTIONS, AS REQUIRED See 5-30-00.
OPERATIONAL INSPECTION ENGINE OFF 1. 2. 3. 4. 5. 6. 7. 8. Check reverse gate lockout. Check ELT. (See 25-60-00, ELT Testing.) Check electronic equipment operation. Check operation of flight controls. Check operation of flaps. Check and self-test Meggitt Engine Instrument System. Check bus isolation diodes (i.e. - CR331L, CR331R, and CR331M) per 24-30-00, Electrical System Functional Test. Set clock.
ENGINE RUNNING 9. 10. 11. 12. 13. Check fuel pumps. Check fuel quantity and flow gauges. Check fuel shutoff. Check oil pressure and temperature. Check output on generator and alternator. NOTE: Generator should be set at 28.4 .2 VDC and the alternator should be set at 27.0 .2 VDC. See Voltage Regulation and Control, 24-30-00. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. Check parking brake and toe brakes. Check vacuum gauge and vacuum ejector. Check gyros for noise and roughness. Check cabin heat and defroster operation. Check avionics cooling blower operation. Check power lever operation. Check hydraulic topping governor (HTG). (See 61-20-00, Overspeed Governor - Operational Check.) Check engine idle. Check air conditioning compressor clutch operation. Check emergency pressurization solenoid valve operation. I.E. - cycle ECS switch to EMER and then to NORM or OFF. Verify you hear the emergency pressurization solenoid valve open and close. 24. Check cabin pressure controller operation. (See Cabin Pressure Controller - Operational Inspection, 21-30-00.) 25. Check propeller smoothness.
1D11
5-20-00
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EVENT #2 (Sheet 8 of 10) GENERAL Aircraft conforms to FAA Specifications. All Airworthiness Directives and Service Bulletins, Letters, and Instructions complied with and appropriate compliance records completed. 3. Current FAA Pilots Operating Handbook is in the aircraft. 4. Appropriate entries made in the Aircraft and Engine Log books. 5. Registration Certificate is in the aircraft and properly displayed. 6. Radio Station FCC License is in the aircraft and properly displayed. 7. Aircraft Equipment List, Weight and Balance and FAA Form 337 (if applicable) are in the aircraft and in proper order. 8. Operational inspection and run-up completed. 9. Aircraft cleaned and lubricated after wash (as required). 10. Event Inspection Record completed. 11. Discrepancy Record completed. 12. Equipment Change and Overhaul Record completed. 1. 2.
THIS SPACE INTENTIONALLY BLANK
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EVENT INSPECTION WORK SHEET EVENT #2 (Sheet 9 of 10)
INSPECTION COMPLETED
I certify that this aircraft has been inspected in accordance with The New Piper Aircraft, Inc. 100 Hour Progressive Inspection Event No. 2, and is approved for return to service. Pertinent details of this inspection are on file at this facility under: Repair Order No. Total Time: Signed: Date: Repair Station No.:
1D13
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EVENT INSPECTION WORK SHEET EVENT #2 (Sheet 10 of 10) Event #2 Inspection Discrepancy Report
Aircraft Time:
Engine Time:
Date:
Work Order No.:
Item No.
Discrepancy
Corrective Action
Mechanic Signature
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL NOTES
1. Refer to Piper's Customer Service Information Aerofiche P/N 1753-755 for latest revision dates to Piper Inspection Manuals and this maintenance manual. References to Chapter or Section are to the appropriate Chapter or Section in this manual. WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE VALID FOR AIRPLANES SO MODIFIED. 2. Inspections or operations are to be performed as indicated in each 100 hour inspection event. Inspections or operations (i.e. - component overhauls/replacements, etc.) required outside the 100 hour cycle are listed as special inspections in section 5-30-00. Inspections must be accomplished by persons authorized by the FAA. A. B. The routine inspection accomplishes preventive maintenance, lubrication and servicing as well as inspecting critical components. The detailed inspection is a complete inspection of the indicated inspection group.
NOTE: A log book entry should be made upon completion of any inspections. 3. Piper Service Bulletins are of special importance and Piper considers compliance mandatory. In all cases, see Service Bulletin/Service Letter Index P/N 762-332 or Service Bulletin/Service Letter Aerofiche Set P/N 1762-331 to verify latest revision. 4. Piper Service Letters are product improvements and service hints pertaining to servicing the airplane and should be given careful attention. 5. Inspections given for the power plant are based on the engine manufacturers maintenance manual ( P&W Canda P/N 3021442 ) for this airplane. Any changes issued to the engine manufacturers maintenance manual shall supersede or supplement the inspections outlined in this report. 6. In S/Ns 4697003 thru 4697035, and 4697037 only, verify compliance with Piper Service Bulletin No. 1052. 7. In S/Ns 4697003 thru 4697039 only, verify compliance with Piper Service Bulletin No. 1053. 8. In S/Ns 4697003 thru 4697035, and 4697037 only, verify compliance with Piper Service Bulletin No. 1054. 9. In S/Ns 4697001 thru 4697040 only, verify compliance with Piper Service Bulletin No. 1055. 10. In S/Ns 4697003 thru 4697035, and 4697037 only, verify compliance with Piper Service Bulletin No. 1056. 11. In S/Ns 4697003 thru 4697052, and 4697054 only, verify compliance with Piper Service Bulletin No. 1058. 12. In S/Ns 4697003 thru 4697044 only, verify compliance with Piper Service Bulletin No. 1059. 13. In S/Ns 4697001 thru 4697055 only, verify compliance with Piper Service Bulletin No. 1060. 14. In S/Ns 4697001 thru 4697046, 4697048 thru 4697050, and 4697054, 4697058, 4697062 and 4697064 only, verify compliance with Piper Service Bulletin No. 1061.
1D15
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL NOTES (cont.)
15. In S/Ns 4697001 thru 4697020, 4697023 thru 4697025, 4697027 thru 4697037, 4697040 thru 4697052, and 4697054, 4697055, 4697058 and 4697059 only, verify compliance with Piper Service Bulletin No. 1062. 16. In S/Ns 4697003 thru 4697060 only, verify compliance with Piper Service Bulletin No. 1063. 17. In S/Ns 4697001 thru 4697049 only, verify compliance with Piper Service Bulletin No. 1064. 18. In S/Ns 4697001 thru 4697057 only, verify compliance with Piper Service Bulletin No. 1065. 19. In S/Ns 4697001 thru 4697047 only, verify compliance with Piper Service Bulletin No. 1066. 20. In S/Ns 4697001 thru 4697075 only, verify compliance with Piper Service Bulletin No. 1067A. 21. In S/Ns 4697001 thru 4697068 only, verify compliance with Piper Service Bulletin No. 1068. 22. In S/Ns 4697001 thru 4697030 only, verify compliance with Piper Service Bulletin No. 1069. 23. In S/Ns 4697003 thru 4697035, and 4697037 only, verify compliance with Piper Service Bulletin No. 1070. 24. In S/Ns 4697001 thru 4697060 only, verify compliance with Piper Service Bulletin No. 1071. 25. In S/Ns 4697001 thru 4697078 only, verify compliance with Piper Service Bulletin No. 1072. 26. In S/Ns 4697001 thru 4697078 only, verify compliance with Piper Service Bulletin No. 1074. 27. In S/Ns 4697001 thru 4697038 only, verify compliance with Piper Service Bulletin No. 1076. 28. In S/Ns 4697001 thru 4697075 only, verify compliance with Piper Service Bulletin No. 1077 and Pratt & Whitney Canada Service Bulletin 3387R1. 29. In S/Ns 4697001 thru 4697075 only, verify compliance with Piper Service Bulletin No. 1078. 30. In S/Ns 4697001 thru 4697097 only, verify compliance with Piper Service Bulletin No. 1080 and Lear Romec Service Bulletin RG34720-73-002. 31. In S/Ns 4697001 thru 4697037 only, verify compliance with Piper Service Bulletin No. 1082. 32. In S/Ns 4697001 thru 4697053 only, verify compliance with Piper Service Bulletin No. 1085. 33. In S/Ns 4697001 thru 4697069, 4697073, 4697075, and 4697077 only, verify compliance with Piper Service Bulletin No. 1086. 34. In S/Ns 4697001 thru 4697046, and 4697048 only, verify compliance with Piper Service Bulletin No. 1087A. 35. In S/Ns 4697001 thru 4697090 only, verify compliance with Piper Service Bulletin No. 1088. 36. In S/Ns 4697001 thru 4697095 only, verify compliance with Piper Service Bulletin No. 1089. 37. In S/Ns 4697001 thru 4697075 only, verify compliance with Piper Service Bulletin No. 1091. 38. In S/Ns 4697001 thru 4697123 and 4697125 only, verify compliance with Piper Service Bulletin No. 1093. 39. In S/Ns 4697001 thru 4697114, and 4697116 & 4697118 only, verify compliance with Piper Service Bulletin No. 1094. 40. In S/Ns 4697001 thru 4697114, 4697116, 4697118, and 4697125 only, verify compliance with Piper Service Bulletin No. 1095. 41. In S/Ns 4697001 thru 4697106 (less 4697003, 4697006, 4697007, 4697011, 4697022, 4697060, 4697076, 4697088, 4697092, and 4697098) only, verify compliance with Piper Service Bulletin No. 1098.
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42. In S/Ns 4697001 thru 4697114, 4697116 thru 4697119, and 4697125 only, verify compliance with Piper Service Bulletin No. 1099. 43. In S/Ns 4697001 thru 4697114, 4697116 thru 4697123, and 4697125 only, verify compliance with Piper Service Bulletin No. 1102. 44. In S/Ns 4697001 thru 4697125 only, verify compliance with Piper Service Bulletin No. 1106. 45. In S/Ns 4697001 thru 4697099 only, verify compliance with Piper Service Bulletin No. 1107. 46. In S/Ns 4697001 thru 4697125 only, verify compliance with Piper Service Bulletin No. 1108. 47. In S/Ns 4697001 thru 4697126 only, verify compliance with Piper Service Bulletin No. 1111. 48. In S/Ns 4697001 thru 4697054 only, verify compliance with Piper Service Bulletin No. 1114. 49. In S/Ns 4697001 thru 4697127 and 4697134 only, verify compliance with Piper Service Bulletin No. 1121. 50. In S/Ns 4697001 thru 4697128 only, verify compliance with Piper Service Letter No. 1051. 51. In S/Ns 4697001 thru 4697141 and 4697143 thru 4697145 only, verify compliance with Piper Service Letter No. 1057. 52. In S/Ns 4697001 thru 4697135 only, verify compliance with Piper Service Letter No. 1062. 53. Ensure fuel control unit (FCU) end of power lever linkage (i.e. - FCU control rod and FCU arm) has full range of travel and is not restricted by incorrect routing of the mass flow controller/accessory cooling air inlet drain hose. If drain hose contacts FCU arm or FCU control rod, reroute the drain hose per instructions in 71-60-00. 54. At propeller overhaul or anytime a propeller deice boot is removed, verify compliance with Piper Service Letter No. 1086. 55. In S/Ns 4697001 thru 4697147 only, for those airplanes which have not installed Piper Kit No. 767-356, conduct 100 Hour Tailcone Inspection, 55-00-00. 56. In S/Ns 4697001 thru 4697164 only, verify installation of Piper Kit No. 767-377 per Piper Service Bulletin No. 1150. 57. In S/Ns 4697001 thru 4697173 only, at fuel filter replacement, verify compliance with Pall Aeropower Corporation Service Bulletin No. ADB474-72-01 per Piper Service Letter No. 1082. 58. Examine cables for broken strands by wiping them with a cloth for their entire length. Visually inspect the cable thoroughly for damage not detected by the cloth. Replace any damaged or frayed cables. A. B. See Control Cable Inspection, 27-00-00, or the latest edition of FAA AC 43.13-1. At fifteen (15) years time-in-service, begin Cable Fittings 100 Hour Special Inspection (27-00-00).
59. In S/Ns 4697001 thru 4697071; 4697075 thru 4697096; 4697100; 4697101; 4697103 thru 4697112; 4697114 and 4697116 only with the original factory-installed engine mount, conduct 100 Hour Engine Mount Special Inspection, 71-20-00. 60. In S/Ns 4697001 thru 4697158 only, verify installation of Piper Kit No. 767-364 per Piper Service Bulletin No. 1126. 61. In S/Ns 4697001 thru 4697140 and 4697142 thru 4697153 only, verify compliance with Piper Service Bulletin No. 1114. See also AD 04-03-32. 62. In S/N 4697146 only. And also 4697001 thru 4697089; 4697091 thru 4697141; and 4697145; if a GMA-340 Mod 4 unit has been installed and the airplane is not equipped with stereo headsets. Verify compliance with Piper Service Bulletin No. 1135.
1D17
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63. In S/Ns 4697001 thru 4697174 only, verify compliance with Piper Service Bulletin No. 1139A. 64. In S/Ns 4697001 thru 4697173 only, verify compliance with Piper Service Bulletin No. 1144. 65. In S/Ns 4697179 thru 4697183 only, verify compliance with Piper Service Bulletin No. 1151E. 66. In S/Ns 4697001 thru 4697169 only, if the stall warning computer has been replaced in the field, verify compliance with Piper Service Letter No. 1076. 67. In S/Ns 4697144 and 4697149 thru 4697162; and any PA-46-500TP with a field retrofit S-TEC Magic 1500 Autopilot installed, verify installation of Piper Kit No. 767-376 per Piper Service Letter No. 1077.
PAGE 32 Dec 31/04
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PROGRAM RESPONSIBILITY The person responsible for scheduling the inspections required under this program must enter his or her name below and forward the original copy of this form to their local FAA-GADO office. A duplicate copy should be maintained in this manual. Name: Address: City: Telephone Number: Any change in personnel responsible for scheduling the inspection program, will be added with the appropriate information on a separate sheet of paper and the original copy sent to the local FAA-GADO office, while a duplicate copy is attached behind this page. The previous information sheet will be left in the booklet and the word "CHANGED" will be written across the deleted information. State: Zip:
1D19
5-20-00
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PAGE 34 Mar 6/03
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REVISIONS Revisions to this Inspection Program are the direct responsibility of the manufacturer. However, owners/operators with an F.A.A.-approved Part 91 Progressive Inspection Program or a Part 135 Approved Aircraft Inspection Program may not enact any such revisions until approval is obtained from the responsible F.A.A. District Office. A permanent record of revisions and F.A.A. approvals will be maintained by the owner/operator. RECORD OF REVISIONS REV. NO. FAA APPROVAL DATE PAGE NO. INSERTED BY/DATE
1D21
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PAGE 36 Mar 6/03
5-20-00
1D22
N53238
EVENT INSPECTION RECORD 1. Proper inspection procedures are the responsibility of the individuals performing the inspection and must be made in accordance with all applicable current Federal Aviation Regulations and Piper Maintenance Manuals and Publications. Work order column is applicable only to FAA approved repair stations. Always check for and use only current information. The signatures below signify that this aircraft has been thoroughly inspected and found airworthy in accordance with applicable and current FARs, Piper Maintenance Manual and Service Publications (including Service Bulletins and Mandatory Service Letters). Further, the signatures verifiy that all appropriate entries have been made in Aircraft and Engine Logbooks and Progressive Inspection Program Records (i.e. - Event Inspection Record, Progressive Inspection Cycle Record, Discrepancy Record, Service Publication Compliance Record, FAA AD Compliance Record, and Equipment Change and Overhaul Record). A/C HOURS DATE W.O. No. SIGNATURE - CERTIFICATE No.
2. 3. 4.
EVENT No. 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 100 HR 200 HR 300 HR 400 HR 500 HR 600 HR 700 HR 800 HR 900 HR 1000 HR 1100 HR 1200 HR 1300 HR 1400 HR 1500 HR 1600 HR 1700 HR 1800 HR 1900 HR 2000 HR
1D23
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PROGRESSIVE INSPECTION CYCLE RECORD 1. 2. 3. 4. 5. 6. 7. 8. 9. Current FAA Pilots Operating Handbook is in the aircraft. Aircraft and Engine Logbooks are in the aircraft and appropriate entries made in these logbooks. Registration certificate is in the aircraft and properly displayed. Airworthiness certificate in aircraft and properly displayed. Radio Station FCC License is in the aircraft and properly displayed. Aircraft Equipment List, Weight and Balance and FAA Form 337 (if applicable) are in the aircraft and in proper order. All Service Bulletins and mandatory Service Letters have been complied with. Applicable FAA Airworthiness Directives are complied with. Piper Progressive Inspection Records in order and properly signed off.
10. Outstanding conditions have been corrected as listed on condition record. CYCLE No. DATE A/C HOURS REMARKS SIGNATURE - CERTIFICATE No.
PAGE 38 Mar 6/03
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1E1 AIRPLANE SERIAL NUMBER REGISTRATION NUMBER ENGINE SERIAL NUMBER PROPELLER SERIAL NUMBER SIGNATURE DATE CORRECTIVE ACTION W.O.# SIGNATURE AND CERTIFICATE NO.
DISCREPANCY RECORD
DISCREPANCY
A/C HOURS
DATE
5-20-00
PAGE 39 Jul 1/00
N53238
PAGE 40 Jul 1/00
5-20-00
1E2
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1E3 AIRPLANE SERIAL NUMBER REGISTRATION NUMBER ENGINE SERIAL NUMBER PROPELLER SERIAL NUMBER PUBLICATION NUMBER COMPLIANCE A/C DATE HOURS W.O.# SIGNATURE AND CERTIFICATE NO.
SERVICE PUBLICATION COMPLIANCE RECORD
MANUFACTURER
5-20-00
PAGE 41 Jul 1/00
N53238
PAGE 42 Jul 1/00
5-20-00
1E4
N53238
1E5 AIRPLANE SERIAL NUMBER REGISTRATION NUMBER ENGINE SERIAL NUMBER PROPELLER SERIAL NUMBER ONE TIME RECURRING A/C HOURS METHOD OF COMPLIANCE DATE / TIME NEXT DUE W.O.# SIGNATURE AND CERTIFICATE NO.
FAA AIRWORTHINESS DIRECTIVE (AD) COMPLIANCE RECORD
AD NUMBER
AD DATE
5-20-00
PAGE 43 Jul 1/00
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PAGE 44 Jul 1/00
5-20-00
1E6
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1E7 AIRPLANE SERIAL NUMBER REGISTRATION NUMBER ENGINE SERIAL NUMBER PROPELLER SERIAL NUMBER SERIAL NUMBER INSTALLED PART NO. SERIAL NUMBER
EQUIPMENT CHANGE AND OVERHAUL RECORD
DATE
A/C HOURS
REMOVED PART NO.
SIGNATURE AND CERTIFICATE NO.
5-20-00
PAGE 45 Jul 1/00
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PAGE 46 Jul 1/00
5-20-00
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SPECIAL INSPECTIONS WORK SHEET (Sheet 1 of 8) WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) The following inspections are required in addition to those listed in the Progressive Inspection Program (i.e. 5-20-00). These inspections are required at intervals of: A. B. C. D. Engine Cycles; Flight hours outside the Progressive Inspection 100 Hour Events; Calendar Year; or the specific operation being conducted or the environment being operated in.
Unless otherwise indicated, these inspections are to be repeated at each occurance of the specified interval. Note that the items listed herein are guidelines based on past operating experience. Each operator should closely monitor his own unique operating conditions/environment and react accordingly to keep his aircraft airworthy. 1. Per Engine Cycle See latest revision of Pratt & Whitney Canada Service Bulletin No. 3002 for PT6A-42A Rotor Components Service Life Limits. NOTE: A complete engine cycle is defined as engine start, idle, takeoff, flight, landing, idle, and shutdown. Many aircraft operations involve partial engine cycles (i.e. - idle, takeoff, flight, landing, idle) that, with the application of an appropriate formula (see P&WC Service Bulletin, above), are also factored into the calculation of service life limits. The owner/operator is responsible for recording and calculating life limiting cycles. 2. Per Flight Hour Each 50 Hours Conduct Propeller Heater Inspection, 50 Hour, per 30-60-00. Each 200 Hours Inspect fuel manifold adaptor and nozzle assemblies per Pratt & Whitney Canada Maintenance Manual P/N 3021442. NOTE: For airplanes using the fuel nozzle in-situ cleaning program per Pratt & Whitney Canada Maintenance Manual P/N 3021442, 71-00-00 - Cleaning, inspection may be deferred to each 400 hours. NOTE: For airplanes NOT using the fuel nozzle in-situ cleaning program, inspection interval may be extended to each 400 hours based on inspection results. NOTE: Whenever the fuel nozzles are removed, visually inspect the hot section with a borescope. For batteries which have been in service for 600 hours or 12 months, whichever comes first, perform a capacity check (see 24-30-00, Capacity Test) each 200 hours or 90 days, whichever comes first.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL SPECIAL INSPECTIONS WORK SHEET
(Sheet 2 of 8) Each 300 Hours Inspect fixed oxygen cylinder system per 300 Hour Inspection, 35-10-00. Each 400 Hours In S/Ns 4697174 and up, each 400 hours or two (2) years, whichever comes first, perform Fuel Purge System, Inspection and Cleaning, 71-70-00. Lubricate propeller each 400 hours or 12 months, whichever comes first. See latest revision of Hartzell Manual 202. NOTE: If annual operation is significantly less than 400 hours, reduce lubrication interval to six months. Inspect fuel manifold adaptor and nozzle assemblies per Pratt & Whitney Canada Maintenance Manual P/N 3021442. (For airplanes using the fuel nozzle in-situ cleaning program per Pratt & Whitney Canada Maintenance Manual P/N 3021442, 71-00-00 - Cleaning.) NOTE: Inspection interval may be extended to each 600 hours based on inspection results. NOTE: Whenever the fuel nozzles are removed, visually inspect the hot section with a borescope. Each 500 Hours Remove, clean, and inspect starter generator per Starter Generator Cleaning and Inspection, 24-30-00. Replace brushes. Inspect and clean engine oil scavenge screen in reduction gear box. Each two (2) years or 500 hours, whichever occurs first, check that fuel strainers (five in each wing tank) are secure and unobstructed. Strainers may be inspected by removing the forward and aft access covers, fifth in from the wing tip. Additionally, check fuel probes and associated electrical connectors for cleanliness, condition, and security. Each 500 hours, in S/Ns 4697157 & up, and other Meridian aircraft with Kit No. 767-360 installed, inspect main landing gear actuator upper attach bolt per the 500 Hour Main Landing Gear Acutator Upper Attach Bolt Special Inspection, 32-10-00. Inspect cabin pressurization system operation. (See 21-00-00, Pressurization System Test.) In S/Ns 4697001 thru 4697114, 4697116, 4697118, and 4697125 with Piper Kit No. 766-697 installed and in S/Ns 4697115, 4697117, 4697119 thru 4697124, and 4697126 & up, while in flight, check operation of landing gear warning oil pressure switch (i.e. - with landing gear up, reduce power smoothly - gear warning horn should sound at 275 ft-lbs 75). Each 600 Hours Replace engine fuel pump outlet filter each 600 hours, or as required, and whenever fuel contamination is suspected. Check engine fuel pump inlet screen for foreign matter or distortion. Clean and reinstall or replace. For new batteries only, perform a capacity check (see 24-30-00, Capacity Test) after the first 600 hours or one (1) year, whichever comes first. Each 1000 Hours Replace engine compartment flexible hoses (fuel, oil, etc.) as required; but not to exceed 1,000 hours or eight (8) years time-in-service; or engine overhaul; whichever comes first. Overhaul or replace starter generator. Remove heat blankets and inspect firewalls per Firewalls 1,000 Hour Special Inspection, 71-30-00. Overhaul or replace tachometer generators. Replace or overhaul compressor P3 air filter. Replace engine main oil filter element.
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(Sheet 3 of 8) Each 1500 Hours Replace flexible bleed air lines (high temp) each 1500 hours time-in-service or every seven (7) years, whichever occurs first. Each 1800 Hours Inspect hot section per Pratt & Whitney Maintenance Manual or, alternatively; the Hot Section Inspection (HSI) may be based on engine trend monitoring in accordance with Pratt & Whitney Canada Engine Condition Trend Monitoring Analytical Guide (EAG) Manual P/N 3043607, latest revision. If trend monitoring is introduced part way through engine life, a compressor wash and HSI must be accomplished to establish performance base line. Refer to latest revision of Pratt & Whitney Canada Service Bulletin No. 3003. After each Hot Section Inspection (HSI), conduct Torque Limiter Check, 76-10-00. Replace batteries each 1800 hours or three (3) years, whichever comes first. Each 2000 Hours Overhaul or replace alternator. Each 2000 hours or seven (7) years, whichever occurs first, remove interior cabinets, panels, and headliner and conduct detailed inspection of aircraft structure (skin, bulkheads, stringers, etc.) for condition and security. Inspection of structure concealed by headliner may be accomplished by alternate means (i.e. - through the use of a borescope) without removing the headliner, providing access is obtained to all concealed areas and borescope provides sufficient detail to adequately accomplish the inspection. Each 3000 Hours Each 3000 hours or six (6) years, whichever occurs first, replace FCU drive shaft bearing and inspect FCU drive body. Overhaul or replace hydraulic power pack. Each 3500 Hours Overhaul or replace fuel filter assembly. Each 3600 Hours Overhaul engine. Refer to latest revision of Pratt & Whitney Canada Service Bulletin No. 3003. Inspect compressor turbine blades and disk assembly at engine overhaul. Each 4000 Hours Each 4000 hours or six (6) years, whichever occurs first, overhaul propeller. Refer to latest revision of Hartzell Service Bulletin No. 61. (See Note 54.) Each 4500 Hours Overhaul or replace propeller governor. Each 6500 Hours Overhaul or replace overspeed governor (i.e. - HTG). Each 7500 Hours Replace engine mount bolts located at the firewall (F.S. 95.00).
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(Sheet 4 of 8) 3. Per Calendar Year Each Thirty (30) Days Check standby attitude indicator emergency power supply (in radar pod aft compartment) for condition and security. Self-test unit using integral test switch - see 34-20-00. Hand-tighten electrical connector. Inspect batteries and battery compartment for corrosion, etching, condition, and security. Flush compartment as required. Refer to 12-10-00. If installed, check portable fire extinguisher condition and charge. Verify nozzle is unobstructed and safety seal is intact. Determine charge by "hefting" extinguisher. Each Ninety (90) Days For batteries which have been in service for 600 hours or 12 months, whichever comes first, perform a capacity check (see 24-30-00, Capacity Test) each 200 hours or 90 days, whichever comes first. Check fluid in hydraulic pump reservoir. Fill as required. Check brake reservoir for proper fluid level, leaks, condition, and security. Each Six (6) Months Lubricate propeller each 400 hours or 12 months, whichever comes first. See latest revision of Hartzell Manual 202. NOTE: If annual operation is significantly less than 400 hours, reduce lubrication interval to six months. Each Year For new batteries only, perform a capacity check (see 24-30-00, Capacity Test) after the first 600 hours or one (1) year, whichever comes first. Test pilots oxygen mask per Servicing - Mask - Complete System Test, 35-10-00. Inspect cabin pressurization system operation. (See 21-00-00, Pressurization System Test.) Lubricate propeller each 400 hours or 12 months, whichever comes first. See latest revision of Hartzell Manual 202. NOTE: If annual operation is significantly less than 400 hours, reduce lubrication interval to six months. Each Two (2) Years In S/Ns 4697174 and up, each 400 hours or two (2) years, whichever comes first, perform Fuel Purge System, Inspection and Cleaning, 71-70-00. Each two (2) years or 500 hours, whichever occurs first, check that fuel strainers (five in each wing tank) are secure and unobstructed. Strainers may be inspected by removing the forward and aft access covers, fifth in from the wing tip. Additionally, check fuel probes and associated electrical connectors for cleanliness, condition, and security. Test and inspect the static pressure system and altimeters. Ensure compliance with the requirements of FAR 43, Appendix E. (See FAR 91.411.) Test and inspect the transponder. Ensure compliance with the requirements of FAR 43, Appendix F. (See FAR 91.413.) For airplanes equipped with the optional Avidyne FlightMax Entegra EFIS: swing the magnetic compass and recalibrate the magnetometer(s) every two (2) years. See Magnetometer(s), 34-20-00. Each Three (3) Years Replace batteries each 1800 hours or three (3) years, whichever comes first.
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(Sheet 5 of 8) Each Five (5) Years WARNING: DO NOT USE GREASE OR ANY TYPE OF GREASE FITTING ON ANY OXYGEN SYSTEM. WHEN WORKING WITH AN OXYGEN SYSTEM MAKE SURE HANDS, CLOTHING, TOOLS, AND IMMEDIATE AREA ARE FREE OF GREASE. Remove and hydrostatically test oxygen cylinder every five (5) years. (I.E. - standard weight cylinders ICC or DOT 3AA1800.) Overhaul the regulator and replace the fill valve. Inspect the Attach Fittings and Push Rods listed below. Repair or replace as required and, when finished, reapply Dinitrol AV8 Corrosion Inhibiting Compound (P/N 89500-800). Fwd and aft wing spar to fuselage attach fittings. (See Attach Fittings Corrosion Control, 57-40-00.) Fwd vertical fin attach fittings. (See Attach Fittings Corrosion Control, 55-30-00.) Elevator trim tab push rods. (See Elevator Trim Tab Push Rod Corrosion Control, 55-20-00.) Fwd and aft horizontal stabilizer attach fittings. (See Attach Fittings Corrosion Control, 55-10-00.) Each Six (6) Years Each six (6) years or 3000 hours, whichever occurs first, replace FCU drive shaft bearing and inspect FCU drive body. Each six (6) years or 4000 hours, whichever occurs first, overhaul propeller. Refer to latest revision of Hartzell Service Bulletin No. 61. (See Note 54.) Overhaul pilots oxygen mask. Each Seven (7) Years Each 2000 hours or seven (7) years, whichever occurs first, remove interior cabinets, panels, and headliner and conduct detailed inspection of aircraft structure (skin, bulkheads, stringers, etc.) for condition and security. Inspection of structure concealed by headliner may be accomplished by alternate means (i.e. - through the use of a borescope) without removing the headliner, providing access is obtained to all concealed areas and borescope provides sufficient detail to adequately accomplish the inspection. Replace flexible bleed air lines (high temp) each 1500 hours time-in-service or every seven (7) years, whichever occurs first. Each Eight (8) Years Replace engine compartment flexible hoses (fuel, oil, etc.) as required, but not to exceed 1,000 hours or eight (8) years time-in-service; or engine overhaul; whichever comes first. Each Ten (10) Years Each ten (10) years time-in-service, test fuselage and wing fluid hoses to system pressure. Visually inspect for leaks. Hoses that pass inspection may remain in service, but must be rechecked each five (5) years additional time-in-service. No fluid hose may exceed twenty (20) years total time-in-service. For airplanes equipped with the optional Avidyne FlightMax Entegra EFIS: replace the CMOS battery in the multifunction display (MFD) as required, but at least each 10 years. See Multifunction Display (MFD), 34-20-00. Each Twelve (12) Years Replace fixed oxygen generators at twelve (12) years from the date of manufacture as indicated on the unit dataplate.
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(Sheet 6 of 8) Each Twenty (20) Years 4. No fluid hose may exceed twenty (20) years total time-in-service. Per Specific Operation / Operating Environment A. Operation in High Dust or Industrial Pollution Environment CAUTION: DISCONNECT LINES FROM PITOT/STATIC SYTEM BEFORE CONDUCTING THIS INSPECTION. Item P3 Air Filter. Air Intake Screens. Engine Oil Filter. Engine Oil. Compressor. Inspection Remove, inspect and clean. Replace as required. Clean and inspect for damage. Clean and inspect condition. Drain and replace. Inspect and complete performance recovery wash. (See Pratt & Whitney Canada Maintenance Manual No. 3021442, 71-00-00, page 701.) Refer to latest Hartzell Service Letter. Snug fit of fireseals. Inspect and replace if necessary. Check for obstruction. Reverse flow to lines. Clean. Inspect. Landing Gear Wheel Bearings. Windows. Structure drain holes. Clean, inspect and repack. Inspect for cracks, erosion, crazing, visibility, and cleanliness. Clean with pipe cleaner. Inspection Interval 100 Hours. 100 Hours. 100 Hours. 200 Hours. Weekly or more often as required.
Propeller. Cowling. Cabin Environmental and Instrument Air Filters. Pitot/Static system. Landing Gear Actuators and Oleos.
1,500 Hours or Three (3) years. 100 Hours. 100 Hours. 100 Hours or as required. Before each flight. 100 Hours. 50 Hours. Daily. Before each flight.
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(Sheet 7 of 8) B. Operation in High Salt or High Humidity Environment Item Fuselage, Empennage and Wings. Landing Gear. Engines. Instruments and Wiring. Interior. Inspection Remove floor panels and exterior access plates; inspect for corrosion. Inspect for corrosion and lubrication; switches and wiring for condition. Perform desalinization and wash. Inspect for proper seal of cases and corrosion. Inspect upholstery, seat belts, seats and rugs for corrosion and integrity. Inspection Interval 200 Hours. 200 Hours. Daily or as required. 100 Hours. 100 Hours.
NOTE: Do not use metallic tie downs (i.e. - chains, cables, etc.) in high salt or high humidity environments.
C.
Operation in Extreme Cold Item Inspection Check all fittings and attachments for security and leaks. Inspection Interval First 100 Hour, then as required.
Hydraulic, Pneumatic and Environmental.
D.
Operation from Soft or Unusual Terrain Item Inspection Inspect for cracks, attachment, damage, cleanliness and lubrication. Inspect for cracks, damage, chipped rims; bearings for damage, corrosion and lubrication. Inspect for cuts, wear, inflation and deterioration. Inspect for foreign material, damage and corrosion. Inspect for damage, foreign material, cracks and overheating. Inspect for damage, cracks and corrosion. Inspection Interval 100 Hours. 100 Hours.
Landing Gear. Wheels.
Tires. Wheel Wells. Brakes. Flaps, Lower Fuselage and Wing.
Daily. 100 Hours. Daily. 100 Hours.
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(Sheet 8 of 8) E. Airplane Inactive More than Seven (7) Days Item Engine. Inspection See Pratt & Whitney Canada Maintenance Manual No. 3021442, 72-00-00, Engine, Turboprop - Servicing, paragraph 6 - Preservation and Depreservation. Inspection Interval As required.
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UNSCHEDULED MAINTENANCE CHECK WORK SHEET (Sheet 1 of 8) WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) The following inspections are required in response to specific anomalies encountered during aircraft operation. Note that the items listed herein are guidelines based on past operating experience. Each operator should closely monitor his own unique operating conditions/environment and react accordingly to keep his aircraft airworthy.
1.
Lightning Strike Item Propeller and Prop. Governor. Engine. Inspection Overhaul or replace. Additionally, for prop. only, see latest Hartzell Svc. Ltr. See Pratt & Whitney Canada Maintenance Manual No. 3021442, 72-00-00, Engine, Turboprop - Inspection, paragraph 11. Inspect and check harness, connections, and equipment for high voltage damage, burns and insulation degradation. Replace or overhaul as required. Consult with appropriate avionics vendor(s) for inspections and operational checks. Bench check alternator, generator, and voltage regulators. (See 24-30-00.) Inspect for burns, evidence of arcing, and damage on surfaces and bearings. Check for correct material properties in the area of the strike path. Degauss engine mount. Replace or repair affected areas/parts. Inspect instrumentation, hydraulic, vaccum, pitot/static, and fuel systems, for damage and correct operation. Replace. Inspect all control surface hinges and bearings, and landing gear and wheel bearings for pitting and damage. Replace as required. Inspection Interval Each occurrence, before further flight. Each occurrence, before further flight.
Electrical and Avionics Systems.
Each occurrence, before further flight.
All exterior surfaces, skins, and structure.
System Components.
Each occurrence, before further flight. Each occurrence, before further flight. Each occurrence, before further flight.
Static Wicks. Bearings.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL UNSCHEDULED MAINTENANCE CHECK WORK SHEET
(Sheet 2 of 8) 2. Engine Overspeed, Overtemp, Overtorque, or Sudden Stoppage Item Engine. Inspection See Pratt & Whitney Canada Maintenance Manual No. 3021442, 72-00-00, Engine, Turboprop - Inspection, paragraph 11. Propeller overspeed of more than 10%. Refer to latest Hartzell Service Letter. Overhaul or replace. Overhaul or replace. Inspect for distortion and damage. Replace or repair, as required. Inspection Interval Each occurrence, before further flight.
Propeller.
Each occurrence, before further flight. Each sudden stoppage, before further flight. Each occurrence, before further flight.
Propeller Governor. Engine Mount and Attachments.
3.
Engine Foreign Object or Debris (FOD) Ingestion - Hard Material Item First-stage compressor blades. Inspection Check for damage. See Pratt & Whitney Canada Maintenance Manual No. 3021442, 72-30-05. Conduct engine ground power check. See Pratt & Whitney Canada Maintenance Manual No. 3021442, 71-00-00. Inspection Interval Each occurrence, before further flight.
Engine.
4.
Engine Foreign Object or Debris (FOD) Ingestion - Soft Material / Bird Strikes Item Engine. Inspection A hot section inspection is recommended. See Pratt & Whitney Canada Maintenance Manual No. 3021442, 72-00-00. Check for damage, bird remains, or other soft foreign material. See Pratt & Whitney Canada Maintenance Manual No. 3021442, 72-30-05. Conduct engine performance recovery wash and engine ground power check. See Pratt & Whitney Canada Maintenance Manual No. 3021442, 71-00-00. Inspection Interval Each occurrence, as soon as possible.
First-stage compressor airfoils.
Engine.
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UNSCHEDULED MAINTENANCE CHECK WORK SHEET (Sheet 3 of 8) 5. Severe Turbulence, Hard or Overweight Landing CAUTION: MINOR OR APPARENTLY SUPERFICIAL DAMAGE MAY INDICATE A MORE SEVERE CONDITION SOMEWHERE ELSE IN THE STRUCTURE. A. B. C. D. Place aircraft in a normal level attitude. Make a preliminary inspection of checking alignment and out-of-track condition of engine, wings, tail, landing gear and doors. Follow Piper and Pratt & Whitney Canada Maintenance Manual procedures. If there are any questions regarding repairs or procedures, contact your Piper Distributors Service Advisor (DSA). Inspect the following items closely to determine the extent of damage: Item Landing Gear Struts and Actuators (Not required for severe turbulence.) Inspection Cracks, signs of overstress deformation, loose or damaged trunnion mounts. Axles for cracks, bending or flat spots. Damaged oleos and seals, hydraulic leaks and landing gear alignment. Perform 500 HR Main Gear Actuator Upper Attach Bolt Special Inspection, 32-10-00. Wheels, Tires, Brakes. (Not required for severe turbulence.) Cracks, chips, loose or cracked mounting bolts, alignment of slippage marks, sidewall distress, hydraulic or air leaks. Inspect the wheels (dye penetrant method) and wheel bolts (magnetic particle method). Buckling, cracks, overstress, wing skin buckling, actuator and side brace damage and condition. Magnaflux landing, gear attachment and drag link bolts. Wing attach bolts for slippage, damage and overstress. Upper and lower wing skins for wrinkles, cracks, popped or loose rivets. Remove access plates and inspect for internal damage to ribs, stringers and sparwebs; and fuel tanks for damage, attachment, and leaks. Inspection Interval Each occurrence, before further flight.
Each occurrence, before further flight. Each occurrence, before further flight.
Wheel Wells and Landing Gear attach points. (Not required for severe turbulence.) Wings.
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(Sheet 4 of 8) 5. Severe Turbulence, Hard or Overweight Landing (continued) Item Engine. Inspection Engine mounts for distortion and damage to elastomeric parts. Propeller for evidence of ground strike (i.e. - hard or overweight landing). See Pratt & Whitney Canada Maintenance Manual No. 3021442, 72-00-00, Engine, Turboprop - Inspection, paragraph 11. Fuselage. Loose or missing rivets, door alignment, windows and attachments for overstress, cracks or damage. Wing carry through member for overstress damage. Stringers, bulkheads, keel beams for buckling, cracks, or damage. Forward and aft pressure bulkheads for buckling, cracks and damage. Avionics, instruments and accessories installation for security and operation. Perform ground pressurization check. (See 21-30-00 - Pressurization System Test.) Empennage. Skins for buckling wrinkles, loose or missing rivets. Elevator, rudder, vertical fins and horizontal stabilizer for security of attachment and overstress of bolts. Ribs, stringers for buckling, cracks and damage. Each occurrence, before further flight. Each occurrence, before further flight. Inspection Interval Each occurrence, before further flight.
6.
Flaps Extended Above Maximum Flap Extension Speed (VFE) Item Flap bellcranks. Inspection Inspect for distortion. Replace as required. (See Flap Bellcrank Distortion Inspection, 27-50-00.) Inspect for damage to the skin and attach points. Replace as required. Inspection Interval Each occurrence, before further flight. Each occurrence, before further flight.
Flaps.
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UNSCHEDULED MAINTENANCE CHECK WORK SHEET (Sheet 5 of 8) 7. Flood Damage, Immersion in Water A. These guidelines are general in nature and should be applied or varied to fit the individual aircraft according to water level, length of time of exposure and other variables. Only those areas that might not be obvious to the mechanic are addressed. CAUTION: MAKE ALL REPAIRS AND/OR ADJUSTMENTS IN ACCORDANCE WITH THE APPROPRIATE PIPER MAINTENANCE MANUAL, THE COMPONENT MANUFACTURER'S MAINTENANCE MANUAL, AND FAR PART 43. PAY PARTICULAR ATTENTION TO SILT, CORROSION AND CONTAMINANTS. B. C. D. Follow Piper and Pratt & Whitney Canada Maintenance Manual procedures. If there are any questions regarding repairs or procedures, contact your Piper Distributors Service Advisor (DSA). Determine the water level on the aircraft. Determine which operating and/or electrical components have been exposed to the water. If the following items were immersed, inspect them closely to determine the extent of damage: Item Airframe Tubular Structures (i.e. - Engine Mounts, etc.) Inspection Clean silt and contaminants from airframe. Check for internal corrosion. Clean and represerve as required. (See 71-20-00 - Engine Mount Corrosion Inspection, Immersion in Water.) Inspect to ensure that contaminants are cleaned from fuel cell areas. Check all limit switches, replace non-sealed type. Jack airplane and cycle landing gear to ensure proper operation. Remove surface, clean and check all bearings - relube or replace as necessary. Rebalance before installation. Clean and inspect all cables, pulleys, and bearings for evidence of corrosion. Replace corroded cables. Re-preserve galvanized cable with MIL- C-11796 Class 2 (hot). Clean and inspect all trim system cables, pulleys, drums, bearings, jack screws, etc. Do not apply preservation to trim cables. Inspection Interval If immersed, each event, before further flight. If immersed, each event, before further flight.
Wings Landing Gear and associated Bearings, Locks, Torque Links, Shimmey Dampeners, etc. Control Surfaces
If immersed, each event, before further flight. If immersed, each event, before further flight.
If immersed, each event, before further flight.
Flight Control System
Trim Control System
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(Sheet 6 of 8) 7. Flood Damage, Immersion in Water (continued) Item Actuating Cables Inspection Inspect "push-pull" actuating cables for powerplant, heating and ventilating system, fuel system, etc. for proper operation. Remove and ship to an approved overhaul facility for Light Overhaul - Immersion in Water. Inspect. Aircraft systems that supply either fuel or oil to the engine must be thoroughly cleaned, including oil cooler, lines,valves, etc. to prevent contamination of the engine after reinstallation. Inspect and repair as necessary in an authorized propeller shop. Replace hydraulic powerpak. Replace all circuit breakers and switches (except sealed landing gear limit switches). Replace all solenoids, relays and master contactors. Replace battery. Disassemble all connectors; clean and inspect for corrosion. Replace all corroded or pitted connectors. Inspect for wire corrosion at connector. Check all harness assemblies for entrapped contaminants. Clean and check for short circuits. Remove electric motors and electric pumps. Remove all potted solid state electrical equipment such as flap time delay relays, alternator inop. switches, windshield heat timers, low fuel warning switches, etc. Clean, dry and bench check per appropriate maintenance manual. Inspection Interval If immersed, each event, before further flight.
Engine
If immersed, each event, before further flight. If immersed, each event, before further flight.
Engine Accessories
Propellers Hydraulic System Electrical Systems
If immersed, each event, before further flight. If immersed, each event, before further flight. If immersed, each event, before further flight.
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UNSCHEDULED MAINTENANCE CHECK WORK SHEET (Sheet 7 of 8) 7. Flood Damage, Immersion in Water (continued) Item Electrical Systems (continued) Inspection Replace de-icer timers. Clean and check prop de-icer brush holders. Clean and check voltage regulators. Replace as necessary Clean and check aIl strobe light power supplies. Refer to appropriate maintenance manual. Replace all fuel senders, trim tab sender pots, flap position senders, etc. Clean, inspect and check heated pitot systems. Autopilot System Bench check in accordance with appropriate maintenance manual. Pay particular attention to clutch settings. Replace gyros. Replace filters. Clean and inspect all lines, and pitot and static vents. Clean and check all regulating valves. Remove and inspect engine driven and auxiliary vacuum pumps. Induction and Bleed Air Systems Clean and inspect for silt and corrosion. Check all ducts and gaskets. Replace as necessary. Clean and inspect all heat shrouds and ducting. Fuel Systems Remove access panels and clean fuel tank (wet wing) and clean all associated lines and pumps and header tanks. Clean and inspect all fuel tank vents, cap vents and vent lines. Instruments Clean and inspect instruments. Bench check per appropriate maintenance manual. If immersed, each event, before further flight. If immersed, each event, before further flight. If immersed, each event, before further flight. If immersed, each event, before further flight. If immersed, each event, before further flight. Inspection Interval
Vacuum and Pitot-Static Systems
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(Sheet 8 of 8) 7. Flood Damage, Immersion in Water (continued) Item Heating and Ventilating Systems Inspection Replace blower. Clean and inspect all ducting and valves. Inspect and check system control cables. Replace corroded or binding cables. Clean and inspect air conditioning evaporator, condenser, and compressor. Pressurization Systems Oxygen Systems Remove and replace all system controls and valves. Disconnect all lines from source and outlets; clean all fittings and lines per MIL-I-5585A. Remove and clean regulator valve per appropriate Scott publication. Replace pressure gauge. Replace oxygen generator units. Avionics Systems Replace avionics. Clean and inspect antennas and connectors. Insulation and Upholstery Remove all wet insulation and upholstery. Thoroughly clean and dry (or replace) to ensure corrosion is not promoted in adjacent structures. If immersed, each event, before further flight. If immersed, each event, before further flight. If immersed, each event, before further flight. If immersed, each event, before further flight. Inspection Interval If immersed, each event, before further flight.
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CHAPTER
6
DIMENSIONS AND AREAS
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CHAPTER SECTION
PAGE
DATE
CHAPTER SECTION
PAGE
DATE
6-List of Effective Pages 6-Table of Contents
1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12
Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Jul 1/00
6-00-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 6 - DIMENSIONS AND AREAS TABLE OF CONTENTS
SUBJECT GENERAL Leading Particulars and Principal Dimensions Station References Access and Inspection Provisions
SECTION 6-00-00
PAGE 1 2 4 8
GRID NO. 1F7 1F8 1F10 1F14
1F5
6 - CONTENTS
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6 - CONTENTS
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The principal airplane dimensions are shown in Figure 1. The leading particulars and additional dimensions are listed in Chart 1. The airplane serial number is located on the Manufacturers Aircraft Association (MAA) dataplate, which is located below the tailcone at approximately F.S. 311.50. The engine serial number plate is located on the left to the rear at approximately F.S. 74.00 and is accessed through the left gull-wing engine access door.
104321
17 ft (5.18 m)
11.17 ft (3.4 m)
7.43 ft (2.26 m)
Wing Area (sq ft) 183 Minimum Turning Radius (ft) 35.4 (pivot point to wing tip)
43 ft (13.11 m) 4.42 ft (1.35 m) 4.58 ft (1.39 m)
4.5 Dihedral
6.17 ft (1.88 m) 12.33 ft (3.76 m) 29.6 ft (9.02 m)
11.3 ft (3.44 m)
5.25 ft (1.6 m) 2.25 ft (0.68 m) 8.04 ft (2.45 m)
Three View (PA-46-500TP) Figure 1
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1.
Leading Particulars and Principal Dimensions CHART 1 (Sheet 1 of 2) LEADING PARTICULARS AND PRINCIPAL DIMENSIONS MODEL ENGINE PA-46-500TP
Manufacturer Model FAA Type Certificate Type Compressor Stages and Type Turbine Stages and Type Combustion Chamber Type Flat Rated Horsepower (Airframe Limit) Rated RPM Oil Specification
Pratt & Whitney Canada PT6A-42A E4EA Free Turbine, Reverse Flow, 2 Shaft 3 Axial Stages, 1 Centrifugal Stage 1 Stage Compressor, 2 Stage Power Annular 500 (Takeoff) 400 (Maximum Continuous) 2,000
Refer to 12-10-00 and latest revision of Pratt & Whitney Canada Service Bulletin No. 3001. 2.3 US Gal. 1.5 US Gal. Jet A, Jet A-1 (as specified in Pratt & Whitney Canada Service Bulletin No. 3044, latest revision.
Tank Capacity Usable Quantity Fuel Specification
Starter Generator (24 volt) AFI (200 amp) Alternator, Standby - Belt Driven (24 volt) Electrosystems (130 amp) Generator Control Unit Lamar Inc.
200SGL145Q-1
ES4019-1
GC-22
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CHART 1 (Sheet 2 of 2) LEADING PARTICULARS AND PRINCIPAL DIMENSIONS MODEL PROPELLER Manufacturer Type Hartzell Hydraulically operated, constant speed, full feathering, reversible PA-46-500TP
CAUTION: GROUND IDLE ENGINE SPEED MUST BE AT OR ABOVE 1200 RPM. Hub Blade Diameter (Inches) Maximum Minimum Blade Angle Reverse Low Pitch (High RPM) Feather Propeller Governor Overspeed Governor FUEL SYSTEM Fuel Tank Capacity (Gal.) Total Fuel Onboard (Gal.) Total Usable Fuel (Gal.) Fuel - Minimum Grade 86.5 per wing 173 170 Jet A, Jet A-1 (as specified in Pratt & Whitney Canada Service Bulletin No. 3044, latest revision.) HC-E4N-3Q E8501B-3.5 82.5 81.5 -10 0.5 19 0.1 84.5 0.5 Woodward 8210-007E Woodward 210638
LANDING GEAR Type Shock Strut Design Turning Radius Nose Gear Travel Wheel, Nose Wheel, Main Brakes Tire, Main Tire, Nose Tire Pressures Retractable - Hydraulic Combination Air and Oil 35.4 ft 30 Left and Right McCauley D-30500, Cleveland 40-77B Cleveland 40-142 Cleveland 30-127D 6.00 x 6, 8 ply rating 5.00 x 5, 8 ply rating * Main - 55 psi Nose - 70 psi *
* - S/Ns 4697126 & up and 4697001 thru 4697125 with Kit No. 767-336 or 767-338 installed.
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2.
Station References To locate various airplane components that require maintenance and servicing, a method using fuselage station, wing station, buttock line and waterline designations is frequently used in this manual. Fuselage stations (F.S.), wing station (W.S.), buttock lines (B.L.), and waterlines (W. L.) are measured by inches in the vertical or horizontal direction from a given reference line. These points indicate station locations of airplane structural members.
A
FS 158.30 FS 171.40 FS 178.90 FS 189.60
FS 53.75
FS 66.375 FS 95.00 FS 79.00 FS 108.00 FS 124.125 FS 117.00 FS 139.80
FS 150.58
FS 164.75 FS 178.60 FS 171.43 FS 186.25
FS 100.00
FS 132.00
FS 146.47
B
INSTRUMENT PANEL FWD PRESSURE BULKHEAD FIREWALL EMERGENCY EXIT
NOSE GEAR DOOR BATTERY ACCESS
* RIGHT SIDE *
MAIN FLOOR (WL 50.00) MAIN FLOOR (WL 50.00)
MAIN SPAR
MAIN FLOOR (WL 50.00)
Fuselage Stations Figure 2 (Sheet 1 of 2)
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A
FS 189.60 FS 214.90 FS 226.25 FS 302.793
FS 346.96 FS 311.382 FS 292.00 FS 282.00 FS 241.50 FS 233.87 FS 257.70 FS 273.746 FS 286.725 FS 326.005
FS 207.00 FS 198.25
FS 218.62
FS 249.60
FS 265.80
B
AFT PRESSURE BULKHEAD Y
BAGGAGE COMPARTMENT FLOOR
MAIN FLOOR (WL 50.00)
Fuselage Stations Figure 2 (Sheet 2 of 2)
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WS 134.00 WS 156.00 WS 182.00 WS 209.00 WS 240.00 WS 61.80 WS 51.542 WS 40.00 WS WS 107.50 82.50 WS WS 116.00 93.00 FUEL FILLER PITOT TUBE OAT SENSOR (RIGHT SIDE ONLY)
6-00-00
RADAR POD (RIGHT SIDE ONLY) LIFT DETECTOR JACK POINT OUTBOARD WING SECTION
Wing Stations Figure 3
WS 29.00
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CENTER WING SECTION
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BL 0.0
BL 44.00
BL 102.00
BL 94.02
BL 101.16
BL 29.00
WL 148.26
WL 153.70 WL 147.23 WL 115.44 WL 88.56
WL 66.00 WL 46.00
Buttock Lines and Waterlines Figure 4
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3.
Access and Inspection Provisions (See Figure 5) Components to be serviced or inspected through each opening are identified in the legend. All access plates and panels are secured by metal fasteners or screws. NOTE: Review Chart 3, 91-10-00, for sealant requirements, before removing any access plates or panels. Gain access to floor panel attachment screws by removing seats and carpeting. NUMERICAL INDEX (BY ACCESS PANEL)
1. A/C Condenser and Fan Elevator Trim Jackscrew Elevator Sector & Up Stop Rudder Sector & Stops Emergency Locator Transmitter (ELT) Elevator Cable Turnbuckles Pitch Servo Yaw Servo Yaw Amplifier 2. Main Landing Gear Actuator Flap Bellcranks Up Limit Switch Squat Switch (Left side only) 3. O. A. T. Sensor (S/Ns 4697003 thru 4697039 shown with Kit No. 766-688 installed.) 4. Pitot Tube 5. Fuel Tank (Wet Wing) (Probes Accessed via Fwd Plates) 6. Strobe Power Supply 7. Fuel Vent 8. Deice Valves & Pressure Switches 9. Fuel Boost Pump(s) (Both Sides) Check Valve(s) (Both Sides) 10. Wing Attach Fittings 11. Fuel Intake Float Valve(s) Fuel Float Switch(es) 12. Fuel Filter Fuel System Drain Cap 13. Nose Landing Gear Actuator Steering Bellcrank Steering Bungee
14. Master Electrical Panel - Starter Control - Generator Control Unit - Battery Bus - Fuses - Contactors (Battery, Starter, Aux Power) P3 Air Filter Fuel Pump / Filter Fuel Control Unit Oil-to-Fuel Heater Oil Filter 15. Engine & Propeller Prop Deicer Brush Block Prop Governor Tach Governor Torque Limiter 16. Dual Drive Alternator A/C Compressor Brake Reservoir Vacuum Regulator Chip Detector 17. ELT Antenna 18. Rudder Trim Tab Actuator (Right side only) 19. Elevator Trim Tab Adjustment 20. Battery 21. Engine Air Inlets Oil Cooler Oil Cooler Air Inlet Chip Detector 22. Misc. Storage Compartment 23. External Power Receptacle 24. Trim Relay
25. Relays: - K1 - Annunciator Test - K2 - Day / Night - K3 - Annunciator Inop. - K4 - Stall Fail - K9 - Squat Switch No. 2 26. Trim Monitor Relays: - K6 - Ground Clearance - K7 - Squat Switch No. 1 - K8 - Emergency / Ground Clearance 27. Flap Drive Mirco-switches 28. Flap Drive Pushrod 29. Trim Servo R. Vent Blower 30. Oil Dipstick 31. Rear Closeout Panel - Hydraulic Pump/Reservoir - Aft Avionics Shelf - Autopilot Pressure Transducer - Safety & Outflow Valves (Cabin Pressurization) - Lift Computer 32. Ignition Relay E.L. Panels Inverter Assy. K-300 Annunciator Day/Night Relay 33. Flap Drive Motor-Acutator 34. Roll Servo 35. A/C Receiver/Dehydrator A/C Service Valves Trim Servo L. Vent Blower
Effectivity 4697001 & up
Access and Inspection Provisions Figure 5 (Sheet 1 of 4)
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NOTES: UNLABELED ACCESS PLATES / PANELS PROVIDE GENERAL ACCESS TO CONTROL CABLES AND FUEL AND PNEUMATIC LINES. SEE 34-50-00, FIGURE 2, FOR ANTENNA LOCATIONS.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL ALPHABETICAL INDEX (BY COMPONENT)
A/C Compressor: 16 A/C Condenser and Fan: 1 A/C Receiver/Dehydrator: 35 A/C Service Valves: 35 Aft Avionics Shelf: 31 Alternator: 16 Annunciator Day/Night Relay: 32 Annunciator Inop. Relay - K3: 21 Annunciator Test Relay - K1: 25 Autopilot Pressure Transducer: 31 Aux Power Contactor: 14 Battery Bus: 14 Battery Contactor: 14 Battery: 20 Brake Reservoir: 16 Check Valve(s) (Both Sides): 9 Chip Detector: 16 Chip Detector: 21 Contactors: 14 Day / Night Relay - K2: 21 Deice Valves & Pressure Switches: 8 Dual Drive: 16 E.L. Panels Inverter Assy.: 32 Elevator Cable Turnbuckles: 1 Elevator Sector & Up Stop: 1 Elevator Trim Jackscrew: 1 Elevator Trim Tab Adjustment: 19 ELT Antenna: 17 Emergency / Ground Clearance Relay - K8: 26 Emergency Locator Transmitter (ELT): 1 Engine Air Inlets: 21 Engine: 15 External Power Receptacle: 23 Flap Bellcranks: 2 Flap Drive Mirco-switches: 27 Flap Drive Motor-Acutator: 33 Flap Drive Pushrod: 28 Fuel Boost Pump(s) (Both Sides): 9 Fuel Control Unit: 14 Fuel Filter: 12 Fuel Float Switch(es): 11 Fuel Intake Float Valve(s): 11 Fuel Probes (Access via Fwd Plates): 5 Fuel Pump / Filter: 14 Fuel System Drain Cap: 12 Fuel Tank (Wet Wing): 5 Fuel Vent: 7 Fuses: 14 Generator Control Unit: 14 Ground Clearance Relay - K6: 26 Hydraulic Pump/Reservoir: 31 Ignition Relay: 32 K1 Relay - Annunciator Test: 25 K2 Relay - Day / Night: 21
K3 Relay - Annunciator Inop.: 21 K4 Relay - Stall Fail: 21 K6 Relay - Ground Clearance: 26 K7 Relay - Squat Switch No. 1: 26 K8 Relay - Emergency / Ground Clearance: 26 K9 Relay - Squat Switch No. 2: 21 K300 Relay - Annunciator Day/Night Relay: 32 L. Vent Blower: 35 Lift Computer: 31 Main Landing Gear Actuator: 2 Master Electrical Panel: 14 Misc. Storage Compartment: 22 Nose Landing Gear Actuator: 13 O. A. T. Sensor: 3 (S/Ns 4697003 thru 4697039 shown with Kit No. 766-688 installed.) Oil Cooler Air Inlet: 21 Oil Cooler: 21 Oil Dipstick: 30 Oil Filter: 14 Oil-to-Fuel Heater: 14 P3 Air Filter: 14 Pitch Servo: 1 Pitot Tube: 4 Prop Deicer Brush Block: 15 Prop Governor: 15 Propeller: 15 R. Vent Blower: 29 Rear Closeout Panel: 31 Roll Servo: 34 Rudder Sector & Stops: 1 Rudder Trim Tab Actuator (Right side only): 18 Safety & Outflow Valves (Cabin Pressurization): 31 Squat Switch (Left side only): 2 Squat Switch No. 1 Relay - K7: 26 Squat Switch No. 2 Relay - K9: 21 Stall Fail Relay - K4: 21 Starter Contactor: 14 Starter Control: 14 Steering Bellcrank: 13 Steering Bungee: 13 Strobe Power Supply: 6 Tach Governor: 15 Torque Limiter: 15 Trim Monitor: 26 Trim Relay: 24 Trim Servo: 29 Trim Servo: 35 Up Limit Switch: 2 Vacuum Regulator: 16 Wing Attach Fittings: 10 Yaw Amplifier: 1 Yaw Servo: 1
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NOTES: UNLABELED ACCESS PLATES / PANELS PROVIDE GENERAL ACCESS TO CONTROL CABLES AND FUEL AND PNEUMATIC LINES. SEE 34-50-00, FIGURE 2, FOR ANTENNA LOCATIONS.
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CHAPTER
7
LIFTING AND SHORING
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Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 7 - LIFTING AND SHORING TABLE OF CONTENTS
SUBJECT JACKING General Jacking
SECTION 7-10-00
PAGE 1 1 1
GRID NO. 1G1 1G1 1G1
1F23
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL JACKING
1.
General Jacking the airplane is necessary to service the landing gear and other operations. The jacking operation can be performed by using tripod jacks; in other situations (emergency, post-accident lifting), slings or airbags should be used. If wing or fuselage shoring is required, make sure the support is contoured to conform with the surface it is supporting.
2.
Jacking CAUTION: DISABLE LIFT DETECTOR, WINDSHIELD HEAT, AND PITOT HEAT PRIOR TO JACKING AIRCRAFT. A. Align jacks under wing with respective pads on the wing main spar. CAUTION: ENSURE JACK DOES NOT COME IN CONTACT WITH RADAR POD ON RIGHT WING. B. Attach tail stand with approximately 400 pounds ballast to the tail skid. CAUTION: ENOUGH SUPPORT BALLAST MUST BE ADDED TO THE TAILSTAND TO PREVENT THE AIRPLANE FROM TIPPING FORWARD ON ITS NOSE SECTION. MAKE SURE TO ACCOUNT FOR SOMEONE IN THE FUSELAGE IF APPLICABLE. C. Carefully raise jacks until all three wheels are clear of surface.
ADD SUFFICIENT WEIGHT TO TAILSTAND TO ENSURE AIRCRAFT DOES NOT SIT ON NOSE.
Jacking Arrangement Figure 1
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CHAPTER
8
LEVELING AND WEIGHING
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DATE Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00
CHAPTER SECTION
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DATE
8-10-00
8-20-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 8 - LEVELING AND WEIGHING TABLE OF CONTENTS
SUBJECT WEIGHING LEVELING
SECTION 8-10-00 8-20-00
PAGE 1 1
GRID NO. 1G9 1G11
1G7
8 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL WEIGHING
The airplane may be weighed by the following procedure: A. B. C. D. E. F. Position a scale and a ramp in front of each of the three wheels. Secure the scales from rolling forward, tow the airplane up onto the scales and block the wheels. Remove the ramp so as not to interfere with the scales. If the airplane is to be weighed for weight and balance computations, level the airplane per instructions given in the paragraph titled Leveling. Fill engine with oil to full capacity. Place pilot and copilot seats in fifth notch aft of forward position. Put flaps in the fully retracted position and all control surfaces in the neutral position. Tow bar should be in the proper location and all entrance and baggage doors should be closed. Weigh the airplane inside a closed building to prevent errors in scale readings due to wind. With the airplane level and brakes released, record the weight shown on each scale. Deduct the tare weight, if any, from each reading.
G. H.
Weighing Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL LEVELING
The airplane can be leveled both longitudinally and laterally: while on jacks, during the weighing procedure while the wheels are on scales, or while the wheels are on the ground. To level the airplane for purposes of weighing or rigging, the following procedures may be used: NOTE: Always level the airplane laterally first, then level the airplane longitudinally. A. To laterally level the airplane, place a level across the forward edge of the rear baggage compartment. If the airplane is resting on its gear, raise or lower one wing tip by deflating the main gear tire on the high side of the airplane until the bubble of the level is centered. If the airplane is on jacks, adjust either wing jack until the bubble of the level is centered. To longitudinally level the airplane, place a level against the centerline of the bottom fuselage skin, behind the forward pressure bulkhead and adjust the jacks until the level is centered. Should the airplane be either on scales or on the floor, first insert a 3.4 inch spacer on each of the main gear struts and a 3.0 inch spacer on the nose gear strut. Level airplane by deflating (or inflating, as required) the nose wheel tire to center the bubble in the level.
B.
FS 100.0
LEVEL POINT (CENTERLINE OF BOTTOM FUSELAGE SKIN, AFT OF FORWARD PRESSURE BULKHEAD -- FS 100.0)
Leveling Longitudinally Figure 1
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Leveling Laterally Figure 2
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CHAPTER
9
TOWING AND TAXIING
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Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 9 - TOWING AND TAXIING TABLE OF CONTENTS
SUBJECT GENERAL TOWING TAXIING
SECTION 9-00-00 9-10-00 9-20-00
PAGE 1 1 1
GRID NO. 1G21 1G23 1H1
1G19
9 - CONTENTS
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Before towing or taxiing airplane, ground personnel must be informed by a qualified pilot or other personnel about tow turning limits of nose gear, engine starting and shutdown procedures, and any other system functions required to properly and safely move the airplane.
RADIUSES: 1. Inner Main Gear 2. Nose Gear 3. Outer Main Gear 4. Outer Wing Tip
7 ft., 8 in. 16 ft., 1 in. 20 ft., 1 in. 35 ft., 5 in.
PIVOT POINT
2 30 3 27 ' 6 "
4 27 ' 10 " 49 ' 4 " 70 ' 10 "
Turning Radius and Limits Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL TOWING
CAUTION: WHEN TOWING WITH POWER EQUIPMENT, DO NOT TURN THE NOSE GEAR IN EITHER DIRECTION BEYOND ITS STEERING RADIUS LIMITS AS THIS WILL RESULT IN DAMAGE TO THE NOSE GEAR AND STEERING MECHANISM. No tow/steering bar is provided. If moving the airplane by hand or with power equipment using towing lines (see below), a qualified person should ride in the pilots seat to steer with the nose wheel and to maintain control by use of the brakes. The airplane may be moved and steered by power equipment, if the power equipments tow bar stem will fit in the hollow of the nose wheel axle at its right side and, if sufficient care is taken to ensure the nose gear steering assembly is not damaged or strained. In the event towing lines are necessary, lines (rope) should be attached to both main gear struts as high up on the tubes as possible. Lines should be long enough to clear the nose and/or tail by not less than 15 feet, and a qualified person should ride in the pilots seat to maintain control by use of the brakes.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL TAXIING
Before attempting to taxi the airplane, ground personnel should be checked out by a qualified pilot or other responsible person. Engine starting and shut-down procedures should be covered as well. When it is ascertained that the propeller back blast and taxi areas are clear, apply power to start the taxi roll and perform the following checks: CAUTION: MINIMIZE GROUND OPERATION IN BETA AND/OR REVERSE THRUST POWER MODE TO AVOID DAMAGE TO THE WING PNEUMATIC DE-ICERS AND FUSELAGE FROM EXHAUST HEAT. CAUTION: DO NOT OPERATE THE ENGINE AT HIGH RPM WHEN RUNNING UP OR TAXIING OVER GROUND CONTAINING LOOSE STONES, GRAVEL OR ANY LOOSE MATERIAL THAT MAY CAUSE DAMAGE TO THE PROPELLER BLADES. CAUTION: OBSERVE WING CLEARANCES WHEN TAXIING NEAR BUILDINGS OR OTHER STATIONARY OBJECTS. IF POSSIBLE, STATION A GUIDE OUTSIDE THE AIRPLANE TO OBSERVE. CAUTION: WHEN TAXIING ON UNEVEN GROUND, AVOID HOLES AND RUTS. A. B. When first starting, taxi a few feet and apply brakes to determine their effectiveness. While taxiing, make slight turns to ascertain the effectiveness of steering.
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CHAPTER
10
PARKING AND MOORING
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 10 - PARKING AND MOORING TABLE OF CONTENTS
SUBJECT PARKING Locking Airplane MOORING
SECTION 10-10-00
PAGE 1 1
GRID NO. 1H9 1H9 1H11
10-20-00
1H7
10 - CONTENTS
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10 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL PARKING
1.
Parking When parking the airplane, ensure it is sufficiently protected against adverse weather conditions and presents no danger to other aircraft. When parking the airplane for any length of time or overnight, it must be moored as described in 10-20-00. NOTE: Care should be taken when setting brakes that are overheated, or when setting brakes during cold weather when moisture can freeze the brakes. NOTE: The courtesy lights and the Flightcom DVR300i digital voice recorder clock are connected to the battery at all times, regardless of the master switch position. Accordingly, when parking the airplane ensure that: - the digital voice recorder clock is switched OFF before exiting the airplane, and - that the courtesy lights extinguish when the cabin door is shut.
2.
Locking Airplane The cabin door is provided with a key lock on the outside.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL MOORING
CAUTION: WHEN MOORING, USE SQUARE OR BOWLINE KNOTS. DO NOT USE SLIP KNOTS. The airplane is moored to ensure its security and protection under various weather conditions. To moor the airplane, use the following procedures: A. B. C. Head airplane into wind, if possible. Block wheels. Lock aileron and elevator controls with front seat belts. CAUTION: WHEN MOORING THE AIRPLANE WITH NATURAL FIBER ROPE, LEAVE SUFFICIENT SLACK TO AVOID DAMAGE TO AIRPLANE. CAUTION: DO NOT MOOR THE AIRPLANE WITH JUST THE WING TIE-DOWN RINGS. USE ALL THREE TIE-DOWN RINGS AT ALL TIMES. D. Secure wing tie-down ropes to retractable tie-down rings (located on underside of wings, just outboard of the main gear) and to the tail tie-down ring at approximately 45 degrees. NOTE: Additional preparations for high winds include adding tie-down ropes from the landing gear forks, and securing the rudder. E. Install ground protection equipment (covers) in the engine inlets and exhaust, generator cooling inlet, and over the pitot tubes and propeller tips. Secure the propeller to prevent windmilling and to provide maximum clearance for towing equipment. (See Figure 1.)
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RE M OV
E
B
EFOR
E
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HT IG FL
REMOV E
METAL CLIP ATTACHES DIRECTLY TO EXHAUST STACK
ORE FLI GH REMOVE B E F T
OPTIONAL
OV
E BEFO
R
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HT IG FL
104319 G 104631 NEW
Ground Protection Equipment Figure 1
10-20-00
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CHAPTER
11
REQUIRED PLACARDS
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DATE Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Dec 1/01 Mar 6/03 Jul 1/00 Mar 6/03 Dec 31/04 Dec 31/04 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Dec 31/04 Mar 6/03 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00
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11-20-00
11-30-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 11 - REQUIRED PLACARDS TABLE OF CONTENTS
SUBJECT EXTERIOR PLACARDS AND MARKINGS INTERIOR PLACARDS AND MARKINGS
SECTION 11-20-00 11-30-00
PAGE 1 1
GRID NO. 1H19 1I3
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11 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL EXTERIOR PLACARDS AND MARKINGS
The airplane nameplate placard (Manufacturers Aircraft Association (MAA) plate) is located below the tailcone at approximately F.S. 311.50. The placard identifies the airplane by its model number and serial number. Should a question arise concerning the care of the airplane, it is important to include the airplane serial number in any correspondence to The New Piper Aircraft, Inc. NOTE: Any time an airplane is repainted or touched up, inspect all placards to ensure that they are not covered with paint, are legible, and securely attached.
4, 5, & 6 - BOTH SIDES 6 3 4 5
Placards and Markings - Exterior Figure 1 (Sheet 1 of 7)
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9 8 10
12 11 13
NOTE: 14 & 15 ON BOTH MAIN GEAR.
14 15 16 (FRONT), 17 (REAR)
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Fwd (Ref)
NO STEP
1
JET-A-FUEL 2
ANTI-ICE ADDITIVE REQUIRED. SEE PILOTS OPERATING HANDBOOK FOR OTHER APPROVED FUELS, QUANTITY AND TYPE OF ADDITIVE.
Aft (Ref)
Fuel Filler - Not to Scale (Ref)
DURING FUELING AND DEFUELING OPERATIONS, ATTACH GROUNDING CABLE TO GROUND ATTACH PIN LOCATED ON MAIN STRUT.
1H21
11-20-00
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OPEN
STATIC VENTS KEEP CLEAN
(Ref)
6
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1H22
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EXTERNAL POWER 28 VOLTS D.C. TURN MASTER SWITCH AND ALL EQUIP. OFF BEFORE INSERTING OR REMOVING PLUG.
STATIC VENTS KEEP CLEAN Aft (Ref) (Ref)
STATIC VENTS KEEP CLEAN
(Ref)
7 8
DRAIN
Aft (Ref)
10 9
FUEL FILTER DRAIN -- PUSH
FUEL SUMP DRAIN
(Ref)
(Ref)
Inboard (Ref)
11
1H23
11-20-00
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FUEL SUMP DRAIN
EPA DRAIN PUSH
GROUND ATTACH POINT
14
(Ref) Inboard (Ref) (Ref) Inboard (Ref)
12
13
STRUT AND TIRE SERVICE INSTRUCTIONS

PLACE AIRPLANE ON JACKS AND EXTEND STRUT COMPLETELY. RELEASE AIR AND REMOVE AIR VALVE. SLOWLY COMPRESS THE STRUT. SLOWLY FILL COMPRESSED STRUT WITH MIL-H-5606 HYDRAULIC FLUID THROUGH THE FILLER OPENING UNTIL IT REACHES THE TOP OF THE FILLER PLUG HOLE. MANUALLY COMPRESS AND EXTEND STRUT SEVERAL TIMES TO REMOVE TRAPPED AIR. ADD FLUID EACH TIME IF REQUIRED. REPLACE VALVE AND, WITH MAIN GEAR STILL CLEAR OF GROUND, INFLATE STRUT TO 250 PSI AIR PRESSURE. INFLATE MAIN TIRE TO 55 PSI AIR PRESSURE. REMOVE JACKS FROM AIRPLANE (NORMAL MAIN GEAR STRUT EXTENSION IS 3.14 INCHES (7.98 CM) WITH AIRCRAFT ON A LEVEL SURFACE AND AT EMPTY WEIGHT.)
15
TURN LIMIT
16
PAGE 6 Dec 1/01
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1I1
STRUT AND TIRE SERVICE INSTRUCTIONS
17
PLACE AIRPLANE ON JACKS AND EXTEND STRUT COMPLETELY. RELEASE AIR AND REMOVE AIR VALVE. SLOWLY COMPRESS THE STRUT. SLOWLY FILL COMPRESSED STRUT WITH MIL-H-5606 HYDRAULIC FLUID THROUGH THE FILLER OPENING UNTIL IT REACHES THE TOP OF THE FILLER PLUG HOLE. MANUALLY COMPRESS AND EXTEND STRUT SEVERAL TIMES TO REMOVE TRAPPED AIR. ADD FLUID EACH TIME IF REQUIRED. REPLACE VALVE AND, WITH NOSE GEAR STILL CLEAR OF GROUND, INFLATE STRUT TO A PRESSURE OF 160 PSI. INFLATE NOSE GEAR TIRE TO 70 PSI AIR PRESSURE. REMOVE JACKS FROM AIRPLANE (NORMAL STRUT EXTENSION IS 2.70 INCHES (6.86 CM) WITH AIRCRAFT ON A LEVEL SURFACE AND AT EMPTY WEIGHT WITH FULL FUEL AND OIL.)
NOTE: Shown for S/Ns 4696126 & up; and, 4697001 thru 4697125 with Kit No. 767-336 or 767-338 installed.
11-20-00
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PAGE 8 Jul 1/00
11-20-00
1I2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL INTERIOR PLACARDS AND MARKINGS
104321 104350
SEE FIGURE 2
1, 2 3
Placards and Markings - Interior Figure 1 (Sheet 1 of 9)
1I3
11-30-00
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PAGE 2 Dec 31/04
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1I4
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ATTENTION
THIS AIR CONDITIONING SYSTEM SERVICED WITH HFC-134a REFRIGERANT. COMPRESSOR SERVICED WITH POLYALKLENE GLYCOL (PAG) LUBRICANT
MAX WEIGHT 5 LBS (2.2 KG)

4
MAXIMUM WEIGHT THIS COMPARTMENT 4 LBS (1.8 KG)

5
BRAKE FLUID RESERVOIR SERVICE USING MIL-H-5606
OPEN
CLOSE
INSURE PIN WINDOWS GREEN
6 2 STARTING PROCEDURE FOR EXTERNAL POWER

MASTER SWITCH AND RADIOS MUST BE OFF SEE AIRPLANE FLIGHT MANUAL FOR DETAILED INSTRUCTIONS
ENGINE OIL SPECIFICATION

DO NOT MIX DIFFERENT BRANDS OF OIL. OIL TANK CAPACITY 9.2 QTS DO NOT OVERFILL FILL WITH APPROVED OIL TO MAXIMUM MARK ON DIP STICK. SEE LATEST REVISION OF PRATT & WHITNEY CANADA ENGINE SERVICE BULLETIN SB 3001 FOR LIST OF APPROVED LUBRICATING OILS.
PITOT DRAIN
S TAT I C DRAIN
S TAT I C DRAIN
PITOT DRAIN
S TAT I C DRAIN
PITOT DRAIN
STANDARD
3 8
WITH AVIDYNE ENTEGRA OPTION IN S/N'S 4697198 & UP
1I5
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THE MARKINGS AND PLACARDS INSTALLED IN THIS AIRPLANE CONTAIN OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THE NORMAL CATEGORY. OTHER OPERATING LIMITATIONS WHICH MUST BE COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THIS CATEGORY ARE CONTAINED IN THE AIRPLANE FLIGHT MANUAL. NO AEROBATIC MANEUVERS, INCLUDING SPINS, APPROVED. THIS AIRCRAFT APPROVED FOR V.F.R., I.F.R., DAY AND NIGHT ICING FLIGHT WHEN EQUIPPED IN ACCORDANCE WITH THE AIRPLANE FLIGHT MANUAL. WARNING TURN OFF STROBE LIGHTS WHEN IN CLOSE PROXIMITY TO GROUND OR DURING FLIGHT THROUGH CLOUD, FOG OR HAZE. PRESSURIZED LANDING NOT APPROVED.
10 (Typical)
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1I6
N53238
11
INTERCOM
PHONE 12
MIC
EMERGENCY OXYGEN IN DRAWER UNDER SEAT

PULL MASK OUT OF DRAWER FULLY AT FULL EXTENSION GIVE CORD A TUG MAXIMUM DURATION MINS 15
SEE POH NO SMOKING WHILE IN USE
13
1I7
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EMERGENCY EXIT
REMOVE GLASS PULL DOOR IN -- LIFT UP

14
NO SMOKING 16
MAX. WEIGHT 100 LBS. BAGGAGE / GOLF BAG NET REQUIRED. 17 15
18
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11-30-00
1I8
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OPEN ROTATE HANDLE UP CLOSE ROTATE HANDLE DOWN

INSURE PIN WINDOWS GREEN
PULL LATCH
19
INTERCOM
MIC 20
PHONE
21
1I9
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22
PITOT DRAIN
S TAT I C DRAIN
S TAT I C DRAIN
PITOT DRAIN
S TAT I C DRAIN
WITH AVIDYNE ENTEGRA OPTION IN S/N'S 4697198 & UP
STANDARD
23
PAGE 8 Dec 31/04
11-30-00
1I10
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24
25
1I11
11-30-00
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Placards and Markings - Overhead Switch Panel Figure 2
PAGE 10 Dec 31/04
11-30-00
1I12
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1I13
N
P10 P11
TOTAL USABLE FUEL CAPACITY
P7
VO 127 KIAS SEE AFM VLO 168 KIAS DN VLO 129 KIAS UP VLE 168 KIAS MAX
P8 P27
1140 LBS (517.1 KG)
P3
P6 P5 P4
P9
P12
P13
P2
*P1
FUEL TEMPERATURE LIMIT

JET A -34 JET A-1 -41 C TO 50 C TO 50 C C
055
P13
P26 P23 P24 P18
P25
P19
P16
P15 P1**
P14
Placards and Markings - Instrument Panel Figure 3 (Sheet 1 of 6) P21 P22 P20 P17
P28***
* S/N'S 4697001 THRU 4697173 ONLY. ** S/N'S 4697174 & UP *** S/N'S 4697159 & UP; AND, 4697001 THRU 4697158 WITH KIT NO. 767-380 INSTALLED.
PAGE 11 11-30-00 Dec 31/04
104350 Z
N53238
PAGE 12 Dec 31/04 P6 P2

ELEV. TRIM VO 127 KIAS SEE AFM PUSH ON/OFF VLO 168 KIAS DN VLO 129 KIAS UP VLE 168 KIAS MAX
MB VE
20 40 60
Effectivity with Entegra Option in 4697198 and up
P7
P3
P27
NXXXXX
ON
S G Y T OFF OFF B R TEST Y O
CLI
P28
DI
11-30-00
1
JET A -34 JET A-1 -41
C TO 50 C TO 50
C C
AIRSPEED
120
055
100
80
P12
4
TOTAL USABLE FUEL CAPACITY 1140 LBS (517.1 KG)
7
6
GENERATOR CONTROL
4
5
TIE BUSS
TRIM
HOLD NAV 1 NAV 2 DUMP
P11
FLAPS
STALL TEST
YAW DAMPER DME SELECT
ECS CABIN COMFORT HIGH STORMSCOPE NOT TO BE USED FOR THUNDERSTORM AREA PENETRA TION NORM EMER N O S E L R
CABIN ALTITUDE MUTE
CABIN PRESS
#1 AVIONICS #2 AVIONICS NON ESS. BUSS BUSS BUSS
MAIN BUSS
MAIN BUSS
ALTERNATOR BATTERY
LANDING GEAR UP
OFF
G E A R G E A R
DN
ALTERNATE STATIC SOURCE EMERGENCY GEAR EXTENSION

PULL TO RELEASE. SEE A.F.M. BEFORE RE-ENGAGEMENT
(LOCATED BELOW PANEL) UP-ALTERNATE DOWN-PRIMARY
PARK BRAKE PULL
DEFROST PULL / ON
P26 P1 P5 P19 P18 P20
P21
P16 P29
Placards and Markings - Instrument Panel Figure 3 (Sheet 2 of 6) P17 SEE SHEET 1
P4
P15 P14
1I14
ELEV. TRIM
YAW DAMPER
TRIM
P5
P6
STORMSCOPE NOT TO BE USED FOR THUNDERSTORM AREA PENETRATION
NXXXXX
PUSH ON / OFF
P7
STALL TEST
P1
P2
N53238
Placards and Markings - Instrument Panel Figure 3 (Sheet 3 of 6)
1I15
PAGE 13 11-30-00 Dec 31/04
P3
P4
P9
P8
N53238
GENERATOR CONTROL
PAGE 14 Dec 31/04

TIE BUSS #1 AVIONICS BUSS #2 AVIONICS BUSS MAIN BUSS MAIN BUSS NON ESS. BUSS ALTERNATOR BAT TERY
STANDBY COMPASS
FOR CORRECT READING CHECK: WINDSHIELD HT SWITCH OFF PROP DE-ICE SWITCH OFF COOLING SYSTEM OFF COCKPIT AND CABIN HEATING OFF
11-30-00
P10 P14 P11 DEFROST PULL / ON FLAPS P16 P15 P12
TOTAL USEABLE FUEL CAPACITY 1140 LBS. (517.1 KG)
(IN ONE LINE WITH AVIDYNE ENTEGRA OPTION, IN S/NS 4697198 AND UP.)
FUEL SHUTOFF
EADI DISPLAY DOWN LIFT COVER - PULL OFF
EMERGENCY GEAR EXTENSION PULL TO RELEASE. SEE A.F.M. BEFORE RE-ENGAGEMENT.
1I16 P13
P17
P18
N53238
1I17 LANDING GEAR MIC SELECT
UP MASK P21 P25
PARK BRAKE PULL

BOOM
DOWN
P19 XPNDR 2 SELECT
ALTERNATE STATIC SOURCE (LOCATED BELOW PANEL) UP - ALTERNATE DOWN - PRIMARY

(WITH AVIDYNE ENTEGRA OPTION, IN S/N'S 4697198 & UP.)
P22
P26 RADAR ALT
Placards and Markings - Instrument Panel Figure 3 (Sheet 5 of 6) P23 P20 AHRS 2 SELECT P24
PAGE 15 11-30-00 Dec 31/04
P27
HOLD
NAV 2
NAV 1
JET A -34C JET A-1 -41C
TO 50C TO 50C
DME SELECT
N53238
PAGE 16 Dec 31/04
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P28
P29
1I18
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Meyercord Decals
(PIR-PPS-65104, Rev G.)
Decals installed on the instrument panel are Meyercord type manufacturered by Mark-It, 1055 Paramount Tarkway, Batavia. IL 60510. The following procedures should be followed in the event one or more of these decals must be replaced. A. Removal CAUTION: DO NOT USE LACQUER THINNER ON ANY PANEL THAT HAS BEEN PAINTED WITH ENAMEL OR LACQUER. INSTRUMENT PANELS ARE PAINTED AT THE FACTORY WITH POLYURETHANE PAINTS. Remove placard to be replaced with a clean cloth dampened with lacquer thinner. CAUTION: MARK-IT J-70 SOLVENT WILL REMOVE ENAMEL, LACQUER, AND POLYUTHERANE BASED PAINT PRODUCTS IF LIQUID IS DROPPED ONTO PAINTED SURFACE AND NOT REMOVED IMMEDIATELY. If panel is painted with enamel or lacquer use a clean cloth dampened with Mark-It J-70 solvent to remove placard to be replaced. B. Installation (1) If required, clean surface to receive decal using alcohol. Newly painted surfaces need no preparation. (2) Mix a solution consisting of six (6) parts water and one (1) part J-70 solvent (P/N 179-497). (3) Submerge decal in the mixed J-70 solution for approximately 3 to 5 seconds. (4) Remove decal from mixed solution and lay in position. (5) Using a plastic squeegee, squeegee out from center to edges to remove excess solution. (6) Wait approximately 30 to 60 seconds, then slide the backing paper off and wipe up the excess solution with a damp cloth. (7) Wait at least 30 minutes at room temperature before wiping the face of the decal with a damp cloth to remove excess solvent residue. (8) Allow the decal to dry thoroughly, (tack free in 2 hours at room temp) before handling.
1I19
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GRIDS 1I20 THRU 1I24 INTENTIONALLY BLANK
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CHAPTER
12
SERVICING
1J1
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1J2
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PAGE 1 2 1 2 1 2 3 4 5 6 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 1 2 3 4 5 6 7 8 9 10
DATE Dec 31/04 Jul 1/00 Dec 1/01 Jul 1/00 Mar 6/03 Mar 6/03 Jul 1/00 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Dec 1/01 Mar 6/03 Dec 1/01 Dec 1/01 Dec 1/01 Dec 1/01 Dec 1/01 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Dec 1/01 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Dec 31/04 Mar 6/03 Jul 1/00
CHAPTER SECTION
PAGE
DATE
12-00-00
12-10-00
12-20-00
1J3
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 12 - SERVICING TABLE OF CONTENTS
SUBJECT GENERAL
SECTION 12-00-00
PAGE 1 1 1 1 2 3 3 4 4 4 5 5 1 1 2 2 2 3 5 5 6 7 8 8 8 9 9 10 10 13 13 13 13 14 14 14 15 15 15 15 15
GRID NO. 1J7 1J7 1J7 1J7 1J8 1J9 1J9 1J10 1J10 1J10 1J11 1J11 1J13 1J13 1J14 1J14 1J14 1J15 1J17 1J17 1J18 1J19 1J20 1J20 1J20 1J21 1J21 1J22 1J22 1K1 1K1 1K1 1K1 1K2 1K2 1K2 1K3 1K3 1K3 1K3 1K3
Engine/Compressor Cleaning Aircraft Finish Care Dupont Imron 6000 Paint System Cleaning Exterior Surfaces Cleaning Windshield and Windows (Except Pilot's) Cleaning Pilot's Windshield Cleaning Surface Deicing Equipment Cleaning Landing Gear Cleaning Interior Cleaning Carpets Cleaning and Maintenance of Relief Tube System REPLENISHING Service Points Fuel System Fuel Handling Practices Jet Fuel Additives Filling Fuel Cells Draining Moisture From Fuel System Draining Fuel System Fuel Filter Servicing Removing Biological Fuel Contamination Brake System Filling Brake System Reservoir Draining Brake System Landing Gear Oleo Struts Filling Oleo Struts Inflating Oleo Struts Tires Hydraulic System Engine Lubrication Draining and Flushing Oil Sump Filling Oil Sump Engine Oil Filter Engine Oil Chip Detectors Electrical System Batteries Power Plant Propeller Air Conditioning System Service Valves Pilots Fixed Oxygen Cylinder 12-10-00
1J5
12 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 12 - SERVICING TABLE OF CONTENTS (continued)
SUBJECT SCHEDULED SERVICING
SECTION 12-20-00
PAGE 1 1 1 1 2 2 3 4 5 6 9
GRID NO. 1K7 1K7 1K7 1K7 1K8 1K8 1K9 1K10 1K11 1K12 1K15
Airframe Lubrication Application of Grease Application of Oil Lubrication Charts Chart 1 Special Instructions Chart 2 Doors and Seats Chart 3 Main Landing Gear and Hydraulic System Chart 4 Nose Gear Chart 5 Control System Chart 6 Propeller and Power Plant
PAGE 2 Jul 1/00
12 - CONTENTS
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This chapter covers all routine servicing of airplane, scheduled and non-scheduled, including replenishment of fuel, oil, hydraulic fluid, oxygen, tire pressure, lubrication requirements, servicing of oleo struts with air and oil, etc. Pay special attention to all WARNINGS or CAUTIONS. 1. Engine/Compressor Cleaning Pratt & Whitney Canada recommends a compressor wash be carried out weekly for airplanes operating in air which is occasionally salt-laden, and more often if significant salt or atmospheric pollution is suspected. Full, detailed instructions for the washing of the engine and compressor are provided in Pratt & Whitney Canada Turboprop Gas Turbine Engine Maintenance Manual (P/N 3021442), 71-00-00, Cleaning. In addition, the following instructions should be followed: CAUTION: BEFORE ANY TYPE OF CLEANING MAKE SURE THE CABLES ARE PROPERLY SEALED TO PREVENT WATER FROM ENTERING THE CABLE HOUSINGS. TRY NOT TO DIRECT ANY WATER PRESSURE AT THESE SEALS. WATER COULD FREEZE AND BIND CABLES UNDER CERTAIN CONDITIONS. CAUTION: ALLOW THE ENGINE TO COOL FOR AT LEAST 40 MINUTES BEFORE PERFORMING A COMPRESSOR WASH. CAUTION: BEFORE CONDUCTING A COMPRESSOR WASH, SELECT BLEED AIR OFF. CAUTION: OBSERVE STARTER OPERATING LIMITS OF 30 SECONDS ON 60 SECONDS OFF, 30 SECONDS ON 60 SECONDS OFF, 30 SECONDS ON AND THEN 30 MINUTES OFF. INSURE THAT P3 HEATER (FUEL CONTROL HEAT) CIRCUIT BREAKER IS PULLED. NOTE: Motor engine with starter only. Make sure ignition is off and fuel firewall shut-off valve is closed. NOTE: Due to chemicals in tap water which may cause deposits on compressor blades, tap water should not be used. 2. Aircraft Finish Care WARNING: DO NOT USE GASOLINE, KEROSENE, ALCOHOL, BENZENE, CARBON TETRACHLORIDE, THINNER, ACETONE OR WINDOW CLEANING SPRAYS TO CLEAN AIRPLANE. The entire airplane is carefully finished inside and out to assure maximum service life. The external surfaces are coated with durable polyurethane finish. A. Dupont Imron 6000 Paint System CAUTION: FAILURE TO OBSERVE THE PROPER "FINISH CARE" GUIDELINES MAY RESULT IN DAMAGE OR LOSS OF SHINE OF THE AIRCRAFT PAINT. IMPROPER CARE MAY ALSO VOID THE WARRANTY REGARDING THE AIRCRAFT FINISH. New Piper aircraft delivered in 1999 and later use the new Dupont Imron 6000 paint system. The guidelines outlined below must be followed to prevent damage to the finish and ensure long paint life. (1) For the first 30 days after painting: (a) Hand wash the aircraft often. Use fresh water only. (b) Avoid parking under trees or places where birds roost. If sap, bird droppings, or insect remains are discovered, rinse them off immediately. (Sap, bird droppings, or insect remains will damage the paint during this period.)
1J7
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(2) For the first 120 days after painting: (a) To remove heavy soil, use mild liquid soap. Never use detergent. (b) DO NOT WAX THE AIRCRAFT WITHIN 120 DAYS OF PAINTING! (3) For long term paint finish protection: (a) Park in a sheltered area whenever possible. (b) Never use a scraper to remove ice or snow from painted surfaces. (c) Never let avgas, oil, or hydraulic fluid stand on painted surfaces. (This will permanently damage the finish.) (d) Never wash the aircraft in the hot sun. (e) Never wipe the finish with a dry cloth, always use fresh water. (f) Avoid abrasive cleaners, chemicals, abrasive wax, or brushes. (g) Have paint nicks or scratches touched up as soon as possible to maintain the aircraft's corrosion protection. To summarize, New Piper aircraft using the new Dupont paint system need special attention in the early days of ownership. B. Cleaning Exterior Surfaces CAUTION: IF PAINT IS LESS THAN SIX MONTHS OLD, SEE DUPONT IMRON 6000 PAINT SYSTEM, ABOVE. CAUTION: DO NOT DIRECT ANY STREAM OF WATER OR CLEANING SOLUTIONS AT THE OPENINGS IN THE PITOT HEAD, STATIC PORTS, ALTERNATE STATIC PORTS OR FUSELAGE BELLY DRAINS. CAUTION: AFTER WASHING AIRPLANE EXTERIOR, OPEN COWLING GULL-WING DOORS AND INSPECT ENGINE ACCESSORY DRIVE AREA (ESPECIALLY WHERE THE STARTER-GENERATOR ATTACHES) FOR WATER ACCUMULATION. IF WATER FOUND, BLOW DRY WITH SHOP AIR. The airplane should be washed with a mild soap and water solution. Harsh abrasives or alkaline soaps or detergents could scratch painted or plastic surfaces or corrode metal. Cover areas where a cleaning solution could cause damage. To wash the airplane use the following procedure: (1) Flush away loose dirt with water. (2) Apply cleaning solution with a soft cloth, a sponge or a soft brush. (3) To remove exhaust stains, allow the solution to remain on the surface longer. (4) To remove stubborn oil and grease stains, use a soft cloth dampened with naphtha - sparingly. Flush immediately with a mild soap and water solution. (5) Rinse all surfaces thoroughly. (6) Any good automotive wax may be used to protect and preserve painted surfaces. Soft cleaning cloths or a chamois should be used to prevent scratches when cleaning or polishing. A heavier coat of wax on leading surfaces will reduce the abrasion problems in these areas. Refer to surface de-ice cleaning procedures.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Cleaning Windshield and Windows (Except Pilot's Windshield)
CAUTION: USE ONLY WATER AND MILD SOAP WHEN CLEANING THE HEATED WINDSHIELD. USE OF ANY OTHER CLEANING AGENT OR MATERIAL MAY CAUSE DISTORTION OR DAMAGE TO WINDSHIELD COATINGS. (1) Remove dirt, mud and other loose particles from exterior surfaces with clean water. (2) Wash interior and exterior window surfaces with mild soap and warm water. Use a soft cloth or sponge in a straight back and forth motion. Do not rub harshly. WARNING: DO NOT USE GASOLINE, ALCOHOL, BENZENE, CARBON TETRACHLORIDE, THINNER, ACETONE, STRONG SOLVENTS OR WINDOW CLEANING SPRAYS. DO NOT USE PLASTIC CLEANER ON HEATED GLASS WINDSHIELDS. (3) Remove oil and grease with a cloth dampened with Plexiglas Polish and Cleaner, P/N 403D or similar substance conforming to Federal Specification (P-P-560) or kerosene. (4) Rinse windows thoroughly and dry with soft lint-free cloth. (5) A superficial scratch or mar in plastic can be removed by polishing out the scratch with jeweler's rouge. (6) When windows are clean, apply a thin coat of polishing wax. Rub lightly with a soft cloth. Do not apply wax to heated windshields with electrical heating elements. (7) Apply REPCON repellent or equivalent to windows and windshield to improve visibility during flights through rain. Apply only according to manufacturers instructions. (Refer to 91-00-00, Consumable Materials.) D. Cleaning Pilot's Windshield The surface of the pilot's windshield should be cleaned in a manner that will protect the special water repellent coating. (1) Flush with clean water to remove excessive amounts of dirt and other substances. Adhered particles should be dislodged using fingers or fingernails. (2) Use only clean materials such as a soft cloth or clean sponge or soft paper towel (such as KaydryWipers). Wash with a 50/50 solution of isopropanol and water. Alternative cleaning solutions that can be used if isopropanol is noy available include: (a) 50/50 solution of rubbing alcohol and water. (b) Mild liquid detergents (such as Ivory Dishwashing Liquid or JoyDishwashing Liquid mixed 1/4 oz. per gallon of water). (c) WindexGlass Cleaner NOTE: Do not use any abrasive materials (such as pumice or any strong acids or bases as these materials may damage the coating. (3) Flush thoroughly with clean water and dry. Wipe dry with strokes in one direction using only clean materials such as a damp soft cloth, damp sponge, or soft paper towel (such as Kaydry Wipers). NOTE: Do not apply any polish or wax to the glass surface.
1J9
12-00-00
PAGE 3 Jul 1/00
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E.
Cleaning Surface Deicing Equipment The deice boots should be cleaned when the aircraft is washed using a mild soap and water solution. In cold weather, wash the boots with the airplane inside a warm hangar if possible. If the cleaning is to be done outdoors, heat the soap and water solution before taking it out to the airplane. If difficulty is encountered with the water freezing on boots, direct a flow of warm air along the region being cleaned, using a portable type ground heater. As an alternate cleaning solvent, use benzol or non-leaded gasoline. Moisten the cleaning cloth in the solvent, scrub lightly and then with a clean dry cloth, wipe dry so that the cleaner does not have time to soak into the rubber. CAUTION: PETROLEUM PRODUCTS SUCH AS THESE ARE INJURIOUS TO RUBBER AND THEREFORE SHOULD BE USED SPARINGLY IF AT ALL. When deice boots are clean, a coating of B.F. Goodrich Icex should be applied. Icex is compounded to lower the strength of adhesion between ice and rubber surface of the deice boots.
F.
Cleaning Landing Gear CAUTION: DO NOT USE HIGH PRESSURE SPRAY WASH EQUIPMENT. ITS USE CAN INJECT SOAP SOLUTION AND WATER INTO THE WHEEL BEARINGS AND OTHER INTERNAL CAVITIES RESULTING IN CORROSION AND REDUCED SERVICE LIFE. Before cleaning landing gear, place plastic cover or similar material over wheel and brake assembly. (1) Place pan under gear to catch waste. (2) Spray (low pressure only) or brush gear area, as required, with solvent or mixture of solvent and degreaser. (3) Allow solvent to remain on gear for 5 to 10 minutes. Rinse gear with additional solvent and allow to dry. (4) Remove cover from wheel and brake assembly. (5) Hand wash wheels and brakes with a mild soap and water solution, rinse, and remove catch pan. (6) Lubricate gear per Lubrication Chart,12-20-00.
G.
Cleaning Interior (1) Vinyl interior surfaces may be cleaned with a damp cloth and mild soap and water solution. (2) Leather may be cleaned with a mild hand soap and water solution or with a saddle soap. Follow the precautions which apply to the cleaning of any fine leather product. Avoid saturation and never use detergents or harsh cleaning solutions on leather. CAUTION: USE OF COMMON HOUSEHOLD CLEANERS AND POLISHES ON WOOD LAMINATED SURFACES COULD BE VERY HARMFUL. (3) Wood laminated surfaces should be maintained using only a high grade furniture wax. (4) All upholstery fabrics are Scotchguard treated and may be cleaned as follows: Spilled oily and watery liquids will generally bead up on the fabric and can be blotted away leaving little or no stain. Blot spills up as quickly as possible with an absorbent cloth, tissue or sponge. If the material is a solid or semi-solid, such as butter, remove the excess by gently scraping with a table knife. Often, blotting will remove all traces of stain but if the staining agent is not completely removed by blotting, the following techniques are suggested: (a) Water-based stains such s ketchup, milk, ice cream, coffee: wipe the stain with a cloth wet with water containing a detergent or ammonia (4 fluid ounces of ammonia to one gallon of water). Repeat if necessary. (b) Oil based stains such as salad dressing, butter or mayonnaise may be removed by either of the following procedures:
PAGE 4 Dec 31/04
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(1) Apply Texize K-2R Spot Remover by spraying or rubbing into the fabric and let dry. Vacuum off the residual powder. Repeat if necessary; or, (2) Wet a cloth with a solvent type spot cleaner such as Energine or Renuzit and wipe or gently rub the stained area. Turn cloth and rewet with solvent often. Repeat until stain disappears. NOTE: Test the cleaner on an inconspicuous portion of the fabric to test for discoloration. Also avoid soaking or harsh rubbing. (c) To remove residual detergent left on the fabric, wipe the entire fabric surface with a cloth dampened with water. The cloth should be rinsed in clean water several times. This procedure will ensure that the treatment will continue to function. H. Cleaning Carpets WARNING: SOLVENT CLEANERS REQUIRE ADEQUATE VENTILATION. Use a small whisk broom or vacuum cleaner to remove dirt. For soiled spots, use a nonflammable dry cleaning fluid. Floor carpets may be removed and cleaned like any household carpet. I. Cleaning and Maintenance of Relief Tube System For airplanes equipped with a relief tube system, the corrosive effects of urine or other liquids poured through the system are extreme and heightened attention to the cleanliness of this system is indicated, both inside and outside the aircraft. In the interior, the funnel tube assembly, rubber hose and surrounding sheet metal must be cleaned at the termination of each flight, if the system has been used. Likewise, attention to the exterior of the aircraft is equally important and exterior surfaces must be cleaned as described below. CAUTION: THE CORROSIVE AFFECTS OF URINE ON PAINTED AND UNPAINTED SURFACES CANNOT BE UNDERSTATED. CORROSION MAY APPEAR IN SURROUNDING AREAS IF CLEANING IS DEFERRED FOR EVEN ONE DAY! (1) Interior (a) After each use of the relief tube, the area surrounding the relief tube should be examined for spillage and cleaned according to the procedures in paragraphs (4) and (5), above. Clean the area inside the box and access door, funnel, and tube using mild soap and water. After cleaning, flush with clean water to ensure that no soapy residue remains. Dry system thoroughly. CAUTION: SHOULD SPILLAGE EXTENDING INTO THE FUSELAGE BE EVIDENT, PROMPT MAINTENANCE ACTION IS REQUIRED TO ENSURE URINE SPILLAGE IN THE FUSELAGE STRUCTURE IS NEUTRALIZED. REMOVE PANELS TO ACCESS THE FLOOR STRUCTURE AS REQUIRED. (b) Prepare to flush the relief tube assembly by placing a catch can underneath the relief tube outlet. Flush tube by pouring a solution of baking soda (10%) and water through the tube, flushing out the entire system. Flush again with at least 1/2 gallon of clean water. Low pressure (LP) shop air may be blown through the relief tube system to dry it. (2) Exterior Exterior bottom painted surfaces of the airplane must be cleaned from the firewall to the tip of the tail, including the bottom of the tail surfaces, at termination of each flight during which the relief tube system was used. Cleaning should occur per paragraph B, above, with the exception that after completion of washing, a solution of baking soda (10%) and water should be applied to the entire area and allowed to remain for a few minutes. The area must then be thoroughly rinsed with clean water. Dry the area thoroughly and inspect for paint chipping and/or corrosion. Touch up paint as necessary.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL REPLENISHING
1.
Service Points
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12a. 12b. 13. 14.
FUEL TANK FILLERS MLG FILLER VALVE HYDRAULIC PUMP/RESERVOIR EXTERNAL POWER RECEPTACLE ENGINE OIL FILLER BATTERIES FUEL SUMP DRAINS EPA DRAIN CHIP DETECTORS PROPELLER HUB NLG FILLER VALVE FUEL FILTER FUEL FILTER DRAIN BRAKE RESERVOIR A/C SERVICE VALVES
Service Points Figure 1
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2.
Fuel System At intervals of 100 hours or 90 days, whichever comes first, clean the fuel filter bowl and element. The fuel filter is located on the lower left side of the engine compartment and accessed through a plate in the lower left forward fuselage (see 6-00-00, Figure 5). See also Chapter 28 and 5-20-00. A. Fuel Handling Practices The handling of turbine fuel as used in this airplane requires some special attention and safety precautions which cannot be overstated. There are several problems which are not normally associated with aviation gasoline. One is water or microscopic particles of free water suspended in the fuel, another is microbiological contaminants or micro-organisms which live and multiply in the water interfaces with turbine fuel. Due to these problems, turbine fuel requires good fuel handling practices to assure that the airplane is serviced with clean fuel. The following steps should be used to minimize the possible introduction of contaminants into the fuel system and maintain a clean condition within the fuel cells: (1) Know the source (supplier) of the fuel to be used, ascertain that it is properly stored and filtered as it is passed from the storage area to the airplane. (2) Perform regular fuel filter inspections to determine if any sludge is present. (Microbiological contamination is visible as a slime or sludge which may vary in color, i.e. red, brown, gray or black.) Micro-organisms have a tendency to mat and cause interference with fuel flow. Reference to FAA Manual A.C. 65-9, Chapter 4 gives complete explanation on fuels and related problems. (3) Maintain a clean fuel system by periodically flushing the fuel cells to remove any contaminants within. B. Jet Fuel Additives CAUTION: USE ONLY THOSE FUELS AND ADDITIVES SPECIFIED IN THE LATEST REVISION OF PRATT & WHITNEY CANADA SERVICE BULLETIN NO. 3044. CAUTION: FOLLOW MANUFACTURERS INSTRUCTIONS WHEN USING THESE PRODUCTS. Condensation of water in the fuel tanks increases the possibility of microbiological growth and contamination of the fuel. This contamination can damage skins, coatings and sealants in the tanks. Fuel additives conforming to MIL-I-27686 and/or biocidal agents, such as Biobor JF, are compounds which contain anti-fungicidal agents. Use of either of these additives in the fuel tanks will reduce the possibility of contamination of fuel and fuel filters/lines. (1) MIL-I-27686D and MIL-I-27686E Fuel Anti-icing Inhibitors WARNING: THESE ANTI-ICING ADDITIVES CONTAINS ETHYLENE GLYCOL MONOETHYL ETHER WHICH IS HIGHLY TOXIC. AVOID ALL DIRECT CONTACT WITH SKIN AND CLOTHING. ANY CLOTHING ACCIDENTALLY CONTAMINATED SHOULD BE PROMPTLY REMOVED AND THE SKIN WASHED WITH SOAP AND WATER. PREVENT CONTACT WITH EYES AND AVOID INHALATION OF VAPORS. IF CONTACT IS MADE WITH EYES, FLUSH WITH WATER FOR 15 MINUTES. CONSULT A PHYSICIAN AS RAPIDLY AS POSSIBLE AFTER ALL CONTACT CASES. CAUTION: ASSURE THAT THE ADDITIVE IS DIRECTED INTO THE FLOWING FUEL STREAM. THE ADDITIVE FLOW SHOULD START AFTER AND STOP BEFORE THE FUEL FLOW. DO NOT PERMIT THE CONCENTRATED ADDITIVE TO COME IN CONTACT WITH THE AIRCRAFT PAINTED SURFACES OR THE INTERIOR SURFACES OF THE FUEL TANKS.
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CAUTION: SOME FUELS HAVE ANTI-ICING ADDITIVES PREBLENDED IN THE FUEL AT THE REFINERY, SO NO FURTHER BLENDING SHOULD BE PERFORMED. CAUTION: THESE ADDITIVES ARE NOT REPLACEMENTS FOR PREFLIGHT DRAINING OF THE FUEL SYSTEM DRAINS. The MIL-I-27686 D & E Fuel Anti-Icing Inhibitors, primarily are anti-icing agents, however they also have excellent microbiological sludge deterrent characteristics. They are very soluble in water, and only slightly soluble in fuel, which mandates that the blending with fuel be accomplished in a precise manner. Use of a metering device when blending the additive is recommended. Such a device permits injection of the agent into a flowing stream of fuel to ensure even disbursement. When blending the additive, the concentration should not be less than 0.10 percent or more than 0.15 percent by volume. Except for the information contained herein and in the Pilots Operating Handbook, the manufacturers mixing or blending instructions should be carefully followed. (2) Biofor JF (Biocide) (a) Biobor JF is not an anti-icing agent and is intended to be used specifically as a fuel biocide. The compound is an extremely efficient biocidal agent and is soluble in the fuel as well as water. Biobor JF disperses throughout the entire fuel system to even the most remote areas soon after introduction into the fuel system. This compound is used as a periodic treatment in concentrations of 135 ppm when the airplane has been operated in an environment conductive to contamination or when evidence of such contamination is found. Biobor JF may also be used in maximum concentrations of 270 ppm as a single dose shock treatment to clean out and sterilize a very contaminated system. Biobor JF is not volatile and may remain in the tank until the fuel is used. (b) The preferred method of introducing Biobor JF into the fuel is by injection through a metering device. If no metering device is available, blending may be accomplished by batch blending or by over-the-wing blending while filling the tanks. When one half the required quantity of fuel has been added, gradually introduce the compound directly into the stream of fuel while the remaining one half of fuel is added. Complete mixing is necessary depending on the severity of the contamination. It must be used at a high enough concentration to kill, not control the infestation. When used only periodically, it must be used often enough to contact the entire surface of the fuel tank interiors and remain in contact up to 72 hours to effect the kill. An airplane which has been treated and flown, should be re-treated at consecutive fills so that a 72 hour contact time is accomplished. C. Filling Fuel Cells WARNING: DURING FUEL SYSTEM MAINTENANCE PRACTICES, A GROUND WIRE ATTACHED FROM EACH MAIN GEAR GROUNDING PIN TO SEPARATE APPROVED GROUNDING STAKES SHOULD BE USED TO PREVENT UNGROUNDING OF THE AIRCRAFT DUE TO ACCIDENTAL DISCONNECTION OF ONE GROUND WIRE. CAUTION: USE ONLY THOSE FUELS AND ADDITIVES SPECIFIED IN THE LATEST REVISION OF PRATT & WHITNEY CANADA SERVICE BULLETIN NO. 3044. Observe all required precautions for handling Jet Fuel. Fill the fuel tanks with the fuel as specified on the placard adjacent to the filler neck. Each wing tank has a capacity of 86.5 U.S. gallons, for a total capacity of 173 U.S. gallons. Three U.S. gallons are considered unusable fuel.
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102430 H
TO ENGINE
FUEL FILTER
FUEL FILTER DRAIN FUEL SYSTEM DRAIN CAP
LOOKING AFT
MANUAL SHUT-OFF VALVE
TH IGH MR FRO
EA
FROM LEFT HEAD
ER
ER
D
TAN
TA NK
K
FROM LEFT HEADER TANK SUMP
FUEL FILTER DRAIN FUEL FILTER ACCESS PANEL (REMOVED) (SEE 6-00-00, FIGURE 5)
LEFT SUMP DRAIN
LOOKING INBOARD FROM LEFT
Fuel Filter and System Drains Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL D. Draining Moisture From Fuel System (See Figure 2)
CAUTION: WHEN DRAINING ANY AMOUNT OF FUEL, CARE SHOULD BE TAKEN TO ENSURE THAT NO FIRE HAZARD EXISTS BEFORE STARTING THE ENGINE. The fuel tank sumps and fuel filter should be drained daily prior to first flight and after refueling to avoid the accumulation of water or sediment. Each fuel header tank is equipped with an individual quick drain fed from the sump at the lower inboard rear corner of the tank. These sump drains are located, one on each side, on the bottom of the lower forward fuselage at the leading edge of the wing to fuselage joint. The fuel filter quick drain is located adjacent to the left side sump drain. Drain fuel tank sumps and filter as follows: (1) Using a drain cup with pin, drain each header tank sump through its individual quick drain. Examine the contents of the drain cup for water and sediment. Repeat until all water and sediment is removed. NOTE: If the fuel system has been completely drained, the sump drains will need to be reprimed before a fuel sample can be taken. With at least 10 gallons of fuel in each wing, hold open both left and right sump drains until fuel starts to flow - this may take 10 to 15 seconds. The drains are now primed and a fuel sample may be taken. (2) Using a drain cup with pin, drain the fuel filter through its individual quick drain. Examine the contents of the drain cup for water and sediment. Repeat until all water and sediment is removed. (3) After refueling, delay sump sampling for several hours. This will permit water and contaminants to flow to the sump drains for detection. E. Draining Fuel System (See Figure 2) A fuel system drain is provided adjacent to the fuel filter. The fuel system may be drained as follows: (1) Completely NOTE: Whenever the fuel system is drained completely, consider completing a Full Range Check (see 28-40-00) when refueling the aircraft. To drain both left and right wings: (a) Level airplane. (See 8-20-00.) (b) Pull manual fuel shut-off (in cockpit). (c) Remove the fuel filter access plate. (See 6-00-00, Figure 5.) (d) Place a suitable container beneath the fuel system drain. (e) Remove the fuel system drain cap and attach a suitable hose to direct the fuel flow into the container. (f) Push in manual fuel shut-off. NOTE: Defueling can be expedited by running the fuel boost pumps. When defueling both wings, select Fuel Pumps - Manual on the overhead switch panel. The float switch in each header tank should shutdown its respective boost pump with approximately 2.5 gallons remaining, but the prudent operator will monitor the process to manually shutdown either fuel pump if a tank runs dry. The individual pump may be shutdown by pulling its circuit breaker. (g) When fuel stops flowing from the fuel system drain, the remaining fuel in the system may be drained through the fuel filter and sump quick drains.
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(2) Only one wing To drain only one wing: (a) Level airplane. (See 8-20-00.) (b) Pull manual fuel shut-off (in cockpit). (c) Remove the fuel filter access plate. (See 6-00-00, Figure 5.) (d) Place a suitable container beneath the fuel system drain. (e) Remove the fuel system drain cap and attach a suitable hose to direct the fuel flow into the container. NOTE: Defueling only one wing requires the use of the fuel boost pump in the wing being defueled. (f) When defueling only one wing, pull the circuit breaker of the unwanted pump. (g) Push in manual fuel shut-off. (h) Set the Fuel Pumps switch to Manual. The float switch in the header tank should shutdown the boost pump with approximately 2.5 gallons remaining, but the prudent operator will monitor the process to manually shutdown the fuel pump if the tank runs dry. The operating pump may be shutdown by pulling its circuit breaker. (i) (j) F. When the pump shuts down, pull the manual fuel shut-off. The remaining fuel in the wing being drained may be drained through that sides fuel sump quick drain.
Fuel Filter Servicing The fuel filter is located on the lower left side of the engine compartment and accessed through a plate in the lower left forward fuselage (see 6-00-00, Figure 5). (1) Removal (a) Pull manual fuel shut-off (in cockpit). (b) Remove fuel filter access plate. (c) Drain residual fuel in filter and lines through the fuel filter quick drain. (d) Disconnect the fuel filter quick drain line from the bottom of the filter bowl. (e) Unscrew the fuel filter bowl and remove the bowl and filter element. (2) Cleaning and Inspection Clean with solvent AM3-3160 (i.e. - Varsol.) (a) Flush fuel bowl with solvent. Clean deposits, if any, with a medium stiff brush and solvent. (b) Blow dry with shop air. (c) Inspect filter element for distortion and debris, replace as required. DO NOT clean the filter element. (3) Installation (a) Place filter element and bowl in position and screw in filter bowl. (b) Connect the fuel filter quick drain line to the bottom of the filter bowl. (c) Push in manual fuel shut-off. (d) Clear air by draining the fuel filter quick drain until fuel flows continuously. (e) Check for leaks. (f) Replace fuel filter access plate.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL G. Removing Biological Fuel Contamination
Fuel system contamination presents a bigger potential problem in turbine fuel systems than in fuel systems using aviation gasoline because of turbine fuels greater affinity for water. Micro-organisms thrive when water droplets and fuel are mixed. By-products created by this form of contamination attack fuel cell sealants and metal components; fuel system must be kept clean and periodically inspected to ensure it is free of water and other foreign matter. If biological contamination exists, evidenced by presence of red, brown, gray, or black slime in fuel tanks, lines, pumps and filters, thoroughly clean all system components with lowest octane aviation gasoline available. Proceed as follows: WARNING: DURING FUEL SYSTEM MAINTENANCE PRACTICES, A GROUND WIRE ATTACHED FROM EACH MAIN GEAR GROUNDING PIN TO SEPARATE APPROVED GROUNDING STAKES SHOULD BE USED TO PREVENT UNGROUNDING OF THE AIRCRAFT DUE TO ACCIDENTAL DISCONNECTION OF ONE GROUND WIRE. (1) Level aircraft. (2) Defuel airplane completely per paragraph E, above. NOTE: Only use container(s) designed for use with contaminated fuel. (3) Remove both sump drains and the fuel filter quick drain and ensure all fuel is removed. (4) Remove wing root glove access plates and panels. (5) Remove fuel cell access covers. (6) Remove boost pumps. (7) Remove engine cowling and fuel filter access plate. (8) Remove fuel filter. Clean or replace as required. (9) Remove engine-driven high-pressure fuel pumps inlet and outlet filters. Clean or replace as required. (10) Remove and clean all finger screens, probes, and check valves. (11) Clean fuel filter bowl, element, and housing with aviation gasoline and inspect components for etching. If etching exists, replace affected component. CAUTION: BRUSH MUST HAVE LANYARD ATTACHED TO PREVENT BRUSH FROM FALLING WITHIN CELL. (12) Use Stoddard solvent and soft bristle brush to scrub affected cells. Remove any particles of contamination in fuel cells with tack rag. When fuel cell cleaning is completed, ensure no equipment is left in fuel cells and reinstall all access covers. (13) Use lowest octane aviation gasoline available. Thoroughly flush all fuel cells, tanks, connecting fuel lines, and boost pumps. (14) Inspect all fuel cells, tanks, pumps, and lines for deterioration. The micro-organism by-products attack fuel sealants and coatings, and etch underlying metals. (15) Reinstall all finger screens, probes, and check valves. (16) Reinstall boost pumps and safety. (17) Reinstall both sump drains and the fuel filter quick drain. (18) Reinstall fuel filter without filter element. (19) Reinstall engine-driven high-pressure fuel pumps inlet and outlet filters.
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(20) Flush system as follows: (a) Remove fuel system drain cap and place a contaminated fuel container beneath the fuel system drain. (b) Pull all circuit breakers except those controlling fuel boost pumps. (c) Add eight gallons of aviation gasoline in each wing. (d) Place master switch in ON position and actuate boost pumps. (e) After pumping two gallons of aviation gasoline using pumps, observe fuel coming from fuel drain. (21) Check all lines and fittings for leaks. (22) Continue to pump aviation gasoline through system until clean fuel flows into contaminated container. Then shut-off pumps. (23) Reinstall filter element in fuel filter and safety. (24) Reinstall fuel system drain cap. (25) Check system for leaks. (26) Reinstall wing root glove, fuel cell, and tank access covers, plates and panels. (27) Reinstall engine cowlings. (28) Fill each wing with 30 gallons of lowest octane aviation gasoline available. (Add one quart of 120 aviation grade mineral oil to every 100 gallons of fuel.) Run engine. Observe all cautions when operating engine. NOTE: Make logbook entry each time engine is run on aviation gasoline. Refer to latest revision of Pratt & Whitney Service Bulletin No. 3044. (29) Inspect fuel filter after operating engine. Look for evidence of microbiological contamination. If contamination remains, repeat cleaning procedure. (30) Clean fuel filter; reinstall and safety. 3. Brake System The brake system contains a hydraulic fluid reservoir through which the brake system is periodically serviced. Fluid is drawn from the reservoir by the brake master cylinders to maintain the volume of fluid required for maximum braking efficiency. Spongy brake pedal actions is often an indication that the brake fluid reservoir is running low on fluid or air. When repairs to brake system components or bleeding the system are required, refer to instructions in 32-40-00. A. Filling Brake System Reservoir The brake system reservoir must be filled with hydraulic fluid (MIL-H-5606) to the level marked on the reservoir. The reservoir, located on the upper left side of the firewall in the engine compartment, must be checked at every 100 hour inspection or every 90 days, whichever comes first, and replenished as necessary. Access to the reservoir is through the left gull-wing door on the rear upper cowling. If fluid level is low, it must be filled with filtered hydraulic fluid (MIL-H-5606). No adjustment to the brakes is necessary, but they must be checked periodically per instructions given in 32-40-00. B. Draining Brake System To drain the brake system, disconnect the supply hose from the fitting on the bottom of the cylinder and open the bleeder valve at the top of the cylinder. This will empty the piston chamber. Pump the desired brake pedal to clear the line of fluid. To clean system, flush with denatured alcohol. NOTE: If brake system is drained, parts replaced, or line connections broken, pressure fill and bleed system per procedure in 32-40-00. Procedure assures air is not trapped in system.
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4.
Landing Gear Oleo Struts Air-oil type oleo struts should be maintained at proper strut tube exposure for best oleo action. Nose gear strut piston tube exposure is 2.7 .25 inches. Main gear strut piston tube exposure is 3.14 .25 inches. Measure with the airplane sitting on a level surface under normal static load. (Empty weight of airplane plus full fuel and oil). If the strut has less tube exposure than prescribed, determine whether it needs air or oil by rocking the airplane. If the oleo strut oscillates with short strokes (approximately one inch) and the airplane settles to its normal position within one or two cycles after the rocking force is removed, the oleo strut requires inflating. Check the valve core and filler plug for air leaks, correct if required, and add air or nitrogen as described in Inflating Oleo Struts. If the oleo strut oscillates with long strokes (approximately three inches) and the airplane continues to oscillate after the rocking force is removed, the oleo struts require fluid. Check the oleo for indications of oil leaks, correct if required and add fluid as described in Filling Oleo Struts. For landing gear and/or oleo strut repair procedures, refer to 32-10-00 and 32-20-00. WARNING: DO NOT RELEASE AIR BY REMOVING THE STRUT VALVE CORE OR FILLER PLUG. DEPRESS THE VALVE CORE PIN UNTIL STRUT CHAMBER PRESSURE HAS DIMINISHED. CAUTION: DIRT AND FOREIGN PARTICLES FORM AROUND THE FILLER PLUGS OF THE LANDING GEAR STRUTS, THEREFORE, BEFORE ATTEMPTING TO REMOVE THESE PLUGS, THE TOPS OF THE STRUTS SHOULD BE CLEANED WITH COMPRESSED AIR AND/OR WITH A QUICK DRYING SOLVENT. A. Filling Oleo Struts To fill the nose or main gear oleo strut with fluid (MIL-H-5606), whether it be the addition of a small or large amount, proceed as follows: (1) Raise the airplane on jacks. (2) Place a pan under the gear to catch spillage. (3) At the filler plug, relieve air pressure from the strut housing chamber by removing the cap from the air valve and depressing the valve core. (4) There are two methods by which the strut chamber may be filled. They are as follows: (a) METHOD I 1 2 Remove the valve core from the filler plug at the top of the gear strut housing. Allow the filler plug to remain installed. Attach one end of a clean plastic hose to the valve stem of the filler plug and submerge the other end in a container of hydraulic fluid. NOTE: An air-tight connection is necessary between the plastic tube and the valve stem. Without such a connection, a small amount of air will be sucked into the oleo strut during each sequence, resulting in an inordinate amount of air bubbles and a prolonged filling operation. 3 Fully compress and extend the strut thus drawing fluid from the fluid container and expelling air from the strut chamber. By watching the fluid pass through the plastic hose, it can be determined when the strut is full and no air is present in the chamber. When air bubbles cease to flow through the hose, compress the strut fully and remove the hose from the valve stem. With the strut compressed, remove the filler plug to determine that the fluid level is visible up to the bottom of the filler plug hole. Reinstall the core in the filler plug and apply thread lubricant (Parker No. 6PB) to the threads of the filler plug and install the plug in the top of the strut housing. Torque the plug from 350 to 400 inch pounds.
4 5 6
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (b) METHOD II 1 2 3 4 5 6 7 Remove the filler plug from the top of the gear strut housing. Raise the strut piston tube until it is fully compressed.
Pour fluid from a clean container through the filler opening until it reaches the bottom of the filler plug hole. (Use of an air pressure type oil container may be helpful.) Install the filler plug finger tight and extend and compress the strut two or three times to remove air from the housing. Remove the filler plug, raise the strut to full compression and fill with fluid if needed. Apply thread lubricant (Parker No. 6PB) to the threads of the filler plug. Reinstall the filler plug and torque from 350 to 400 inch pounds. With the airplane raised, compress and extend the gear strut several times to ascertain that the strut actuates freely. The weight of the gear fork and wheel should extend the strut. Clean off overflow of fluid and inflate the strut as described in Inflating Oleo Struts. Check that fluid is not leaking around the strut piston at the bottom of the housing.
8 9 B.
Inflating Oleo Struts After making certain that an oleo strut has sufficient fluid, attach a strut pump to the air valve and inflate the oleo strut. The strut should be inflated until the correct inches of piston is exposed with normal static load (empty weight of the airplane plus full fuel and oil) on the gears. Rock the airplane several times to ascertain that the gear settles back to the correct strut position. If a strut pump is not available, the airplane may be raised and line pressure from a high pressure air system used. NOTE: Moisture free compressed air may be used in lieu of nitrogen gas on a temporary basis; however, the strut should be deflated and serviced with nitrogen as soon as possible. Lower the airplane and, while rocking it, let air from the valve to bring the strut down to the proper extension. (Before capping the valve, check for valve core leakage) If the airplane is on jacks, ensure that the struts are fully extended. Inflate the nose gear strut to 160 + 16 psi and the main gear struts to 250 + 25 psi. This is the preferred method.
5.
Tires Tubeless tires are designed to permit any air or nitrogen that is trapped in the cords or that diffuses through the liner to escape through special sidewall vents. This venting prevents pressure build-up within the cord body which might cause tread, sidewall or ply separation. Discounting tire growth after initial inflation, once the tire has been inflated, the maximum permissible pressure drop due to diffusion is 5% in any 24 hour period. Vent holes penetrate the sidewall rubber to, or into, the cord body and may vary in size, depth and angle. Therefore, the amount of diffusion through these holes will vary. When water or a soap solution is brushed over the outside of an inflated tubeless tire, bubbles form. Some vents may emit a continuous stream of bubbles. Others may produce intermittent bubbles. And some may not bubble at all. This variety is normal and does not mean that there is anything wrong with the tire. In fact, as long as a tubeless tire is inflated, there will be some diffusion from the vents. When the loss rate exceeds 5% in 24 hours, recheck for possible injuries. Vents should remain open, so check periodically to make sure they have not been covered over or closed by tire paint or spilled solvent. And since vents may be covered during retreading, check for evidence that your retreads have been revented.
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Tire Balancer Figure 3
A.
Several basic characteristics of tubeless aircraft tires may be mistaken for problems: (1) Tire growth in the first 12 to 24 hours after inflation will result in a seemingly severe pressure drop. Simply inflate, wait for another 24 hours, then check pressure. It will probably be within specs. (2) Make sure that initial inflation is to recommended operating pressure to ensure full tire growth. (3) It is normal for tubeless tires to show a small amount of pressure leakage throughout the life of the tires.
B.
Maintain tires at pressure specified in 6-00-00, Chart 1. When checking tire pressure, examine tires for wear, cuts, bruises, and slippage. Apply Age-Master #1 to tires to protect against ozone attack and weathering as follows: (1) Clean oil and grease from all tire surfaces. (2) Apply single heavy coat using brush at 0.4 - 0.5 fluid ounces per square foot. Cover surface completely and evenly; allow to dry for 5 - 10 minutes. (3) Apply second coat per step B; allow to dry for 20 - 30 minutes before handling. (4) Remove agent on wheel assembly with cleaning solvent. (5) Apply as conditions dictate.
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C.
Tire Balance Proper balancing is critical for the life of aircraft tires. If a new tire is balanced upon installation it will usually remain balanced for the life of the tire without having any shimmy or flat spots. An inexpensive balancer can be made that will balance almost any tire for light aircraft (see Figure 3). Balance the tire as follows: (1) Mount the tire and tube (if one is used) on the wheels, but do not install the securing bolts. Install the wheel bearings in the wheels; then, using the -7 bushings, -6 spacers, and -5 nuts, install the wheel/tire assembly on the -8 pipe. Secure the -5 nuts finger tight so that the wheel halves touch each other.. Be sure the bolt holes are aligned. Insert the -4 axle through the -8 pipe and place the wheel in the center of the balancer. Make sure the axle is only on the chamfered edges of the balancer and that it is at 90 to the sides of the balancer. (2) Release the tire. If it is out of balance it will rotate, coming to rest with the heaviest point on the bottom. Tape a ounce patch across the top center of the tire. Rotate the tire 45 and release it again. If the tire returns to the same position, add a 1 ounce patch and again rotate the tire and release it. Continue this procedure until the tire is balanced. (3) When balance is attained, put a chalk mark on the sidewall directly below the patch. Use one mark for each half ounce of weight needed. Mark the valve stem location on the tire and the opposite wheel half to assure reassembly in the same position. Remove the wheel from the balance stand, break it down and clean the inside of the tire with toluol. Apply a coat of patch cement to both the patch and the inside center of the tire in line with the chalk marks. When the cement has dried, install the patches making certain they are on the centerline of the tire and aligned with the chalk marks on the sidewall. Burnish the patches to remove trapped air, etc. (4) When reassembling the wheel, powder the inside of the tire. Mount the tire on the valve side of the wheel in the same position it was in when it was balanced. Install the other wheel half, aligning the chalk marks. Install the bolts and tighten to required torque, then inflate the tire to the pressure specified in 6-00-00, Chart 1, and recheck the balance. The wheel should not be more than one ounce out of balance.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Hydraulic System
6.
The general condition of the hydraulic pump and landing gear actuating cylinders should be checked. Ensure that there are no leaks and that the line fittings are tight. The cylinder rods are to be free of all dirt and grit. To clean the rods use a rag soaked in hydraulic fluid and carefully wipe them. All the hydraulic lines should also be checked for leaks, kinks, and corrosion. Check the tightness of the attachment fittings. A. B. Repair and inspection procedures for the hydraulic pump, cylinders and various components may be found in 29-10-00 of this manual. Servicing Hydraulic Pump/Reservoir The fluid level of the reservoir of the combination pump and reservoir should be checked every 100 hours or each 90 days, whichever comes first, by viewing the fluid level directly through the transparent reservoir on the hydraulic pump. Access to the pump is through the closeout panel at the rear of the baggage compartment behind the rear seat. If fluid is below the fill-line (i.e. - the L mark), remove fill plug and fill vent screw and add MIL-H5606 hydraulic fluid. Ensure that the landing gear is down when filling the reservoir. Re-install fill plug and fill vent screw and tighten. NOTE: Do Not Overfill. Add fluid only when level falls below the L mark. When filling, allow fluid level to stabilize before comparing fluid level to fill marks. Overfilling will result in excess fluid being expelled from reservoir vent pipe. 7. Engine Lubrication CAUTION: USE ONLY THOSE LUBRICANTS AND ADDITIVES SPECIFIED IN THE LATEST REVISION OF PRATT & WHITNEY CANADA SERVICE BULLETIN NO. 3001. CAUTION: DO NOT MIX OIL BRANDS OR VISCOSITIES. IF INTERMIXING OCCURS INADVERTENTLY, OR IF SWITCHING BRANDS OR VISCOSITIES, THE ENGINE OIL SYSTEM SHOULD BE DRAINED, FLUSHED, AND REPLENISHED. NOTE: Regularly scheduled oil changes are no longer recommended by the engine manufacturer; however, the owner/operator must be especially alert to the dangers of oil contamination by hydraulic fluid, sand, etc. If any such contamination is suspected, the engine oil system should be immediately drained, flushed, and replenished. A. Draining and Flushing Oil Sump Full, detailed instructions for servicing the engine lubrication system are provided in Pratt & Whitney Canada Turboprop Gas Turbine Engine Maintenance Manual (P/N 3021442), 72-00-00, Engine, Turboprop - Servicing. B. Filling Oil Sump This engine is equipped with an oil level sightglass which is visible by opening the left gull-wing engine access door. A dipstick is also provided as part of the oil filler cap, which is accessed via the oil access door in the upper engine cowling. Engine operation is permitted with the oil at any level within the green zone of the sightglass. The oil level dipstick must be checked when the oil level is in the red zone or not visible in the sightglass. Normal oil level is one US quart below maximum level marked on dipstick. Engine oil capacity is 2.3 US gallons. Do Not Overfill. Check oil level within 30 minutes after engine shutdown; ideally with 15-20 minutes. If more than 30 minutes has passed and dipstick indicates that oil is needed, start engine and run at ground idle for five minutes, and recheck oil level.
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To add oil, open the oil access door and remove the oil filler cap/dipstick. Add oil through the filler to the normal level. Install filler cap/dipstick and lock. Run engine at ground idle for five minutes and recheck oil level. C. Engine Oil Filter Remove and clean the engine oil filter each 100 hours and whenever the engine oil Chip Detector annunciator is illuminated. See Pratt & Whitney Canada Turboprop Gas Turbine Engine Maintenance Manual (P/N 3021442), 72-20-02, Oil Filter Housing - Maintenance Practices for removal, cleaning, and installation instructions. 8. Engine Oil Chip Detectors Two magnetic chip detectors, one at 6 oclock on the reduction gearbox and one at 6 oclock on the accessory gearbox, are connected electrically to the annunciator panel lights. Illumination of the Chip Detector light on annunciator indicates ferous metal contamination in oil system. If Chip Detector light illuminates, remove both chip detectors and inspect magnetic pole pieces for contaminant. Additionally, each 100 hours, inspect and clean both chip detectors. NOTE: Whenever the chip detectors are removed for inspection, also inspect oil filter. A. Removal (1) Remove wiring from chip detector. (2) Remove chip detector from gearbox and discard preformed packing. B. Inspection Refer to Pratt & Whitney Canada Turboprop Gas Turbine Engine Maintenance Manual, P/N 3021442, 72-20-02, Inspection/Check. C. Cleaning (1) Seal electrical receptacle. (2) Clean with solvent (AMS 3160 - Varsol) and a medium stiff bristle brush or spray. (3) Ensure magnets are free of metal particles. D. Installation (1) Install chip detector with new preformed packing in boss on appropriate gearbox. (2) Tighten and torque the detector to 45 - 55 inch-pounds. (3) Connect plug and safety. 9. Electrical System Servicing the electrical system is limited to checking cable connections and general condition of the batteries and battery compartment. The security of all electrical connections should be checked, as well as the operation of all lights, and general condition of the alternator and starter. All electrical wires should be inspected for chafing and bare wires. For detailed information on this system, refer to Chapter 24 of this manual.
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10. Batteries Access to the two 24-volt batteries is gained by removing the access panel on the right side of the forward fuselage and sliding out the battery tray. The batteries are maintenance-free, sealed, lead-acid type. If overheated, they can vent electrolyte which could lead to corrosion. Inspect each battery for general condition and charge. If either battery has overheated and vented, it must be replaced and the remaining battery, battery tray and compartment must be cleaned as described in 24-30-00, Cleaning Batteries. If the battery is not up to charge, recharge starting at a 4-amp rate and finishing with a 2-amp rate. Quick charges are not recommended. 11. Power Plant Regularly check the engine compartment for oil and fuel leaks, chafing of lines, loose wires and tightness of all parts. General maintenance information for the power plant may be found in Chapter 71 of this manual and detailed instructions are provided in Pratt & Whitney Canada Turboprop Gas Turbine Engine Maintenance Manual (P/N 3021442). 12. Propeller The spinner, back plate and propeller surfaces should be cleaned and inspected frequently for nicks, scratches, corrosion and cracks. Minor nicks and scratches may be removed per instructions in 61-10-00 or the appropriate Hartzell Blade Manual. The face of each blade should be painted when necessary with a flat paint to retard glare. To prevent corrosion, wipe surfaces with a light oil or wax. In addition, propellers should be inspected for grease or oil leakage and freedom of rotation on the hub pilot tube. To check freedom of rotation, rock the blade back and forth through the slight freedom allowed by the pitch change mechanism. Lubricate the propeller at the intervals shown in the Lubrication Chart, 12-20-00, and in 5-30-00. See also, the latest revision of Hartzells Standard Practices Manual No. 202. Additional service information for the propeller may be found in 61-10-00. 13. Air Conditioning System Service Valves See 21-50-00 for A/C service instructions. 14. Pilots Fixed Oxygen Cylinder See Servicing, 35-10-00.
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CHART 1 THREAD LUBRICANTS TYPE OF LINE Brake Deicer (Air) Air Conditioning Fuel Oil Oxygen Pitot and Static Engine - Bleed Air TYPE OF LUBRICANT MIL-H-5606, Tite Seal 3-Y3 TT-A-580 (JAN-A-669), Anti-Seize Compound (White Lead Base) TT-A-580 or MIL-T-5544, Anti-Seize Compound MIL-T-5544, Anti-Seize, Graphite Petrolatum MIL-G-6032, Lubricating Grease (Gasoline and Oil Resistant) MIL-T-5542, Thread Compound, Anti-Seize and Sealing, Ribbon Dope Thread Sealant, Permacel 412 TT-A-580 (JAN-A-669), Anti-Seize Compound (White Lead Base) C5-A High Temperature Anti-Seize Compound
NOTE: Lubricate engine fittings only with fluid contained in particular lines.
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12-10-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL SCHEDULED SERVICING
1.
Airframe Lubrication Proper lubrication procedures are valuable for prolonging the service life of the airplane and as a means of reducing the frequency of extensive and expensive repairs. The periodic application of recommended lubricants to relevant bearing surfaces combined with cleanliness, as detailed in the following paragraphs, ensures maximum efficiency and utmost service of all moving parts. Lubrication instruction regarding locations, time intervals, and type of lubricants used are found in proper lubrication charts. To ensure the best possible results from lubricant application, observe the following precautions: NOTE: If the airplane is inactive for long periods of time, it should be lubricated in accordance with the Lubrication Chart every 90 days. A. B. C. Use only recommended lubricants. Where general purpose lubricating oil is specified, but unavailable, clean reciprocating engine oil is a satisfactory substitute. Check components for evidence of excessive wear and replace as necessary. Removal all excess lubricants from components to prevent collecting dirt and sand in quantities capable of causing excessive wear or damage to bearing surfaces.
2.
Application of Grease When lubricating bearings and bearing surfaces with a grease gun, ensure gun is filled with new, clean grease specified for the particular application before applying lubricant to grease fittings. A. B. If a reservoir is not provided around a bearing, apply lubricant sparingly and wipe off excess. Remove wheel bearings from wheel hub and clean thoroughly with suitable solvent. When repacking with grease, ensure lubricant enters space between rollers in retainer ring. Do not pack grease into wheel hub. Use extra care when greasing Hartzell propeller hub to avoid blowing clamp gaskets. Remove one grease fitting while applying grease to other fitting. Uneven greasing effects propeller balance.
C. 3.
Application of Oil If specific lubrication instructions for certain components are not available, observe the following precautions: CAUTION: AFTER THOROUGHLY WASHING AIRPLANE, ENSURE LANDING GEAR, FLIGHT SURFACE WINGS, FLAP TRACKS, ELEVATOR TRIM SCREW, AND ENGINE COMPARTMENT ARE STILL PROPERLY LUBRICATED. A. B. Apply oil sparingly. Never apply more than enough to coat bearing surfaces. Do not oil control cables.
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4.
Lubrication Charts (Ref. Piper Dwg 102003 Rev A.) The lubrication charts consist of individual illustrations for the various aircraft systems. Each component to be lubricated is indicated by a number, the type of lubricant and the frequency of application. Special instructions are listed at the beginning of the lubrication charts and with the applicable component illustration. CAUTION: MIL-G-23827 AND MIL-G-81322, CONTAIN CHEMICALS WHICH MAY BE HARMFUL TO PAINTED SURFACES. DRY LUBRICANT (I.E. - PTFE BASED MS-122DF) WILL ATTACK ANY ACRYLIC BASED PLASTIC (LUCITE), POLYCARBONATES (LEXAN), POLYSTYRENE AND ITS COPOLYMERS (ABS), AND CELLULOSE ACETATE.
CHART 1 SPECIAL INSTRUCTIONS

1. LUBRICATION POINTS - WIPE CLEAN OR GREASE, OIL, DIRT, ETC., BEFORE LUBRICATING. 2. BEARING AND BUSHINGS - CLEAN EXTERIOR WITH A DRYING TYPE SOLVENT PRIOR TO LUBRICATING. 3. WHEEL BEARINGS - CLEAN OLD GREASE FROM WHEEL HOUSING, OUTER RACE AND BEARING ASSEMBLY USING DRYING TYPE SOLVENT. PACK GREASE BETWEEN ROLLERS AND CONE. GREASE OUTER ROLLER PERIMETER. DO NOT PACK GREASE IN WHEEL HOUSING. 4. OLEO STRUTS, HYDRAULIC PUMP RESERVOIR, AND BRAKE SYSTEM RESERVOIR - FILL PER INSTRUCTIONS ON UNIT OR IN MAINTENANCE MANUAL. 5. PROPELLER - REMOVE ONE OF THE TWO GREASE FITTINGS FOR EACH BLADE. APPLY GREASE THRU FITTING UNTIL FRESH GREASE APPEARS AT HOLE OF REMOVED FITTING. SEE LATEST REVISION OF HARTZELL MANUAL 202. 6. BUNGEE - LUBRICATE SPRINGS IF BUNGEE IS DISASSEMBLED. 7. HYDRAULIC PUMP RESERVOIR AND BRAKE SYSTEM RESERVOIR - CHECK AT LEAST EVERY 90 DAYS.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 2 LUBRICATION CHART (Doors and Seats)
COMPONENT
LUBRICANT MIL-PRF-7870C MIL-PRF-7870C DRY LUBRICANT MIL-PRF-7870C MIL-PRF-7870C DRY LUBRICANT
FREQUENCY 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS
1. ENGINE COWLING GULL-WING ACCESS DOORS - HOLD OPEN (Special Instruction #1) 2. ACCESS DOOR - HINGE (Special Instruction #1) 3. ACCESS DOOR - LATCH (Special. Instruction #1) 4. PILOT AND COPILOT SEAT ADJUSTMENTS 5. CABIN DOOR HINGES (Special Instruction #1) 6. CABIN DOOR LATCH MECHANISM (Special Instruction #1)
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CHART 3 LUBRICATION CHART (Main Landing Gear and Hydraulic System)

COMPONENT 1. BRAKE RESERVOIR (Special Instructions #4 and #7) 2. HYDRAULIC PUMP/RESERVOIR (Special Instructions #4 and #7) 3. RETRACTION CYLINDER ROD END BEARINGS (Special Instruction #2) 4. MAIN GEAR TORQUE LINKS (Special Instruction #1) 5. MAIN GEAR WHEEL BEARINGS (Special Instruction #3) * MAIN GEAR DOOR HINGE AND DOOR ROD END BEARINGS (Special Instruction #1 & 2) ( * Not Shown ) LUBRICANT MIL-H-5606 MIL-H-5606 MIL-PRF-7870C MIL-PRF-7870C MIL-G-81322 MIL-PRF-7870C FREQUENCY 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 4 LUBRICATION CHART (Nose Gear)
COMPONENT
LUBRICANT MIL-PRF-7870C MIL-PRF-7870C MIL-G-81322 MIL-PRF-7870C MIL-G-81322 MIL-PRF-7870C MIL-PRF-7870C MIL-PRF-7870C DRY LUBRICANT
FREQUENCY 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS
1. STEERING BELLCRANK PIVOT POINTS AND ROD ENDS (Special Instruction #2) 2. RETRACTION CYLINDER AND ASSIST SPRING ROD END BEARINGS (Special Instruction #2) 3. NOSE GEAR PIVOT POINT (Special Instruction #1) 4. TORQUE LINK ASSEMBLY (Special Instruction #1) 5. NOSE WHEEL BEARINGS (Special Instruction #3) 6. STEERING BELLCRANK AND ROD ENDS (Special Instruction #2) 7. NOSE GEAR DOOR HINGES (Special Instruction #1) 8. NOSE GEAR DOOR ACTUATOR (Special Instruction #1) 9. NOSE GEAR DOOR ACTUATOR TORQUE TUBE (Special Instruction #1)
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 5 LUBRICATION CHART (Control System - Sheet 1 of 3)
COMPONENT LUBRICANT MIL-G-81322
FREQUENCY 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS
FLAP TRACKS AND ROLLERS (Special Instruction #1) ( * Not Shown)
1. FLAP CONTROL ROD END BEARINGS (Special Instruction #2) 2. RUDDER CONTROL SECTOR (Special Instruction #2) 3. ELEVATOR TRIM ROD END BEARINGS (Special Instruction #2) 5. ELEVATOR TRIM SCREW (Special Instruction #1) 6. RUDDER TRIM ROD END BEARINGS (Special Instruction #2)
MIL-PRF-7870C MIL-PRF-7870C MIL-PRF-7870C MIL-G-81322 MIL-PRF-7870C
4. ELEVATOR SECTOR AND CONTROL ROD END BEARINGS (Special Instruction #2) MIL-PRF-7870C
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CHART 5 LUBRICATION CHART (Control System - Sheet 2 of 3)

COMPONENT 1. AILERON TORQUE ROLLER ASSEMBLY (Special Instruction #2) 2. CONTROL COLUMN ATTACHMENT ARM (Special Instruction #2) 3. ELEVATOR TORQUE TUBE ASSEMBLY (Special Instruction #2) 4. RUDDER TORQUE TUBE ASSEMBLY (Special Instruction #1) 5. BRAKE ROD ENDS (Special Instruction #1) 6. BUSHING, RUDDER PEDAL MOUNT (Special Instruction #2) * AILERON, ELEVATOR, RUDDER AND TRIM CABLES (Special Instruction #1) (Grease cables where they pass over a pulley or through a fairlead.) ( * Not Shown ) LUBRICANT MIL-PRF-7870C MIL-PRF-7870C MIL-PRF-7870C MIL-PRF-7870C MIL-PRF-7870C MIL-PRF-7870C MIL-L-23827 FREQUENCY 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 5 LUBRICATION CHART (Control System - Sheet 3 of 3)
COMPONENT 1. PULLEYS AND TRIM WHEEL (Special Instruction #1) 2. AILERON HINGES (Special Instruction #2) 3. AILERON SECTOR (Special Instruction #1) 4. POWER QUADRANT LEVER SEAL EDGES (Special Instruction #1) * * RUDDER AND TAB HINGES (Special Instructions #1 and 2) ELEVATOR AND TAB HINGES (Special Instructions #1 and 2) ( * Not Shown )
LUBRICANT MIL-PRF-7870C MIL-PRF-7870C DRY LUBRICANT PARKER O-RING SUPER LUBE MIL-PRF-7870C MIL-PRF-7870C
FREQUENCY 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS 100 HRS
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CHART 6 LUBRICATION CHART (Propeller and Power Plant)

COMPONENT 1. PROPELLER BLADE HUB (Special Instructions #1 and #5) 2. FUEL CONTROL UNIT INTERCONNECT ROD ENDS (Special Instruction #1) 3. CONTROL CAM AND PINS (Special Instruction #1) 4. PROPELLER CONTROL ROD ENDS (Special Instruction #1) 5. PUSH-PULL CONTROL (WIRE ROPE) (Special Instruction #1) LUBRICANT AeroShell 6 Grease MIL-G-23827 LUBRIPLATE 130A MIL-G-23827 MIL-G-21164 FREQUENCY 400 HRS 100 HRS 100 HRS 100 HRS 100 HRS
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CHAPTER
20
STANDARD PRACTICES AIRFRAME
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DATE Dec 31/04 Jul 1/00 Dec 31/04 Jul 1/00 Jul 1/00 Dec 31/04
CHAPTER SECTION
PAGE
DATE
20-00-00
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CHAPTER 20 - STANDARD PRACTICES - AIRFRAME TABLE OF CONTENTS
SUBJECT GENERAL Torque Wrenches Flared Tube Assemblies
SECTION 20-00-00
PAGE 1 1 1
GRID NO. 1L7 1L7 1L7
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20 - CONTENTS
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This chapter contains general information pertaining to standard aircraft hardware installation and removal practices. The information included will be helpful if it is referred to on a regular basis. If non-destructive testing is needed after repair of 4130 steel, use the magnaflux method. Testing and inspecting of aluminum castings and machined aluminum parts may be done by the dye penetrant method. Usually, a good visual inspection with a 10X magnifying glass will show any damage or defect in a repair that is of a significant nature. 1. Torque Wrenches Torque wrenches should be checked and calibrated daily with weights and, a measured lever arm to ensure that inaccuracies are not present. Checking one torque wrench against another is not sufficient and not recommended. Some wrenches are quite sensitive to the way they are supported during a tightening operation. Any instructions furnished by the manufacturer must be followed. 2. Flared Tube Assemblies (Refer to Figure 1) When any fitting containing conical seals is disconnected the following steps must be performed when connecting the fitting. A. Lubricate threads of nut with a substance compatible with the fluid that is to be contained in the line Conical seals are never to be reused. If a connection is broken the seals must be replaced.
NOTE: B.
Install new conical seals
CAUTION: ANGULAR MISALIGNMENT BETWEEN TUBE AND FITTING WILL OVER-STRAIN SLEEVE AND NUT DURING TORQUE-UP. APPLY TORQUE ONLY AFTER TUBE CENTER LINE IS SQUARELY MATED TO THE FITTING CENTER LINE. NOTE: Apply torque on back portion of nut next to shoulder to minimize distortion of thread. C. Tighten fitting one (1) to one and one half (1 1/2) hex flats from position of sharp torque rise (finger tight).
Conical Seal
37 Flared Fitting
Tube
Sleeve
Nut
Conical Seals Figure 1
1L7
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TM

(S/Ns 4697001 and UP)

PART NUMBER 767-005
2A1
January 9, 2004
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Revisions to this Maintenance Manual 767-005 issued July 01, 2000 are as follows: Revision ORG000701 PR010219 PR010515 PR011201 PR030306 PR040109* Publication Date July 1, 2000 February 19, 2001 May 15, 2001 December 1, 2001 March 6, 2003 January 9, 2004 Aerofiche Card Effectivity All 1 1 1, 3, & 4 1, 2, 3, 4, 5, 6, & 7 1, 2, 3, 5, 6, & 7
* Partial Revision OF MAINTENANCE MANUAL 767-005 Revisions appear in Aerofiche Cards 1, 2, 3, 5, 6, & 7. Accordingly, discard those six cards from your existing aerofiche card set and replace them with these cards dated 01/09/04.
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12
CHAPTER SECTION
PAGE
DATE
Introduction
Index
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SUBJECT
PAGE
GRID NO.
1 1 2 2 2 2 3 3 3 3 3 3 4 4 4 9
2B1
2A7
INTRO - CONTENTS
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PAGE 2 Jul 1/00
INTRO - CONTENTS
2A8
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1.
2.
2A9
INTRODUCTION
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3.
4.
46 97 001
5.
B.
C.
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INTRODUCTION
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7.
B.
C.
8.
9.
2A11
INTRODUCTION
PAGE 3 Jan 9/04
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PAGE 4 Jan 9/04
INTRODUCTION
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PH:
- (626) 813-1234
or
2A13
INTRODUCTION
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Maintenance Manual:
PAGE 6 Dec 31/04
INTRODUCTION
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PH: - (360) 651-6666
Maintenance Manual:
2A15
INTRODUCTION
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PAGE 8 Jan 9/04
INTRODUCTION
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2A17
INTRODUCTION
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CHAPTER 21
GRID NO. 2C1
22
2F9
23
2G13
24
2H3
25
2J1
26
2K1
27
3C1
28
3E15
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INTRODUCTION
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL SECTION TITLE HYDRAULIC POWER 00 10 General Main ICE AND RAIN PROTECTION 00 10 30 40 60 General Airfoil Pitot and Static Windows and Windshields Propellers
CHAPTER 29
GRID NO. 3H5
30
3I1
31 50 32 00 10 20 30 40 50 60 33 10 20 30 40 34 00 10 20 40 50 35 10 20 37 10 20 38
INDICATING/RECORDING SYSTEMS Central Warning Systems LANDING GEAR General Main Gear and Doors Nose Gear and Doors Extension and Retraction Wheels and Brakes Steering Position and Warning LIGHTS Flight Compartment Passenger Compartment Cargo and Service Compartments Exterior NAVIGATION General Flight Environment Data Attitude & Direction Independent Position Determining Dependent Position Determining OXYGEN Crew Passenger VACUUM Distribution Indicating WATER/WASTE (See 12-00-00.)
3K7
4C1
4F11
4G7
4I13
4J11
2A19
INTRODUCTION
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CHAPTER 39
GRID NO. 4K3
51
5C1
52 10 20 70 55 10 20 30 40 56 00 10 20 30 57 40 50 61 00 10 20 70 00 71 00 10 20 30 70
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INTRODUCTION
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CHAPTER 72 73
GRID NO. 5K19
74 10 20 75 00 76 00 10 77 00 10 20 40 78 79 20 30 80 91 10 91 (CONT.) 21 & UP
APPENDIX 1
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INTRODUCTION
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PAGE 14 Jul 1/00
INTRODUCTION
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A
B
C
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E
D
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INDEX
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2B3
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F
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INDEX
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I
G
H
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J
Jacking: 1G1
L
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INDEX
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M
N
2B7
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O
R
P
S
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INDEX
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T
2B9
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Y
V
W
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INDEX
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2B11
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INDEX
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CHAPTER
21
ENVIRONMENTAL SYSTEMS
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PAGE 1 2 1 2 3 4 1 2 1 2 3 4 5 6 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 1 2 3 4 5 6
DATE Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00 Jan 9/04 Dec 31/04 Mar 6/03 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00
CHAPTER SECTION 21-50-00
PAGE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 1 2
DATE Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00
21-00-00
21-20-00
21-30-00
21-40-00
21-60-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 21 - ENVIRONMENTAL SYSTEMS TABLE OF CONTENTS
SUBJECT GENERAL DISTRIBUTION Ground Blower Removal Installation Cabin Recirculation Blowers Removal Installation Bleed Air Check Valves Removal Installation Avionics Cooling Blower Removal Installation Muffin Fan PRESSURIZATION CONTROL
SECTION 21-00-00 21-20-00
PAGE 1 1 1 1 1 1 1 4 4 4 4 4 4 4 4
GRID NO. 2C9 2C11 2C11 2C11 2C11 2C11 2C11 2C14 2C14 2C14 2C14 2C14 2C14 2C14 2C14 2C17 2C17 2C19 2C23 2C23 2C23 2C23 2D1 2D1 2D1 2D1 2D3 2D3 2D3 2D3 2D3 2D3 2D4 2D4 2D4 2D4 2D4 2D4 2D4 2D5 2D7
21-30-00
1 1 3 7 7 7 7 9 9 9 9 11 11 11 11 11 11 12 12 12 12 12 12 12 13 15
General Troubleshooting Pressurization System Component Detailed Description Cabin Outflow Valve Absolute Pressure Regulator Cabin Safety Valve Cabin Pressure Controller Description Operational Check Auxiliary Volume (Surge) Tank Vacuum Relief (Cabin Dump) Solenoid Valve Vacuum Regulator Bleed Air Shut-off Valve Removal Installation Rigging of Bleed Air and Bleed Air Condition System Outflow and/or Safety Valve Removal Installation Servicing Solenoid Valve (Cabin Dump) Removal Installation Pressurization System Test V-Band Coupling 100 Hour Inspection
2C5
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 21 - ENVIRONMENTAL SYSTEMS TABLE OF CONTENTS (continued)
SUBJECT HEATING Muffler Removal Installation Heat Exchanger/Plenum Assembly Removal Installation Mass Flow Control Valve Removal Installation Testing Heat Exchanger (Precooler) Removal Installation Defroster Removal Installation Rigging COOLING General Troubleshooting Servicing Cooling System Definitions Service Valves Description Replacement Malfunction Detection Special Servicing Procedures Refrigerant Safety Precautions System Servicing Precautions Servicing the System (with a Charging Stand) Discharging the System Evacuating the System Leak Detection Charging the System Post Charging Operational Check Servicing the System (with a Manifold Set) Test Gauge and Manifold Set Evacuating the System Leak Detection Charging the System Post Charging Operational Check
SECTION 21-40-00
PAGE 1 2 2 2 2 2 2 2 3 3 4 4 4 4 4 4 5 5
GRID NO. 2D9 2D10 2D10 2D10 2D10 2D10 2D10 2D10 2D11 2D11 2D12 2D12 2D12 2D12 2D12 2D12 2D13 2D13 2D15 2D15 2D15 2D21 2D21 2D21 2D21 2D21 2D23 2D24 2D24 2E1 2E3 2E3 2E4 2E7 2E9 2E12 2E15 2E15 2E15 2E15 2E17 2E18
21-50-00
1 1 1 7 7 7 7 7 9 10 10 11 13 13 14 17 19 22 25 25 25 25 27 28
PAGE 2 Dec 31/04
21 - CONTENTS
2C6
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 21 - ENVIRONMENTAL SYSTEMS TABLE OF CONTENTS (continued)
SUBJECT COOLING (continued) Compressor Compressor Service Removal Installation Checking Compressor Oil Level Adjustment of Drive Belt Tension Refrigerant Lines and Routing Evaporator/Blower Assembly Removal Installation Expansion Valve Removal Installation Condenser Removal Installation Condenser Blower Motor Assembly Removal Installation Receiver - Dehydrator Removal Installation Manifold Assembly Removal Installation Pressure Switches Removal Installation TEMPERATURE CONTROL Cabin Air Temperature Control Valve Removal Installation Testing
SECTION 21-50-00
PAGE
GRID NO.
28 28 29 29 29 33 33 36 36 36 36 36 36 36 36 37 38 38 38 38 38 38 39 39 39 39 39 39 21-60-00 1 1 1 1 1
2E18 2E18 2E19 2E19 2E19 2E23 2E23 2F2 2F2 2F2 2F2 2F2 2F2 2F2 2F2 2F3 2F4 2F4 2F4 2F4 2F4 2F4 2F5 2F5 2F5 2F5 2F5 2F5 2F7 2F7 2F7 2F7 2F7
2C7
N53238
PAGE 4 Jul 1/00
21 - CONTENTS
2C8
N53238
The environmental system consists of an engine bleed air and conditioning system, cabin air distribution system, pressurization and control system, ventilating air system and air conditioning system. Compressor bleed air from the P3 engine port supplies air for heating the cabin during flight and ground operations and for pressurization. The bleed air is first routed through a mass flow controller that mixes ambient and bleed air, then the air flow is split between a heat exchanger and muffler. The amount of air flowing through each component is dependent on the cabin air temperature setting, but will always be warmer than cabin air. The air then flows into the cabin through the lower left and right cabin side panel ducts, in addition to the windshield defroster when selected by pulling the knob below the right control column. The cabin pressurization and control system consist of an outflow valve (isobaric), safety valve, cabin altitude and rate selector, electrically operated vacuum solenoid valve, surge tank and associated interconnecting plumbing and wiring. Cabin altitude, differential pressure, and rate of change are displayed on a single 3-inch diameter indicator. Pilot warning (displayed on the annunciator panel and aurally) is provided to indicate a cabin altitude above 10,000 feet. Cabin ventilating air during ground or unpressurized low altitude flight operation is provided by a blower through the lower left and right cabin side panel ducts. The blower is activated by the VENT switch. Cabin air conditioning is provided by a vapor cycle system. The A/C compressor is belt driven by the engine dual drive. The condenser and its cooling air fan are located in the tailcone immediately aft of the rear pressure bulkhead. Cooling air from outside the tailcone is drawn into the cooling air duct through a flush opening in the skin, routed across the condenser coil, and discharged overboard through the tailcone exit opening. Two recirculation blowers and evaporator assemblies are located aft of each rear seat below the rear baggage compartment floor. The recirculation blowers draw air into each evaporator coil through grills in the floor structure behind the rear seats and discharges it into the upper left and right cabin side panel ducts. Adjustable eyeball outlets are located at each seat in the airplane. The AIR COND and BLOWER LO & HI switches, located as part of the environmental switch panel in the center of the instrument panel, are used to control the air conditioning system. When the AIR COND switch is selected ON, the compressor belt drive is electrically clutched, the condenser blower motor relay is closed, and both recirculation blowers are activated. The recirculation blowers can be operated independently of the air conditioner by selecting the BLOWER HI or LO on. In either situation, the BLOWER switches are used only to select a HI or LO recirculation blower motor speed. When selecting between BLOWER HI and BLOWER LO the switch currently "on" should be deselected to "off" before selecting the other "on". Overcurrent protection is provided by the 15 amp CABIN BLOWERS, 5 amp AIR CONDITIONER CONTROL, and 25 amp AIR CONDITIONER POWER circuit breakers in the nonessential bus section of the pilot's forward circuit breaker panel. The refrigeration system incorporates a receiver dryer, a sight gauge, suction and discharge service valves, and 265 psi high pressure and 40 psi low pressure switches. Should the compressor discharge pressure increase above 265 psi, or decrease below 40 psi, the applicable pressure switch will open, disengaging the A/C compressor clutch.
2C9
21-00-00
PAGE 1 Jul 1/00
N53238
PAGE 2 Jul 1/00
21-00-00
2C10
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL DISTRIBUTION
The cabin air distribution system consists of left and right side panel ducting, windshield defrost, foot warmer (if installed) and left and right recirculation blowers. The side panel ducts provide for overall air distribution throughout the length of the cabin as well as individual controllable air outlets at each seat (eyeball outlets). The defrost control will allow part of the bleed air to be diverted to the windshield defrost outlet. Separate and individual controls for the two foot warmer outlets (if installed) are also provided. The outlets are located between the rudder pedals on each side of the cockpit. The recirculation blowers supply airflow to the portion of the sidewall ducts containing the individual seat outlets (eyeballs). 1. Ground Ventilation Blower (See 21-40-00, Figure 1.) A vane-axial blower is installed in the duct at the left rear of the engine compartment. This blower supplements ventilation air flow during ground operation and is unheated. A. Removal (1) Disconnect the electrical leads from the blower. (2) At the forward end of the blower, loosen the clamp that secures the flexible inlet duct to the blower. (3) At the aft end of the blower, unbolt and remove the six (6) bolts that hold the check valve to the blower and the outlet duct. (4) Unscrew and remove the screws (2) holding the mounting clamps (2) and blower to the mounting bracket. (5) Slide the blower aft and up to remove it. B. Installation (1) Position the blower in place, ensuring that the airflow arrow is pointing aft. (2) Slide the mounting clamps (2) into position and screw them to the mounting bracket sufficiently tight to hold the blower, but loose enough to allow fore and aft movement. (3) Install the check valve per paragraph 3, below, and secure the aft end of the blower to the check valve and outlet duct with the six (6) check valve bolts. (4) Secure the forward flexible inlet duct to the blower with the clamp. (5) Tighten mounting clamps. (6) Connect electrical leads to the blower. 2. Cabin Recirculation Blowers The left and right cabin recirculation blowers can be removed and installed as follows: A. Removal (1) To remove either blower assembly, gain access to it beneath the floor between F.S. 233.87 and F.S. 241.50. (2) Disconnect the duct from the outboard side of the blower. (3) Disconnect the electrical lead going to the blower motor. (4) Remove the bolts, nuts and washers that attach the blower to the evaporator shell. (5) Remove the blower from its cavity.
2C11
21-20-00
PAGE 1 Mar 6/03
N53238
FWD
Aft Pressure Bulkhead
Defrost Control
DEFROST PULL ON
Flow Restrictor Eyeballs (6)
A
Safety Valve
Defroster Recirculation Blower And Evaporators
Outflow Valve
Conditioned Air Mass Flow Control (4 Positions) - OFF - NORM (Ground with WOW) Arms Emergency - HIGH Arms Emergency - EMERGENCY Commands Emergency Valve Open
Mass Flow Controller
ECS ON / OFF
Auto / Manual Switch Manual Control INCR / DECR
Temp Controller Cabin Temp Control Cabin Temp Sensor Cabin Altitude Switch
Air Distribution System Figure 1 (Sheet 1 of 2)
PAGE 2 Jul 1/00
21-20-00
2C12
N53238
*
To Vacuum System To De-Ice System Forward Pressure Bulkhead Emergency Pressure Solenoid Valve Air-to-Air Heat Exchanger Ground Blower Ram Air Temp Sensor Check Valve Mass Flow Sensor Acoustic Muffler Temp Control Valve Ram Air Mass Flow Control Valve Pressure Regulator Overboard Dump
S/N'S 4697174 & UP
Precooler
Ram Air
P3 Port
TO FUEL PURGE SYSTEM (SEE 71-70-00, FIGURE 3.)
Overboard Dump
Engine Bleed Air Shutoff Valve
Air-to-Air Heat Exchanger Firewall Ram Air
B
FWD
BLEED AIR PULL OFF
Note: See also 21-40-00, Figure 1.
Air Distribution System Figure 1 (Sheet 2 of 2)
2C13
21-20-00
PAGE 3 Jan 9/04
N53238
B.
Installation (1) Position the blower in place on the evaporator shell and secure it with the bolts, nuts and washers. (2) Connect the electrical leads going to the blower motor. (Refer to Chapter 91 of this manual for schematic information.) (3) Connect the duct to the outboard side of the blower. (4) Reinstall any access panels previously removed.
3.
Bleed Air Check Valves (See Figure 1.) Flapper-type check valves are located at the forward pressure bulkhead, the aft end of the vane-axial blower, and between the temperature and mass flow sensors. While individual assemblies vary, they can all be removed and installed as follows: A. Removal (1) Remove six (6) bolts joining components on either side of the check valve. It may also be necessary to loosen or remove clamps retaining one or both components to allow sufficient clearance to access check valve. (2) Remove check valve. B. Installation (1) Position valve and gaskets, taking care to ensure flapper side is towards the cabin side of the flow. (2) Position components on either side of check valve, as necessary, and secure components and check valve with six (6) bolts.
4.
Avionics Cooling Blower (See Figure 2.) The avionics cooling blower is installed on the right side of the fuselage, behind the instrument panel, at FS 108.00. The cooling air is directed through ducts to installed avionics equipment. NOTE: Actual equipment served will vary depending on optional equipment installed. A. Removal (1) Remove ducts from top of blower. (Ducts are held in place by Ty-Raps.) (2) Disconnect blower motor wires at connector. (3) Remove screws, washers and nuts that attach the blower assembly to its mounting bracket. B. Installation (1) Attach the blower assembly to the mounting bracket with the screws, washers and nuts. (2) Reconnect the blower motor wires. (3) Attach the ducts to the tops of the blower assembly. Ensure that the duct ends overlap the ports on top of the blower one-half inch minimum. Secure with Ty-Raps.
5.
Muffin Fan In addition to the avionics cooling blower described above, a muffin fan is installed in the control pedestal as shown in Figure 2, Sheet 2.
PAGE 4 Dec 31/04
21-20-00
2C14
N53238
A A
BLOWER DUCT TUBING J308 P308
Avionics Cooling Figure 2 (Sheet 1 of 2)
2C15
21-20-00
PAGE 5 Mar 6/03
N53238
TO XPNDR #1 TO XPNDR #2
TO TOP OF AUDIO PANEL (S/N'S 4697001 THRU 4697037) OR TO FLIGHT MAX DISPLAY (S/N'S 4697038 & UP) TO AUTOPILOT COMPUTER TO GNS-530 NO. 2 TO GNS-530 NO. 1 DUCT TUBING BLOWER
ACFT SKIN SCREW (2) WASHER (2) AV5 MUFFIN FAN F.S. 108.00
+
FWD
VIEW A-A
ROTATED 180
FW
D
104468 D
UP
PAGE 6 Mar 6/03
21-20-00
2C16
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL PRESSURIZATION CONTROL
1.
General The cabin pressurization control system consists of an isobaric outflow valve, a safety outflow valve, absolute pressure regulator, cabin altitude and rate selector, electrically operated vacuum solenoid valve, surge tank and associated inter-connecting plumbing and wiring. Cabin altitude, differential pressure, and rate of change are displayed on a single 3-inch diameter indicator. Pilot warning (displayed on the annunciator panel and aurally) is provided to indicate a cabin altitude above 10,000 feet. Air for cabin pressure is obtained from the P3 engine bleed port. Bleed air is routed through the mass flow and temperature controllers. The mass flow controller meters the amount of mass flow to the cabin through an actuator controlled, ambient and bleed air, mixing ejector. The amount of mass flow is controlled by a four position switch located below and to the right of the left control column. The available settings are off, normal, high, and emergency. Cabin pressure is automatically regulated to a maximum of 5.5 psi pressure differential. Should the cabin outflow valve malfunction, the cabin safety valve will maintain a maximum of 5.6 cabin differential pressure. The landing gear squat switch (which actuates the cabin dump solenoid valve) and vacuum pressure prevents the cabin from being pressurized while the airplane is on the ground. Should cabin pressure altitude exceed 10,000 feet, an amber CABIN ALT 10K annunciator combined with audible alarm will warn the pilot. If the cabin altitude exceeds 12,000 feet, the emergency pressure solenoid valve (see 37-10-00, Figure 1, Sheet 2) is opened and a red CABIN ALTITUDE annunciator combined with audible alarm will warn the pilot. If the cabin altitude exceeds 13,500 feet, the absolute pressure regulator will close the isobaric outflow valve. The cabin pressurization system isobaric outflow valve provides the means by which smoke and impurities are vented from the cabin. In pressurized flight, set the cabin pressure controller is normally set at 500 feet above the airport pressure altitude, the CABIN PRESS control set to normal and the DUMP/NORM switch to NORM. The rate of cabin ascent and descent change is controlled with the rate knob (left lower corner of the cabin pressure controller), and may be adjusted between approximately 200 and 2000 feet per minute, as desired. Setting the rate knob arrow to the 9 o'clock position provides a cabin rate of change of approximately 500 feet per minute, a comfortable rate for normal operations. The CABIN PRESS DUMP/NORM switch, when set to DUMP, electrically opens a solenoid valve allowing vacuum suction pressure to open the safety valve and rapidly dump cabin pressure to ambient pressure. In unpressurized flight the CABIN PRESS is set to OFF and the pressurization bleed air shut off valve pulled closed. Setting the CABIN PRESS/DUMP/NORM switch to DUMP will provide maximum airflow through the cabin. Refer to Chapter 91 of this manual for electrical schematics of the pressurization system.
2C17
21-30-00
PAGE 1 Jul 1/00
N53238
Cabin Pressure Control System Figure 1
PAGE 2 Jul 1/00
21-30-00
2C18
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Troubleshooting Pressurization System
2.
CHART 1 (Sheet 1 of 3) TROUBLESHOOTING (PRESSURIZATION SYSTEM)
Trouble Cabin will not pressurize.
Cause Blocked safety valve cabin air filter or orifice. Blocked controller cabin air filter with orifice. Internal malfunction in the isobaric valve and defective absolute pressure regulator. Internal malfunction in the safety valve. Internal malfunction in the controller. Defective landing gear safety switch. Dump switch incorrectly positioned or defective. No pressure to door seal. Excessive leakage in pressurization ducts. Excessive cabin leakage. Solenoid valve malfunctions in the open position.
Remedy Replace filter and check orifice. Clean filter and check orifice on controller. Remove and replace isobaric valve and absolute pressure regulator. Remove and replace safety valve. Remove and replace controller. Remove and replace switch. Replace switch. Check and repair door seal or door seal valve. Locate leak and tighten connections. Locate and repair leak. Replace valve. Connect vacuum tube.
Cabin pressurizes to full positive differential pressure after takeoff.
Vacuum tube not connected to controller. Malfunction in aircraft vacuum supply. Rupture in volume tank. Internal malfunction in the outflow isobaric valve. Internal malfunction in the controller.
Check aircraft vacuum supply. Replace tank. Remove and replace valve. Remove and replace controller. Check aircraft vacuum supply. Remove and replace tube or volume tank.
Cabin altitude decreases below selected altitude.
Low aircraft vacuum supply. Minor leak in tube between controller and volume tank or in volume tank.
2C19
21-30-00
PAGE 3 Jul 1/00
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 2 of 3) TROUBLESHOOTING (PRESSURIZATION SYSTEM) Trouble Cause Minor leak in tube between controller and isobaric valve or in isobaric valve. Minor leak in the controller.
Remedy Remove and replace tube or isobaric valve. Remove and replace controller. Remove or replace tube or volume tank. Remove and replace controller. Replace valve.
Cabin altitude decreases below selected altitude. (cont.)
Minimum rates unbalanced. Down rate faster than up rate.
Minor leak in tube between controller and volume tank or in volume tank. Minor leak in the controller.
Pressurized operation before takeoff and after landing.
Solenoid valve malfunction in the closed position. Landing gear safety switch/ dump switch malfunction in the open position. Broken wiring to the solenoid valve. Loose or damaged pneumatic tube between solenoid valve and safety valve. Internal malfunction in the safety valve.
Remove and replace switch. Repair wiring. Check tube connections or replace damaged tube. Remove and replace valve. Securely connect or remove blockage from the true static atmosphere tube on isobaric valve and safety valve. Repair or replace tubing.
Cabin exceeds full positive differential calibrated setting.
True static atmosphere tube blocked or not connected on isobaric valve and safety valve. Loose or damaged pneumatic tubing from port 1 of safety and isobaric valve to atmosphere.
Cabin climbs and descends at a fixed rate regardless of rate selection. Cabin rate exceeds selected rate valve during aircraft climb to cruise altitude.
Internal malfunction in controller. Malfunction in controller.
Remove and replace controller. Remove and replace controller. Remove and replace indicator.
Defective cabin rate of climb indicator.
PAGE 4 Jul 1/00
21-30-00
2C20
N53238
CHART 1 (Sheet 3 of 3) TROUBLESHOOTING (PRESSURIZATION SYSTEM) Trouble Cabin pressure rapidly increases or decreases with reselection of cabin altitude. Cabin altitude exceeds selected value. Cause Malfunction in controller. Remedy Remove and replace controller.
Loss of airflow into cabin. Internal malfunction in isobaric valve and, if cabin altitude exceeds 13,500, defective absolute pressure regulator. Internal malfunction in safety valve. Internal malfunction in controller. Excessive cabin leak rate.
Repair bleed air supply. Remove and replace valve.
Replace absolute pressure regulator. Remove and replace valve. Remove and replace controller. Seal leaks. Remove and replace valve. Remove and replace valve. Remove and replace cabin altitude controller. Locate leak and tighten connection. Locate and repair leak. Remove and replace gauge. Clean valve seats.
Cabin pressure will not maintain control setting.
Defective outflow valve. Defective safety valve. Defective cabin altitude controller. Pressurization duct leakage. Cabin leakage Defective cabin altitude pressure gauge. Foreign matter on isobaric outflow control valve or safety valve seats. Leak in outflow isobaric valve control line.
Locate leak and tighten connection. Clean static line. Remove and replace switch. Clean vent line. Remove and replace valve.
Cabin pressure excessively high.
Isobaric outflow valve static line clogged. Defective cabin over pressure switch. Safety valve static vent clogged. Defective safety valve.
2C21
21-30-00
PAGE 5 Jul 1/00
N53238
Safety and Outflow Valves Figure 2
PAGE 6 Jul 1/00
21-30-00
2C22
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Component Detailed Description A. Cabin Outflow Valve. (Refer to Figure 2)
3.
The outflow valve consists of two sections, a head section and a base section. The head section contains port "2" (controller connection) and a plugged cabin air port. Mounted on the head is the differential control, which contains port "1" (true static atmosphere connection with orifice). The base assembly encloses a poppet outflow valve which seats on a surface of the base assembly when in the closed position. B. Absolute Pressure Regulator (See Figures 1 and 3) The absolute pressure regulator contains a spring-loaded, closed ball metering valve and an aneroid bellows. The bellows senses cabin pressure and overrides the spring closing force when cabin pressure reduces to 13,500 1,000 ft. When the valve opens, cabin pressure enters the outflow valve head with sufficient pressure to: (1) fully close the outflow valve; and, (2) shut off the pneumatic control pressure from the controller. C. Cabin Safety Valve. (Refer to Figure 2) The safety valve consists of two sections, a head section and a base section. The head section contains port "2" depressurization connection and a cabin air filter with orifice. Mounted on the head is a differential control which contains port "1" (true static atmosphere connection with orifice). The base assembly encloses a poppet outflow valve which seats on a surface of the base assembly when in the closed position.
Absolute Pressure Regulator Figure 3
2C23
21-30-00
PAGE 7 Jul 1/00
N53238
PAGE 8 Jul 1/00
21-30-00
2C24
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL D. Cabin Pressure Controller. (See Figure 4.) (1) Description
The body of the controller is composed of three elements. The lower element forms a chamber which is open to cabin pressure and houses the absolute bellows. It also is the face of the controller, and has the cabin altitude selector knob and the cabin rate control knob. The middle element, when assembled to the lower element, completes the cabin pressure chamber and seals the cabin pressure chamber from the rest of the controller with a sealing diaphragm. The opposite side of the middle element forms a rate pressure chamber which houses the rate spring. The upper element, when assembled to the rate diaphragm and other two elements, forms a reference pressure chamber which houses the reference pressure metering valve and metering valve follower spring. This element also contains the various air connections for installation of the controller into the cabin pressure control system. (2) Operational Check
(PIR-Garrett Report No. 4-360.)
This check verifies minimum UP operation, cabin altitude control, and cabin pressure rate-ofchange control are operational. (a) Close and secure cabin door. (b) Rotate cabin rate control selector knob to the 9 oclock position. (c) Rotate cabin altitude selector knob until CABIN ALT indicates approximately 500 feet above field altitude. (d) Set brakes, start engine, and establish a steady cabin air inflow. (e) Pull landing gear warning circuit breaker and note that safety valve closes and outflow valve remains open. (f) Rotate cabin altitude selector knob counterclockwise until CABIN ALT indicates approximately 1500 feet below field altitude or unitl it reaches its stop. Cabin pressure will increase on rate-of-change operation.
(g) Rotate cabin rate control selector knob counterclockwise and note a reduction in cabin pressurization rate-of-change. (h) Rotate cabin rate control selector knob clockwise and note an increase in cabin pressurization rate-of-change. Return selector knob to the 9 oclock position. (i) (j) Allow cabin pressure to stabilize at the selected value. Rotate cabin altitude selector knob until CABIN ALT indicates approximately 500 feet above field altitude.
(k) Rotate cabin rate control selector knob counterclockwise and note a reduction in cabin pressurization rate-of-change. (l) Rotate cabin rate control selector knob clockwise and note an increase in cabin pressurization rate-of-change; then, allow cabin pressure to return to field altitude and outlow valve to move to the full-open position.
(m) Push-in landing gear warning circuit breaker and note that safety valve also fully opens. (n) Shutdown engine. E. Auxiliary Volume (Surge) Tank. This is a small sealed chamber located close to the controller; and when connected to the controller, it provides additional volume to the rate pressure chamber in the controller, thus providing greater accuracy of the cabin rate-of-control.
2D1
21-30-00
PAGE 9 Dec 31/04
N53238
Cabin Pressure Controller Figure 4
PAGE 10 Dec 31/04
21-30-00
2D2
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL F. Vacuum Relief (Cabin Dump) Solenoid Valve.
This valve is normally closed. It is located in the control line between the cabin pressure controller vacuum port and the safety valve. When energized, vacuum is applied to the diaphragm of the safety valve, holding it open. The vacuum relief solenoid valve is open under either of the following conditions: (1) On the ground with the landing gear squat switch energized. (2) In flight whenever the cabin dump switch is in the DUMP position. G. Vacuum Regulator. Vacuum to operate the safety valve and controller is obtained from the vacuum system which utilizes its own regulator. The regulator, set to provide a nominal suction of 5.0 inches of mercury (relative to cabin pressure), is incorporated in the system between the cabin and the ejector. 4. Bleed Air Shut-off Valve (See 21-40-00, Figure 1.) A. Removal (1) Disconnect control cable rod end from bottom of bleed air shut-off valve. (2) Remove V-band couplers that secure the bleed air shut-off valve assembly to the bleed air line. (3) Remove bleed air shut-off valve. B. Installation (1) Position bleed air shut-off valve assembly in place. (2) Install V-band couplers, one on each end of the shut-off valve assembly and safety with lockwire. (3) Attach control cable rod end to shut-off valve arm. 5. Rigging of Bleed Air and Bleed Air Condition System Rig cabin pressure system as follows: A. B. C. D. Push bleed air shut-off knob into the pedestal. Verify that bleed air shut-off valve is in open position. Pull bleed air shut-off knob out from the pedestal. Verify that bleed air shut-off valve is in closed position.
2D3
21-30-00
PAGE 11 Dec 31/04
N53238
6.
Outflow and/or Safety Valve A. Removal (1) Disconnect the two lines from the valve being removed. (2) Remove the three nuts which secure the valve to the aft pressure bulkhead. (3) Remove the valve from the pressure bulkhead. B. Installation (1) When reinstalling outflow and/or safety valve, the gasket dimension shown in Detail A of Figure 2 must be met to ensure proper sealing. To provide proper clearance between nuts and gasket face, adjust for clearance as follows: (a) Remove nuts using a deep socket and remove enough shims to meet dimensional requirements. A minimum of one shim is required each place for installation of nut. (b) Install nuts and tighten. (c) Apply a drop of locking compound, MIL-S-22473-EV, to the top of nuts between nuts and studs. (2) Position the valve on the rear pressure bulkhead. (3) Install the three nuts which hold the valve to the aft pressure bulkhead. Torque nuts to 20 in. lbs. (4) Reconnect the two lines to the valve. C. Servicing Routine maintenance of the valves is limited to the replacement of the filter in the safety valve and cleaning of the seats in both valves. Using Joy detergent or isopropyl alcohol, clean the seats of either valve thoroughly.
7.
Solenoid Valve (Cabin Dump) The solenoid valve is mounted on the left-hand side of the F.S. 108.00 bulkhead at W.L. 57.00. A. Removal (1) Gain access to the solenoid valve. (2) Disconnect the lines from the valve. (3) Remove the screws and washers that attach the valve to the bulkhead. Remove the valve. B. Installation (1) Secure the valve to the bulkhead with the screws and washers. (2) Reconnect the lines to the valve. (3) Tighten the nuts finger tight plus one and one-half turns.
PAGE 12 Jul 1/00
21-30-00
2D4
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Pressurization System Test
8.
(PIR-PPS60144-3, Rev. C.)
WARNING: DO NOT APPLY ELECTRICAL POWER ON BUS UNLESS AIRCRAFT IS ON JACKS AND STRUTS ARE FULLY EXTENDED. A. Equipment Required. Pressurization Test Stand B. Procedure. NOTE: Open engine access gull wing doors and remove upper forward cowling before beginning. (1) Plug cabin altimeter indicator (3-in-1 indicator) sensing port (marked C.P.). (2) Disconnect vacuum line at the tee on the rear of cabin pressurization controller. Cap tee and plug vaccum line. (3) Turn rate selector on cabin pressurization controller full clockwise. Turn cabin altitude selector full counter-clockwise. CAUTION: IMPROPER SETTING WILL CAUSE DAMAGE TO CABIN PRESSURIZATION CONTROLLER. (4) Ensure that pilots storm window, emergency exit, and cabin door are properly installed and secured closed. Strap cabin door. NOTE: Perform the following steps outside aircraft by monitoring test stand operation and inspecting gauge through cockpit window. (5) Connect instrument line connector port on test stand to 1/4 inch bulkhead fitting on firewall (WL 66.25, LBL 16.75). (6) At the right side of the engine, disconnect the mass flow control valve outlet hose from the temperature control valve inlet (see Figure 1, 21-40-00). Connect pressurization test stand air outlet port to temperature control valve inlet. (7) At the left engine access gull wing door, disconnect the emergency pressure valve (see 37-10-00, Figure 1) from the flexible hose coupling between the valve and its outlet tube assy (i.e. - P/N 102682-002). Plug the flexible hose coupling. WARNING: DO NOT OCCUPY CABIN DURING TESTS. (8) Start airflow into fuselage slowly and at a rate not to exceed 1,500 feet per minute rate of change. CAUTION: TEST STAND OPERATOR MUST CONTINUALLY MONITOR STAND OPERATION DURING ALL TIMES THAT CABIN IS PRESSURIZED. DURING INITIAL PRESSURIZATION, ENSURE BY INSPECTION THROUGH COCKPIT WINDOW THAT AIRCRAFT AND CABIN ALTITUDE, AIRSPEED, AND RATE OF CLIMB INDICATORS ARE UNAFFECTED BY CABIN PRESSURE. ANY OF THE ABOVE INSTRUMENTS BEING AFFECTED INDICATES A LEAK IN THE STATIC SYSTEM. CORRECT BEFORE PROCEEDING. (9) When cabin differential gauge indicates 1 pound per square inch differential (psid), maintain only sufficient airflow to hold 1 psid. Inspect cabin structure, bleed air system, outflow, and safety valves. Identify major leaks for corrective sealing.
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(10) Continue to pressurize the cabin at a rate not to exceed 1,500 feet per minute until a maximum cabin differential of 5.25 psid occurs. Determine airflow required to maintain 5.25 psid and record. If airflow exceeds 40 SCFM*, or a major leak is occurring in one or more places, or if excessive noise is found, identify for corrective sealing.
* SCFM = CFM obs
[(
P obs + 29.92 29.92
)(
520 F T obs + 460 R
)]
Where: P obs = PSID observed x 2.036 T obs = Temperature (F) observed CFM obs = Cubic Feet per Minute observed SCFM = Standard Cubic Feet per Minute (flow)
NOTE: If cabin will not pressurize above 1 psid due to excessive leakage: (a) Disconnect cabin controller line at outflow valve. (b) Pressurize to not more than 5.25 psid to identify all leaks. (c) Repair leaks. (d) When an acceptable leak rate is achieved, depressurize cabin. (e) Reconnect cabin controller line to outflow valve. WARNING: DO NOT EXCEED 5.60 MAXIMUM DIFFERENTIAL PRESSURE IN NEXT STEP. EXCESSIVE PRESSURE CAN CAUSE STRUCTURAL DAMAGE OR PERSONAL INJURY. (11) Continue to pressurize the cabin at a rate not to exceed 1,500 feet per minute until either the outflow or safety valve starts to relieve. Note differential pressure and which valve operated. Correct operating range is 5.50 + 0.1, - 0.15 psid. (12) Lower cabin pressure to 4.0 0.2 psid. (13) Plug the ambient sensing port of the valve which operated above. WARNING: DO NOT EXCEED 5.60 MAXIMUM DIFFERENTIAL PRESSURE IN NEXT STEP. EXCESSIVE PRESSURE CAN CAUSE STRUCTURAL DAMAGE OR PERSONAL INJURY. (14) Slowly increase cabin pressure and observe the differential pressure at which the remaining valve starts to relieve. Record. Correct operating range is 5.50 + 0.1, - 0.15 psid. (15) Lower cabin pressure to 4.0 0.2 psid. (16) Unplug the ambient sensing port of the valve which operated first and was subsequently plugged. WARNING: DO NOT EXCEED 5.60 MAXIMUM DIFFERENTIAL PRESSURE IN NEXT STEP. EXCESSIVE PRESSURE CAN CAUSE STRUCTURAL DAMAGE OR PERSONAL INJURY.. (17) Repeat step 11. Verify that the same valve operates first and that it operates within the correct pressure range (i.e. - 5.50 + 0.1, - 0.15 psid).
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (18) Depressurize cabin at a rate not exceeding 1,500 fpm.
(19) Remove instrument line connector and pressurization outlet connections installed in steps (5) and (6). Cap 1/4 inch fitting in firewall. Reconnect mass flow control valve outlet hose to the temperature control valve inlet. (20) Remove the plug installed in step (7) and reconnect the flexible hose coupling to the outlet side of the emergency pressure valve. (21) Unstrap cabin door. (22) Inside cabin, remove plug installed in cabin altitude indicator sensing port. Reconnect vacuum line and tee at controller. (23) Turn rate and cabin altitude selectors on cabin controller full counterclockwise. (24) Install cowling. 9. V-Band Coupling 100 Hour Inspection (See Figure 5.) Each 100 hours, inspect lockwiring on V-band couplings for condition and security. If lockwiring is found broken, inspect T-bolt for stretching, cracking, or any other damage. Replace coupling as required.
Lockwiring V-Band Couplings Figure 5
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PAGE 16 Jul 1/00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL HEATING
The temperature controller sets what percentage of bleed air will flow through the cooling heat exchanger and what percentage will flow through the acoustic muffler. The amount of air through each device determines the mixed cabin supply air temperature. The temperature controls are located in the middle of the instrument panel and have two modes of operation, automatic and manual. Cabin temperature is controlled by a relative temperature knob when in automatic mode and an increase/decrease rocker switch when in manual mode. The automatic temperature mode relies on the cabin temperature sensor, located behind the pilot in a side close out panel, for temperature regulation. The manual temperature mode directly controls the amount of air flowing through the cooling heat exchanger and acoustic muffler. In either mode, the cabin supply air temperature will always be higher than cabin air.
Cabin Heat and Fresh Air System Figure 1
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1.
Muffler A. Removal (1) Loosen band clamps (two each end) and remove flexible hoses from forward and aft ends of muffler. (2) Unscrew and remove mounting bracket retaining screws (2). (3) Remove muffler. B. Installation (1) Position muffler in mounting bracket. (2) Secure with screws (2). (3) Attach flexible hoses to forward and aft ends of muffler and secure with band clamps (two each end).
2.
Heat Exchanger/Plenum Assembly A. Removal (1) Remove muffler as described above. (2) Loosen band clamp and remove flexible hose from bottom of fiberglass intake plenum. (3) Loosen band clamps and remove flexible hoses from forward and aft ends of heat exchanger. (4) Loosen and remove the two mounting bracket bolts on each end of the heat exchanger and remove the heat exchanger/plenum assembly. B. Installation (1) Position heat exchanger/plenum assembly in mounting bracket. (2) Secure with two bolts on each end. (3) Slide flexible hoses in to place on each end of the heat exchanger. Secure with band clamps. (4) Slide flexible hose in to place at the bottom of the fiberglass intake plenum. Secure with a band clamp. (5) Install muffler as described above.
3.
Mass Flow Control Valve (See Figure 2.) The electronic mass inflow system consists of: Mass Flow Control Valve (1 ea.), Mass Flow Sensor Assembly (1 ea.) (which includes the probe in the ECS duct and the sensor in the cabin), and Mass Flow Controller (1 ea.). NOTE: The mass flow sensor assembly components (i.e. - the ECS duct probe and the cabin sensor) are matched sets. If either component fails, both must be replaced. The primary function of the mass inflow control system is to provide a sufficient amount of bleed air to the aircraft cabin for pressurization. The mass flow control valve is controlled by a linear actuator, which receives programmed 28 VDC pulses from the electronic mass flow controller. The electronic (digital) mass flow controller receives input signals from the electronic mass flow sensor assembly, compares the data with the pre-selected flow value and makes adjustments as required. The mass flow controller is programmed to provide a controlled response to the flow sensor input signal to eliminate cabin pressure bumps. The bleed air mass inflow system automatically maintains the selected inflow rate and is programmed for 3 different flow settings. The pilot may manually select high or normal flow. In the normal mode, the system provides 1.25 ppm of bleed air on the ground to provide fresh air for the occupants and heating on moderate days, and 5 ppm in flight to meet cabin pressurization requirements. In the high mode the system provides 8 ppm to meet high altitude and cold day heating requirements.
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Mass Flow Control Valve Figure 2
The mass flow control valve also includes an air-to-air ejector. The ejector creates low internal static pressure that enables low pressure ambient air to be drawn into the venturi where it is mixed with the hot expanded bleed air. By doing so, the inflow system is able to reduce the amount of bleed air extracted from the engine (and related power losses) as well as reducing the temperature of the air being supplied to the temperature control system. The valve includes an ambient valve to close off the ambient source at temperatures below 32 degrees F. Testing has shown that utilizing the air-to-air ejector should reduce bleed air consumption by approximately 50% at sea level. The effect is reduced at higher altitudes where the pressure of the ambient air is lower and at approximately 20,000 feet no ambient air will be drawn into the valve. A. Removal (1) Remove muffler as described above. (2) Remove muffler mounting bracket. (3) Disconnect electrical leads. (4) Loosen band clamps at each end of valve assembly and remove flexible hoses. (5) Unscrew high pressure bleed air fitting on top of valve assembly. (6) Unscrew and remove mounting clamp screws at each end of valve assembly. Remove valve assembly. B. Installation (1) Place mounting clamps (2) on valve assembly with forward clamp up and aft clamp down. (2) Position valve assembly and secure mounting clamps to brackets with screws (2). (3) Screw high pressure bleed air fitting to top of valve assembly and tighten. (4) Slide flexible hoses in to place on each end of valve assembly and secure with band clamps. (5) Connect electrical leads. (6) Reinstall muffler mounting bracket. (7) Reinstall muffler as described above.
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C.
Testing The mass inflow control system can be tested as follows. Use of an Enviro Systems breakout box (Enviro Systems P/N 1300000) is helpful, but not required. (1) Ground testing without the breakout box: (a) With the aircraft electrical power turned on, place the ECS switch in the off position. The flow control valve should move to the full closed position and remain there. (b) Place the ECS switch in the normal position. The flow control valve should move to the full open position and remain there. (2) Ground testing with the breakout box: The breakout box allows measurements of voltages for each of the input and output lines on the flow controller and allows the technician to see the actual open and close signals being sent to the flow control valve. (a) Connect the breakout box by installing it between the flow controller and the aircraft wiring harness. (b) Conduct the test sequence described in Ground testing without the breakout box, above.
4.
Heat Exchanger (Precooler) A. Removal (1) Loosen band clamps and remove flexible hoses from forward and aft ends of precooler plenum. (2) Unscrew high pressure bleed air fittings at heat exchanger intake and exhaust. (3) Remove screws (2) holding heat exchanger to precooler mounting bracket and remove heat exchanger and plenum. B. Installation (1) Align heat exchanger/plenum assembly into proper position. (2) Attach heat exchanger/plenum assembly to precooler mounting bracket with screws (2). (3) Attach high pressure bleed air fittings at heat exchanger intake and exhaust and tighten. (4) Slide flexible hoses over forward and aft ends of precooler plenum and secure with band clamps.
5.
Defroster A. Removal (1) Remove closeout panel covering magnetic (float) compass and windshield defroster by removing compass deviation and removing screw securing deviation card holder and close out panel. (2) Remove the four screws and nylon spacers securing defroster to windshield post. (3) Loosen clamps securing defrost hoses to defroster. Remove hoses. (4) Remove defroster.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL B. Installation
(1) Connect defrost hoses to appropriate fittings on defroster. Tighten clamps screws. (2) Position defroster at windshield post. Secure with four nylon spacers and screws. (3) Position closeout panel in appropriate position over defroster and magnetic compass. NOTE: Only brass screw may be used to secure compass card holder and close out panel to windshield post. (4) Position compass deviation card holder in proper location. Be sure screw hole in deviation card holder aligns with screw hole in closeout panel. Secure both in position with brass screw previously removed. C. Rigging (1) Push defroster control knob in. (2) Ensure that the defroster restrictor valve is fully open.
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PAGE 6 Jul 1/00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL COOLING
1.
General WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) WARNING: REFRIGERANT HFC-134A IS USED IN THIS AIRPLANE. ANYONE SERVICING THE AIR CONDITIONING SYSTEM MUST BE FAMILIAR WITH THE REFRIGERANT, LUBRICANT, AND COMPONENTS USED IN THAT PARTICULAR SYSTEM. This installation consists of a compressor with its special brackets, two evaporator modules and blowers, a condenser, a receiver dehydrator, a manifold assembly which incorporates dual pressure switches, high and low service ports, and related plumbing. The evaporators filter, dehumidify and cool the air. The evaporator modules are mounted underneath the floor between the ribs at F.S. 233.87 and F.S. 241.50 along with the blowers, expansion valves, ducting, service ports, and related tubing. The compressor is a five cylinder, rotary, piston type which is supported by special brackets at the left rear of the engine on the accessory gearbox. A V-belt connected to the dual drive unit pulley, drives the compressor through a magnetic clutch. The condenser is located in the aft fuselage. Air is drawn through the condenser and vented overboard by means of a blower and duct. The manifold assembly incorporates high and low service ports, a high pressure switch, and a low pressure switch that control the condenser head pressure by engaging or disengaging the compressor via a magnetic clutch. The air conditioning system uses refrigerant HFC-134a. The refrigerant enters the compressor as a vapor. The compressor pressurizes the heat-laden vapor until its pressure and heat reach a point much hotter than the outside air. The compressor then pumps the vapor to the condenser where it cools and changes to a liquid. The liquid then passes to the receiver-dehydrator. The receiver-dehydrators function is to filter, remove any moisture and ensure a steady flow of liquid refrigerant into the evaporators through the expansion valves. The expansion valves are temperature controlled metering valves which regulate the flow of liquid refrigerant to the evaporators. Inside each evaporator the liquid refrigerant changes state to a gas and, in doing so, absorbs heat. The evaporators then absorb the heat from the air passing over the coils. From the evaporators, the refrigerant vapor returns to the compressor where the cycle is repeated. NOTE: The air conditioning system should be operated at least once a month to prevent sticking valves and to keep the system lubricated.
2.
Troubleshooting See Chart 1.
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CHART 1 (Sheet 1 of 4) TROUBLESHOOTING (AIR CONDITIONING SYSTEM) Trouble High discharge pressure. Cause Overcharge of refrigerant. Air in system. Remedy Purge excess refrigerant. Check for leaks. Bleed charge from system. Evacuate and recharge system. Clean bugs and dirt from condenser fins. Straighten fins if bent. Replace expansion valve.
Overheated condenser due to blocking air passage. Flooded evaporator indicated by heavy frosting on suction line and compresor suction service valve. Restriction in liquid line from condenser. Low discharge pressure. Undercharge of refrigerant. Sight glass shows bubbles or foam. Damaged compressor valves or dirt under valves. Damaged compressor. Worn or broken piston or piston rings. Low suction pressure (Accompanied by icing evaporator.) Low air supply through evaporator. Very dirty evaporator fins and coils. Low suction pressure. (Evaporator not cold enough.) Suction gauge may read a vacuum indicating evaporator lacks refrigerant. Undercharge of refrigerant. Moisture freezing in expansion valve. Valve will show frost. Expansion valve inlet screen clogged. Inoperative expansion valve. Valve stuck closed. Restriction anywhere in liquid line. Restriction will show frost.
Check for kinked hoses and stopped up filter. Add refrigerant until bubbles disappear. Check system for leaks. Replace compressor. Replace compressor. Repair blower or blower motor. Clean stoppage in air ducts. Clean and flush with water. Add refrigerant. Install new dryer. Evacuate and recharge. Remove screen. Clean with solvent and replace. If suction pressure does not change, replace expansion valve. Locate restriction and repair.
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CHART 1 (Sheet 2 of 4) TROUBLESHOOTING (AIR CONDITIONING SYSTEM) Trouble High suction pressure. Cause Expansion valve not closing. Evaporator flooded. Suction line frosted to compressor. Compressor drive belt slipping. Magnetic clutch slipping. Remedy Replace expansion valve.
Adjust belt tension. Check electrical circuit for correct voltage to clutch coil. Clean clutch surfaces of oil. Replace compressor.
Leaking or broken compressor valves. System produces no cooling. Electrical Blown fuse in control head. Open circuit breaker. Broken or disconnected electrical wire. Broken or disconnected ground wire. Clutch coil burned out or disconnected. Thermostat sensing element defective. Blower motor disconnected or burned out. Mechanical Loose or broken drive belt. Compressor partially or completely frozen. Expansion valve stuck in open position.
Replace fuse. Reset circuit breaker. Check all terminals for loose connections; check wiring for hidden breaks. Check ground wire to see if loose, broken, or disconnected. Check current flow to clutch, replace if inoperative. Check thermostat and cabin comfort control panel. Check current flow to blower motor. Repair or replace if inoperative.
Replace drive belts and/or tighten to specifications. Remove compressor for service or replacement. Replace expansion valve.
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CHART 1 (Sheet 3 of 4) TROUBLESHOOTING (AIR CONDITIONING SYSTEM) Trouble System produces no cooling. (continued) Cause Refrigeration Broken refrigerant line. Examine all lines for evidence of breakage by external stress or rubbing wear. Evacuate system, apply static charge, leak test system, and repair leak as necessary. Replace compressor. Repair as necessary. Remedy
Leak in system.
Compressor shaft seal leaking. Clogged screen or screens in receiver dehydrator or expansion valve; plugged hose or coil. System will not produce sufficient cooling. Electrical Blower motor sluggish in operation. Mechanical Compressor clutch slipping. Obstructed blower passage.
Remove blower motor for service or replacement.
Remove clutch assembly for service or replacement. Examine entire passage for obstruction. Correct as necessary. Clean condenser coils.
Insufficient air circulation over condenser coils; fins clogged with dirt or bugs. Evaporator filter clogged. Refrigeration Insufficient refrigerant in system.
Clean with cleaning solvent to remove cigarette tars.
Recharge system until bubbles disappear in receiver dehydrator and gauge readings stabilize to specifications.
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CHART 1 (Sheet 4 of 4) TROUBLESHOOTING (AIR CONDITIONING SYSTEM) Trouble System produces no cooling. (continued) Cause Refrigeration (continued) Clogged screen in expansion valve. Clogged screen in receiver dehydrator. Excessive moisture in system. Air in system. Purge system and replace expansion valve. Purge system; replace receiver dehydrator. Purge system; replace receiver dehydrator. Purge, evacuate and charge system. (Replace receiver dehydrator) Remedy
Excessively noisy system.
Mechanical Loose or excessively worn drive belt. Noisy clutch. Tighten or replace as required. Remove clutch for service or replacement as necessary. Check mountings and repair; remove compressor for service or replacement. Fill with correct amount of specified oil.
Compressor noisy.
Compressor oil level low. Electrical Defective winding or improper connection in compressor clutch coil. Refrigeration Excessive charge in system.
Replace or repair as necessary.
Discharge excess refrigerant until high pressure gauge drops within specifications. Check system for leaks; charge system. Replace dehydrator; purge, evacuate, and charge system.
Low charge in system. Excessive moisture in system.
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Air Conditioning System Figure 1 PAGE 6 Dec 31/04
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Servicing Cooling System
3.
(PIR-PPS50003-4, Rev. C.)
NOTE: The maximum refrigerant capacity is 2.75 pounds. The total refrigerant capacity required is determined separately for each system and is the amount that will result in bubble-free operation at the sight gauge, as specified in the post charging operational check. A. Definitions (1) High Side. The high side consists of all lines and components between the compressor outlet and the expansion valves. It includes the condenser and receiverdryer sight gage. (2) Low Side. The low side consists of all lines and components between the expansion valves and the compressor inlet. It includes the evaporators. B. Service Valves (i.e. - ports) (See Figures 1 and 2.) (1) Description The service valves are installed to Test, Bleed (Discharge), Evacuate and Charge the air conditioning system. These service ports are located on the top of the manifold assy. The forward port is the high side service port. The aft port, located inboard, is the low side service port. All normal air conditioning service is performed at the manifold assembly mounted valves. The service valves are quick-disconnect type Schrader valves. NOTE: If a Schrader service valve is not serviceable, the core assembly must be replaced. (2) Replacement CAUTION: WHENEVER THE AIR CONDITIONING REFRIGERANT LINES OR SYSTEM ARE OPENED FOR ANY REASON, THE LINES AND FITTINGS SHOULD BE CAPPED AND SEALED IMMEDIATELY TO PREVENT DIRT AND OTHER CONTAMINANTS FROM ENTERING THE SYSTEM. (DO NOT PUT A PLUG INTO THE HOSES OR FITTINGS.) When installing the valves on the manifold assembly, lubricate the threads with Tite Seal 3. (Do not apply to the first two threads).
Service Valves Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 2 TEMPERATURE VS. PRESSURE Refrigerant HFC134a Evaporator Pressure Gauge Reading psi -5 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 55 60 65 70
Refrigerant HFC134a Evaporator Temperature F -27 -15 -9 -4 0 4 7 11 14 17 20 22 25 28 30 33 35 37 39 41 43 45 47 49 51 53 54 58 62 66 69
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Malfunction Detection
NOTE: If the cooling system has leaked refrigerant or is discharged, the compressor oil level must be checked. The detection of system malfunction largely depends on the mechanics ability to interpret the gauge pressure readings into system problems. A system operating normally will have a low side gauge pressure reading that will correspond with the temperature of the refrigerant evaporating in the evaporator, allowing for a few degrees temperature rise due to loss in the tube walls and fins. The high side will have a gauge pressure that will correspond with the temperature of the refrigerant condensing in the condenser, allowing for a few degrees temperature drop due to loss in the tube walls and fins. Any deviation from that which is normal indicates a malfunction within the system due to a faulty control device, obstruction, defective part, or improper installation. Detection of system malfunction is made easier with knowledge of the relationship between temperature and pressure of the refrigerant (HFC-134a). They are in close proximity between the pressures of twenty and eighty pounds per square inch (psi). A glance at the temperature-pressure chart (i.e. - Chart 2) will show that there is only a slight variation between the temperature and pressure of the refrigerant in the lower range. It is correct to assume that for every pound of pressure added to the low side, a temperature increase of about one degree Fahrenheit takes place. For instance, a pressure of 23.8 on the chart indicates a temperature of 24F. A change of pressure of almost one pound to 24.6 psi gives us a temperature increase to 25F. NOTE: For each 1,000 feet of elevation above sea level, the gauge readings will be about one inch of mercury or 1/2 psi higher than the chart indicates. It must be pointed out that the actual temperature of the air passing over the coils of the evaporator will be several degrees warmer than the fins, allowing for a temperature rise caused by the loss in the fins and tubing of the evaporator. The importance of a seasonal check up of the air conditioning system should be brought to the attention of the customer whenever possible. A thorough check of the system performed in a methodical manner will reveal trouble the customer is often not aware of. Locating and repairing the trouble early will usually result in savings to the customer both in time and additional troubles that too often result from neglect. A performance test of the system is the only positive way in which the complete system can be checked for efficient operation. The air conditioning system should be given this test before work is begun on the system whenever possible. However, if the system is completely inoperative, repairs must be performed before the system can be properly tested. The test can uncover further work that must be performed before the system is brought to its full operating efficiency. The performance test should always be performed after repair work has been done and before the airplane is released to the customer. The serviceman performing this test carefully will ensure that the repairs have been properly performed and that the system will operate satisfactorily. The performance test, when properly performed includes a thorough examination of the outside of the system as well as the inside. Many related parts are overlooked because it is felt they are of no bearing on the operating efficiency of the unit. For this reason, a thorough visual inspection of the complete system should be performed, followed by an operating inspection of the system.
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D.
Special Servicing Procedures The air conditioning system should be serviced by a qualified shop with trained personnel. The following procedures and precautions should be observed. CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS REQUIRE THAT AIR CONDITIONING SYSTEM REPAIRS BE ACCOMPLISHED BY A QUALIFIED SHOP WITH APPROPRIATELY TRAINED PERSONNEL. The efficiency of this system depends upon the pressure-temperature relationship of pure refrigerant. As long as the system contains only pure refrigerant plus a specified amount of compressor oil (which is mixed with the refrigerant), it is considered to be chemically stable. Foreign materials within the system will affect the chemical stability, contaminate the system, and decrease its efficiency. (1) Refrigerant Safety Precautions. WARNING: REFRIGERANT HFC-134A IS ODORLESS AND COLORLESS IN EITHER THE LIQUID OR GASEOUS STATE. REFRIGERANT FOR CHARGING REFRIGERATION SYSTEMS IS SUPPLIED IN PRESSURIZED CONTAINERS (APPROX. 70 PSI AT 70F) IN LIQUID FORM. SINCE THIS MATERIAL IS ESSENTIALLY INERT AT ROOM TEMPERATURES THE DANGERS ARE PRIMARILY ASSOCIATED WITH THE PRESSURE AND THE REFRIGERATION EFFECTS OF THE RELEASE AND SUBSEQUENT EVAPORATION OF THIS PRESSURIZED LIQUID. WARNING: WEAR SUITABLE EYE PROTECTION WHEN HANDLING REFRIGERANT DUE TO THE POSSIBILITY OF FREEZING OF THE EYE IF CONTACTED BY ESCAPING LIQUID REFRIGERANT. IF LIQUID REFRIGERANT DOES STRIKE THE EYE, THE FOLLOWING ACTIONS SHOULD BE TAKEN: (1) (2) (3) (4) (5) DO NOT RUB THE EYE. Splash large quantities of cool water into the eye to raise the temperature. Tape on an eye patch to avoid the possibility of dirt entering the eye. Rush to a physician or hospital for immediate professional aid. DO NOT ATTEMPT TO TREAT IT YOURSELF.
WARNING: IF LIQUID REFRIGERANT STRIKES THE SKIN, FROSTBITE CAN OCCUR. TREAT WITH COOL WATER AND PROTECT WITH PETROLEUM JELLY. WARNING: DO NOT DISCHARGE LARGE QUANTITIES OF REFRIGERANT INTO CLOSED ROOMS. IT MAY DISPLACE MOST OF THE AIR IN THE ROOM AND THIS COULD CAUSE OXYGEN STARVATION. GASEOUS REFRIGERANT IS HEAVIER THAN AIR AND FLOWS TO THE BOTTOM OF A CONTAINER. WARNING: DO NOT APPLY DIRECT FLAME OR OTHER HIGH HEAT SOURCE TO A REFRIGERANT CONTAINER DUE TO THE HIGH PRESSURES WHICH WILL RESULT. IF ANY HEATING IS DONE TO REFRIGERANT CONTAINERS THE CONTAINER PRESSURE SHOULD BE MONITORED AND KEPT BELOW 150 PSI.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (2) System Servicing Precautions.
WARNING: DISCHARGE SYSTEMS SLOWLY TO PREVENT THE ESCAPE OF LIQUID REFRIGERANT AND THE LOSS OF THE LUBRICATING OIL. NOTE: The term Discharge, as used throughout this section, in no sense implies or suggests discharging refrigerant to atmosphere. In all cases when discharging, an enviormentally approved refrigerant recovery station is to be used. WARNING: DO NOT LEAVE SYSTEMS OPEN TO THE ATMOSPHERE WHEN DISCHARGED. MOISTURE AND OTHER CONTAMINATION MAY ENTER AND DAMAGE OPEN SYSTEMS. NOTE: When HFC-134a comes in contact with moisture it absorbs it into the system, which will lead to system failure. WARNING: USE ONLY APPROVED REFRIGERATION OIL IN THE COMPRESSOR: -- POLYALKYLENE GLYCOL (PAG) FOR HFC-134A SYSTEMS IF ANY DOUBT EXISTS ABOUT THE CLEANLINESS OF THE COMPRESSOR OIL, REPLACE IT WITH NEW OIL. WARNING: NEVER INTRODUCE ANYTHING BUT PURE REFRIGERANT AND THE APPROPRIATE REFRIGERANT OIL INTO A SYSTEM. WARNING: KEEP REFRIGERANT OIL CONTAINERS TIGHTLY SEALED AND CLEAN TO PREVENT ABSORPTION OF MOISTURE OR OTHER CONTAMINATION. WARNING: NEVER REUSE OIL REMOVED FROM THE SYSTEM -- DISCARD IT. CAUTION: WHEN LOCTITE REFRIGERANT SEALANT HAS BEEN USED ON A JOINT IT MUST BE HEATED TO 400F PRIOR TO DISASSEMBLY. LOCTITE MUST BE USED TO SEAL ANY PIPE THREADS IN THE SYSTEM LINES. CAUTION: REPLACE THE RECEIVER-DEHYDRATOR ASSEMBLY ON ANY SYSTEM WHICH HAS BEEN OPERATING WITH A LEAK ALLOWING AIR TO ENTER THE SYSTEM. IF A RECEIVER-DEHYDRATOR IS LEFT OPEN TO THE ATMOSPHERE IT SHOULD BE REPLACED DUE TO THE LOSS OF EFFECTIVENESS OF THE DRYING COMPOUND IT CONTAINS. CAUTION: A NEW RECEIVER-DEHYDRATOR SHOULD BE OPENED AND CONNECTED TO THE SYSTEM ONLY WHEN READY TO CHARGE THE SYSTEM WITH REFRIGERANT. CAUTION: RECOMMENDED TORQUE VALUES MUST BE USED ON ALL FLARE FITTING AND O-RING JOINTS. SEE CHART 3. CAUTION: IF AIR CONDITIONING REFRIGERANT LINES OR SYSTEM IS OPENED, LINES AND FITTINGS MUST BE CAPPED AND SEALED IMMEDIATELY TO PREVENT DIRT AND OTHER CONTAMINANTS FROM ENTERING THE SYSTEM. (DO NOT PUT A PLUG INTO THE HOSES OR FITTINGS.) CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS PROHIBIT THE RELEASE OF REFRIGERANT INTO THE ATMOSPHERE. SPECIAL EQUIPMENT IS REQUIRED WHEN TESTING, DISCHARGING, OR CHARGING THE SYSTEM. CAUTION: UNITED STATES ENVIRONMENTAL REGULATIONS REQUIRE THAT AIR CONDITIONING SYSTEM REPAIRS BE ACCOMPLISHED BY A QUALIFIED SHOP WITH APPROPRIATELY TRAINED PERSONNEL.
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CHART 3 RECOMMENDED TORQUE SPECIFICATIONS ALUMINUM TUBING Metal Tube O.D. 1/4 3/8 1/2 5/8 3/4 FLARE CONNECTIONS Tube OD 3/8 1/2 5/8 Thread size 5/8 3/4 7/8 Ft./Lb. 18-20 36-39 52-57 Thread and Fitting Size 7/16 5/8 3/4 7/8 1-1/16 Ft./Lb. 5-7 11-13 15-20 21-27 28-33 O-RING CONNECTIONS Tube OD 3/8 1/2 5/8 Thread size 5/8 3/4 7/8 Ft./Lb. 11-13 15-20 21-27
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL E. Servicing the System (with a Charging Stand)
CAUTION: MINERAL OIL AND PAG ARE NOT COMPATIBLE. USE A SEPARATE MANIFOLD TEST SET AND / OR TEST/CHARGING STAND AND RECOVERY SYSTEM FOR EACH REFRIGERANT TYPE. CAUTION: USE RECOVERY UNIT SPECIFICALLY DESIGNED FOR THE TYPE OF REFRIGERANT USED IN THE AIRCRAFT SYSTEM. UNINTENDED AFFECTS MAY OCCUR IF REFRIGERANTS ARE COMBINED. (1) Discharging (Bleeding/Purging) the System CAUTION: APPLIES TO ROBINAIR 34700 OR SIMILAR CHARGING/RECOVERY STATION. SEE OPERATOR'S MANUAL OF STATION BEING USED FOR DETAILED INSTRUCTIONS FOR DISCHARGING SYSTEM. This procedure is for a Robinair 34700 or similar charging stand/recovery station, see Figure 3. Required only if the system contains refrigerant. NOTE: The term Discharge, as used throughout this section, in no sense implies or suggests discharging refrigerant to atmosphere. In all cases when discharging, an enviormentally approved refrigerant recovery station is to be used. (a) Gain access to service valves by removing rear access panel in cabin floor. (b) Remove protective caps from access valves. (c) Connect high side (red) hose to air conditioner high side service valve. On systems equipped with quick disconnect connections, open coupler valve. (d) Connect low side (blue) hose to air conditioner low side service valve. On systems equipped with quick disconnect connections, open coupler valve. (e) Check the low side gauge (GAUGE 1) and high side gauge (GAUGE 2) to determine that there is pressure in the system. If there is no pressure, there is no refrigerant in the system to recover. (f) Check that the oil drain valve is closed. (g) Open both the low side and high side valves on control panel. (h) Open the red GAS (vapor) valve and the blue LIQUID valve on the charging station's refrigerant tank. (i) Slowly open the oil drain valve to see if system oil separator contains oil. If it does, let oil drain into the oil drain bottle (located at the bottom of the rear side of the charging station) until separator is empty. Close the oil drain valve. Dispose of collected oil in an environmentally accepted manner. Return collection bottle to its place on the charging stand. Press the RECOVER key on charging station keypad. (a) Wait 5 minutes. Observe pressure gauges for a rise above zero. (b) If a rise occurs, press the HOLD/CONT key. (c) Repeat as necessary until system maintains pressure for two minutes. (n) Slowly open oil drain valve. Drain oil into the oil catch bottle. When all recovered oil has been completely drained, close oil drain valve. NOTE: Drain oil separator after each job. Display will indicate OIL (OUNCES) or OIL (GRAMS) as a reminder.
(j)
(k) Plug unit into a proper voltage outlet. Turn MAIN POWER switch ON. (l) (m) To assure complete recovery of refrigerant:
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(o) Measure the amount of oil in the catch bottle. The same amount of new oil must be added to the system before charging the system. (p) To enter diagnostic mode, simultaneously press the SHIFT/RESET and ENTER keys. To display amount of refrigerant recovered by the unit, press the 3 key. The panel display will read the amount of recovered refrigerant in pounds or kilograms. (q) Simultaneously press the SHIFT/RESET and ENTER keys to clear internal counter. Press SHIFT/RESET to return to the main menu. (2) Evacuating the System If the system has been operated in a discharged condition or anytime the system has been open to atmospheric pressure, the receiver-dehydrator must be replaced and the system evacuated to remove any trapped air and moisture which has entered it. A vacuum pump capable of pulling 29 inches of mercury or better should be used. As the pressure in the air conditioning system is lowered, the boiling point of the water (moisture) that may be present is also lowered. This then forces any moisture, in the form of water vapor, out of the system. Chart 4 demonstrates the effectiveness of moisture removal under a given vacuum. (a) Using a Kent Moore J23500 or similar charging stand (See Figure 4.) Turn aircraft power OFF before beginning. 1 2 3 4 Remove the access panel at the rear of the cabin floor to gain access to the service valves on the manifold assembly. Remove the protective caps from the high and low side service ports on the manifold assembly. Close all valves on the charging stand. Remove the protective cap from the vacuum pump outlet.
Robinair 34700 Charging Stand Figure 3
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CHART 4 USING VACUUM TO EVACUATE MOISTURE System Vacuum COMPOUND GAUGE READING IN INCHES OF MERCURY VACUUM 27.95 28.74 29.53 29.76 29.84 29.88 Boiling Point of Water (F) 101 84 52 29 15 1
NOTE: Compound gauge reading will be approximately one inch lower, numerically, for each 1000 feet elevation above sea level.
Kent Moore J23500 Charging Stand Figure 4
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL 5 6 7 8 Connect the blue and red hoses to the service ports. Start the vacuum pump.
Open the valve on the vacuum pump. Open the low pressure control valve and the vacuum control valve on the charging stand. After five minutes of pump operation, the high pressure gauge should indicate slightly below zero. a b If it doesnt, stop the pump and eliminate the blockage in the system replacing the faulty component, then repeat steps (1)-(8). If it does, open the high pressure control valve on the charging stand and continue to evacuate the system.
9 10
Operate the vacuum pump for fifteen minutes, or until the compound gauge indicates 24 to 26 in. Hg. whichever occurs first. Close the low pressure control valve and the high pressure control valve on the charging stand. Stop the vacuum pump and observe the compound gauge. If the gauge rises at a rate faster than 1 in. Hg. in 5 minutes, there is a leak in the system. Locate and fix the leak. Repeat the evacuation steps above. Open the low pressure control valve and the high pressure control valve on the charging stand. Continue pumping and hold the system pressure below 26 in. Hg. for a minimum of 30 minutes. All the pumping time specified above may be included in the 30 minutes provided that no leaks or blockages are noted, and provided that the system is not opened by removal or disconnection of components. Close the low pressure control valve, the high pressure control valve and the vacuum control valve. Stop the vacuum pump and perform the charging procedure immediately.
11
12
(b) Using a Robinair 34700 or similar charging/recovery stand: (See Figures 3 and 6.) Turn aircraft power OFF before beginning. 1 2 3 4 5 6 7 Remove access panel at rear of cabin floor to gain access to service valves. Remove protective caps from the high and low side service ports on the evaporator unit. Close both the low side and high side valves on charging unit. Connect the blue and red hoses to the service ports (Figures 1 and 2), on systems equipped with quick disconnect connections, open coupler valves Open blue (low side) valve (1) on units control panel Open both the red GAS (vapor) valve and the blue LIQUID valve on the tank. Program the length of evacuation time. a b c 8 Press the VACUUM key on control panel key pad. Display will show unit is in VACUUM mode. Refer to operators manual for further detail.
Enter the required time in minutes and seconds (30:00 minutes minimum) by pressing appropriate keys and then ENTER on keypad. The display will show selected time in minutes and seconds. Example: one hour and fifteen minutes (1:15) would be entered as 7500. The display will show 75:00. Thirty minutes is entered as 3000. the display will show 30:00. To start the vacuum pump press the VACUUM key on keypad again. Vacuum sequence will continue for the programmed time. Digital display will then show CPL, indicating that the evacuation is completed.
9 10
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL 11
If, after 5 minutes of pump operation, the RED gauge does not indicate a little below zero: a b c Stop the pump by pressing the 1 key or the SHFT/RESET key. Eliminate blockage in the system by replacing faulty parts. Repeat steps (1) through (8) above.
12
After 5 minutes of pump operation, when RED gauge indicates a little below zero, open red (high side) valve (2), and continue evacuation. a b c System vacuum should attain 24 to 26 inches of mercury (in. Hg.) in 10 to 15 minutes. Allow pump to hold system vacuum at or below 26 in. Hg. for a minimum of 15 minutes. Failure to acheive or hold a vacuum at or below 26 in. Hg. indicates a leak in the system. Perform Leak Detection, below, to locate and repair all leaks.
13
When evacuation sequence has continued for the programmed length of time and the panel display reads CPL (complete), close both the low side valve (1) and the high side (2) valves. Perform charging procedure immediately. (See Charging the System, below.)
14
(3) Leak Detection (See Figures 3 and 4.) (a) Using Nitrogen 1 2 3 4 5 6 7 8 Prepare aircraft so as to provide access to all air conditioning components and fitting connections being leak checked. Ensure that aircraft and ground power are OFF or disconnected. Close all valves on the charging station. Remove the protective caps from the high and low side service ports on the evaporator unit. Connect the blue and red hoses to the service ports as shown in Figure 5. Slowly pressurize the system to 200 psig max. with nitrogen and turn off the nitrogen source. Ensure gages used have a 0-400 psig range. Monitor pressure on the charging station gauge for 20 minutes. A leak free system will maintain the 200 psig pressure for 20 minutes. If there is no pressure drop for 20 minutes, slowly release nitrogen pressure and disconnect the nitrogen source from the evaporator assembly. Re-install the pressure switch per drawing requirements. The leak check procedure is completed. If there is a pressure drop, find leak(s) by applying a soap solution to all connections. Rework system as required to stop leaks and repeat Leak Check Procedure.
(PIR-PPS50003-4, Rev. A.)
9 10
(b) Using HFC-134a 1 2 3
A leak may be located while a charging stand is hooked up to the system as follows: Ensure that there is at least one pound of refrigerant in the charging cylinder. Open the high pressure control valve and the refrigerant control valve on the charging stand. Allow one pound of refrigerant to enter the system. Close the high pressure control valve and the refrigerant control valve.
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Charging Hookup Figure 5
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CAUTION: USE A THICK SOLUTION OF SOAP AND WATER TO CHECK FOR LEAKS INSTEAD OF THE PROPANE LEAK DETECTOR THAT IS PROVIDED WITH SOME BRANDS OF CHARGING STANDS. 4 5 Locate leak(s) using an electronic leak detector designed to detect HFC134a refrigerant. Or, use soap and water in a thick solution. Tighten/re-tighten fittings as necessary to stop leak(s). If leaks are due to damaged or worn components, proceed with refrigerant recovery/system discharge, perform repairs or component replacement and repeat leak detection procedure. Discharge the system. NOTE: The term Discharge, as used throughout this section, in no sense implies or suggests discharging refrigerant to atmosphere. In all cases when discharging, an enviormentally approved refrigerant recovery station is to be used. 7 8 Evacutate the system. Immediately recharge the system as described in Charging the System, below.
(4) Charging the System NOTE: The following assumes the charging stand is already connected to the airplane as described in Evacuating the System, above. NOTE: A Post Charging Operational Check is required immediately upon completion of charging. Accordingly, choose a location where engine run-up is allowed and set up the airplane and the charging stand with the airplane headed into the wind. (a) Using a Kent Moore J23500 or similar charging stand (See Figures 4 and 5.) Ensure aircraft power is OFF before beginning. 1 Open the valve at the base of the charging cylinder and fill the charging cylinder with sufficient refrigerant to charge the system. If refrigerant stops filling the cylinder, open the bleed valve at the top of the charging cylinder to relieve head pressure and allow refrigerant to continue filling the charging cylinder. Close the bleed valve and the valve at the base of the charging cylinder. Turn the charging cylinder sight glass to match the pressure reading on the charging cylinder pressure gauge. Keep the sight glass in this position during the remainder of the charging operation. Connect the heating element plug to a 110 volt power outlet. With the low pressure control valve (3) closed, open the refrigerant control valve (11) and the high pressure control valve (10). Allow the correct amount of refrigerant to enter the high side of the system. Close the high pressure control valve (10) and the refrigerant control valve (11). Perform Post Charging Operational Check, below.
2 3
4 5 6 7 8
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(b) Using a Robinair 34700 charging station or equivalent (See Figures 3 and 6.) CAUTION: THE FOLLOWING PROCEDURE APPLIES TO ROBINAIR 34700 OR SIMILAR CHARGING STATION. SEE OPERATOR'S MANUAL OF CHARGING STATION BEING USED, FOR DETAILED INSTRUCTIONS FOR CHARGING SYSTEM. 1 Check that aircraft main power switch is OFF. CAUTION: DO NOT PLACE ANY WEIGHT, INCLUDING HANDS AND/OR FEET, ON REFRIGERANT TANK OR SCALE DURING CHARGING PROCESS. ANY WEIGHT DISTURBANCE WILL CAUSE AN INDIRECT TRANSFER OF REFRIGERANT. 2 Check that the LBS/KG selector switch on back of unit is in desired measurement mode. Turn charging station power OFF before switching units of measure mode. NOTE: You may enter the amount of refrigerant to be charged when the unit is turned ON. The unit will store the amount in memory until it is turned off. 3 4 Open the low side (blue) valve on the unit's control panel. If the messages PROGRAM and CHARGE do not display, press the CHG key to enter the PROGRAM mode. CAUTION: ADD REFRIGERANT THROUGH THE LOW PRESSURE SIDE ONLY. NOTE: The amount of refrigerant required must be determined for each airplane. It is the amount that will result in bubble-free operation at the system sight gauge. 1.5 lbs. is the nominal amount of refrigerant for the PA-46-500TP. 5 6 Enter amount of refrigerant required to charge the system by pressing the appropriate number keys and ENTER on keypad. To begin charging process, press CHG key on keypad. a b c 7 8 The digital display will read AUTOMATIC and show the amount of refrigerant programmed for the charge. As the solenoid opens, it will make an audible sound. The display will count down to zero, and display message CPL, when charging is complete.
Close low side (blue) valve. Check that the high (red) valve is also closed. Also close coupler valves. Perform Post Charging Operational Check, below.
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EVAPORATOR COILS LOW SIDE SERVICE PORT HIGH SIDE SERVICE PORT
INLET COMPRESSOR
MANIFOLD
SYSTEM LOW SIDE SYSTEM HIGH SIDE
OUTLET EXPANSION VALVES RECEIVER - DRYER AND SIGHT GLASS GAUGE 2 LOW PRESSURE CHARGING LINE (BLUE )
LOW SIDE HIGH SIDE
CONDENSER HIGH PRESSURE CHARGING LINE (RED )
MICROPROCESSOR CONTROLLED
LOW SIDE VALVE (1) VACUUM PUMP PROTECTION SWITCH VACUUM SOLENOID HIGH SIDE VALVE (2) CHARGING VALVE
GAUGE 1
RECOVERY PRESSURE SWITCH
AUTOMATIC EXPANSION VALVE
RECOVERY VALVE
RECYCLING VALVE
MOISTURE INDICATOR
AIR PURGE VACUUM PUMP OIL SEPARATOR HEAT EXCHANGER SERVICE PORT OIL HIGH DRAIN VALVE PRESSURE SWITCH
ROBINAIR MODEL 34700 STATION

GAS (VAPOR) LIQUID
FILTER - DRIER OIL DRAIN BOTTLE
50 LB. (23 KG) RECOVERY FAN COMPRESSOR COMPRESSOR OIL SEPARATOR REFILLABLE REFRIGERANT TANK
PRESSURE EQUALIZING & OIL RETURN VALVE
SCALE ASSEMBLY
Robinair 34700 Charging Station Hose Hookup Figure 6
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(5) Post Charging Operational Check NOTE: The following assumes the charging stand is already connected to the airplane as described in Evacuating the System, above. This procedure can also be used to top off a partially charged system with refrigerant. (a) Using a Kent Moore J23500 or similar charging stand (See Figures 4 and 5 - numbers in parentheses refer to Figure 4.) 1 Ensure that the low pressure control valve (3) and the high pressure control valve (10) are closed. CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND THAT A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE. ENSURE AIRPLANE IS HEADED INTO WIND. 3 4 Activate the system and operate the engine at IDLE RPM for 2 minutes. Then operate the engine at 450 LBS.-FT. TORQUE for 2 minutes. Check the sight gauge on the receiver-dehydrator during the engine operation at IDLE RPM and 450 LBS.-FT. TORQUE. Any indication of bubbles passing the sight gauge indicates that additional refrigerant is required. If additional refrigerant is required, add it slowly through the refrigerant control valve (11) and the low pressure control valve (3) until the sight glass remains free of bubbles. Regulate the flow of refrigerant with the low pressure control valve. Do not allow the compound gauge (2) to exceed a reading of 40 psi. With the engine operating IDLE RPM to 400 LBS.-FT. TORQUE, the low and high side gauges should indicate as shown in Chart 5. With the charge properly established, stop the engine. Close the low pressure control valve (3) and the refrigerant control valve (11). Remove the charging stand. Replace all protective caps, covers, and access panels.
6 7 8 9
(b) Using a Robinair 34700 charging station or equivalent (See Figures 3 and 6 - numbers in parentheses refer to Figure 6.) CAUTION: THE FOLLOWING PROCEDURE APPLIES TO ROBINAIR 34700 OR SIMILAR CHARGING STATION. SEE OPERATOR'S MANUAL OF CHARGING STATION BEING USED, FOR DETAILED INSTRUCTIONS FOR CHARGING SYSTEM. 1 2 Ensure that the low pressure control valve (1) and the high pressure control valve (2) are closed. Ensure coupler valves are open.
CHART 5 AMBIENT TEMPERATURE INDICATION GAUGE Low Pressure High Pressure High Pressure AMBIENT TEMPERATURE All Up thru 75F Over 75F INDICATION 10 to 35 psig 125 psig min to 175 psig max 150 psig min to 300 psig max
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CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND THAT A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE. ENSURE AIRPLANE IS HEADED INTO WIND. 3 4 Activate the system and operate the engine at IDLE RPM for 2 minutes. Then operate the engine at 450 LBS.-FT. TORQUE for 2 minutes. Check the sight gauge on the receiver-dehydrator during the engine operation at IDLE RPM and 450 LBS.-FT. TORQUE. Any indication of bubbles passing the sight gauge indicates that additional refrigerant is required. If additional refrigerant is required, add it slowly through the low pressure control valve (1) until the sight glass remains free of bubbles. Regulate the flow of refrigerant with the low pressure control valve. Do not allow the gauge (1) to exceed a reading of 40 psi. With the engine operating IDLE RPM to 400 LBS.-FT. TORQUE, the low (1) and high (2) side gauges should indicate as shown in Chart 5. With the charge properly established, stop the engine and close the coupler valves. Close the low pressure control valve (1). Remove the charging stand. Replace all protective caps, covers, and access panels.
6 7 8 9
Test Gauge and Manifold Set Figure 7
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Manifold Set Operation Figure 8
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL F. Servicing the System (with a Manifold Set) (1) Test Gauge and Manifold Set
The proper testing and diagnosis of the air conditioning system require that a manifold gauge set (or a charging stand) be attached to the system. This set consists of two gauges mounted to a manifold. One gauge is a high pressure gauge used in the discharge side of the system. The other is a low pressure gauge used in the suction side of the system. The manifold is a device having fittings for both gauges and connection hoses with provisions for controlling the flow of refrigerant through the manifold. (See Figures 7 and 8.) The center port of the manifold set is used for charging or evacuation procedures, or any other service that may be necessary. Both the high or low side of the manifold have hand shut-off valves. When the hand valve is turned all the way in, in a clockwise direction, the manifold is closed. The pressures on that side of the system will, however, be recorded on the gauge above the hose. Cracking the hand valve, in the counterclockwise direction, opens the systems to the middle service port of the manifold set. This is desirable only when it is necessary to let refrigerant out of or into the system. (See Figures 7 and 8.) (2) Evacuating the System (See Figure 9.) (a) Ascertain that all system pressure is released. (b) Connect the manifold set hoses to the service ports and vacuum pump as shown in Figure 9. (c) Close the high side (pressure) and low side (suction) hand valves on the manifold set. (d) Start the vacuum pump. (e) Open the low side manifold set hand valve. The low side gauge should show a vacuum. (f) After five minutes of pump operation the high side gauge should indicate slightly below zero. If it does not, stop the pump and eliminate the blockage in the system by replacing the faulty component, then repeat the previous evacuation steps.
(g) Operate the vacuum pump for fifteen minutes or until the low side gauge indicates 24 to 26 in. Hg. whichever occurs first. (h) Close the low side hand valve, stop the vacuum pump and observe the low side gauge. If the gauge rises at a rate faster than 1 in. Hg. in 5 minutes, there is a leak in the system. Locate and repair the leak (per the following instructions), then repeat the previous evacuation steps. (i) With both the low and high side valves open, continue the pumping and hold the system below 26 in. Hg. for a minimum of 30 minutes. All the previous pumping time may be included in the 30 minutes provided that no leaks or blockages are noted, and provided that the system is not opened by removal or disconnection of components. Close the low and high side hand valves, stop the vacuum pump and perform the charging procedure immediately.
(j)
(3) Leak Detection (See Figure 10.) (a) Close both the low side and high side valves on manifold hand set. (b) Disconnect manifold hand set middle port (yellow) hose from low side port on charging stand and connect it to a container of HFC134a refrigerant. (c) Open refrigerant container service valve. (d) Open the manifold hand set high side valve until a pressure of 50 psig is reached on low side gauge. Close high side valve. (e) Locate leak(s) using an electronic leak detector designed to detect HFC134a refrigerant. Or, use soap and water in a thick solution.
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Evacuation Hookup Figure 9
Leak Test Hookup Figure 10
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (f)
Tighten/re-tighten fittings as necessary to stop leak(s). If leaks are due to damaged or worn components, proceed with refrigerant recovery/system discharge, perform repairs or component replacement and repeat leak detection procedure.
(g) Check that the both high side and low side valves on the manifold hand set are closed. (h) Close service valve on refrigerant container. Disconnect yellow manifold hand set center hose from refrigerant container. (i) On systems equipped with quick disconnect connections, close coupler valves. Disconnect manifold hand set red and blue hoses from airplane service ports. Remove manifold hand set. Recover remaining refrigerant from system using the Robinair 34700 (or other approved) charging station ( see Discharging the System, above ). Any quantity of oil recovered from aircraft must be measured and an equal amount of new oil (P. A. G. with HFC134a) must be added to system before recharging.
(j)
(k) On systems equipped with quick disconnect connections, close coupler valves. Disconnect charging/test station from service ports. (l) Perform evacuation procedure per Evacuating the System, above. (m) Immediately charge system per Charging the System, above or below. (4) Charging the System This method is the least desirable due to the requirement of operating the airplanes engine to run the compressor. CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND THAT A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE. ENSURE AIRPLANE IS HEADED INTO WIND. (a) Keep the system under the vacuum established during the evacuating procedure with both hand valves in the closed position. Disconnect evacuation set-up, if not already disconnected. (b) Attach a container of the appropriate refrigerant to the manifold set and open the container service valve. (c) Loosen the center hose at the manifold set until a hiss can be heard. Allow the gas to escape for 2 to 3 seconds, then tighten the connection. (d) Open the high side manifold set hand valve, observe the low side gauge, then close the high side hand valve. The low side gauge should immediately change from an indication of a vacuum to an indication of pressure. If it does not, the system is blocked, and the blockage must be corrected before proceeding. (e) Start the engine and operate it at IDLE RPM. (f) Adjust the airplane air conditioning controls for maximum cooling, high blower speed. (g) Keep the refrigerant cylinder in an upright position. A slug of liquid refrigerant entering the system would damage the compressor. (h) Open the low side manifold set hand valve and allow 1.5 pounds of refrigerant in the gas state to enter the system. (i) Close the low side manifold set hand valve. (j) Proceed with the Post Charging Operation Check, below.
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(5) Post Charging Operational Check This procedure can also be used to top off the system with refrigerant. NOTE: Head the airplane into the wind during these checks. (a) With the manifold set installed, and both hand valves closed, actuate the system and operate the engine at IDLE RPM for two minutes, then operate the system at 450 LBS.FT. TORQUE for 2 minutes. CAUTION: ASCERTAIN THAT THE AREA AROUND THE AIRPLANE IS CLEAR AND THAT A QUALIFIED PERSON IS AT THE CONTROLS OF THE AIRPLANE. Check the system sight gauge (on the receiver-dehydrator) during operation at IDLE RPM and 450 LBS.-FT. TORQUE. Any indication of bubbles passing the sight gauge indicates that additional refrigerant is required. Add additional refrigerant slowly through the low side manifold set hand valve until the sight glass remains free of bubbles. Close the low side hand valve and refrigerant container valve. With the engine operating from IDLE RPM to 400 LBS.-FT. TORQUE, the gauges should indicate as shown in Chart 5. Once the charge is properly established, stop the engine, close the refrigerant container service valve. Remove the manifold set and replace all protective caps, covers, and access panels.
(b)
(c) (d) (e) (f)
CHART 5 AMBIENT TEMPERATURE INDICATION GAUGE Low Pressure High Pressure High Pressure AMBIENT TEMPERATURE All Up thru 75F Over 75F INDICATION 10 to 35 psig 125 psig min to 175 psig max 150 psig min to 300 psig max
G.
Compressor (See Figure 11.) The engine driven compressor is mounted on the aft left section of the engine. A V-belt connected to the accessory drive pulley drives the compressor through a magnetic clutch. (1) Compressor Service WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) It is not advisable to service the compressor in the field. It should be done by a qualified shop which has the special equipment and trained personnel required to properly service the unit. Maintenance to the Sanden compressor is limited to Removal and Installation of Compressor, checking the compressor oil level and replacement of worn drive belt.
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CAUTION: AN IMPORTANT FACTOR IN AIR CONDITIONING SERVICING IS CLEANLINESS. TAKE CARE TO PREVENT DIRT OR FOREIGN MATERIAL FROM ENTERING THE SYSTEM. ALL HOSE AND TUBING ENDS SHOULD BE CAPPED IMMEDIATELY. ANY LUBRICATION REQUIRED IN THE ASSEMBLY OF THE COMPONENTS SHOULD BE REFRIGERANT OIL OF THE TYPE USED IN THE COMPRESSOR. (2) Removal Remove the compressor as follows: (a) Be sure the air conditioning circuit protector is in the off position. (b) Open left engine access gull-wing door. (c) Disconnect the electrical leads to the magnetic clutch on the compressor. (d) Discharge the air conditioning system to an appropriate environmentally approved refrigerant recovery station. See Servicing the System, Discharging, above. (e) Remove the suction and discharge lines from the connections on the compressor. NOTE: All open lines should be capped immediately to prevent dirt and moisture from entering the system. (f) Loosen compressor belt tension turnbuckle locknut and relieve belt tension. (g) Remove belt. (h) Unbolt turnbuckle from compressor mounting lug. (i) (j) Support compressor, loosen and remove the mounting bolt, nut, and washers. Remove compressor.
(3) Installation Install the compressor as follows: (a) Align compressor mounting lugs with bolt hole in accessory drive assembly and loosely fit mounting bolt. (b) Attach compressor belt tension turnbuckle to compressor mounting lug. (c) Install compressor drive belt. Rotate compressor drive belt. Check belt alignment. As shown in Figure 11, Sheets 2 and 3, add or remove washers as required to obtain correct belt alignment. (d) Tighten compressor mounting bolt and turnbuckle mounting bolt. (e) Adjust belt tension per Adjustment of Drive Belt Tension, below. (f) (h Check oil level in compressor. (See Checking Compressor Oil Level, below.) Evacuate and charge the system per instructions given above. (g) Connect the discharge and suction lines to their respective fittings. (4) Checking Compressor Oil Level Whenever a system component has been replaced or there is an obvious leak, use the following procedure to check the compressor oil level (after making necessary repairs): (a) Run compressor for 10 minutes at engine idle rpm. (b) Recover all refrigerant from the system. See Servicing the System, Discharging, above. Be careful not to lose oil. (c) Determine the compressor mounting angle by positioning an angle gauge (Sanden P/N 32448 or a propeller protractor) across the flat surfaces of the two front mounting ears. (d) Center the bubble and read the mounting angle to the closest degree. (e) Remove the oil filler plug.
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A/C Compressor Installation and Adjustment Figure 11 (Sheet 1 of 3)
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NOTE 1: AS REQUIRED TO MAINTAIN ALTERNATOR BELT ALIGNMENT, USE WASHERS (NAS1149C0663R (UP TO 2) OR NAS1149C0632R (UP TO 4)) IN ANY COMBINATION TO FILL GAP BETWEEN INSERTS AND ALTERNATOR MOUNTING LUG. AS REQUIRED, USE WASHERS (NAS1149C0663R (UP TO 2) OR NAS1149C0632R (UP TO 4)) IN ANY COMBINATION TO FILL GAP BETWEEN SUPPORT AND ACCESSORY DRIVE MOUNTING LUGS. INSERT (NOTE 1)
INSERT (NOTE 1) Alternator
MS21042-6 NUT NAS1149C0663R WASHER
NAS6606-69 BOLT NAS1149C0663R WASHER
SUPPORT
ACCESSORY DRIVE ASSEMBLY NAS43HT4-20 SPACER (INSIDE COMPRESSOR MOUNTING LUG)
MS21043-4 NUT NAS1149C0463R WASHER
BUSHING NAS6604-69 BOLT NAS1149C0463R WASHER - ADDITIONAL NAS1149C0463R (UP TO 2) CAN BE USED IF BOLT GRIP EXTENDS THROUGH BRACKET.
AS REQUIRED TO MAINTAIN COMPRESSOR BELT ALIGNMENT, USE WASHERS (NAS1149C0463R (UP TO 3) OR NAS1149C0432R (UP TO 6)) IN ANY COMBINATION TO FILL GAP BETWEEN SPACER AND COMPRESSOR MOUNTING LUGS.
COMPRESSOR
AS REQUIRED TO MAINTAIN COMPRESSOR BELT ALIGNMENT, USE WASHERS (NAS1149C0463R (UP TO 4) OR NAS1149C0432R (UP TO 8)) IN ANY COMBINATION TO FILL GAP BETWEEN ACCESSORY DRIVE AND COMPRESSOR MOUNTING LUGS.
VIEW A-A
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AN3C4A BOLT MS35333-39 WASHER (2 PLACES) (MAX TORQUE 15 IN. LBS. - OILED) ACCESSORY DRIVE ASSEMBLY
BRACKET MS20392-2C11 PIN NAS1149C0332R WASHER MS24665-132 COTTER PIN TURNBUCKLE LOCKNUT
AS REQUIRED TO FILL BOLT GRIP LENGTH, USE WASHERS (NAS1149C0463R (UP TO 3) OR NAS1149C0432R (UP TO 6)) IN ANY COMBINATION.
COMPRESSOR BELT TENSION ADJUSTMENT TURNBUCKLE (THREAD BOTH SIDES EQUALLY)
MS21043-4 NUT
AN4-16A BOLT AN960C416 WASHER
NAS43HT4-20 SPACER (INSIDE COMPRESSOR MOUNTING LUG)
NAS43HT4-20 SPACER
COMPRESSOR MOUNTING LUG
AS REQUIRED TO MAINTAIN COMPRESSOR BELT ALIGNMENT, USE WASHERS (NAS1149C0463R (UP TO 4) OR NAS1149C0432R (UP TO 8)) IN ANY COMBINATION TO FILL GAP BETWEEN SPACER AND COMPRESSOR MOUNTING LUG.
VIEW B-B
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While looking through the oil filler plug hole and observing the internal parts (see Figure 12), rotate the counterweight. Stop the counterweight in the position shown in Figure 14 as the internal parts are moving to the rear of the compressor (discharge stroke). NOTE: This step clears the internal parts to allow the dipstick to be inserted to full depth.
(g) Insert the dipstick (Figure 13) to its stop position. The stop is the angle near the top of the dipstick. 1 2 (i) (j) The point of the angle must be to the right since the mounting angle is to the left. The bottom surface of the angle must be flush with the surface of the oil filler hole.
(h) Remove the dipstick and count the increments of oil. Use Chart 6 to determine the correct oil level for the mounting angle of the compressor. If the increments read on the dipstick do not match the table, add or subtract oil to obtain the mid-range value.
(k) Install the oil filler plug, first checking that the sealing O-ring is not twisted. Ensure that the seat and O-ring are clean. (l) Torque the plug from 6 to 9 foot-pounds (0.8 to 1.2 kg-m). Do not over tighten the plug to stop a leak, If plug leaks, remove it, and install a new O-ring.
(m) Recharge the system per Servicing the System, Charging, above. (5) Adjustment of Drive Belt Tension To adjust compressor belt tension, simply loosen the turnbuckle locknut and torque or loosen the turnbuckle until desired tension is reached. Then tighten locknut. Using a Gates Rubber Co. #150 Belt Tensionmeter, adjust the A/C compressor belt tension as follows: (a) 100 5 lbs. on initial installation of a new belt. After compressor operation of no more than one hour, recheck belt tension and, if required, readjust to service specifications, below. (b) Service adjustment of a used belt is as follows: 1 2 H. If checked HOT (i.e. - immediately after engine shutdown), and belt tension is below 50 lbs., adjust to 50 lbs. If checked COLD, and belt tension is below 90 lbs., adjust to 90 5 lbs.
Refrigerant Lines and Routing NOTE: Hoses in HFC-134a installations are nylon-lined. The refrigerant lines in this airplane are flexible high pressure hoses and should be handled accordingly. The hoses in the power plant area are routed so as to provide maximum protection from heat and abrasion. From the firewall, the hoses are routed through the forward pressure bulkhead, underneath the left cabin floor back to the manifold assembly, receiver-dehydrator and evaporators. From these components, the lines continue back to the condenser. NOTE: Before any of the hose couplings are uncoupled, the system must be completely discharged.
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Positioning Sanden Compressor Internal Parts Figure 12
0.118 " (3mm) INCREMENTS TYPICAL FOR 20 NOTCHES 30 4.115 "
Fabricated Dipstick for Sanden Compressor Oil Check Figure 13
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DIPSTICK STOP
A AR
LL
EL
OIL FILLER HOLE CLUTCH FRONT PLATE
COUNTERWEIGHT
VIEW LOOKING FORWARD Sanden Compressor Mounting Angle Figure 14
CHART 6 SANDEN SD 505 COMPRESSOR MOUNTING ANGLE / OIL LEVEL Mounting Angle Degree 0 10 20 30 40 50 60 90 Acceptable Oil Level In Increments 4-6 6-8 8-10 10-11 11-12 12-13 12-13 15-16
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I.
Evaporator/Blower Assembly The two evaporators are located beneath the floor aft of the rib at F.S. 233.87. (1) Removal (a) Discharge the system into an appropriate, environmentally-approved, refrigerant recovery station. (b) Remove the refrigerant lines from the inboard side of the evaporator. (c) Disconnect the duct from the lower outboard side of the blower. (d) Remove the nuts and washers that secure the evaporator/blower assembly to the F.S. 233.87 rib. (e) Disconnect the electrical leads from the motor. (f) Remove the evaporator/blower assembly. (2) Installation (a) Position the evaporator/blower assembly on the rib at F.S. 233.87 and secure it there with the nuts and washers. (b) Connect the electrical leads to the motor. (c) Connect the duct to the lower outboard side of the blower. (d) Connect the refrigerant lines to the inboard side of the evaporator. (e) Charge the system.
J.
Expansion Valve NOTE: If this part is not serviceable, it must be replaced with a new part. (1) Removal The expansion valves are located on the upper inboard corners of the evaporator assemblies between the receiver-dehydrator and the evaporator inlet. (a) Remove the necessary access panels and discharge system into an appropriate, environmentally-approved, refrigerant recovery station. (b) Uncouple all related tube fittings. (refer to Special Servicing Procedures.) (2) Installation (a) Install the expansion valve in the inlet line of the evaporator core by coupling the related fittings. Torque fittings per Chart 3. (b) Evacuate and charge the system. (refer to Evacuating the System and Charging the System.) Check for leaks. (refer to Leak Detection.) (c) Reinstall any access panels that were previously removed.
K.
Condenser The condenser, blower motor and exhaust duct assemblies are located in the aft fuselage between F.S. 282.00 and F.S. 292.00 (forward of the aft fuselage access panel). (1) Removal (a) Remove the aft fuselage access panel. (b) Discharge the air conditioning system. (c) Disconnect and cap the lines going to the condenser. Cap inlet and outlet ports on the condenser. (d) Remove the screws which secure the lower end of the duct to the fuselage skin forward of the aft fuselage access panel.
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Expansion Valve Figure 15
(e) Remove the bolts, washers, screws and nuts that secure the upper end of the duct to the supports and to the condenser assembly. NOTE: With the bolts and screws removed from the duct assembly, there is no support for the condenser and it is free to fall. (f) Carefully position the duct out of the way and remove the condenser. (2) Installation (a) Remove caps from lines and ports on condenser. (b) Position condenser between brackets and align the bolt holes in the supports, condenser and upper end of the duct. Install the bolts, washers, screws and nuts. (c) Secure the lower end of the duct to the fuselage skin with the screws. (d) Reconnect the lines to the condenser. NOTE: Whenever the air conditioning system has been open to the atmosphere, it is recommended that the receiver-dehydrator be replaced. (e) Evacuate and recharge the system per instructions in this section. (f) When the system is completely charged, check it for any leaks. (g) Reinstall the aft fuselage access panel.
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L.
Condenser Blower Motor Assembly The condenser blower motor assembly is located in the condenser exhaust duct. Access to the motor is through the rear fuselage access panel and the removable access panel on the aft side of the duct assembly. (1) Removal (a) Remove the aft fuselage access panel. (b) Remove the bolts, washers and nuts that secure the duct access panel to the duct, condenser and condenser support. Remove the duct access panel. (c) Disconnect the electrical leads from the blower motor. (d) Lift the blower motor and bracket from the duct. (2) Installation (a) Position the blower motor and bracket assembly in the duct. (b) Connect the electrical leads to the blower motor. (c) Secure the duct access panel to the duct, condenser and condenser supports with the bolts, washers, screws and nuts. (d) Reinstall the aft fuselage access panel.
M.
Receiver - Dehydrator The receiver-dehydrator is located beneath the floor on the left hand side. It is aft of the left evaporator module. The receiver-dehydrator is mounted to the aft side of the frame at F.S. 241.50 The receiver-dehydrator should be replaced if the air conditioning system has been operating with a leak that would have allowed air to enter the system if the receiver-dehydrator is left open to the atmosphere, it should be replaced due to the loss of effectiveness of the drying compound it contains. (1) Removal (a) Discharge the system into an appropriate, environmentally-approved, refrigerant recovery station. (b) Remove the two refrigerant lines that connect to the top of the receiver-dehydrator. Cap the lines. (c) Disconnect wiring to receiver-dehydrator mounted pressure switches. (d) Loosen the two clamps that secure the receiver-dehydrator and lift the receiver-dehydrator from its mount. (2) Installation (a) Place the receiver-dehydrator in its mount. (b) Connect the two refrigerant lines to the top of the receiver-dehydrator. (c) Secure the receiver-dehydrator to its mount by tightening the two clamps around the receiver-hydrator body. (d) Connect wiring to receiver-dehydrator mounted pressure switches. (e) Service the air conditioning system.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL N. Manifold Assembly
The manifold assembly is located behind the receiver-dehydrator and is mounted to the forward face of the frame at F.S. 249.60. The manifold assembly has the high pressure switch screwed into the high pressure port that goes through the manifold body and the low pressure switch screwed into the low pressure port that passes through the manifold body. Two service valves are located on the top side of the manifold body. These service valves should be used for any hook ups when servicing the system. See Servicing Cooling System, Serivce Valves, above. (1) Removal (a) Discharge the air conditioning system into an appropriate, environmentally-approved, refrigerant recovery station. (b) Disconnect the four refrigerant lines that go to the manifold assembly. (c) Remove the two screws that secure the manifold to its mounting bracket and remove the manifold assembly. (2) Installation (a) Secure the manifold assembly to its mounting bracket with the two screws. The H for stamping should be forward. (b) Connect the four refrigerant lines to the manifold assembly. (c) Service the air conditioning system. O. Pressure Switches The high and low pressure switches have been incorporated into a single housing and are located on the receiver-dehydrator. They control the system pressure by energizing or de-energizing the compressor clutch. (1) Removal (a) Discharge the air conditioning system into an appropriate, environmentally-approved, refrigerant recovery station. (b) Gain access to the receiver-dehydrator. (c) Remove the electrical connections from the switch. (d) Turn the switch out of the receiver-dehydrator body. (e) Plug the switch hole in the receiver-dehydrator body. (2) Installation (a) Remove the plug from the switch hole in the receiver-dehydrator body. (b) Lubricate the switch threads and packing with refrigerant oil and install the switch in the receiver-dehydrator body. (c) Service the air conditioning system. (d) Check operation of the switches.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL TEMPERATURE CONTROL
Cabin Air Temperature Control Valve (See 21-40-00, Figure 1.) The cabin temperature control system consists of: an Electronic (Digital) Temperature Controller (1 ea.), a Temperature Modulating Valve Assembly (1 ea.), a Cabin Temperature Sensor (1 ea.), and a Duct Temperature Sensor (1 ea.). The temperature controller receives inputs from the duct temperature sensor and the cabin temperature sensor and then operates the temperature modulating valve as required. This maintains the pre-selected cabin temperature by modulating the cabin inflow directly into the cabin via the acoustic muffler (when higher cabin temperatures are selected) or through an air-to-air heat exchanger and then into the cabin (when lower cabin temperatures are selected). In either case, the air entering the cabin will always be warmer than cabin air. The pilot selects the desired cabin or cockpit temperature via the temperature control rheostat. Set temperature range is 55 F (extreme counterclockwise) to 85 F (extreme clockwise). The 12 o'clock position is approximately 70 F. The air temperature is sensed using a solid state temperature sensor that supplies data to the temperature controller. The temperature controller compares this data with the pilot selected zone temperature and modulates the temperature modulating valve to maintain the selected zone temperature. The duct sensor located in the hot air supply ducting works as a system anticipator. It also allows the system to prevent maximum duct temperatures from being exceeded during all modes of operation and allow the temperature controller to provide an indication of a duct temperature that has exceeded its maximum in the event of a component failure within the system. A. Removal (1) Disconnect electrical leads. (2) Loosen band clamps on the inlet and both outlet tubes and remove flexible hoses. (3) Remove screws (3) holding valve assembly to mounting bracket and remove valve assembly. B. Installation (1) Position the cabin temperature control valve in place on its mounting bracket, inlet tube forward. (2) Secure with screws (3). (3) Slide flexible hoses over the inlet and both outlet tubes and secure with band clamps. (4) Connect electrical leads. C. Testing The temperature control system can be tested as follows. Use of an Enviro Systems breakout box (Enviro Systems P/N 1300000) is helpful, but not required. (1) Ground testing without the breakout box: (a) With the aircraft power turned ON, place the ECS switch in the OFF position. The temperature control valve should move to the full cold position (i.e. - all flow directed through the heat exchanger) and remain there. (b) Place the ECS switch in the normal position and the temperature control system in the manual position. Manual increase will move the temperature control valve to the bypass (hot) direction (i.e. - more flow directly into the cabin via the acoustic muffler). Manual decrease will move the temperature control valve to the cold position.
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(c) If the cabin air temperature is less than 85 F, placing the system in auto mode and rotating the temperature select rheostat to the full clockwise position should cause the temperature modulating valve to slowly move to the bypass (hot) position. If the ambient air temperature is more than 55 F, placing the system in auto mode and rotating the temperature select rheostat to the full counterclockwise position should cause the temperature modulating valve to slowly move to the cold position. Depending on actual air temperatures at the sensors, in either of these tests the valve may initially move counter to the test direction but should begin to move in the correct direction within 2-3 minutes. (d) If all of these tests are successfully completed it is unlikely that there is any problem with the temperature control system. The tests check the cabin temperature sensor, the duct temperature sensor, the computer and the temperature modulating valve. If the system fails any of these tests there could be a valve failure, a wiring problem, or a problem with the temperature controller. Further testing will require a breakout box. (2) Ground testing with the breakout box: (a) The breakout box allows measurements of voltages for each of the input and output lines on the temperature controller and allows the technician to see the actual hot and cold signals being sent to the temperature modulating valve. Connect the breakout box by installing it between the temperature controller and the aircraft wiring harness. (b) With the aircraft power turned ON, place the ECS switch in the normal position and the temperature control system in the manual position. Manual increase will move the temperature control valve to the bypass (hot) direction and will illuminate the red "hot" light on the breakout box. Manual decrease will move the temperature control valve to the cold position and will illuminate the green "cold" light on the breakout box. If one light works and not the other, it is likely that there is a problem with the temperature controller and that it will need to be replaced. If neither test works you should insure that the wiring is correct for the temperature controller. (c) If the manual mode test works, the next step is to test the cabin and duct sensors. These can be tested with a voltmeter and the breakout box. Measure and record the voltages for each sensor. The cabin sensor should be measured from pin 14 to pin 34 and the duct sensor from pin 10 to pin 32. Each sensor produces a voltage that can be converted to a temperature with the following formula: Temperature in Fahrenheit = Sensor Voltage * 180 - 460 (d) If either sensor does not provide an accurate reading it should be confirmed that it is wired properly and replaced, as required. (e) In addition to these tests the breakout box may be useful in testing the wiring to various switches and components in the system.
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CHAPTER
22
AUTOFLIGHT
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
DATE Dec 31/04 Jul 1/00 Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
CHAPTER SECTION
PAGE
DATE
22-10-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 22 - AUTOFLIGHT TABLE OF CONTENTS
SUBJECT AUTOPILOT Description Ground Checks and Flight Adjustments Face-mounted Instruments Trim Monitor Removal Installation Roll Servo Removal Installation Pressure Transducer Removal Installation Trim Servo Removal Installation Yaw Servo Removal Installation Pitch Servo Removal Installation Yaw Amplifier Removal Installation Post-Installation Ground Checks Servo Clutch Torque Adjustment Flap Compensator
SECTION 22-10-00
PAGE 1 1 1 8 8 8 8 9 9 10 11 11 11 12 12 12 14 14 14 16 16 16 18 18 18 18 20 20
GRID NO. 2F15 2F15 2F15 2F22 2F22 2F22 2F22 2F23 2F23 2F24 2G1 2G1 2G1 2G2 2G2 2G2 2G4 2G4 2G4 2G6 2G6 2G6 2G8 2G8 2G8 2G8 2G10 2G10
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22 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL AUTOPILOT
1.
Description (See Figures 1, 2, and 3.) WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (FOR S-TEC/MEGGITT AUTOPILOT INSTALLATIONS, SEE THE S-TEC/MEGGITT DRAWING PACKAGES DELIVERED WITH EACH AIRCRAFT.) CAUTION: THIS SECTION PROVIDES INFORMATION SUFFICIENT ONLY TO CONDUCT BASIC SYSTEM CHECKS (S-TEC SYSTEM 550 ONLY) AS WELL AS LOCATING, REMOVING, AND INSTALLING COMPONENTS. IF MORE DETAILED TROUBLESHOOTING OR REPAIR IS REQUIRED, IT SHOULD BE PERFORMED BY A QUALIFIED AVIONICS REPAIR SHOP USING THE APPROPRIATE S-TEC MAINTENANCE MANUALS. A. S/Ns 4697001 thru 4697143 and 4697145 thru 4697148. The S-TEC System 550 Autopilot / Flight Director (AP/FD) is installed as standard equipment. It is a conventional three-axis autopilot with altitude pre-select and trim monitor. It consists of a programmer/computer, altitude selector/alerter, annunciator, turn coordinator, trim monitor, pressure transducer, yaw, pitch, roll, and trim servos, and a yaw amplifier. B. S/Ns 4697144, and 4697149 & up. The Meggitt Avionics/S-TEC MAGIC 1500 Autopilot / Digital Flight Control System (AP/DFCS) is installed as standard equipment. It is a three-axis attitude based Digital Flight Control System (DFCS) for aircraft equipped with an Electronic Flight Information System (EFIS). It consists of a programmer/computer, trim monitor, pressure transducer, yaw, pitch, roll, and trim servos, and a yaw amplifier.
2.
Ground Checks and Flight Adjustments (System 550 only) A. Ground Checks (1) Turn aircraft master and radio master ON as required, to provide system voltage to the autopilot circuit breaker. (2) Check autopilot circuit breaker ENGAGED. Place autopilot master switch in the ON position. All segments of the programmer/computer display should illuminate including: HDG, RDY, NAV, CWS, APR, FAIL, REV, TRIM, ALT, GS, VS, + 18. After five (5) seconds only the RDY annunciation will remain illuminated indicating the system is ready to engage. (3) Depress and release control wheel steering switch (when installed). CWS and VS modes will annunciate and RDY will extinguish. Move aircraft controls to determine that roll and pitch servos are engaged. (4) Depress and release the control wheel disconnect switch. RDY will flash and then annunciate steady. An audible tone will indicate autopilot disconnect. Check to see that roll and pitch servo solenoids are disconnected. (5) Select heading mode on programmer/ computer. HDG will annunciate and RDY will extinguish. Rotate heading bug on directional gyro to right and then to left of the center indice and note that control wheel movement follows direction of commanded input. Center heading bug on indice. (6) Tune the NAV receiver to the local OMNI Station or simulated signal and center the needle on the OBS/CDI instrument. Select NAV mode on the programmer and rotate the OMNI bearing selector right and then left. Control wheel should move right with right needle deflection and left with left needle deflection. NOTE: When NAV or REV mode is selected and no valid NAV information is present, the FAIL annunciator should illuminate and the respective mode light will flash.
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(7) Center the HDG bug on D.G. or CRS Arrow on HSI, then center the NAV needle and note that NAV and CAP annunciations are illuminated (steady). If the above conditions are maintained for approximately 15 seconds the SOFT annunciator light will illuminate along with NAV and CAP, indicating a dynamic gain change. After approximately 60 seconds the CAP annunciation will be extinguished indicating the second gain change. (8) Check that CDI needle is centered, and adjust the roll centering (3 turn pot accessible through the face plate between the REV and ALT mode select switches). Adjust for zero roll servo activity with centered CDI needle. (Refer to note in Flight Adjustments, below.) (9) Select REV mode on the programmer and conduct the same tests as indicated in (Step 6) for NAV mode. Note that REV annunciator is illuminated and that control wheel action is opposite direction of needle movement. NOTE: The APR annunciator should illuminate anytime a NAV or REV mode is selected on the programmer, while the NAV receiver is channeled to a localizer frequency. (10) Move elevator control to neutral and select VS mode to engage pitch. Turn VS knob clockwise to select a positive vertical speed and observe control wheel moves slowly OUT (up). Select a negative vertical speed (VS knob counterclockwise) and observe control wheel moves slowly IN (Down). NOTE: In some airplanes, operator assistance may be required in order for autopilot to move the elevator on ground check. NOTE: Flashing VS annunciator during this test may or may not occur. Flashing VS indicates the system is unable to resolve a vertical speed error, a condition that may occur during ground test. (11) Channel an ILS radio frequency. Select ALT and NAV modes. Select NAV mode a second time - the ALT annunciation should remain illurninated with flashing GS. Select NAV once again to return to Nav (normal). Select ALT mode. Select ALT mode a second time to arm/engage GS (ALT extinguishes). NOTE: If the GS flag is in view, the fail annunciator will illuminate with the GS annunciator flashing. (12) Overpower - Grasp control wheel and overpower autopilot in both roll and pitch. Be alert that no excessive play exists in the control system and/or between the control system and the roll and pitch servos. (13) Momentarily depress control wheel disconnect switch - move control wheel in roll and pitch and assure that the roll and pitch servo have disconnected and that the controls are free. The RDY light should illuminate flashing for 5 seconds and then be steady, along with an audible tone, indicating autopilot disconnect. (14) Trim Test - Move elevator control to neutral position and re-engage HDG and VS modes. Apply forward pressure (nose DN) to elevator control and hold for three (3) seconds (minimum). TRIM will annunciate steady for four (4) seconds. After four (4) seconds the TRIM annunciation will begin flashing. Apply aft pressure on the control wheel (nose UP) and hold for 3 seconds (minimum) - observe same annunciation with the TRIM annunciator. Hold control wheel and disengage autopilot.
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4 6 7 8 9 10 11 3
20
14
15a
17
19
13
15b 16
18
7-8 10 11 12
15a
13
14 15b 16
17
18
1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
11. TURN COORDINATOR (NOT IN MAGIC 1500) CB371 CIRCUIT BREAKER (5 AMP) (REF) 12. HORN CB372 CIRCUIT BREAKER (2 AMP) (REF) 13. ROLL SERVO CB334 CIRCUIT BREAKER (3 AMP) (REF) 14. TRIM SERVO TRIM RELAY 15a. TRANSDUCER (NOT IN MAGIC 1500) TRIM MONITOR 15b. 429 CONVERTER (NOT IN SYSTEM 550) PROGRAMMER / COMPUTER 16. YAW SERVO ALTITUDE SELECTOR (NOT IN MAGIC 1500) 17. PITCH SERVO AUTOPILOT ANNUNCIATOR (NOT IN MAGIC 1500) 18. YAW AMPLIFIER TRIM MASTER / ANNUNCIATOR SWITCH 19. CONTROL WHEEL SWITCH INSTALL (BOTH SIDES) EFIS DISPLAYs (I.E. - PFD, ND, MFD) (REF) 20. FLAP COMPENSATOR POTENTIOMETER
Autopilot Component Locator Figure 1
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102310 F/J
TRIM 2 AMP C/B TRIM MASTER SWITCH

TRIM MONITOR
T2 (BLK) (3 PIN MOLEX) (RED)
TO A/C GND A/C BUSS A/C GND (RED) TRIM CB

CONTROL WHEEL
TRIM MASTER SW
TO DIMMER LIGHT RHEOSTAT TRIM MONITOR
(WHT)
T1 (3 PIN MOLEX)
PROG/COMP
TRIM MONITOR TO A/C GND (BLK) (WHT) (WHT) P1-36 P1-37
MOLEX (4 PIN)
FLAP POT FLAP POT COMP
HORN
TO A/C GND
MOLEX (6 PIN)
T3
PILOT'S CONTROL WHEEL A/P A+ (RED) (BLK)
TO A/C GND
(WHT)
P1-32 P1-33
P2 (REF.)
OPTION-F/D A/S
PROGRAMMER/ COMPUTER
(6 PIN MOLEX) A/S 1 P1 (REF.) (BLK)
B
TRANSDUCER
YAW MASTER SWITCH

YAW MASTER
YAW POTENTIOMETER
Y1
YAW MASTER
TO A/C GND TO RADIO LIGHT RHEOSTAT (WHT) TO A/P DISC (PIN 11 CONTROL WHEEL CONN) (WHT)
Y1
EFIS - AP
PRESSURE TRANSDUCER
OPTIONAL ALTITUDE SELECTOR/ ALERTER ALT. SEL.
(WHT)
TO PIN 6 OF A/S 1
(ENC. ALT.) (BLK) (WHT) (RED) (WHT) (RED) TURN COORDINATOR (BLK)
TO CODE LINES AP C/B (5 AMP) F/D A/P MASTER SW
A/C GND TO A/P DISC TO 28 VDC P1-34 P1-35
A/C BUSS (RED) A/P C/B (RED) A/P A+ (RED) A/P A+
(WHT) FD/AP SW
TO T&B C/B (5 AMP MAX.) TO AIRFRAME GND

TURN COORDINATOR
ANNUNCIATOR
ANNUNCIATOR (BLK) TO A/C GND
Effectivity 4697001 thru 4697143 and 4697145 thru 4697148
S-TEC System 550 Autopilot/Flight Director Installation Figure 2 (Sheet 1 of 2)
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N53238
TO STALL WARN AV2 CO-PILOT CONTROL WHEEL
CO-PILOT CONTROL WHEEL
TRIM RELAY
30D05 DIODE
PITCH SERVO
(WHT) (BLK) (WHT) (WHT) (BLK) (BLK)
T4
PILOT CONTROL WHEEL
PITCH SERVO
PILOT CONTROL WHEEL
B
PB1 PB1
YAW SERVO
YAW SERVO
UP
ROLL SERVO YAW AMP
ROLL SERVO
TRIM SERVO
TRIM SERVO
S-TEC System 550 Autopilot/Flight Director Installation Figure 2 (Sheet 2 of 2)
Effectivity 4697001 thru 4697143 and 4697145 thru 4697148
2F19
PAGE 5 22-10-00 Dec 31/04
0121 YAW AMP
N53238
105127 NEW
TRIM 2 AMP C/B
TRIM MASTER SWITCH
T2 (3 PIN MOLEX) CABLE ASSEMBLY

TRIM MONITOR
TO A/C GND
}
TRIM MONITOR
TRIM MONITOR
TO DAY/NIGHT RELAY (P317)

PROG/COMP
T1 (3 PIN MOLEX) A/C GND
TO A/C GND
(BLK) (WHT)
(WHT)
MOLEX (4 PIN) P1-36 P1-37

FLAP POT FLAP POT COMP
HORN
TO A/C GND
CABLE ASSEMBLY
NOT USED WITH ENTEGRA OPTION
(RED) TRIM CB
TRIM MASTER SW
AVIONICS BUSS
MOLEX (6 PIN)
T3
TO A/C GND
(WHT)
NOT USED WITH ENTEGRA OPTION P1-32 P1-33 Y2 (1 PIN MOLEX)
P2
RAD/ALT (9 PIN CPC)
PROGRAMMER/ COMPUTER
NOT USED WITH ENTEGRA OPTION TO STALL WARNING
TO A/C GND
P1
YAW POTENTIOMETER
T5 EFIS - AP NOT USED WITH ENTEGRA OPTION
TO RADIO LIGHT RHEOSTAT
CABLE ASSEMBLY
YAW POT
Y1
STANDARD INSTALLATION SHOWN, AVIDYNE ENTEGRA OPTION (IN S/N'S 4697198 & UP) AS NOTED.
Y1
B
AP C/B (5 AMP) A/P MASTER SW AVIONICS BUSS (RED) A/P C/B (RED) A/P A+
YD A+
TO EFIS EADI DOWN SWITCH

Effectivity 4697144 and 4697149 & up
S-TEC Magic 1500 Autopilot/Flight Director Installation Figure 3 (Sheet 1 of 2)
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RELAY (REF)
WITH ENTEGRA OPTION
CO-PILOT CONTROL WHEEL CO-PILOT CONTROL WHEEL TRIM RELAY 30D05 DIODE
T4
PILOT CONTROL WHEEL
GO-AROUND SWITCH REF
A
POWER LEVER GRIP GA1 MOLEX (2 PIN) TO A/C GND
GA1
PILOT CONTROL WHEEL
PITCH SERVO
CABLE ASSEMBLY 429 CONVERTER AFT BULKHEAD CONNECTOR
PITCH SERVO YAW SERVO

UP
NOT USED Y3 WITH ENTEGRA OPTION
PB1*
PB1**
YAW SERVO
TAIL SECTION
* P359 WITH ENTEGRA OPTION ** J359
B
ROLL SERVO TRIM SERVO
YAW AMP
ROLL SERVO
S-TEC Magic 1500 Autopilot/Flight Director Installation Figure 3 (Sheet 2 of 2)
TRIM SERVO
Effectivity 4697144 and 4697149 & up
2F21
PAGE 7 22-10-00 Dec 31/04
YAW AMP
N53238
B.
Flight Adjustments The in-flight adjustments for this system consist of one (3 turn) adjustable pot (roll centering) located behind the face plate of the programmer/ computer and accessible with a small slot screwdriver, through the hole in the face plate between the REV and ALT mode switches. (1) Fly the aircraft to smooth air, and trim for level flight. (2) Check autopilot circuit breaker IN and toggle A/P master to ON position. (3) Center heading bug on directional gyro or heading system indicator and engage HDG mode on the programmer. (4) Select desired radial on OBS and set heading bug on D.G. to same heading. Engage NAV mode on programmer and allow aircraft time to establish on course. (5) Check roll center adjustments in NAV mode after system has timed out to NAVSOFT and fine adjust (if necessary) to fly a centered needle. Select HDG mode and check heading bug centered 3. NOTE: Roll centering pot is a 3 turn pot and should be adjusted in very small increments. Allow sufficient time between adjustments for system to stabilize. Clockwise rotation of pot produces right turn and counterclockwise rotation produces left turn. (6) The pitch section does not require flight adjustments. Operate the pitch section in accordance with the instructions provided in the pitch section of the POH Supplement information provided in this installation kit. (7) Conduct a functional (operational) test of the system. Refer to the POH Supplement and/or the Autopilot Operators Manual for operational information. NOTE: If rudder is incorrectly trimmed, the autopilot will cause the aircraft to fly with a wing low in an effort to maintain the selected heading.
3.
Face-Mounted Instruments The programmer/computer, altitude selector/alerter, annunciator, and turn coordinator are either facemounted or rack-mounted in the instrument panel. See 39-10-00 for removal and installation instructions.
4.
Trim Monitor (See Figure 1.) The trim monitor is mounted on the underside of the aft-most access panel in the cockpit floor at the copilots feet. A. Removal (1) Remove carpet to expose access panel. (2) Remove screws holding access panel to floor and open access panel to expose trim monitor and autopilot harness. (3) Disconnect autopilot harness. (4) Remove screws (4) holding trim monitor to access panel and remove trim monitor. B. Installation (1) Place trim monitor in position on underside of access panel and and secure with screws (4). (2) Connect autopilot harness. (3) Place access panel in position and secure with screws. (4) Replace carpet over access panel. (5) Check system operation - perform Trim Test under Ground Checks, paragraph 2, above.
PAGE 8 Dec 31/04
22-10-00
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N53238
ROLL SERVO
102310 F/J 105127 NEW
*FOR WEAR LIMITS, SEEFOR S-TEC INSTRUCTIONS

CONTINUED AIRWORTHINESS, P/N 81532P.
BULKHEAD F.S. 171.40 AILERON CABLE
CHAFE BLOCK
C OF A/C L
CABLE CLAMP ADJUST BRIDLE CABLE TENSION TO 15 2 LBS. AILERON BALANCE CABLE PULLEY
CHAFE BLOCK (NOT IN MAGIC 1500)
BOLT, AN3-4A WASHER, NAS1149F0363P NUT, MS20365-1032A (4 EACH REQ'D) CABLE CLAMP
AILERON BALANCE CABLE FWD
BULKHEAD F.S. 178.60
.005 MIN GAP BETWEEN CLAMP HALVES AFTER TORQUING
LEFT (VIEW LOOKING DOWN AT INSTALLATION)
AILERON BALANCE CABLE (BRIDLE CABLE BEHIND)
TORQUE CLAMP BOLTS TO 55 5 IN. LBS CABLE CLAMP DETAIL
Roll Servo Installation Figure 4
Effectivity System 550 shown, MAGIC 1500 similar
5.
Roll Servo (See Figures 1, 4, and 5.) The roll servo is mounted underneath the left aft facing passenger seat or the entertainment cabinet, whichever is installed. A. Removal (1) Remove the aft facing passenger seat or entertainment cabinet, whichever is installed. (2) Remove adjacent carpet. (3) Remove screws securing centerline floor access panel and remove access panel. (4) Disconnect autopilot harness. (5) Remove nuts and bolts (2 ea.) securing each cable clamp (2) and remove cable clamps from aileron balance and autopilot bridle cables. (6) Remove nuts, washers, and bolts (4 ea.) securing roll servo to mounting brackets and remove roll servo with attached bridle cable.
2F23
PAGE 9 22-10-00 Dec 31/04
N53238
LOCATION OF CENTER-BALL WITH AILERONS IN NEUTRAL POSITION. DEPRESS CENTER-BALL TO BOTTOM OF HOLE AND TIGHTEN SETSCREW.
ROLL SERVO AUTOPILOT BRIDLE CABLE AFT
10
WRAP 440 AND OUTBOARD
(VIEW LOOKING UP, CAPSTAN COVER AND CABLE GUARDS REMOVED FOR CLARITY.)
WRAP 280 AND INBOARD
Roll Servo Capstan Wrapping Figure 5
B.
Installation (1) Rig ailerons per Aileron Control Rigging and Adjustment, 27-10-00. (2) Lock the control wheels together in the aileron neutral position using a suitable tool. (3) Lock the ailerons in neutral position using a suitable contour fixture at the inboard ends of the ailerons. Neutral position is defined by wing loft contour at this location. (4) Remove screws (4) and remove capstan cover and cable guards from servo. (5) Adjust roll servo clutch torque per paragraph 11, Servo Clutch Torque Adjustment, below. (6) Wrap autopilot bridle cable, align capstan, and and tighten center-ball setscrew as shown in Figure 5. (7) Replace cable guards and capstan cover, secure with screws (4). (8) Position servo as shown in Figure 2 and install and secure nuts, washers, and bolts (4 ea.) holding servo to mounting brackets. (9) Position cable clamps (2) as shown in Figure 4 and tighten nuts and bolts (2 ea.). Adjust cable clamps in or out along the airleron balance cable to obtain the bridle cable tension specified in Figure 4. Torque cable clamp bolts as specified in Figure 4. (10) Remove the locking fixtures. Aileron neutral position should be maintained at 0 1 degree with the control wheels in neutral. (11) Use the pilots control wheel to move the ailerons and verify aileron travel at the primary stops (at the aileron drive sectors on the wing spars) remains 18 1 degree up and down. (12) Use the pilots control wheel to hold the ailerons firmly against the primary stops. Verify the secondary aileron stops (on the forward pressure bulkhead) retain a cushion (gap) of 0.09 0.03 inch in each direction. (13) If either step (9) or (10) reveal the aileron controls out of rig, repeat steps (1) thru (10), above.
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N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (14) Connect autopilot harness.
(15) Check autopilot system for binding and proper operation, see paragraph 2, Ground Checks and Flight Adjustments, above. (16) Check aileron controls for free and correct movement. (17) Replace centerline floor access panel and secure with screws. (18) Replace carpeting. (19) Replace the aft facing passenger seat or entertainment cabinet, whichever is installed. 6. Pressure Transducer (See Figure 1.) The pressure transducer is located on the right side of the aft avionics shelf, behind the rear closeout panel aft of the baggage compartment. A. Removal (1) Disconnect the transducer from the static-system by unscrewing the JACO union fitting nut. (2) Disconnect the autopilot harness. (3) Remove screws and washers (2 ea.) and remove transducer and phenolic spacer block. B. Installation (1) Place transducer in position with phenolic spacer block underneath. Secure both to shelf with screws and washers (2 ea.) (2) Connect the transducer to the static system. First, screw the JACO union fitting nut handtight, and then tighten the nut two turns. (3) Connect the autopilot harness.
2G1
PAGE 11 22-10-00 Dec 31/04
N53238
7.
Trim Servo (See Figures 1 and 6.) The trim servo is located on the centerline underneath the baggage compartment floor. A. Removal (1) Remove rear seats. Remove carpet and access panels from baggage compartment floor. (2) Remove the centerline access panels in the cabin floor to expose the plastic tube that protects the trim cables. (3) Remove the pins from both ends of the plastic tube. (4) Slide the tube forward. (5) Rotate the elevator trim control wheel until the right trim cable turnbuckle clears the aft end of the tube. (6) Tie a pull rope to the right trim cable forward of the exposed turnbuckle. (7) Tie a pull rope to the right trim cable aft of the idler pulley. (8) Tie-off both pull ropes to maintain tension on the left trim cable and the extreme forward and aft segments of the right trim cable (i.e. - forward of the turnbuckle and aft of the idler pulley). NOTE: Tension must be applied to the trim cables to prevent the cables from unwrapping from the trim wheel drum or the trim actuator, and to prevent the cables from fouling at any of the pulleys. (9) Slack off the exposed turnbuckle to relieve tension on the right trim cable segment between the turnbuckle and idler pulley. (10) Disconnect the autopilot harness. (11) Remove the capstan cover and cable guards (4) by removing the retaining screws (4). (12) Remove the bolt, nut, and washer securing the idler pulley to the trim servo baseplate and mounting bracket and remove the idler pulley components. NOTE: The idler pulley breaks down into the following components upon removal of the bolt, above: mounting plate/cable guard assembly, idler pulley, and two washers. (13) Remove the remaining bolts, nuts, and washers (3 ea.) securing the trim servo to its mounting bracket and remove the trim servo. B. Installation (1) Adjust trim servo clutch torque per paragraph 11, Servo Clutch Torque Adjustment, below. (2) With the capstan cover and cable guards removed, position the trim servo as shown in Figure 6. Secure with bolts, nuts, and washers (3 ea. - i.e. - top two and bottom forward). (3) Assemble the idler pulley cable guards (3) to the mounting plate with screws (1 ea.) and star washers (2 ea.). Place the center bolt through the mounting plate/cable guard assembly and slide a washer over the threaded end and up against the mounting plate. Set the mounting plate/cable guard/bolt assembly aside. (4) Drape the slack left trim cable over the servo capstan. (5) Place thumb and forefinger on top of the capstan over the trim cable in its groove. Pressing the trim cable into its groove, slide thumb and forefinger down around opposite sides of the servo capstan and pull the trim cable slack to the lower rear quadrant. (6) Holding the trim cable in that position, install the capstan cover and cable guards as shown in Figure 6. (7) Hold the idler pulley on the forward side of the trim servo and align it with the left trim cable. Move the idler pulley down to the left trim cable forward of the trim servo and capture the trim cable in the left cable groove on the bottom of the idler pulley.
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2G2
N53238
TRIM SERVO
102310 G/J 105127 NEW
CABLE GUARDS (4 REQ'D)
C OF A/C L
BULKHEAD F.S. 241.50 VIEW LOOKING DOWN AT TRIM SERVO INSTALLATION
BOLT, AN3-5A (3 REQ'D) WASHER, NAS1149F0363P (6 REQ'D) NUT, MS21042-3 (3 REQ'D)
CAPSTAN COVER FOR BUILD-UP SEE DETAIL RIGHT ELEVATOR TRIM CABLE (LEFT NOT SHOWN FOR CLARITY) VIEW LOOKING RIGHT WASHER, NAS1149F0363P IDLER PULLEY CENTER SPACER CABLE GUARDS (3 REQ'D) WASHER, NAS1149C0632R MOUNTING PLATE STAR WASHER, MS35333-36 (6 REQ'D) BOLT SCREW (3 REQ'D) IDLER PULLEY DETAIL NUT, MS20365-1032A WASHER, NAS1149F0363P TRIM SERVO BASEPLATE BRACKET
WASHER, NAS1149C0632R
Trim Servo Installation Figure 6
2G3
PAGE 13 22-10-00 Dec 31/04
N53238
(8) Slide the idler pulley along the trim cable, underneath the servo capstan, and bring it approximately to its installed position (See Figure 6). At this point, the forward portion of the trim cable should be routed under, around the rear, and over the top of the idler pulley and under, around the front, and over the top of the capstan. (9) Holding the idler pulley in this position, reach to the rear and pull the aft portion of the trim cable under the idler pulley and seat it in the right cable groove on the idler pulley. The left trim cable should now be routed as shown in Figure 6. (10) Place the spacer inside the idler pulley. (11) Position the mounting plate/cable guard/bolt assembly as shown in Figure 6 and slide the bolt through the spacer inside the idler pulley. (12) Place a washer over the bolt end and put the bolt through the trim servo mounting bracket and baseplate. Secure with a nut and washer, taking care to ensure that the cable guards are positioned, and the left trim cable is routed, as shown in Figure 6. (13) Rig elevator trim per Elevator Trim Controls Rigging, 27-30-00. (14) Connect the autopilot harness. (15) Check autopilot system for proper operation. (16) Check elevator trim controls for free and correct movement. (17) Replace access panels and carpet in cabin and baggage compartment floors. (18) Replace rear seats. 8. Yaw Servo (See Figures 1 and 7.) The yaw servo is located in the unpressurized aft fuselage. A. Removal (1) Remove the aft fuselage access panel (see #1, Figure 5, 6-00-00). (2) Disconnect autopilot harness. (3) Remove nuts and bolts (2 ea.) securing each cable clamp (2) and remove cable clamps from rudder cables and autopilot bridle cables. (4) Remove nuts, washers, and bolts (4 ea.) securing yaw servo to mounting brackets and remove yaw servo with attached bridle cable. B. Installation (1) Rig rudder controls per Rudder Control Rigging, 27-20-00. (2) Lock rudder in its neutral (streamlined) position. (3) Remove screws (4) and remove capstan cover and cable guards from servo. (4) Adjust yaw servo clutch torque per paragraph 11, Servo Clutch Torque Adjustment, below. (5) Wrap autopilot bridle cable, align capstan, and and tighten center-ball setscrew as shown in Figure 7. (6) Replace cable guards and capstan cover, secure with screws (4). (7) Position yaw servo as shown in Figure 7 and secure with bolts, nuts, and washers (4 ea.) (8) Remove tape or clip holding bridle cable on capstan and attach left and right autopilot bridle cables to the left and right rudder cables with cable clamps (2). (9) Evenly adjust the cable clamps up the rudder cables until the tension on both left and right autopilot bridle cables is as specified in Figure 7. Torque cable clamp bolts as specified in Figure 7. (10) Connect autopilot harness. (11) Remove rudder lock.
PAGE 14 Dec 31/04
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2G4
N53238
EA
C OF AIRCRAFT L CABLE CLAMP (2 REQ"D) RIGHT RUDDER CABLE
UP
BOLT, AN3-5A WASHER, NAS1149F0363P NUT, MS21042-3 (4 EACH REQ'D) FWD
SEE DETAIL (BELOW) FOR BRIDLE CABLE WRAP INFORMATION
CABLE GUARDS CAPSTAN COVER
ADJUST BRIDLE CABLE TENSION TO 30 2 LBS.
LEFT RUDDER CABLE
YAW SERVO
RIGHT RUDDER CABLE (LEFT OMITTED FOR CLARITY)
BULKHEAD F.S. 282.00 VIEW EA-EA (LOOKING LEFT)
VIEW DOWN AND AFT (RUDDER PULLEYS OMITTED FOR CLARITY)
EA
WRAP 450 AND UP
WRAP 450 AND UP
BRIDLE CABLE
YAW SERVO
102310 G/J 105127 NEW
LOCATION OF CENTERBALL WITH RUDDER IN NEUTRAL. DEPRESS CENTERBALL TO BOTTOM OF HOLE & TIGHTEN SET SCREW. BRIDLE CABLE WRAPPING DETAIL (CAPSTAN COVER AND CABLE GUARDS OMITTED FOR CLARITY)
Yaw Servo Installation Figure 7
2G5
PAGE 15 22-10-00 Dec 31/04
N53238
(12) Check autopilot system for binding and correct operation. (13) Check rudder controls for free and correct movement. (14) Replace and secure the aft fuselage access panel. 9. Pitch Servo (See Figures 1 and 8.) The pitch servo is located in the unpressurized aft fuselage. A. Removal (1) Remove the aft fuselage access panel (see #1, Figure 5, 6-00-00). (2) Disconnect autopilot harness. (3) Remove locking clips (2) from turnbuckle in autopilot bridle cable. Let the upper segment of the autopilot bridle cable remain on top of the autopilot sector assembly. (4) Remove cotter pins (cable guards) (2) holding the lower segment of the autopilot bridle cable on idler pulley and remove the bridle cable from the idler pulley. (5) Remove cotter pin (cable guard) holding the autopilot bridle cable to the bottom of the autopilot sector assembly. (6) Remove cotter pin, clevis pin, washers (2), and autopilot bridle cable fork end from autopilot sector assembly. (7) Remove nuts, washers, and bolts (4 ea.) securing pitch servo to mounting brackets and remove pitch servo with attached bridle cable. B. Installation (1) Rig elevator controls per Elevator Controls Rigging, 27-30-00. (2) Remove screws (4) and remove capstan cover and cable guards from servo. (3) Adjust pitch servo clutch torque per paragraph 11, Servo Clutch Torque Adjustment, below. (4) Wrap autopilot bridle cable, align capstan, and and tighten center-ball setscrew as shown in Figure 8. (5) Replace cable guards and capstan cover, secure with screws (4). (6) Position pitch servo as shown in Figure 6 and secure with bolts, nuts, and washers (4 ea.). (7) Position autopilot bridle cable fork end on autopilot sector assembly and secure with clevis pin, washers (2), and cotter pin. (8) Ensuring bridle cable is in bottom groove of sector assembly, insert and secure cotter pin (cable guard). (9) Loop bridle cable over idler pulley and install cotter pins (cable guards) (2). (10) Connect bridle cable turnbuckle and adjust cable tension as specified in Figure 8. (11) Install bridle cable turnbuckle locking clips (2). (12) Connect autopilot harness. (13) Check autopilot system for binding and correct operation. (14) Check elevator controls for free and correct movement. (15) Replace and secure the aft fuselage access panel.
PAGE 16 Dec 31/04
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2G6
N53238
CLEVIS PIN, (2 REQ'D) WASHER, NAS1149F0363P (4 REQ'D) COTTER PIN, MS24665-134 (2 REQ'D) (CUT TO LENGTH) EXISTING ELEVATOR CABLE
102310 H/J 105127 NEW
ADJUST BRIDLE CABLE TENSION TO 30 2 LBS.
W.L. 77.25
TURNBUCKLE LOCKING CLIP, MS21256-1 (2 REQ'D) BOLT, AN3-4A WASHER, NAS1149F0363P NUT, MS21042-3 (4 EACH REQ'D) PITCH SERVO (SEE DETAIL, BELOW, FOR BRIDLE CABLE WRAP INFORMATION)
COTTER PINS, MS24665-134, INSTALLED AS CABLE GUARDS (2 PLCS)
F.S. 311.00
COTTER PINS INSTALLED AS CABLE GUARDS (2 PLCS)
AUTOPILOT SECTOR ASSEMBLY EXISTING PITCH CABLE
EXISTING ELEVATOR TRIM CABLE UP FWD VIEW LOOKING LEFT FROM CENTERLINE OF AIRCRAFT (ELEVATOR SECTOR OMITTED FOR CLARITY)
BRIDLE CABLE PITCH SERVO WRAP TERMINAL END 315 AND UP
WRAP FORK END 495 AND AFT 45 UP
AFT
POSITION OF BRIDLE CABLE CENTER BALL WITH ELEVATOR CONTROL IN FULL DOWN POSITION. DEPRESS CENTER BALL TO BOTTOM OF HOLE AND TIGHTEN SETSCREW. BRIDLE CABLE WRAPPING DETAIL (CAPSTAN COVER AND CABLE GUARDS OMITTED FOR CLARITY)
Pitch Servo Installation Figure 8
2G7
PAGE 17 22-10-00 Dec 31/04
N53238
F.S. 311.40
C OF A/C L AUTOPILOT SECTOR ELEVATOR SECTOR .125 MIN
102310 G/J 105127 NEW
UP
YAW AMPLIFIER
SCREW, MS27039-0807 WASHER, NAS1149FN832P (4 EACH REQ'D)
VIEW LOOKING AFT
Yaw Amplifier Installation Figure 9
10. Yaw Amplifier (See Figures 1 and 9.) The yaw amplifier is located in the unpressurized aft fuselage. A. Removal (1) Remove the aft fuselage access panel (see #1, Figure 5, 6-00-00). (2) Disconnect autopilot harness. (3) Remove screws and washers (4 ea.) and remove the yaw amplifier. B. Installation (1) Position yaw amplifier and secure with screws and washers (4 ea.) (2) Connect autopilot harness. (3) Check autopilot system for correct operation. (4) Replace and secure the aft fuselage access panel. C. Post-Installation Ground Checks (1) Level aircraft laterally per 8-20-00. (2) Center trim pot on instrument panel. (3) Adjust the pot in the yaw amplifier (located under plug in top of amplifier) to provide a null (i.e. - no servo action) at the yaw servo. (4) Align the cap on the yaw trim pot knob (on instrument panel) so that the white line is centered vertically. (5) Check operation of yaw trim pot by turning trim pot both left and right and verify rudder pedal movement in the same direction (i.e. - turning trim pot left causes left rudder pedal depression, etc.)
PAGE 18 Dec 31/04
22-10-00
2G8
N53238
SCREW (4 REQ'D.) WASHER (4 REQ'D.) AN936-A4 CAPSTAN COVER TORQUE WRENCH
S-TEC TOOL (SEE PARTS CATALOG)
CASTLE NUT AN320-5 SHIM WASHER (MIN. 1 REQ'D.) CAN BE USED IN ANY COMBINATION TO ALIGN COTTER PIN WITH SHAFT HOLE TENSION WASHERS (SEE CHART 1)
COTTER PIN MS24665-134
CABLE GUARD (4 REQ'D.) SERVO
Servo Clutch Torque Adjustment Figure 10
CHART 1 AUTOPILOT SERVO CLUTCH TORQUE TORQUE (In. Lbs.) System 550 MAGIC 1500 (Standard) 36 2 36 2 18 2 43 2 36 3 36 3 18 3 43 3 WASHERS System 550 Three .040 Three .040 One .032 and Two .040 Three .040 MAGIC 1500 (Standard) Three .032 Three .032 Two .040 One .032 and Two .040
SERVO Roll Pitch Trim Yaw
NOTE: When the Avidyne Entegra Option is installed with the MAGIC 1500 Autopilot in S/Ns 4697198 and up: use the torque and washer stackup values listed under System 550, above.
2G9
PAGE 19 22-10-00 Dec 31/04
N53238
11. Servo Clutch Torque Adjustment (See Figure 10.) A. B. C. D. Remove servo per instructions under specific servo, above. Place servo in a holding fixture (i.e. - vice) with capstan up. Remove capstan cover, cable guards, and cable. Check capstan torque by attaching the capstan adjusting tool (special tool - see parts catalog) to the capstan and using a currently calibrated torque wrench as shown in Figure 10. (1) Acceptable torque is specified in Chart 1. (2) If adjustment is required, proceed as follows. E. F. G. H. Remove cotter pin from end of servo shaft and remove castle nut, shim washers, and tension washers. Replace tension washers as required (see Chart 1). Replace shim washers and castle nut. Tension castle nut so that capstan torque is as specified in Chart 1.
12. Flap Compensator (See Figures 1 and 11.) A flap compensator potentiometer is just aft of F.S. 158.3. The pot is mounted on a bracket attached to the aft side of the bulkhead just left of aircraft centerline and beneath the floor. The arm of the pot is linked to the flap microswitch drive tube by a cable assembly. Adjustment (1) With flaps in the full up position and set screw loose, turn A/P master switch ON. (2) Connect a digital voltmeter (3 1/2 digit) between airframe ground and center terminal (wiper) of potentiometer (pot). (3) Turn pot shaft clockwise to stop. Voltmeter should read 5.00 vdc. (4) Turn pot shaft slowly counter-clockwise until voltage just starts to decrease from 5.00 volts to 4.70 volts. (5) Tighten set screw and recheck voltage for 4.70 volts.
PAGE 20 Dec 31/04
22-10-00
2G10
N53238
C OF AIRCRAFT L
102310 F/J 105127 NEW
FWD LEFT
SEE DETAIL A SEE DETAIL B
F.S. 158.3
3.00 CABLE ASSEMBLY CUSHION CLAMP EXISTING BELLCRANK C LOOKING DOWN ON INSTALLATION (SHOWN W/FLAPS IN FULL UP POSITION) C
FLAP MICROSWITCH DRIVE TUBE (REF) ARM SPRING SETSCREW
CUSHION CLAMP F.S. 158.3
GROUND LEAD SCREW (AN525-832R7) WASHER (AN960-8) NUT (AN365-832) (2 PLACES) FLAP COMPENSATOR BRACKET
FLAP COMPENSATOR CABLE ASSEMBLY
CONTROL CABLES (REF)
VIEW C-C LOOKING FORWARD SHOWN W/FLAPS IN FULL UP POSITION
Flap Compensator Installation Figure 11 (Sheet 1 of 2)
2G11
PAGE 21 22-10-00 Dec 31/04
N53238
102310 F/J 105127 NEW
AN3-4A BOLT
CABLE ASSEMBLY (DRIVE TUBE END) SPACER
CUSHION CLAMP NAS1149F0332P WASHER (2 REQ'D) MS21042-3 NUT
DETAIL A
MS35206-232 SCREW CABLE ASSEMBLY (FLAP COMPENSATOR ARM END) ARM SPACER NAS1149FN632P WASHER (4 REQ'D) MS21042-06 NUT
NOT IN MAGIC 1500 INSTALLATIONS
DETAIL B
Flap Compensator Installation Figure 11 (Sheet 2 of 2)
PAGE 22 Dec 31/04
22-10-00
2G12
N53238
CHAPTER
23
COMMUNICATIONS
2G13
N53238
2G14
N53238
PAGE 1 2 1 2 1 2 1 2 3 4 1 2
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00
CHAPTER SECTION
PAGE
DATE
23-00-00
23-50-00
23-60-00
2G15
PAGE 1 Dec 31/04
N53238
PAGE 2 Dec 31/04
2G16
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 23 - COMMUNICATIONS TABLE OF CONTENTS
SUBJECT GENERAL Avionics Master Switch Ground Clearance Switch AUDIO INTEGRATING Removal and Installation System Functional Test Adjustments STATIC DISCHARGING Static Wicks Bonding Straps
SECTION 23-00-00
PAGE 1 1 1
GRID NO. 2G19 2G19 2G19 2G21 2G21 2G22 2G23 2H1 2H1 2H1
23-50-00
1 1 2 3
23-60-00
1 1 1
2G17
N53238
PAGE 2 Dec 31/04
23 - CONTENTS
2G18
N53238
1.
Avionics Master Switch Avionics Bus #1 and #2 are fed direct from the tie bus via the avionics master solenoids which in turn are energized by the avionics master switch. Refer to Chapter 24 and to schematics in 91-24-30.
2.
Ground Clearance Switch The ground clearance switch furnishes power to the Comm 1 and speaker panel direct from the battery bus through the ground clearance relay. Refer to 91-23-00 for schematic interface and troubleshooting.
NOTE: Communications tranceivers are installed in these aircraft as part of the Garmin GNS-530 COM/NAV/GPS multi-function units. See 34-50-00 and 91-34-50 for details of these installations.
2G19
23-00-00
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N53238
PAGE 2 Dec 31/04
23-00-00
2G20
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL AUDIO INTEGRATING
WARNING: THE USER IS RESPONSIBLE FOR REFERING TO THE APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) The Garmin GMA-340 Audio Panel integrates the audio switching, amplifier, and intercom system with a marker beacon receiver. Maintenance of the GMA-340 is on condition only and, with the exception of swapping complete units, should be performed only by a qualified avionics shop in accordance with the GMA-340 Audio Panel Maintenance Manual (Garmin P/N 190-00149-02). Information provided in this manual is intended to aid the removal and installation of the GMA-340 unit and its associated wiring and to permit basic system functional test and adjustment. In addition, a detailed electrical schematic is provided in 91-23-50. 1. Removal and Installation (See Figure 1.) See 39-10-00 - Avionics, Removal and Installation.
102312 F WIRE RP2A22 & RP2B22 TO AUDIO AMP CKT BKR (REF) (SEE DETAIL BELOW AND 91-23-00, FIGURE 1) WIRES CW15J & CW16J TO CO-PILOT CONT. WHEEL CONN. PINS 10 & 12 AUDIO PANEL TO MKR/BCN ANTENNA (SEE 34-50-00, FIGURE 2) GROUND BLOCK PASSANGER AUDIO EFIS AUDIO J17 WIRES CW15 & CW16 TO PILOT CONT. WHEEL CONN. PINS 10 & 12 J-1 OXYGEN MASK MIC JACK (REF)
P-1
BLUE WIRE TO AVIONICS LIGHT DIMMING BUS
SEE DETAIL P387 J387
TO INTERCOM JACKS
J13 TO STEREO CABINET BEHIND PILOT'S SEAT
MIC SELECT SWITCH
CLOCK HARNESS J16 RELAY PANEL (REF) SPEAKER CONN P387 RED WIRES LABELED "RP7" FROM AUDIO HARN. TO AUDIO AMP CKT. BKR. RP2A22 (REF) RP2B22 (REF) J387
17 17 15 15
DETAIL (SEE ALSO 91-23-00, FIGURE 1)
GMA-340 Audio Panel Installation Figure 1
2G21
PAGE 1 23-50-00 Dec 31/04
N53238
2.
System Functional Test (See Figure 2.) A. On Ground The following known good equipment is required prior to performing this test: microphone, headset, speaker and avionics receivers. (1) Lamp Test (a) Apply power to the unit by rotating the pilot intercom knob clockwise. (b) The test button checks the internal LED annunciator and marker beacon lamps. Press TEST to confirm operation of the LEDs. Cover the photocell with a finger and observe that the LED annunciators dim automatically. Check the front panel back-lighting and dimming function. Each annunciator contains a lamp for illumination. (2) Fail-safe Operation Check (a) Turn the unit off by rotating the pilot intercom knob counterclockwise. (b) Check fail-safe operation by exercising the COM 1 microphone, microphone key and audio over the headphones. (c) Turn the unit back on to continue testing. (3) Transceiver Operational Check (a) Perform a ramp test radio check by exercising the installed transceivers, microphone, microphone key and audio over the headphones and speaker. (b) Verify that communications are loud and clear and push-to-talk (PTT) operation is correct. (4) Intercom System (ICS) Check (a) Set the intercom to the ALL mode (Crew and Pilot LEDs off). (b) Plug in headsets at each ICS position. (c) Adjust squelch and volume for each position and verify that the ICS is working properly. (d) Check Pilot and Copilot ICS positions for isolation and proper operation of volume and squelch controls. (e) Press the PA button. Verify that microphone audio is heard over the speaker. (5) Aircraft Receivers Check (a) Select the audio source corresponding to each installed avionics unit and check for audio over the headsets. (b) Check for Pilot/Copilot audio isolation when pressing the COM 1/2 button. (c) Press the SPKR button and verify that any selected audio is heard over the speaker. (6) Music System Check Connect a stereo music source to MUSIC 2. Press the CREW button to set the ICS to the crew mode. Verify that stereo audio is heard in the passenger headsets only. B. In Flight Verify proper operation of the marker lamps and marker audio, including the marker audio mute function. Check proper operation of the marker sensitivity selection (using the SENS button) by flying towards the outer marker position initially using HI sensitivity. When the OM audio is just barely audible in the headset, switching to LO sensitivity should reduce or eliminate the audio.
PAGE 2 Dec 31/04
23-50-00
2G22
N53238
GARMIN
GMA 340
A OM
SQ OFF/ VOL
MKR
MUTE
COM1
COM2
COM3
NAV1
NAV2
DME
ADF PILOT
SQ VOL
PULL PASS VOL
TEST
HI LO SENS
SPKR COM1 MIC COM2 MIC COM3 MIC COM 1/2

CABIN AUDIO
ICS ISOLATION
PILOT
PA
CREW
CO-PILOT
GMA-340 Audio Panel Figure 2
3.
Adjustment (See Figure 3.) CAUTION: USE ONLY A 2 MM (MAX BLADE WIDTH) FLAT-BLADE NONCONDUCTIVE SCREW DRIVER AS AN ADJUSTMENT TOOL. BE CAREFUL WHEN INSERTING ADJUSTMENT TOOL THROUGH THE TOP COVER. THE UNIT MAY BE DAMAGED IF AN ADJUSTMENT TOOL IS ACCIDENTALLY FORCED AGAINST UNINTENDED COMPONENTS OR CIRCUIT BOARD PATHS. The following adjustments can be made through access holes in the top cover of the GMA 340: A. Marker beacon audio level. Counter-clockwise adjustment increases the marker audio level. B. Marker beacon sensitivity. Clockwise (CW) adjustment increases the sensitivity. LOW sensitivity can be adjusted without affecting HIGH sensitivity setting. Adjusting HIGH sensitivity will, however, affect the LOW sensitivity. If the HIGH sensitivity setting is adjusted, then the LOW sensitivity setting should be checked and adjusted afterwards, as needed. If your GMA-340 top cover does not have the marker beacon sensitivity adjustment access holes as indicated in Figure 3, and you need to adjust the sensitivity, contact Garmin for instructions. C. D. E. Aircraft radio speaker output level. Pilot PA microphone speaker output level. Copilot PA microphone speaker output level.
2G23
PAGE 3 23-50-00 Dec 31/04
N53238
MARKER BEACON HIGH SENSITIVITY
MARKER BEACON LOW SENSITIVITY
PILOT PA MIC SPKR LEVEL
AIRCRAFT RADIO SPKR LEVEL
CO-PILOT PA MIC SPKR LEVEL
MARKER BEACON AUDIO LEVEL
MUSIC 1 MUTE TRIP LEVEL (NOT USED IN THIS INSTALLATION)
FRONT (VIEW LOOKING DOWN)
GMA-340 Audio Panel Adjustments Figure 3
PAGE 4 Dec 31/04
23-50-00
2G24
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL STATIC DISCHARGING
1.
Static Wicks A. Description This airplane is equipped with 16 static wicks: three on the outboard end of each aileron, three on the outboard half of each side of the elevator; two on the right-hand side of the rudder and one on the left-hand side of the rudder and one in the center of the elevator trim tab. B. Inspection Static discharging wicks must be inspected each 100 hours as follows: (1) General appearance and physical condition. (2) Security of attachment to airframe. (3) Discharge points visible. (4) Resistance (1.0 to 100 megohms, 500 to 1,000 volt megohmmeter). (5) Base resistance to airframe (one (1) ohm maximum).
2.
Bonding Straps To aid in dissipating static electricity buildup, the ailerons, elevator and rudder are bonded to either the controls hinge or spar. When replacing the jumper assemblies (bonding straps), secure the end of the jumper that mounts to the controls hinge or spar as follows: A. B. C. Clean an area of 1 1/2 times the diameter of the jumpers washer down to bare metal. Attach the jumper and washer to the controls hinge or spar. Seal the cleaned area with zinc chromate primer and acrylic lacquer.
2H1
23-60-00
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23-60-00
2H2
N53238
CHAPTER
24
ELECTRICAL POWER
2H3
N53238
2H4
N53238
PAGE 1 2 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
DATE Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Jul 1/00 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Mar 6/03 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00
PAGE 1 2 1 2 3 4
DATE Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00
24-50-00
24-00-00
24-30-00
2H5
PAGE 1 Dec 31/04
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PAGE 2 Jul 1/00
2H6
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 24 - ELECTRICAL POWER TABLE OF CONTENTS
SUBJECT GENERAL DC GENERATION
SECTION 24-00-00 24-30-00
PAGE 1 1 1 1 8 8 8 9 9 10 11 12 12 13 15 15 15 17 18 19 19 19 23 23 26 26 26 27 28 28 28 29 29 30 1 1 1 1 1
GRID NO. 2H9 2H11 2H11 2H11 2H18 2H18 2H18 2H19 2H19 2H20 2H21 2H22 2H22 2H23 2I1 2I1 2I1 2I3 2I4 2I5 2I5 2I5 2I9 2I9 2I12 2I12 2I12 2I13 2I14 2I14 2I14 2I15 2I15 2I16 2I17 2I17 2I19 2I19 2I19
Description Troubleshooting Electrical System Functional Test Main Electrical Bus Avionics Bus Voltage Regulation and Control Voltage Adjustment Distribution Starter Generator Adjusting Starter Generator Precautions Cleaning and Inspection Generator Control Unit (GCU) Troubleshooting Static Tests Operational Tests Alternator Removal Installation Alternator Drive Belt Tension Alternator Control Unit Bench Test of Alternator Control Unit (Lamar B-00382-1) Batteries Definitions Precautions Removal Cleaning Battery Installation Battery Charging Capacity Test Storage Limitations Disposal EXTERNAL POWER 24-40-00
Emergency Starting through External Power Receptacle ELECTRICAL LOAD DISTRIBUTION Electrical Load Volt / Ammeter 24-50-00
2H7
24 - CONTENTS
PAGE 1 Jul 1/00
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PAGE 2 Jul 1/00
24 - CONTENTS
2H8
N53238
This section contains information to assist in servicing the electrical power distribution systems and components. This chapter does not include autopilot or avionics service information. Refer to Chapter 91 for electrical systems schematics. WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) The electrical system is 28 Vdc, negative ground, consisting of: A. B. C. D. E. F. G. H. I. J. One 200 amp APC Starter/Generator One 130 amp Electrosystems Alternator One Lamar Generator Control Unit One Lamar Alternator Control Unit One digital Voltmeter. Dual digital Ammeters Tri-fed main power distribution bus/tie bus One (or two) Concorde valve-regulated lead acid battery(s) with a 38 (or combined 29) amp hour capacity External power provisions Visual annunciation with alternator and generator INOP sensors standard standard standard standard standard standard standard standard standard standard
Power for the 28 Vdc negative ground tri-fed split bus electrical system is supplied by a direct driven 200 ampere generator and a belt driven 130 ampere alternator. The generator and the alternator are located on the aft end of the engine. Both units run at the same time. The generator is the primary current source and the alternator is the back-up. The units that control the generator and the alternator are adjusted such that the generator furnishes all of the load and the alternator is in active standby mode. In the event that the generator should fail or be turned off for any reason, the alternator picks up the entire load. The 24 Vdc lead acid battery(s), with a 38 (or combined 29) ampere hour capacity, are located in the battery compartment in the right hand side of the nose of the aircraft just forward of the wing leading edge. The batteries provide power for engine starting and also act as an emergency source of electrical power in the event the generator and the alternator should both fail. Electrical switches are located as follows: An overhead switch panel located above the windshield (see 11-30-00, Figure 2). Avionics and systems switches located on the instrument panel. Environmental control panel installed in the instrument panel. A battery bus, located in the engine compartment, provides a continuous source of power for the courtesy lights, digital clock and memory function of the entertainment console. Because the battery bus is connected directly to the battery, power is available for these functions even when the Battery Master switch is OFF. The battery bus contains fuses to protect these circuits. The EMERGENCY/GROUND CLEARANCE BUS is activated by depressing the EMER/GND CLEAR switch on the overhead switch panel. The bus is tied directly to the battery via a relay and may be activated even if the battery master switch is turned off. The EMER/GND CLEARANCE bus provides power to #1 Comm, #1 Nav/GPS, Audio/Marker panel, gear warning lights and instrument panel lights. It is used for such things as filing flight plans prior to turning the battery master switch ON or providing emergency power to systems required to land the aircraft in the event of a total electrical failure.
2H9
24-00-00
PAGE 1 Dec 31/04
N53238
When the Battery Master switch, located on the overhead switch panel, is turned ON, the battery contactor closes, enabling current to flow from the battery to both the start contactor and the tie bus located on the lower right section of the Co-Pilots instrument panel. Should the airplane's batteries be depleted, a receptacle (located behind a small access door on the left side of the aft fuselage) permits using an external 28 Vdc power source for engine start. With the Battery Master switch OFF, connecting an appropriate external source completes a circuit that closes the external power contactor, permitting current to flow to the starter/generator and the tie bus. Whether using the airplanes batteries, or external power, tie bus overcurrent protection is provided by the 150 ampere Battery circuit breaker. A Volt/Amp/Rudder Trim Position indicator is located in the center of the lower portion of the instrument panel. The digital voltmeter incorporated therein is connected to the tie bus to indicate system voltage on the bus. The dual ammeters provide separate readouts to indicate Generator and Alternator load current. A low voltage monitor in the indicator will illuminate a "LOW BUS VOLTS" light on the annunciator panel, which is located at the top center of the instrument panel, when the voltage on the tie bus is 25 Vdc or less. NOTE: When using only the airplane's batteries or a 24 volt external power source, the "LOW BUS VOLTS" annunciator may be illuminated. Check the voltmeter for actual voltage. The generator and the alternator each have their own independent ON-OFF switch located on the overhead switch panel. Each system also has it's own solid state voltage regulator which regulates field voltage to its respective device. When selected ON, the output of the generator and the alternator is fed through individual shunts to the tie bus. The shunts provide a signal to the Volt/Amp/Rudder Trim Position indicator to indicate the amount of current each device is providing. The alternator is tied to the bus by a 150 ampere circuit breaker. The generator is tied to the bus by a line contactor which is controlled by the generator control unit (GCU). Should an overvoltage or field ground fault condition occur in the alternator system, it's alternator control unit (ACU) will turn off the output to the alternator field. Once the fault has been cleared the alternator system may be turned back on by turning the alternator switch on the overhead switch panel OFF and then back ON. Should an overvoltage or ground fault condition occur in the generator system the GCU will open the line contactor and place itself in the tripped mode. Once the fault has been cleared the generator can be put back on line by resetting the Generator control circuit breaker (on the lower right hand instrument panel) and turning the generator switch on the overhead switch panel OFF and then back ON. Any time the alternator or the generator is turned OFF an "ALT INOP" or "GEN INOP" light will be illuminated on the annunciator panel. The engine start system has an Auto and a Manual mode. Auto mode is considered the normal mode. When in Auto you momentarily depress the PUSH START switch, this will engage the starter and the starter will run until 56% Ng at which time the starter disengages. Pressing the PUSH START switch (in AUTO) at higher than 56% Ng will not re-engage the starter. Should it be necessary to abort a start in AUTO mode, the pilot just has to place the AUTO/MANUAL switch in the manual position. When in MANUAL mode the starter will run only while the PUSH START switch is depressed. The main electrical bus with associated circuit breakers is located on the pilots forward and aft side panels. The non-essential bus and the AVIONICS NO.1 and AVIONICS NO.2 busses are located on the co-pilot's side panel. The two avionics busses are interconnected via a 25 ampere bus tie circuit breaker. Current is fed to the main bus by three conductors. Three in-line diodes provide isolation in the event of a ground fault in one of the feeder lines. The three feeders are protected by two 80 amp and one 100 amp circuit breakers. The non-essential bus is also fed by the 100 amp circuit breaker. The two avionics busses are fed through independent contactors. The feeders to the contactors are protected by 35 ampere circuit breakers. When the AVIONICS switch on the overhead switch panel is depressed, both avionics contactors close allowing current to flow to both avionics busses. Should the need arise, either avionics bus can be isolated by pulling the avionics bus BUS TIE circuit breaker and the appropiate avionics circuit breaker.
PAGE 2 Jul 1/00
24-00-00
2H10
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL DC GENERATION
1.
Description Power for the 28 Vdc negative ground tri-fed split bus electrical system is supplied by a direct driven 200 ampere generator and a belt driven 130 ampere alternator. The generator and the alternator are located on the aft end of the engine. Both units run at the same time. The generator is the primary current source and the alternator is the back-up. The units that control the generator and the alternator are adjusted such that the generator furnishes all of the load and the alternator is in active standby mode. In the event that the generator should fail or be turned off for any reason, the alternator picks up the entire load. Two 24 Vdc lead acid batteries, with a combined 29 ampere hour capacity, are located in the battery compartment in the right hand side of the nose of the aircraft just forward of the wing leading edge. The batteries provide power for engine starting and also act as an emergency source of electrical power in the event the generator and the alternator should both fail. The generator and the alternator each have their own independent ON-OFF switch located on the overhead switch panel. Each system also has it's own solid state voltage regulator which regulates field voltage to its respective device. When selected ON, the output of the generator and the alternator is fed through individual shunts to the tie bus. The shunts provide a signal to the Volt/Amp/Rudder Trim Position indicator to indicate the amount of current each device is providing. The alternator is tied to the bus by a 150 ampere circuit breaker. The generator is tied to the bus by a line contactor which is controlled by the generator control unit (GCU). Should an overvoltage or field ground fault condition occur in the alternator system, it's alternator control unit (ACU) will turn off the output to the alternator field. Once the fault has been cleared the alternator system may be turned back on by turning the alternator switch on the overhead switch panel OFF and then back ON. Should an overvoltage or ground fault condition occur in the generator system the GCU will open the line contactor and place itself in the tripped mode. Once the fault has been cleared the generator can be put back on line by resetting the Generator control circuit breaker (on the lower right hand instrument panel) and turning the generator switch on the overhead switch panel OFF and then back ON. Any time the alternator or the generator is turned OFF an "ALT INOP" or "GEN INOP" light will be illuminated on the annunciator panel.
2.
Troubleshooting See Charts 1 and 3.
2H11
24-30-00
PAGE 1 Mar 6/03
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 1 of 6) TROUBLESHOOTING (ELECTRICAL SYSTEM) Trouble Cause STARTER GENERATOR
Remedy
Unit fails to operate or does not attain normal speed.
Low voltage power source.
Check the power source to make certain that full voltage is being applied to starter terminals. Replace switch. Replace contactor. Replace the armature assembly. Replace the stator and housing assembly. Check brush seating and increase brush run-in time. Refinish commutator. Replace stator and housing assembly. Replace bearings.
Defective switch in power supply line. Defective starter contactor. Damaged armature. Short circuited or open stator windings. Improperly seated brushes. Eccentric commutator. Excessive sparking at brushes. Short circuited or grounded field windings. Excessive clearance in bearings or rough bearing races. Eccentric commutator. Short circuit in armature windings. Brushes incorrectly installed with top bevel reversed. Armature out of balance. Insufficient brush run-in; improper seating. Severe overload or short circuit in aircraft electrical system. Brushes sticking in holders. Weak brush springs. Brushes loose in holder.
Refinish commutator. Replace armature assembly. Reverse and reseat Balance or replace armature. Run in brushes until seated. Locate and correct fault.
Free-up brushes. Replace brush holders. Replace brushes. If still loose, replace brush holder assemblies.
PAGE 2 Jul 1/00
24-30-00
2H12
N53238
CHART 1 (Sheet 2 of 6) TROUBLESHOOTING (ELECTRICAL SYSTEM) Trouble Noisy operation. Cause Rough bearings. Scored or worn drive splines. Armature rubbing in stator. Fan blades bent and rubbing. Unit vibrates. Unbalanced armature assembly. Excessive run-out of armature bearings. Fan damaged or out of balance. Generator overheats. Continuous overload or restricted air inlet. Remedy Replace bearings. Replace drive shaft. Repair or replace defective parts. Straighten or replace fan. Balance or replace armature assembly. Replace armature bearings. Rebalance or replace fan. Check aircraft electrical system for grounds, etc. Make correction as necessary. Replace stator and housing assembly. Replace armature.
Starter-generator fails starting test.
Short circuited or open stator winding. Open circuit in armature.
2H13
24-30-00
PAGE 3 Jul 1/00
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 3 of 6) TROUBLESHOOTING (ELECTRICAL SYSTEM) Trouble Cause ALTERNATOR
Remedy
Zero output indicated on ammeter regardless of rpm. (refer to alternator system test procedure)
Open field circuit
With the battery switch turned on, check for battery voltage from the airplanes main bus through the entire field circuit to the alternator field terminal. Measure the voltage from the ground (-) to the following points (+) in sequence: bus bar, field circuit breaker (5A), field terminals of master switch alternator control unit and alternator field terminal. Interruption of voltage through any of these points isolates the faulty component or wire which must be replaced. (See wiring schematic, Chapter 91.)
Open output circuit.
With the battery switch turned on, check for battery voltage from the airplanes main bus through the entire output circuit to the alternator battery post. Measure voltage from ground (-) to the following points (+) in sequence: bus bar, output current limiter, ammeter, and the post on the alternator marked BAT. Interruption of voltage through any of these points isolates the faulty component or wire which must be replaced. (See wiring schematic, Chapter 91.)
PAGE 4 Jul 1/00
24-30-00
2H14
N53238
CHART 1 (Sheet 4 of 6) TROUBLESHOOTING (ELECTRICAL SYSTEM) Trouble Zero output indicated on ammeter regardless of rpm (continued) Cause Open field winding in alternator. Remedy Disconnect field terminal of alternator from field wiring and check for continuity from field terminal to ground with ohmmeter (20-100 ohms) depending on brush contact resistance. (Slowly turn alternator rotor through 360 of travel.) If resistance is high, check brushes for spring tension and excessive wear and replace if necessary. If brushes are okay and field reads open, replace alternator. Shunt resistor 1 amp fuse(s) open. Output indicated on ammeter does not meet minimum values specified in alternator control unit (ACU) test procedure. Faulty or mis-adjusted ACU. Replace fuse(s). Start engine, turn on load (ref. ACU test procedure), set power lever at 2000 RPM. Check voltage at buss bar. Voltage should be 28 volts minimum. If voltage is below this value, adjust voltage per 24-30-00, Voltage Adjustment. If adjustment cannot correct the condition, replace ACU.
2H15
24-30-00
PAGE 5 Jul 1/00
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 5 of 6) TROUBLESHOOTING (ELECTRICAL SYSTEM) Trouble Cause ALTERNATOR (cont.)
Remedy
Output indicated on ammeter does not meet minimum values specified in alternator control unit test procedure. (cont.)
High resistance connections in field or output circuit.
Check visually for loose binding posts at the various junction points in system, alternator post marked BAT, lugs on ammeter, connections at alternator control unit, circuit breaker, etc. (See wiring schematic, Chapter 91.) Examine crimped terminal ends for signs of deterioration at crimp or strands of broken wire at crimp. Tighten any loose binding posts or replace bad wire terminals.
Open rectifier.
If any of the rectifiers of the alternator open up internally, it will result in a definite limitation on the current that can be drawn from the alternator. After having checked the previous causes of low output it can be assumed that a faulty rectifier exists. Test ACU per 24-30-00, Bench Test of Alternator Control Unit. - If ACU fails test, replace ACU. - If ACU passes test, check harness for short. (See wiring schematic, Chapter 91.)
Field circuit breaker trips.
Short circuit in alternator control unit (ACU) or harness.
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CHART 1 (Sheet 6 of 6) TROUBLESHOOTING (ELECTRICAL SYSTEM) Trouble Excessive ammeter fluctuation. Cause Excessive resistance in field circuit. Remedy Check all connections and wire terminals in field circuit for deterioration such as loose binding posts, broken wire strands at terminals, etc. Tighten all connections and replace faulty terminals. If problem persists, jump across the terminals of the following components one at a time until the faulty unit is isolated. a. Field 5-amp (CB). b. Alternator switch. Defective alternator. control unit. Faulty grounds. Replace alternator control unit. Completely clean all corrosion from grounding points.
High field circuit resistance.
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3.
Electrical System Functional Test (Ref. PPS-60094-2.) Whenever electrical system work involving the major system busses is completed, verify correct connections as follows: A. Prior to application of external or battery power pull the following circuit breakers: (1) 150 Amp ALTERNATOR FEED (CB302) (2) (3) 80 Amp MAIN BUS FEED (2) (CB306, CB307) 40 Amp AVIONICS FEED (2) (CB304, CB305)
(4) 100 Amp NON-ESSENTIAL FEED (CB308) (5) 150 Amp BATT/EXT PWR FEED (CB301) B. With a Volt-ohm Meter set to the diode check scale, read between the load side of CB306, CB307 and CB308 to verify that bus isolation diodes CR331L, CR331R and CR331M, located on the pilots side below the aft circuit breaker panel, are not shorted. (Check both polarities.) Turn on battery master switch. Engage CB301 (BATT/EXT PWR) breaker. Verify Battery voltage on Volt/Amp meter. Turn off battery master switch and observe no voltage on meter. Apply external power (28 vdc). Verify voltage on Volt/Amp meter. Engage CB306 (LH Main Bus Feed). Verify items on the main bus are operable. Disengage CB306 and engage CB307 (RH Main Bus Feed). Verify items on the main bus are operable. Turn on avionics master switch and engage CB304 (LH Avionics Feed). Verify items on the #1 & #2 avionics bus are operable. Open CB368 (Avionics BUS Tie) and observe items on the #2 avionics bus are inoperative. Engage CB305 (RH Avionics Feed). Observe items on the #2 avionics bus are once again operable. Re-engage CB368. Engage CB308 (Non-Essential Bus Feed). Observe items on the non-essential bus are operable. Engage CB302 (Alternator Output). With a voltmeter verify 28VDC on the + output terminal of the altemator. Re-engage all open circuit breakers, turn off avionics master switch and disconnect external power.
C. D. E. F.
G. H. I. 4.
Main Electrical Bus The main electrical bus with associated circuit breakers is located on the pilots forward and aft side panels. Current is fed to the main bus by three conductors. Three in-line diodes provide isolation in the event of a ground fault in one of the feeder lines. The three feeders are protected by two 80 amp and one 100 amp circuit breakers. The non-essential bus is also fed by the 100 amp circuit breaker.
5.
Avionics Bus The AVIONICS NO.1 and AVIONICS NO.2 busses are located on the co-pilot's side panel. The two avionics busses are interconnected via a 25 ampere bus tie circuit breaker. The two avionics busses are fed through independent contactors. The feeders to the contactors are protected by 35 ampere circuit breakers. When the AVIONICS switch on the overhead switch panel is depressed, both avionics contactors close allowing current to flow to both avionics busses. Should the need arise, either avionics bus can be isolated by pulling the avionics bus BUS TIE circuit breaker and the appropiate avionics circuit breaker.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Voltage Regulation and Control
6.
Voltage regulation and control is provided for the starter generator by a Lamar Generator Control Unit (GCU) and for the alternator by a Lamar Alternator Control Unit (ACU). Both units regulate voltage through control of field voltage and automatic overvoltage protection. The only adjustment on each is the voltage adjust potentiometer. GCU voltage should be set at 28.4 .2 Vdc and ACU voltage should be set at 27.0 .2 Vdc per the voltage adjustment procedure below. The starter generator and the alternator each have their own independent ON-OFF switch located on the overhead switch panel. Should an overvoltage or field ground fault condition occur in the alternator system, it's alternator control unit will turn off the output to the alternator field. Once the fault has been cleared the alternator system may be turned back on by turning the alternator switch on the overhead switch panel OFF and then back ON. Should an overvoltage or ground fault condition occur in the generator system the GCU will open the line contactor and place itself in the tripped mode. Once the fault has been cleared the generator can be put back on line by resetting the Generator control circuit breaker (on the lower right hand instrument panel) and turning the generator switch on the overhead switch panel OFF and then back ON. Any time the alternator or the generator is turned OFF an "ALT INOP" or "GEN INOP" light will be illuminated on the annunciator panel. 7. Voltage Adjustment (Ref. PPS-60184-1, Rev. A.) NOTE: The following is effective for S/Ns 4697124 and 4697126 & up; and, also for S/Ns 4697001 thru 4697123 and 4697125 with Kit No. 767-307 installed. The generator control unit (GCU) and the alternator control unit (ACU) work independently of each other. In order to be able to run the alternator and generator at the same time it is necessary to adjust their outputs to have the generator putting out 28.4 .2 VDC and the alternator putting out 27.0 .2 VDC. The generator and alternator do not share the load at any time. NOTE: The alternator is normally in an active standby mode. Under normal conditions the generator carries the full load. If the generator fails, the alternator immediately picks up the load. A. Pre-adjust the GCU with a bench test fixture as follows: (Ref. PPS-60184, Appendix A.) (1) Remove the GCU from the airplane and connect it to a bench test fixture as shown in Figure 1. (2) Voltage Adjustment Turn on power supply and increase voltage output slowly while observing the "Field" light. The Field light will get brighter with increasing voltage until it reaches the regulator set point at which time the Field light goes out. Adjust the GCU and repeat procedure until the Field light goes out at 28.4 VDC. (3) Line Contactor Check Observe that the "LC light stays off until the voltage at pin B equals or exceeds pin A. (4) Over Voltage Check. As the power supply voltage is increased above the regulation set point (Field light goes out) the LC light will stay on until the overvoltage point is reached (32 --> 33 VDC). At this point the LC light will abruptly go out and the bench power supply will current limit. Shut down the bench supply and lower its output voltage to approximately 28 VDC to reset the overvoltage condition.
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PPS 60184
+
BATT. 18-24V **
VARIABLE POWER SUPPLY (CURRENT LIMITED TO LESS THAN 1-2 AMPS. )
+
IN4004 (OR EQUIV.) FIELD 28V BULBS
M
LC
GCU
G L D
** USE SMALL BATTERIES, SUCH AS TWO 9V IN SERIES.
GCU Bench Test Set-up Figure 1
B.
With the GCU pre-adjusted and installed in the airplane, start the engine and proceed as follows: (1) With the engine running turn on the generator only and establish a 50 amp 3 load. Verify or adjust the generator output at 28.4 .2 VDC. (2) Tum off the generator and tum on the alternator. Adjust the ACU to give an alternator output of 27.0 .2 VDC. (3) Turn the generator back on and observe the following: (a) "ALT INOP" light extinguished. (b) "GEN INOP" light extinguished. (c) Generator is carrying the full load. (d) Turn off the generator and verify that the alternator assumes the full load.
8.
Distribution See 24-50-00, Chart 1, and 91-24-30, Figure 1.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Starter Generator
9.
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) The instructions contained in this manual provide a guide for line maintenance, inspection, and brush replacement only. CAUTION: DO NOT HOLD THE PUSH START SWITCH IN ANY LONGER THAN THE TIME REQUIRED FOR A NORMAL ENGINE START. OTHERWISE, THE UNIT CAN BE DAMAGED BY EXCESSIVE TEMPERATURES CAUSED BY LARGE STARTING CURRENTS IF A NORMAL START IS NOT EFFECTED. The starter generator is located on the upper part of the engine accessory section. The purpose of the unit is to provide torque for engine starting and to generate dc electrical power. When this unit is being used as a starter, it may be energized by aircraft batteries or through the use of an external power source. When the unit is being utilized as a generator, it will provide rated dc output when operated at rated speeds. This generated electrical power is then used as the primary power source to operate the aircraft electrical systems. The starter generator incorporates its own cooling system which consists of an air inlet duct, exhaust duct, and an integral four-bladed fan. Cooling is obtained by routing the outside ram air through the air inlet duct which is then driven through the unit by the four-bladed fan and vented into the engine compartment. The engine start system has an Auto and a Manual mode controlled by switches on the overhead switch panel. Auto mode is considered the normal mode. With the battery master switch on, and in Auto mode, momentarily depressing the PUSH START switch will engage the starter and the starter will run until 56% Ng at which time the starter disengages. Pressing the PUSH START switch (in AUTO) at higher than 56% Ng will not re-engage the starter. Should it be necessary to abort a start in AUTO mode, place the AUTO/MANUAL switch in the manual position. When in MANUAL mode the starter will run only while the PUSH START switch is depressed. In detail, depressing the PUSH START switch with the battery master switch on, in either mode, closes the starter contactor. Power is then supplied through the master contactor to the field windings and the armature windings of the starter unit creating a strong magnetic field. This magnetic field in the armature combines with that existing in the field windings of the starter unit to drive the armature as required to start the engine. When operating as a generator after engine start, the generator has its own independent ON-OFF switch located on the overhead switch panel and its own solid state voltage regulator (i.e. - GCU). When selected ON, the output of the generator is fed through a shunt to the tie bus. The shunt provides a signal to the Volt/Amp/Rudder Trim Position indicator (on the instrument panel) to indicate the amount of current the generator is providing. The generator is tied to the bus by a line contactor which is controlled by the generator control unit (GCU). Should an overvoltage or ground fault condition occur in the generator system the GCU will open the line contactor and place itself in the tripped mode. Once the fault has been cleared the generator can be put back on line by resetting the Generator control circuit breaker (on the lower right hand instrument panel) and turning the generator switch on the overhead switch panel OFF and then back ON. Any time the generator is turned OFF the "GEN INOP" light will be illuminated on the annunciator panel.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 2 STARTER GENERATOR SERVICE TEST SPECIFICATIONS
DC Starter-Generator Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rating (kw). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Current @ max. RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Voltage (gen. output) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed range (rpm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rated Continuous Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direction of rotation when viewing shaft end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Voltage (starter, max.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Generator output terminal designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Negative terminal designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Positive field-terminal designation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Equalizer terminal designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting terminal designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brush life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
200SGL145Q 6 200 amps 28.5 Vdc (nominal) 7,050-12,000 12,000 RPM CCW 28 B+ EA+ D C+ 23.8 lbs. (w/QAD) 500 hours min.
A.
Adjusting Starter Generator There are no adjustments to the starter generator The only adjustment necessary to maintain proper generator output is located on the generator control unit. See Voltage Adjustment, above.
B.
Precautions Since the starter generator and generator control unit are designed for use on a single polarity type electrical system, the following precautions must be observed when servicing the charging circuits. CAUTION: FAILURE TO OBSERVE THESE PRECAUTIONS COULD RESULT IN SERIOUS DAMAGE TO THE ELECTRICAL EQUIPMENT. (1) When installing a battery, ensure that the ground polarity of the battery and the ground polarity of the starter generator is the same. (2) When connecting a booster battery, make certain to connect the negative battery terminals together and the positive battery terminals together. (3) When connecting a charger to a battery, connect the charger positive lead to the battery positive terminal and the charger negative lead to the battery negative terminal. (4) Never operate the starter generator on an open circuit. Make absolutely certain all connections in the circuit are secure. (5) Do not short across or ground any of the terminals on the starter generator or generator control unit.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Cleaning and Inspection (1) Removal (a) Open left gull-wing engine access door. (See 71-10-00.) (b) Disconnect and mark electrical wiring at terminal block. (c) Disconnect cooling air inlet hose.
(d) Disconnect the alternator cooling air inlet hose at the hatchback cowling air inlet and fold it back out of the way. CAUTION: THE STARTER GENERATOR MUST BE SUPPORTED BEFORE LOOSENING THE HOLDING CLAMP AS DAMAGE TO THE SPLINE MAY OCCUR. (d Support starter generator and loosen clamp between QAD and starter generator. (e) Remove starter generator by sliding aft, to the left and lifting out of engine compartment. (2) Cleaning (a) Remove generator from aircraft. (See Removal, above.) (b) Remove end bell brush inspection cover. Do not remove brushes during internal cleaning and resistance check procedures. (c) Internal: WARNING: WHILE USING COMPRESSED AIR, WEAR GOGGLES OR FACE SHIELD TO PROTECT EYES. DO NOT AIM AIR JET AT EXPOSED SKIN. USE A DUST FILTER RESPIRATOR. CAUTION: TO PREVENT DAMAGE TO BEARING SEALS AND TO AVOID FORCING CONTAMINANTS INTO BEARINGS, DO NOT AIM AIR JET AT BEARINGS 1 Remove carbon and copper dust from armature and stator windings using a low pressure (40 psi) air supply and nozzle. Start at the drive end of unit and work toward the brushes and commutator area. WARNING: STODDARD SOLVENT IS TOXIC AND COMBUSTIBLE. DO NOT BREATHE VAPORS. USE IN WELL VENTILATED AREA FREE FROM SPARKS, FLAME, AND HOT SURFACES. WEAR SPLASH GOGGLES, SOLVENT RESISTANT GLOVES, AND OTHER PROTECTIVE GEAR. IN CASE OF SKIN CONTACT, WASH WITH SOAP AND WATER; IN CASE OF EYE CONTACT, FLUSH EYES WITH WATER AND SEEK MEDICAL ATTENTION. CAUTION: DO NOT USE LUBRICANTS OR UNAUTHORIZED SOLVENTS, WHICH CAN REDUCE BRUSH LIFE. 2 3 Inspect interior of unit for oil and other contaminants. Wipe contaminants with clean cloth moistened with Stoddard solvent (Federal Specification P-D-680, Type 1). Perform an insulation check using a volt-ohmmeter or equivalent (50-volt maximum) source tester. The dc resistance between generator output terminal B and the machine frame must measure at least 10,000 ohms. If resistance again measures less than 10,000 ohms, return unit to an authorized overhaul center for repair. Inspect air intake and exhaust screens for foreign material. Carefully remove foreign material and check for possible internal damage to unit.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (d) External: 1 Ensure that end bell brush inspection cover is installed to unit.
WARNING: STODDARD SOLVENT IS TOXIC AND COMBUSTIBLE. DO NOT BREATHE VAPORS. USE IN WELL VENTILATED AREA FREE FROM SPARKS, FLAME, AND HOT SURFACES. WEAR SPLASH GOGGLES, SOLVENT RESISTANT GLOVES, AND OTHER PROTECTIVE GEAR. IN CASE OF SKIN CONTACT, WASH WITH SOAP AND WATER; IN CASE OF EYE CONTACT, FLUSH EYES WITH WATER AND SEEK MEDICAL ATTENTION. 2 Thoroughly clean exterior of unit with soft, clean cloth moistened with Stoddard solvent (Federal Specification P-D-680, Type 1). Wipe dry with a clean, lint-free cloth.
Starter Generator Brush Wear Indicators Figure 2 (3) Generator Brush Inspection Generator brush inspection is recommended at 100 hour intervals. By means of the diagonal wear groove on the side of each brush, which shows 100% useful life when new, the percentage of remaining useful life is easily estimated at each inspection. Inspect generator brushes as follows to determine continued airworthiness: (a) Remove end bell brush cover from unit. (b) Remove screws securing brush leads to brush holders. With a stiff wire hook, lift springs from brushes and remove brushes. NOTE: If brushes will be reused, mark each brush to allow that the brush will be installed into brush holder that it was removed from. (c) Determine remaining life of each brush (refer to Figure 2). If any one brush is estimated to be worn out before the next inspection or overhaul, remove the starter-generator and place all brushes per manufacturer guidelines. See latest revisions of Aircraft Parts Corp. service bulletins 19-SB150SG105 and 19-SB150SG124. NOTE: If new brushes (including instant-filming (IF) types) have been installed, seating / run-in is required by the starter-generator manufacturer. (d) After inspection, replace end bell brush cover. Ensure that cover is seated in housing recess and that exhaust air holes are located adjacent to terminal block.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (4) Installation
(a) Lubricate shaft assembly with a thin, even, coat of turbine oil. (b) Position starter generator aft of the QAD and taking care to ensure the drive shaft splines mesh, slide it forward until it fully seats in the QAD. (c) Continue to support the starter generator and tighten the clamp. (d) Connect cooling air inlet hose. (e) Connect electrical wiring at terminal block. (f) Connect alternator cooling air inlet hose to the hatchback cowling air inlet. (g) Close left engine access gull-wing door. (See 71-10-00.) 10. Generator Control Unit (GCU) The system uses one Lamar GC-22 generator control unit (voltage regulator). It only has one adjustment -- the voltage control. See Voltage Adjustment, above. A. Troubleshooting See Chart 3. B. Static Tests The following static tests are quick and easy and enable localizing some problems without starting the engine. A Lamar TE02-1 Breakout Box test set and an ohmmeter are required. (1) Disconnect the aircraft harness from the GCU. (2) Connect the aircraft harness to the breakout harness, but do not connect the breakout harness to the GCU. (3) Short the ohmmeter probes together and record the reading. Subtract this value from all point to point readings, below. (4) Turn master switch OFF, turn Generator switch ON. (5) With the ohmmeter, measure the following point to point: From Term TE02-1 J S/G To Nominal Term Value (Ohms) B 0 Notes If high. Check Start switch, Generator switch, 10 Amp C/B, and all associated wire and connections. If high, check wire and connections from L to ground. If high, check wire and connections. If high, check wire and connections. If high, suspect S/G field is open. If low, suspect that S/G field is shorted or GCU M to S/G A wire is shorted to ground. If high, check wire and connections. If high, check wire and connections. If high, suspect K405 coil is open. If low, suspect K405 coil is shorted or GCU H to K405 X2 wire is shorted to ground. If high, check wire and connections. If high, check wire and connections.
TE02-1 TE02-1 TE02-1 S/G
L G M A
S/G S/G S/G S/G
E E A E
0 0 0 2
TE02-1 TE02-1 K405
D H X2
S/G K405 S/G
D X2 E
0 0 50
TE02-1 TE02-1
A B
K405 K405
A2 A1
0 0
GCU = Generator Control Unit, S/G = Starter Generator, K405 = Line Contactor Relay
2I1
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CHART 3 (Sheet 1 of 2) TROUBLESHOOTING GENERATOR CONTROL UNIT (GCU) Trouble After engine start, GEN will not come on line unless the Start Switch is engaged momentarily after the Generator Switch is turned on. Cause Field Flash function of GCU inoperative. Remedy Repair or replace GCU.
NOTE: The system can be operated as described without creating further detrimental effects until a convenient time to have the GCU replaced or repaired. During engine shutdown the starter "motors on if the Generator Switch is left on. Reverse current protection function of GCU is defective. Repair or replace GCU.
NOTE: Turning the Generator switch off prior to engine shutdown will correct this condition as a stopgap measure but the operator should be aware that if this precaution is overlooked damage to the starter generator could result. After an engine start the Generator won't come on line (low voltmeter reading and/or LOW VOLTAGE light "ON") but normal generator output voltage exists (nominally 28.4 Vdc) at A1 on the K405 relay. Indicates that the Generator has built up and is being regulated but the K405 relay is not connecting the Generator to the Bus. This can be caused by: a) No output (nominally 28.4 Vdc) on pin H of the GCU (i.e. - defective GCU). b) Output on pin H but no voltage on X2 of K405 relay (i.e. - defective wiring). c) Normal voltage (nominally 28.4 Vdc) from X2 to X1 on K405 relay (i.e. - defective relay). d) Normal voltage (nominally 28.4 Vdc) from both X2 and X1 on K405 relay (i.e. - open ground wire). After engine start, the Generator will not come on line. Voltage at A1 on the K405 relay is only about 1 volt and there is no voltage on pin J of the GCU. The Generator will not come on line and the voltage on A1 on the K405 relay is low (9-16V). Discontinuity in the circuit feeding power to the GCU. The circuit includes the wiring, the 10 Amp C/B, the Generator switch, and the Start switch. The voltage regulator section of the GCU is defective. Repair or replace GCU.
Repair wiring.
Replace relay.
Repair wire.
Verify the 10 Amp C/B is not tripped. Set Generator switch ON and proceed to isolate the discontinuity from A1 on the K405 relay to pin J on the GCU. Repair or replace GCU.
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N53238
CHART 3 (Sheet 2 of 2) TROUBLESHOOTING GENERATOR CONTROL UNIT (GCU) Trouble The voltmeter indicates rapidly increasing bus voltage and then at about 32V suddenly drops to about 24V and then slowly decreases as the batteries discharge. Cause Indicative of an overvoltage trip and may be accompanied by the 10 Amp C/B tripping. In those cases where the C/B does not trip, the system can be restored to normal operation by momentarily turning the Generator switch OFF and then back ON. Remedy If resetting the C/B or cycling the Generator switch restores the system and the Generator stays on line, the GCU is may have an intermittent condition. If the symptoms repeat, the GCU is faulty and should be repaired or replaced.
C.
Operational Tests The Lamar TE02-1 Breakout Box test set can also be used to test GCU performance with the engine running. (1) Disconnect the aircraft harness from the GCU. (2) Connect the aircraft harness to the breakout harness, and connect the breakout harness to the GCU. (3) Uncoil the breakout harness to its full length and take a position well away from the propeller, propeller blast and engine exhaust. (4) Start engine and conduct tests.
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11. Alternator (See Figure 3.) WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) The alternator installed in the PA-46-500TP functions as a secondary power supply, acting as an on-line standby in case the generator fails or is switched OFF. The alternator ON-OFF switch is located on the overhead switch panel. Voltage regulation is provided by a solid state alternator control unit (i.e. - ), which automatically monitors and controls alternator output by controlling the alternator field winding current. When selected ON, the output of the alternator is fed through a shunt to the tie bus. The shunt provides a signal to the Volt/Amp/Rudder Trim Position indicator to indicate the amount of current the alternator is providing. The alternator is tied to the bus by a 150 ampere circuit breaker. Should an overvoltage or field ground fault condition occur in the alternator system, it's alternator control unit will turn off the output to the alternator field. Once the fault has been cleared the alternator system may be turned back on by turning the alternator switch on the overhead switch panel OFF and then back ON. Whenever the alternator is turned OFF the "ALT INOP" light will be illuminated on the annunciator panel.
CHART 4 ALTERNATOR SERVICE TEST SPECIFICATIONS Model Rated Voltage Rated Current Overload Rating Rated Speed Range Continuous Operating Speed Drive Type Minimum Speed for Regulation Maximum Speed for Regulation Minimum External Field Resistance Maximum External Field Resistance Maximum Operating Altitude Weight Rotation Maximum Operating Temperatures Stator Heat Sink Bearing ES-4019-1 28 Volt 130 Amps 145 Amps 5,400 - 10,000 RPM 10,000 RPM Belt 5,400 RPM 12,000 RPM 2.0 Ohms 3.0 Ohms 35,000 Feet 17 lbs. Bi-directional 360 F 300 F 250 F
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL A. Removal (1) Turn battery master switch OFF. (2) Open left engine access gull-wing door. (3) Disconnect the electrical leads to the alternator.
(4) Remove safetywire and loosen alternator belt tension turnbuckle locknut and relieve belt tension. (5) Remove belt. (6) Remove safetywire and unbolt turnbuckle from alternator mounting lug. (7) Support alternator, loosen and remove the bolt, nut, inserts, and washers securing the alternator to the accessory drive assembly. (8) Remove alternator. B. Installation (1) Align alternator mounting lug between accessory drive assembly mounting lugs and loosely fit bolt and inserts. (2) Attach alternator belt tension turnbuckle to alternator mounting lug. (3) Install alternator drive belt. Rotate alternator drive belt. Check belt alignment. As shown in Figure 3, Sheets 2 and 3, add or remove washers as required to obtain correct belt alignment. (4) Tighten alternator mounting bolt. Tighten and safety turnbuckle mounting bolt. (5) Adjust belt tension per Alternator Drive Belt Tension, above. (6) Connect electrical leads to the alternator. (7) Close and secure left engine access gull-wing door. C. Alternator Dive Belt Tension (1) To adjust alternator drive belt tension: (a) Remove lockwire on tension turnbuckle nut. (b) Slightly loosen bolt that attaches tension turnbuckle assembly to accessory drive mounting lug. (c) Tighten or loosen the turnbuckle until desired tension is reached. (d) Then tighten turnbuckle locknut, safetywire it, and retorque and safety mounting lug bolt. (2) Using a Gates Rubber Co. #150 Belt Tensionmeter, check the alternator belt tension as follows: (a) 100 5 lbs. on initial installation of a new belt. After alternator operation of no more than one hour, recheck belt tension and, if required, readjust to service specifications, below. (b) Service adjustment of a used belt is as follows: 1 2 If checked HOT (i.e. - immediately after engine shutdown), and belt tension is below 50 lbs., adjust to 50 lbs. If checked COLD, and belt tension is below 90 lbs., adjust to 90 5 lbs.
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Alternator Installation and Adjustment Figure 3 (Sheet 1 of 3)
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ALTERNATOR BELT TENSION ADJUSTMENT TURNBUCKLE ASSY.
ALTERNATOR
AS REQUIRED TO FILL BOLT GRIP LENGTH, USE WASHERS (NAS1149C0663R (UP TO 2) OR NAS1149C0632R (UP TO 4)) IN ANY COMBINATION. MS20074-06-07 BOLT MS20995-C32 SAFETYWIRE AFTER ADJUSTING ALTERNATOR LOCATION (SEE VIEW A-A), IF REQUIRED TO FILL GAP BETWEEN ALTERNATOR MOUNTING LUG AND TENSION ARM, USE WASHERS (NAS1149C0463R (UP TO 2) OR NAS1149C0432R (UP TO 4)) IN ANY COMBINATION.
AS REQUIRED TO FILL BOLT GRIP LENGTH, USE WASHERS (NAS1149C0463R (UP TO 3) OR NAS1149C0432R (UP TO 6)) IN ANY COMBINATION.
ALTERNATOR BELT TENSION ADJUSTMENT TURNBUCKLE ASSY.
MS21043-4 NUT AN4H11A BOLT MS20995-C32 SAFETYWIRE NAS1149C0463R AFTER ADJUSTING ALTERNATOR LOCATION (SEE VIEW A-A), IF REQUIRED TO FILL GAP BETWEEN ACCESSORY DRIVE MOUNTING LUG AND TENSION ARM, USE WASHERS (NAS1149C0463R (UP TO 2) OR NAS1149C0432R (UP TO 4)) IN ANY COMBINATION.
ACCESSORY DRIVE ASSY.
VIEW B-B
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12. Alternator Control Unit (ACU) The system uses one Lamar B-00382-1 alternator control unit (voltage regulator). It only has one adjustment -- the voltage control. See Voltage Adjustment, above. 13. Bench Test of Alternator Control Unit (Lamar B-00382-1) CAUTION: IN-AIRCRAFT TESTING WITH ALTERNATOR RUNNING IS NOT RECOMMENDED. DO NOT BYPASS REGULATOR BUS TO FIELD AS A MEANS OF CHECKING ALTERNATOR OR OVER VOLTAGE PROTECTION WITH ALTERNATOR RUNNING. A. Setting Up Test Equipment (1) Remove unit from aircraft. (2) Set up the following equipment as shown in Figure 4: Power: Pure dc regulated power supply (A) 28.8V 5A Adjustable 6-12V power supply (B) 0.05A R1 1 ohm R2 650 ohms fine adjustment R3 7.2 ohms dummy load 4A 0-5A dc Precision meter between pins 1 and 8; between pin 3 and power (B) ground; 50 MV precision meter between shunts at pins 6 and 7.
Resistors:
Ammeter: Voltmeters:
Switch: Between R1 and R2 Indicator: 28V light (3) Set up load resistance as follows: (a) Jumper pins 1 and 2. (b) Set dummy load resistance for 4A 28.8V (approximately 7.2 ohms). (c) Remove jumper. B. Voltage Regulator Test (1) Turn power off. (2) Mate unit with test connector. (3) Open switch #1. (4) Apply regulated power supply (A). Hold constant @ 28.3 V 0.025 V. NOTE: Power supply should be adequate for load. If fluctuation occurs, assist with 28 V battery to stabilize current. (5) Allow unit a 2 minute warm up. (6) Reset adjustment on alternator control unit for 1.0 A field current. (7) Decrease power supply (A) to approximately 28.1 V until ammeter shows 3 A field current. (8) Check alternator inoperative indicator by varying power supply (B) to 10.25 0.75 V.
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Red Lavender Orange Yellow Grey
+ 1 7 V 6 4 Dummy Load 2 V Precision Volt Meter R1 Switch 1 R2 -
(A) 28.8 VDC Regulated
Blue
A R3 + (B) 6-12 VDC Variable
Brown Green Black
3 V 5 8 Case V -
Test Connection 9
Bench Test of Alternator Control Unit - Lamar #B-00382-1 Figure 4
+ 1 7 6 4 V Blue 2 K1 + 3 R3 5 Black 8 9
Overvoltage Test of ACU Figure 5
PTT R1 Switch 1 R2
(A)
Switch 2
(B)
Case
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Field Short Test (Refer to Figure 4.)
NOTE: Repeatedly performing this test to prove effective shorted load protection is not recommended. (1) Set the field current to any desired value by adjusting the power supply. (2) Apply a solid short circuit from field terminal to ground. The unit should shutdown the same as if an overvoltage had occurred. (3) Restore operation for additional testing by momentarily removing bus voltage. NOTE: The shorted load circuits do not protect against overload other than a zero resistance short circuit. D. Overvoltage Protection Test (Refer to Figure 5.) (1) Revise connections as follows: (a) Disconnect dummy load. (b) Add 28 V relay (K1). No other connections should be on pin #2. (c) Add a press-to-test (PTT) switch between power supply (A) and pin #1. (d) Add resistor R3 and switch #2. (2) Open switches #1 and #2. Set power supply (B) at 11 V. (3) Set power supply (A) at 31.8 V. Depress PTT and hold for 5 seconds. No activation should occur. (4) Increase power (A) to 32.2 V. Depress PTT. Relay should activate almost instantly. (5) Close switch #2. Increase power to 33.8 V. Depress PTT for 5 seconds. No activation should occur. (6) Increase power to 34.5 V. Depress PTT. Relay should activate almost instantly.
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14. Batteries One (or two) 28 Vdc valve-regulated lead acid battery(s) (located in the battery compartment in the right side fuselage just forward of the wing leading edge) provide(s) power for engine starting and also acts as an emergency source of electrical power in the event both the generator and the alternator fail. The battery(s) is (are) rated at 38 (or 12 and 17) amp hour capacity(s). In the dual installation, the two batteries are paralled for a combined capacity of 29 amp hours. A battery bus, located in the engine compartment, provides a continuous source of power for the courtesy lights, digital clock and memory function of the entertainment console. Because the battery bus is connected directly to the battery, power is available for these functions even when the Battery Master switch is OFF. The battery bus contains fuses to protect these circuits. When the Battery Master switch, located on the overhead switch panel, is turned ON, the battery contactor closes, enabling current to flow from the battery(s) to both the start contactor and the tie bus located on the lower right section of the Co-Pilots instrument panel. Should the airplane's batteries be depleted, a receptacle (located behind a small access door on the left side of the aft fuselage) permits using an external 28 Vdc power source for engine start. With the Battery Master switch OFF, connecting an appropriate external source completes a circuit that closes the external power contactor, permitting current to flow to the starter generator and the tie bus. Whether using the airplanes battery(s), or external power, tie bus overcurrent protection is provided by the 150 ampere Battery circuit breaker. A. Definitions (1) Valve Regulated battery - A lead-acid battery in which there is no free electrolyte. This battery requires no maintenance of the liquid level and recombines the gases formed on charge within the battery to reform water. The battery may be used in any attitude without danger of leakage or spilling of electrolyte. (2) Rated Capacity (C1) - Quantity of electricity in Ampere-hours (Ah) which the cell or battery is capable of delivering in 1 hour, throughout its normal service life, after full charge, under conditions defined with regard to temperature and end discharge voltage. (3) End Point Voltage (EPV) - Unless otherwise stated, during discharge the battery voltage corresponding to a mean voltage per cell of 1.67 Volts for lead-acid batteries (20 EPV for 24 volt batteries). B. Precautions: WARNING: BATTERIES ON CHARGE OR DISCHARGE PRODUCE HYDROGEN GAS, WHICH CAN EXPLODE IF IGNITED. DO NOT SMOKE, USE AN OPEN FLAME, OR CAUSE SPARKING NEAR A BATTERY. CHARGE, SERVICE OR TEST THE BATTERY ONLY IN A WELL VENTILATED AREA. THE USE OF EXHAUST FANS MAY REDUCE THE RISK OF EXPLOSION. WARNING: BATTERIES CONTAIN SULFURIC ACID WHICH WILL CAUSE BURNS. DO NOT TOUCH EYES AFTER TOUCHING BATTERY. DO NOT GET ACID IN YOUR EYES, ON YOUR SKIN, OR IN YOUR CLOTHING. IN THE EVENT OF ACID IN THE EYES, FLUSH THOROUGHLY WITH CLEAN COOL WATER FOR SEVERAL MINUTES. GET PROFESSIONAL MEDICAL ATTENTION. REFER TO BATTERY MATERIAL SAFETY DATA SHEET (MSDS) FOR ADDITIONAL INFORMATION. WARNING: WEAR PROPER EYE, FACE, AND HAND PROTECTION AT ALL TIMES WHEN WORKING WITH BATTERIES. KNOW THE LOCATION AND USE OF EMERGENCY EYEWASH AND SHOWER NEAREST THE BATTERY CHARGING AREA. WARNING: ELECTRIC SHOCK HAZARD. DO NOT TOUCH UNINSULATED PORTION OF THE CONNECTOR OR THE BATTERY TERMINALS. A POSSIBILITY OF SERIOUS ELECTRICAL SHOCK EXISTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 5 TROUBLESHOOTING (BATTERY SYSTEM) Trouble Cause Battery Partially or Fully Discharged. Battery beyond serviceable life. Battery beyond serviceable life.
Remedy Charge battery. Replace Battery. Replace Battery.
Low Voltage or No Voltage. Battery does not hold charge. Battery gets hot while recharging.
NOTE: Batteries operated in parallel should be replaced together.
WARNING: ELECTRIC SHOCK HAZARD. DO NOT LAY TOOLS OR OTHER METAL OBJECTS ON THE BATTERY AS ARCING OR EXPLOSION COULD OCCUR. REMOVE CONDUCTIVE JEWELRY BEFORE WORKING AROUND BATTERY, CHARGER, OR TEST EQUIPMENT. CAUTION: AIRCRAFT BATTERIES ARE CERTIFIED TO HAVE CERTAIN MINIMUM CAPACITY FOR EMERGENCY OPERATIONS IN THE EVENT OF A ELECTRICAL GENERATOR SYSTEM FAILURE. NEVER "JUMP START" AN AIRCRAFT THAT HAS A DISCHARGED OR 'DEAD' BATTERY. CAUTION: TO PREVENT DAMAGE TO THE CONNECTOR , ARC BURNS ON THE HANDS, OR EXPLOSION, BATTERIES SHOULD NEVER BE CONNECTED OR DISCONNECTED WITH CHARGER OR ANALYZER OPERATING. BATTERIES MUST BE CONNECTED OR DISCONNECTED ONLY WHEN THE AMPMETER READS ZERO. PUSH THE "OFF" SWITCH TO SHUT DOWN THE CHARGER OF ANALYZER. CAUTION: BATTERIES CONTAIN HAZARDOUS MATERIALS. KNOW THE LOCATION AND PROPER USE OF EMERGENCY RESPONSE MATERIALS. REFER TO BATTERY MATERIAL SAFETY DATA SHEET (MSDS) FOR ADDITIONAL INFORMATION. C. Removal (1) Set master switch to the OFF position. (2) Disconnect any external power supply. (3) Open battery compartment access panel and slide out battery tray. CAUTION: REMOVE NEGATIVE (GROUND) CABLE FIRST, BEFORE EXPOSING AND LOOSENING POSITIVE TERMINAL WING NUT, TO AVOID SHORT CIRCUITS AND ELECTRICAL BURNS. (4) Pull back rubber battery terminal boots, loosen nuts and disconnect battery cables. (5) Remove battery(s): WARNING: BATTERIES ARE HEAVY. USE APPROPRIATE LIFTING DEVICES OR EQUIPMENT. USE BATTERY HANDLES WHERE PROVIDED. (a) One at a time: 1 2 Remove battery hold down bolts. Lift batteries off of tray, one at a time.
(b) Release tray slider catches and slide the entire tray with batteris out of the aircraft.
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D.
Cleaning Battery (1) Remove all accumulated contamination from the battery exterior with a stiff bristle brush. (Do not use a metal brush or abrasive materials.) Wipe exterior of battery with a cloth saturated with a solution of bicarbonate of soda mixed - one part soda to twenty parts of water. (Do not allow soda solution to enter any cells.) (2) Wash entire battery with clear water and dry thoroughly. (3) Wash down the battery support and floor area, hold down supports, connectors and cable ends with a soda solution followed by clear water. Dry entire area and component parts thoroughly. Apply fresh acid resistant paint if required.
E.
Installation (1) Set master switch to the OFF position. (2) Disconnect any external power supply. (3) Ensure the battery tray is clean and dry. WARNING: BATTERIES ARE HEAVY. USE APPROPRIATE LIFTING DEVICES OR EQUIPMENT. USE BATTERY HANDLES WHERE PROVIDED. (4) Install battery(s): (a) One at a time: 1 2 Place batteries on tray, one at a time. Install and secure battery hold down bolts.
(b) Holding tray slider catches open, slide the entire tray with batteries into the aircraft. CAUTION: USE ONLY THE HARDWARE PROVIDED WITH THE BATTERY. DO NOT PLACE ANY STAINLESS STEEL OR STEEL WASHERS BETWEEN THE RING TERMINAL AND THE BATTERY TERMINAL. CAUTION: USE AN OPEN END WRENCH ON THE FLATS OF THE BATTERY TERMINAL WHILE TORQUING THE TERMINAL BOLTS. FAILURE TO DO SO MAY RESULT IN THE RUPTURE OF THE BATTERY SEAL AT THE TERMINAL AND PREMATURE FAILURE OF THE BATTERY. (5) Connect battery cables. Torque terminal nuts to 40 in-lbs. Always install the ground (negative) cable last. (6) Annotate log book with battery serial number and date of installation. (7) Replace battery compartment access panel. (8) Perform an operational test. F. Battery Charging NOTE: If a battery gets very hot (external case temperature greater than 55 C (130 F) during charging it should be replaced. NOTE: Batteries operated in parallel should be replaced together. (1) Recharging on the aircraft: (a) Special Tools: Advanced Power Products Activator 282 Battery Charger, P/N 4105, or constant potential charger. (b) The Activator 282 is fully automatic, connect to battery and initiate charging. If using a constant potential charger, follow instructions below. (c) Set the charger for 2.35 volts per cell (28.2 for 24 volt batteries).
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (d) Set the current limit to the C1 rate.
NOTE: If current on external power unit is not adjustable, do not charge battery in aircraft. (e) Initiate charging and continue to charge until the charge current stabilizes for 1 hour. (2) Recharging off the aircraft: (a) Remove the battery from the aircraft. (b) Special Tools: - Advanced Power Products Alpha C-20 Battery Charger, P/N 4136, or equivalent - Advanced Power Products CA15-50 Charger/analyzer, P/N 4159, or equivalent. (c) Depending on the charger available, charge the battery Constant Potential (CP). Charge at 28.2 volts for 24 volt batteries until the charge current stabilizes for one hour. G. Capacity Test (1) Special Tools: - Advanced Power Products Beta D-50 Aircraft Battery Analyzer, P/N 4120, 4126, or equivalent - Advanced Power Products Alpha C-20 Battery Charger, P/N 4136, 4142, or equivalent - Advanced Power Products CA15-50 Charger/analyzer, P/N 4159 or equivalent. (2) Depending on the type of charger available, charge the battery Constant Potential (CP). Charge at 28.2 volts for 24 volt batteries until the charge rate stabilizes for one hour. (3) Test Procedure: (a) Stabilize the battery at 15 C (59 F) or higher. The batter y must be at the temperature for at least 24 hours. (b) Discharge the battery at the test rate specified in Char t 6 to an end point voltage of 20 volts for 24 volt batteries. (c) Record the time to EPV. (4) The battery is acceptable for continued use if the ampere hour capacity (actual hours of discharge x ampere rate of discharge) is greater than minimum AH capacity shown in Chart 7. H. Storage Limitations (1) If it becomes necessary to store the batteries for any length of time, they must be: (a) boost charged every 90 days while in storage, and (b) boost charged when open circuit voltage is below 25.0 volts for 24 volt batteries. (2) Batteries that have not been recharged every 90 days when stored are to be conditioned before being placed in service. Battery RG-41 RG-47 RG-45 Rating 38 AH 17 AH 12 AH Minimum Capacity 32.3 AH 14.45 AH 10.2 AH CHART 6 TEST RATES Battery RG-41 RG-47 RG-45 Rating 38 AH 17 AH 12 AH Discharge Rate (AH) 30.4 13.6 9.6
CHART 7 MINIMUM ACCEPTABLE CAPACITY
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(3) Boost charging: (a) Special tools: - Advanced Power Products Alpha C-20 Battery Charger, P/N 4136, or equivalent - Advanced Power Products Activator 282 Battery Charger, P/N 4105, or equivalent - Advanced Power Products CA15-50 Charger/Analyzer, P/N 4159, or equivalent. (b) Depending on the type of charger available, charge the battery Constant Potential (CP). Charge at 28.2 volts for 24 volt batteries until the charge current stabilizes for one hour. (4) Conditioning: (a) Special Tools: - Advanced Power Products Alpha C-20 Battery Charger, P/N 4136 or equivalent - Advanced Power Products Beta D-50 Analyzer, P/N 4120 or equivalent. (b) Procedure: CAUTION: THIS PROCEDURE MAY DAMAGE BATTERY IF PERFORMED REPEATEDLY. 1 2 Discharge the battery at the test rate specified in Chart 6 to an end point voltage of 20 volts for 24 volt batteries. Constant current charge at: - 3.8 AH rate for the 38 AH battery, or - 1.7 AH rate for the 17 AH battery, and - 1.2 AH rate for the 12 AH battery; for 16 hours or until the battery voltage reaches 2.5 volts per cell (i.e. - 30 volts for 24 volt batteries). 3 4 I. Disposal (1) Batteries contain lead, sulfuric acid, and other hazardous materials. (2) Lead acid batteries are recyclable. (3) Dispose of all spent batteries in accordance with local laws and regulations. In the United States, see battery Material Safety Data Sheet (MSDS) for additional information. Allow the battery to cool down for 8 hours. Retest the battery per Capacity Test, above.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL EXTERNAL POWER Emergency Starting through External Power Receptacle
Should the airplane's batteries be depleted, a receptacle (located behind a small access door on the left side of the aft fuselage) permits using an external 28 Vdc power source for engine start. With the Battery Master switch OFF, connecting an appropriate external source completes a circuit that closes the external power contactor, permitting current to flow to the starter generator and the tie bus. Whether using the airplanes batteries, or external power, tie bus overcurrent protection is provided by the 150 ampere Battery circuit breaker. CAUTION: DO NOT CONNECT EXTERNAL POWER PLUG TO AIRCRAFTS EXTERNAL POWER RECEPTACLE WITH A DISCHARGED OR RUN-DOWN AIRCRAFT BATTERY, UNLESS THE AIRCRAFTS BATTERY MASTER SWITCH IS TURNED OFF AND LEFT OFF. A. Place ground power unit on the pilots side of the nose in full view of pilots window. Upon connecting ground power to the aircraft, the External Power Contactor will energize immediately, supplying electrical power to all aircraft electrical buses. With Battery Master Switch left in the OFF position, turn OFF all unnecessary electrical loads as in a normal start. Start engine. CAUTION: EXERCISE GREAT CARE DISCONNECTING GROUND POWER PLUG. DISCONNECT THE PLUG ONLY FROM THE PILOTS SIDE OF THE AIRPLANE. D. E. F. G. Disconnect and move ground power unit well away from aircraft. Turn ON Battery Master Switch. Observe ammeters indicate Generator / Alternator electrical power is available. Do not take-off immediately. Allow sufficient time for batteries to recharge.
B. C.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL ELECTRICAL LOAD DISTRIBUTION
1.
Electrical Load See Chart 1.
2.
Volt / Ammeter The Volt / Amp meter installation consists of two digital ammeters and one digital voltmeter colocated in a Volt/Amp/Rudder Trim Position indicator in the center of the lower portion of the instrument panel. The digital voltmeter is connected to the tie bus to indicate system voltage on the bus. The dual ammeters provide separate readouts to indicate Generator and Alternator load current. A low voltage monitor in the indicator will illuminate a "LOW BUS VOLTS" light on the annunciator panel, which is located at the top center of the instrument panel, when the voltage on the tie bus is 25 Vdc or less. NOTE: When using only the airplane's batteries or a 28 volt external power source, the "LOW BUS VOLTS" annunciator may be illuminated. Check the voltmeter for actual voltage. The best troubleshooting approach with these instruments, is to compare the readings with a known good meter. Placing a good voltmeter in parallel with the indicator is the best practice.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 ELECTRICAL SYSTEM LOAD DISTRIBUTION
BUS
COMPONENT / SYSTEM STARTER
# UNITS
AMPS/ DUTY UNIT CYCLE 500.00 0.40 3.00 0.18 0.70 0.70 0.40 6.00 26.00 0.35 0.05 0.25 2.50 0.70 2.40 3.25 1.50 0.50 0.24 0.46 0.25 4.00 2.50 8.90 3.50 1.50 0.96 3.00 2.00 1.50 1.55 7.00 9.60 6.40 12.00 16.50 2.00 0.29 INT CONT CONT CONT CONT CONT INT INT INT INT CONT CONT INT CONT CONT CONT INT INT INT INT INT INT CONT INT INT CONT CONT CONT INT INT INT INT INT CONT CONT INT INT INT
BUS NE M M M NE NE NE M M NE AVI M M M M M M M M M M M M M AVI AVI AVI AVI
COMPONENT / SYSTEM EMER. PRESSURE VALVE WINDSHIELD HEAT RELAYS WINDSHIELD HEAT (HIGH) WINDSHIELD HEAT (L0) INVERTER CABIN TEMP. C/P AIRSPD. WARNING PROP HEAT (4 BLADE) SURFACE DEICE AVIONICS LIGHTING CLOCK DVR 3001-XT ENTERAINMENT CONSOLE AVIONICS COOLING TURN COORDINATORS STALL HORN IGNITION E. L. PANELS FIRE DETECTION PROP. FEATHER RUDDER TRIM AIRSPEED WARNING PY HEATER STANDBY ATTITUDE GYRO STEC AUTOPILOT GMA-340 AUDIO PANEL GNS-530 COM/NAV/GPS 1 GNS-530 COM/NAV/GPS 2 GTX-320 TRANSPONDER
# UNITS
AMPS/ DUTY UNIT CYCLE 0.29 1.40 20.74 13.59 5.00 2.00 0.25 25.00 1.85 1.00 0.10 3.00 0.50 0.30 0.25 3.50 0.50 0.07 2.50 2.00 0.25 2.00 1.70 0.90 0.50 1.50 1.50 0.50 INT INT INT INT CONT CONT CONT CONT INT CONT CONT INT CONT CONT INT INT CONT CONT INT INT INT CONT INT INT CONT CONT CONT CONT
TIE TIE TIE AVI AVI M M M M M M M M M M M M M M M M M M M M M M M M M M M NE NE NE NE NE
BATTERY CONTACTOR GENERATOR FIELD VOLT/AMP/RUD-INDICATOR AVIONICS #1 CONTACTOR AVIONICS #2 CONTACTOR STARTER CONTACTOR ELECTRIC FLAPS HYDRAULIC PUMP HYDRAULIC PUMP RELAY HOURMETER FUEL QUANTITY (L&R) FUEL PUMP DATA ACQ./ENG. MON. ENGINE DISPLAY 1/2 ENV. & BLEED AIR CONT. PROP 0SPD GOV./R EV LOCK FLAP INDICATOR LNDG. GEAR POS. IND. ANNUNCIATOR CONTROL LNDG. GEAR WARNING STROBE LIGHTS POSITION LIGHTS LANDING LIGHTS TAXI LIGHTS ALTERNATOR FIELD INSTRUMENT LIGHTS CARIN/COURTESY LIGHTS CABIN SIDE PNL. LIGHTING MAP LIGHTS ICE LIGHT VENT DEFOG BLOWER STALL HEAT PITOT HEAT CABIN BLOWERS A/C EVAP. BLOWER A/C CLUTCH CABIN DUMP SOLENOID
3 2
2 2
AVI AVI AVI AVI AVI AVI AVI
RDR-2000 RADAR RCR-650A ADF DME-450 DME WX-1000 STORMSCOPE KRA-10A RADAR ALTIMETEF EFIS ADAHRS 2 2
2.00 1.00 1.20 1.00 0.20 1.80 0.60
CONT CONT CONT CONT CONT CONT CONT
Notes:
Bus Abbreviations: AVI = Avionics, M = Main, NE = Non-Essential, TIE = Tie # Units default value is one. Duty Cycle = Intermittent or Continuous. Annunciator Control bulbs (.04 EA.) are normally OFF. Windshield Heat Relays and High and Lo are each 50% duty cycle. Prop Feather engages at engine shutdown. Rudder Trim is 20% duty cycle. S-TEC Autopilot draws 0.68 for 50% and 0.90 for 50% when in cruise; and 0.68 during takeoff and landing.
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CHAPTER
25
EQUIPMENT / FURNISHINGS
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CHAPTER SECTION
PAGE
DATE
CHAPTER SECTION
PAGE
DATE
1 2 1 2 1 2 3 4 5 6 7 8 1 2 3 4 1 2 1 2 3 4
Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00
25-10-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 25 - EQUIPMENT / FURNISHINGS TABLE OF CONTENTS
SUBJECT FLIGHT COMPARTMENT Pilots / Copilots Vertically Adjustable Seat Removal Installation Disassembly Assembly Lumbar Support Carpets Restraint System Inertial Reel Adjustment Inspection PASSENGER COMPARTMENT Aft-Facing Passenger Seats Removal Installation Gas Spring Support Removal Installation Forward-Facing Passenger Bench Seat Removal Installation Pyramid Cabinets Entertainment Cabinet Conference Table CARGO COMPARTMENTS Aft Baggage Net EMERGENCY Artex 110 Emergency Locator Transmitter General Description Battery Removal and Installation Emergency Locator Transmitter Testing
SECTION 25-10-00
PAGE 1 1 1 1 1 3 4 4 4 4
GRID NO. 2J7 2J7 2J7 2J7 2J7 2J9 2J10 2J10 2J10 2J10 2J15 2J15 2J15 2J15 2J15 2J15 2J15 2J15 2J15 2J16 2J16 2J16 2J16 2J19 2J19 2J21 2J21 2J21 2J21 2J23
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1 1 1 1 1 1 1 1 1 2 2 2 2
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1 1 1 1 3
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25 - CONTENTS
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25 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL FLIGHT COMPARTMENT
1.
Pilot's / Copilot's Vertically Adjustable Seat A. Removal (1) Remove front stops from seat tracks. (2) Lift lever underneath front lip of seat. (3) Slide seat off of tracks. B. Installation CAUTION: WITH SEAT OCCUPIED AND AT LOWEST VERTICAL POSTION, CHECK SEAT FOR PROPER ENGAGEMENT OF PINS TO SEAT TRACK. (1) Lift lever under front lip of seat and slide seat onto tracks. (2) Install front stops on seat tracks. C. Disassembly (1) To remove the armrest from the seat back: (a) Remove seat back. (b) Remove stop screw and spring retaining screw. (c) Slide armrest assembly and pivot bar from seat back. (2) To remove the seat back assembly from the seat assembly: (a) Remove nuts, bolts and washers from upper part of seat back support. (b) Remove seat back. (3) To remove seat track plunger cable: (a) Remove cotter pin, washer and pin that secures cable yoke to track plunger actuating lever. (b) Remove the clamps which secure the upper portion of the cable sheath to the bottom of the seat frame. (c) Remove the cotter pin, washer and pin that secure the remaining end of the cable to the plunger actuating arm. (d) Remove the two clamps which secure the cable sheath end to the mount on the lower seat frame cross member. (4) To remove the gas spring cylinder from the seat: (a) Remove the two bolts and washers that secure the upper end of the gas spring cylinder to the adapter on the seat frame. (b) Remove the nut, bolt and washer that secures the lower end of the gas spring cylinder to the rear seat tube assembly. D. Assembly (1) To install the gas spring cylinder in the seat: (a) Attach the lower end of the gas spring cylinder to the rear seat tube assembly with nut, bolt and washer. (b) Attach the upper end of the gas spring cylinder to the adapter on the seat frame with two bolts and washers.
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Pilots / Copilots Vertically Adjustable Seats Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (2) To install the seat track plunger cable:
(a) Attach the cable sheath end to the mount on the lower seat frame cross member with the two clamps. Ensure that the cable end protrudes .03 (+.00/-.05) inch from the end of the forward clamp. (See View B of Figure 1.) (b) Attach the lower end of the cable to the plunger actuating arm with the pin, washer and cotter pin. (c) Attach the upper end of the cable sheath to the bottom of the seat frame with the clamp. Ensure that the cable end protrudes .50 (+.00/-.05) inch from the clamp. (See View A of Figure 1.) (d) Attach the cable yoke to the track plunger actuating lever with the pin, washer and cotter pin. (3) To install the seat back assembly: (a) Position seat back in place. (b) Secure seat back with bolts, nuts and washers inserted in upper part of hinge. (4) To attach the armrest to the seat back: (a) Slide armrest and pivot bar assembly into seat back. (b) Place bushing into pivot bar. (c) Attach spring to armrest pivot bar. 2. Lumbar Support (Refer to Figure 2.) A. Description The pilot and co-pilot seats incorporate a Lumbar support feature. The installation consists of an inflatable bladder attached to the seat back filler and a inflation bulb located under and on the inboard side of each pilot and co-pilot seat. B. To remove the Lumbar bladder for repair or replacement: (1) Remove seat from airplane. (2) Loosen velcro securing seat back filler cover. (3) Remove only enough of seat back filer cover to expose lumbar bladder. NOTE: Inflation tube may be removed before or after bladder is removed from seat back filler. Tube is not glued to nipple attachment; it can be removed by carefully pulling on tube. (4) Remove inflation tube from bladder. CAUTION: DO NOT USE A CHEMICAL SOLVENT TO REMOVE BLADDER. SOLVENT MAY DAMAGE SEAT BACK FILLER CAUTION: TO AVOID OR MINIMIZE DAMAGE TO SEAT BACK FILLER DURING REMOVAL, USE ONE HAND TO RETAIN SEAT BACK FILLER IN PLACE, WHILE GENTLY REMOVING BLADDER WITH OTHER HAND. (5) Starting at either right or left edge of bladder, carefully and slowly pull bladder and pad assembly from seat back filler.
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C.
To assemble pad and bladder: (1) Apply a layer of 3M 847 cement to smooth side of bladder pad. (2) Apply a layer of 3M 847 cement to back side of bladder (side away from inflation tube nipple). (3) Attach bladder pad to bladder. NOTE: While cement does not set immediately, there is no need to wait before attaching bladder and pad to seat back filler.
D.
To install Lumbar bladder (1) Apply a layer of 3M 847 cement to rough side of bladder pad. (2) Apply a layer of 3M 847 cement to seat back filler where bladder is to be located. (3) Attach bladder and pad assembly to seat back filler. Depending on temperature and humidity, allow 0:30 minutes to 1:00 hour for cement to set. (4) Install seat back filler cover and secure velcro fastenings. (5) Install seat in airplane.
3.
Carpets The carpets are individually fastened to the floor with Velcro fasteners and adhesive (Hysol EA9309 NA).
4.
Restraint System An integrated shoulder harness / lap belt restraint system is installed. A. Inertial Reel Adjustment (1) Allow harness to wind up on reel as much as possible. (2) On end of reel, pry off plastic cover over spring. Make sure spring does not come out of plastic cover. Set aside plastic cover. (3) Unwind the harness completely. Measure and mark the harness 24 inches from the reel center. (4) Wind harness onto reel until the 24 inch mark is reached. Hold reel and place cap with spring over reel shaft end. (5) Align slot in shaft with spring tang. Wind spring 6 1/2 turns and snap plastic cover into holes in reel end shaft. (6) Release harness and allow harness to wind up. Extend harness several times to check reel for smooth operation. (7) Hold inertia reel with reel completely wound and inertia mechanism end up. Pry off plastic cover over mechanism and set reel aside. (8) Install nut in plastic cover so that stud in cover is flush with nut surface. Position cover over reel and snap cover into place. Extend harness several times to ensure reel operates smoothly. B. Inspection (1) Inspect ends and attachment points for condition and security. (2) Inspect harness web material for condition and wear over its entire length. Particularly look for wear and fraying where harness web passes in and out of inertial reel and in and out of the adjusting buckle. If excessively worn, replace.
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BLADDER PAD
BLADDER INFLATION AIR INLET AND VENT
BLADDER
BLADDER AND PAD
AIR TUBE
SEAT BACK FILLER
BLADDER INFLATION & DEFLATION CONTROLS
Lumbar Seat Bladder Installation Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL PASSENGER COMPARTMENT
1.
Aft-Facing Passenger Seats A. Removal (1) Disconnect the upper end of the gas spring support from the bracket on the outboard side of the seat back. (2) Remove the bolts and washers that secure the seat pedestal to the floor. (3) Remove the seat. B. Installation (1) Position seat on floor. (2) Secure seat pedestal to floor with bolts and washers. (3) Connect the upper end of the gas spring support to the bracket on the outboard side of the seat back. C. Gas Spring Support WARNING: DO NOT ATTEMPT TO DISASSEMBLE THE GAS SPRING. (1) Removal (a) Disconnect the upper end of the gas spring support from the bracket on the outboard side of the seat back. (b) Disconnect the lower end of the gas spring support from its lower bracket by removng the cotter pins, washers (if any) and pins from the gas spring supports attach stop. (c) Remove the gas spring support. (2) Installation (a) Place the gas spring support in position. (b) Connect the lower end of the gas spring to its lower bracket with the washers (if any), pins and cotter pins. (c) Connect the upper end of the gas spring to its upper support (on the outboard side of the seat back) with the bolt, washer, nut and cotter pin.
2.
Forward-Facing Passenger Bench Seat A. Removal (1) Remove the seat bottom filler assembly from the seat bottom pan assembly to gain access into the interior of the pan. (2) Disconnect the cable from the forward end of the seat back actuator and remove the seat back actuator from the channel as follows: (a) Remove the forward bolt from the channel and remove the seat back release cover from the channel. (b) Remove the two cotter pins from the retaining pins in the stop assembly and remove the retaining pins from the stop assembly. (c) Remove the nut, bolt and washers from the aft end of the seat back actuator. Lift the actuator from the channel. (3) Remove the bolts that hold the channel, seat back supports and armrest supports to the bottom of the seat pan. Lift the seat back with its supports from the seat assembly.
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(4) The armrest may be removed from the side of the pan assembly by removing the nuts, bolts and washers that attach the armrest to the armrest support/side of the pan assembly. (5) Remove the pan assembly from the floor. B. Installation (1) Position the pan assembly on the floor. (2) Attach the armrest (if previously removed) to the side of the pan with the nuts, bolts and washers. (3) Secure the channel to the outboard side of the pan bottom/floor with the aft three bolts and washers. (4) Secure the armrest support and the seat back assembly support to the inboard side of the pan bottom with the bolts and washers. Install the forward inboard bolt. (5) Install the seat back actuator into the channel as follows: (a) Position the seat back actuator into the channel. (b) Slide the bolt into the aft holes in the channel, placing on the bolt (in order): washer (if required), bushing, aft fitting of seat back actuator, roller, washer (if required) and nut. (c) Insert a pin in each side of the stop assembly and secure them with cotter pins. (d) Secure the seat back release cover to the forward portion of the channel with the nut and bolt. (e) Attach the cable assembly to the forward end of the seat back actuator. (6) Attach the seat back/seat back support to the bottom of the pan assembly and aft portion of channel. (7) Reinstall the seat bottom filler assembly on the seat bottom pan assembly. 3. Pyramid Cabinets In the six seat installation, two pyramid-shaped cabinets are located between the crew seats and the aftfacing passenger seats. In the five seat installation, the left pyramid cabinet is replaced by the entertainment cabinet. In all cases, the pyramid cabinets are secured to the floor by four screws and washers. 4. Entertainment Cabinet In the five seat installation, an entertainment cabinet takes the place of the left aft-facing seat and the left pyramid cabinet. The entertainment cabinet removable base is secured to the aircraft floor with screws (13) and the entertainment cabinet is then secured to its base with screws. 5. Conference Table The conference table is located between the center and aft passenger seats on the right side panel just below window level opposite the cabin door. The table assembly is secured by 3 screws and washers.
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F.S. 152.00 REF
FWD
GAS SPRING SUPPORT
SEAT PEDESTAL
Aft-Facing Passenger Seat(s) Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CARGO COMPARTMENTS
Aft Baggage Net The lower edge of the aft baggage net is secured to the F.S. 233.87 frame by four screws. The upper edge of the baggage net is secured to two stud assemblies (one on either side of the interior). The studs are located slightly aft of the shoulder harness inertia reel for the aft seat. In the stowed position, the net may be rolled and left on the baggage floor at the base of the aft seat backs. A golf bag net is optional. The bench seat back(s) can be folded down and the golf bag(s) stowed on the seat back(s), secured by the net.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL EMERGENCY
Artex 110 Emergency Locator Transmitter A. General Description The Artex ELT-110 transmits on 121.5 mHz and 243.0 mHz, and is designed to meet or exceed the requirements of TSO C91a and FAR Part 91. Electrical power for the ELT transmissions is totally supplied by its own self-contained battery. The battery must be replaced if the transmitter has been used in an emergency situation or if accumulated test time exceeds one hour, or no later than the replacement date marked on the transmitter label, whichever comes first. The Artex 110 cannot be accidentally activated by dropping the unit, handling it roughly, or during shipping. However, when properly mounted, and locked into its mounting tray, the E. L. T. will activate in a crash, regardless of the cockpit remote switch and E. L. T. switch position. The normal position of the E. L. T. switch is in the down or OFF position. The normal position of the remote cockpit switch is in down or ARM position Whenever the E. L. T. is activated, a red light located just above the remote cockpit switch will blink to alert the pilot or maintenance personnel. Should the E. L. T. be activated accidentally, it must be reset. To reset: (1) Position the remote cockpit switch to ON, then immediately reposition it to ARM, or; (2) Position the switch on the E. L. T. to ON, then immediately reposition it to OFF. B. Battery Removal and Installation (Refer to Figure 1) (1) Disconnect and remove positive cable from battery. (2) Remove E. L. T. from the airplane by: (a) Loosening the two screws on the front of the mounting tray and pull mounting tray cap off. (b) Disconnecting coax (antenna) cable. (c) Disconnecting the Molex cable from the E. L. T. unit. (d) Remove unit from airplane. (3) Remove the four screws on the bottom of the E.L.T. securing the battery pack. (4) Disconnect battery pack connector from main unit. (5) Remove battery pack from unit. (6) Securely plug in new battery pack connector to main unit. (7) Immediately reset unit by positioning unit switch to ON, then to OFF. (8) Fit new battery pack into place. Ensure all gaskets are properly aligned. (9) Replace the four screws. Dress wires away from standoffs to avoid pinching wires between standoffs and the battery pack. (10) Install unit into mounting tray: (a) Connect molex and coax cables to ELT unit. (b) Install mounting tray cap and secure to front of mounting tray with the two screws. (11) Install positive cable to battery. (12) Test transmitter.
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M OL EX CONNECTOR
3 6 9 12
11
SIDE VIEW
MOUNTING HOLES BATTERY COVER SCREWS
10
ON OF F
FRONT VIEW
B OT TO M V I E W
END CAP
Artex 110 E. L. T. Figure 1
ARTEX ELT 110-4 P203 1 WH LIGHT RESET 1 RESET 2 EXTERNAL ON 20B GROUND G-SWITCH LOOP G-SWITCH LOOP 3 6 7 WH/BLU WH/ORG WH/GRN
AFT PRESSURE BULKHEAD P401 1 3 6 7 2 P301 1 WH
COCKPIT PANEL SWITCH J501 8 5 2 7 6
3 WH/BLU 6 WH/ORG 7 2 WH/GRN WH/RED
1 WH/RED 1 5 8 22
1A +28 VDC GROUND 3 9 20B 20R
TO ELT SW PWR
Artex E. L. T. 110 Wiring Schematic Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Emergency Locator Transmitter Testing
C.
The transmitter operates on the emergency frequencies of 121.5 and 243.0 MHz; both of these frequencies are monitored by the various FAA installations. Before performing any operational test of the ELT, the following precautions should be observed: CAUTION: TESTING OF AN ELT SHOULD BE CONDUCTED IN A SCREEN ROOM OR METAL ENCLOSURE TO ENSURE THAT ELECTROMAGNETIC ENERGY IS NOT RADIATED DURING TESTING. IF A SHIELDED ENCLOSURE IS NOT AVAILABLE, TESTING MAY BE PERFORMED IN ACCORDANCE WITH THE FOLLOWING PROCEDURES: (1) Test should be no longer than three audio sweeps. (2) Test should be conducted only within the time period made up of the first five minutes after any hour. (3) If the operational tests must be made at a time not included within the first five minutes after the hour, the test should be coordinated with the closest FAA Tower or Flight Service Station. CAUTION: CONSULT FAA ADVISORY CIRCULAR AC 20-81 FOR DETAILED INFORMATION CONCERNING UNSHIELDED TESTING. (4) Turn the airplane master switch ON. (5) Tune airplane communications receiver to 121.5 mHz. Check that aircraft battery and radio master switches are ON. (6) Position ELT cockpit switch to ON. The ELT should immediately begin signaling and the panel light should immediately come ON. Although the light may illuminate after a few seconds, failure of the light to immediately come ON indicates trouble with the G-Switch circuit, pins 5 and 8 on tray connector, and that the unit is not working properly. Repairs should be done only by a licensed aviation radio repair shop.
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CHAPTER
26
FIRE PROTECTION
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CHAPTER SECTION
PAGE
DATE
CHAPTER SECTION
PAGE
DATE
1 2 1 2 1 2 3 4 5 6 1 2
Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00
26-10-00
26-20-00
2K3
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 26 - FIRE PROTECTION TABLE OF CONTENTS
SUBJECT DETECTING Description and Operation Troubleshooting Engine Fire Cables Removal Installation Fuel Manifold/Fuel Nozzle Assembly Bolts Fire Detection Computer Removal Installation EXTINGUISHING Incendex Portable Fire Extinguisher
SECTION 26-10-00
PAGE 1 1 3 3 3 4 4 4 4 4
GRID NO. 2K7 2K7 2K9 2K9 2K9 2K10 2K10 2K10 2K10 2K10 2K13 2K13
26-20-00
1 1
2K5
26 - CONTENTS
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26 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL DETECTION
An engine fire/overheat detection system is provided. In the event of an engine compartment fire/overheat situation, a heat-sensitive engine fire cable (Figure 1) will begin to pass an electrical current. This current prompts the fire detection computer to activate the ENGINE FIRE warning light on the annunciator. The exact temperature at which an electrical current is passed through the cable and the warning light is activated varies based on the length of cable exposed to the heat source. 1. Description and Operation The engine fire/overheat detection system consists of two engine fire cable assemblies (Left and Right) running through the engine compartment, softwire cables to connect the engine fire cables to the aircraft harness, a fire detection computer mounted in the right side fuselage wall between FS 139.80 and FS 146.47, a switch in the overhead switch panel, and a 3 amp circuit breaker in the pilots circuit breaker panel. The engine fire cable is heat sensitive. At normal operating tempertures it exhibits high electrical resistance. If an engine fire/overheat event occurs, the electrical resistance of the engine fire cable drops as the temperature rises and an electrical current is passed which causes the fire detection computer to activate the ENGINE FIRE warning light in the annunciator panel. The system automatically resets itself when the fire/overheat condition is removed. To test the system, press the FIRE DET TEST switch in the overhead switch panel until the ENGINE FIRE warning light illuminates in the annunciator panel. Release test switch to reset system.
102615 E
LEFT ENGINE FIRE CABLE
FWD
SOFTWIRE
SOFTWIRE DISCONNECTS
LEFT & RIGHT ENGINE FIRE CABLES CONNECTOR
RIGHT
ENGINE FIRE CABLES
LEFT
Engine Fire Detection System Figure 1 (Sheet 1 of 3)
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FWD
ENGINE FIRE CABLE DISCONNECTS
RIGHT ENGINE FIRE CABLE SOFTWIRE
RIGHT ENGINE FIRE CABLE LEFT & RIGHT ENGINE FIRE CABLES CONNECTOR
FIRE DETECTION COMPUTER (IN CABIN)
WIRING HARNESS
FW
A B
102615 D
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Troubleshooting Pending.
2.
3.
Engine Fire Cable(s) (See Figure 1) A. Removal (1) Open both gull-wing access doors and remove the forward upper engine cowling (See 71-10-00, Engine Cowling - Removal). (2) Disconnect the engine fire cable connector(s) to the softwire at the left rear of the intake plenum and disconnect the left and right engine fire cables from each other at the connector at the right front of the intake plenum. (3) Remove the retaining screw and release the engine fire cable(s) from each retaining clip/clamp (see Views A and B). (4) Remove the engine fire cable(s).
MOUNTING SCREW / BOLT GROMMET
MS21919WH4 "P" - CLAMP
RETAINING SCREW
VIEW A
VIEW B
ENGINE FIRE CABLE RETAINING CLIPS

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B.
Installation (1) Thread the engine fire cable(s) around the engine along the path(s) defined by the retaining clips/clamps and as shown in Figure 1. NOTE: Engine fire cable minimum bend radius is 1.00 inch. Also, do not bend cable assembly within one inch of a connector. NOTE: Ensure that engine fire cable is routed to clear moving parts by a minimum of 1.00 inch and static parts by a minimum of 0.25 inch. (2) At each retaining clip/clamp, capture the engine fire cable and grommet in the clip/clamp and reinstall and tighten the retaining screw (see Views A and B). NOTE: When successive clip/clamp attachment points are located with one on the engine and one on the structure, ensure sufficient slack (i.e. - approx four inches) is left between the two points to allow for vibration. (3) Connect the engine fire cable connector(s) to the softwire at the left rear of the intake plenum and connect the left and right engine fire cables to each other with the connector at the right front of the intake plenum. NOTE: Use spiral sleeving as required to protect the softwire assemblies. (4) Install the forward upper engine cowling and close both gull-wing access doors (See 71-10-00, Engine Cowling - Installation).
4.
Fuel Manifold/Fuel Nozzle Assembly Bolts CAUTION: ENSURE FUEL MANIFOLD/FUEL NOZZLE BOLTS ARE SAFETY WIRED. Where the engine fire cable passes around the combustion chamber, the retaining clips are mounted to the forward fuel manifold/fuel nozzle assembly bolt (see C, Figure 1). If these bolts are removed to remove the retaining clip, ensure that the bolt is safety wired when the retaining clip is reinstalled.
5.
Fire Detection Computer The fire detection computer is mounted in the right side fuselage wall between FS 139.80 and FS 146.47 (i.e. - just aft of the co-pilots circuit breaker panel). A. Removal (1) Gain access to the fire detection computer by removing the interior panel. (2) Disconnect the computer from the wiring harness at the pin connector. (3) Remove four (4) screws and washers and remove computer. B. Installation (1) Place computer in position between FS 139.80 and FS 146.47. Reinstall four (4) screws and washers. Tighten screws. (2) Connect the computer to the wiring harness at the pin connector. (3) Reinstall and secure the interior panel.
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2K11
26-10-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL EXTINGUISHING
WARNING: AFTER DISCHARGE OF EXTINGUISHER AVOID EXPOSURE TO SMOKE, VAPORS AND OTHER BY-PRODUCTS OF FIRE. DO NOT INCINERATE EXTINGUISHER. CAUTION: EXTINGUISHER IS A PRESSURE VESSEL. PROTECT FROM CORROSIVE CONDITIONS. IF THERE IS ANY CORROSION OR DAMAGE, EXTINGUISHER SHOULD BE CAREFULLY EMPTIED AND DISCARDED. USE ONLY AS DIRECTED. Incendex Portable Fire Extinguisher The Incendex Class 2B:C fire extinguisher unit (Model No. A600), contains 20 ounces of Halon 1211/1301. The extinguisher is located in the bottom drawer of the right side pyramid cabinet. It is secured by a quick release bracket. To operate the extinguisher, remove it from the quick - release bracket, hold it upright in either hand by the handgrip, with the spray nozzle pointing forward. Remove the safety pin, direct the nozzle towards the base of the fire source, squeeze the lever with the palm of the hand. Maximum extinguishing effect is obtained if the fire fighter uses side to side motion and keeps moving in towards the base of the fire source as it is extinguished. Releasing the lever closes a secondary seal inside the operating head. This interrupts the flow of extinguishant, thus retaining part of the charge, for dealing with a flash back or reignition should they occur, without waste or leakage. Ejection of the indicator disc provides a visual indication of partial or total discharge. A partly or totally discharged extinguisher assembly should be replaced immediately after use. The extinguisher shall be inspected monthly unless otherwise specified. The nozzle shall be examined to ascertain that it is unobstructed. The tamper tag or tamper indicator shall be intact. Verify that there is no obvious physical damage or condition to prevent operation. The extinguisher shall be pressurized as indicated and the weight shall be within the tolerance on the label. Return to manufacturer if gross weight is below the minimum stated on the extinguisher nameplate.
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GRIDS 2K14 THRU 2L24 INTENTIONALLY BLANK
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TM

(S/Ns 4697001 and UP)

PART NUMBER 767-005
3A1
January 9, 2004
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3A2
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3A3
PAGE 1 Jan 9/04
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3A4
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12
CHAPTER SECTION
PAGE
DATE
Introduction
Index
3A5
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3A6
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SUBJECT
PAGE
GRID NO.
1 1 2 2 2 2 3 3 3 3 3 3 4 4 4 9
3B1
3A7
INTRO - CONTENTS
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PAGE 2 Jul 1/00
INTRO - CONTENTS
3A8
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1.
2.
3A9
INTRODUCTION
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3.
4.
46 97 001
5.
B.
C.
PAGE 2 Dec 31/04
INTRODUCTION
3A10
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7.
B.
C.
8.
9.
3A11
INTRODUCTION
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PAGE 4 Jan 9/04
INTRODUCTION
3A12
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PH:
- (626) 813-1234
or
3A13
INTRODUCTION
PAGE 5 Dec 31/04
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Maintenance Manual:
PAGE 6 Dec 31/04
INTRODUCTION
3A14
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PH: - (360) 651-6666
Maintenance Manual:
3A15
INTRODUCTION
PAGE 7 Dec 31/04
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PAGE 8 Jan 9/04
INTRODUCTION
3A16
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3A17
INTRODUCTION
PAGE 9 Mar 6/03
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CHAPTER 21
GRID NO. 2C1
22
2F9
23
2G13
24
2H3
25
2J1
26
2K1
27
3C1
28
3E15
PAGE 10 Dec 31/04
INTRODUCTION
3A18
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CHAPTER 29
GRID NO. 3H5
30
3I1
31 50 32 00 10 20 30 40 50 60 33 10 20 30 40 34 00 10 20 40 50 35 10 20 37 10 20 38
3K7
4C1
4F11
4G7
4I13
4J11
3A19
INTRODUCTION
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CHAPTER 39
GRID NO. 4K3
51
5C1
52 10 20 70 55 10 20 30 40 56 00 10 20 30 57 40 50 61 00 10 20 70 00 71 00 10 20 30 70
PAGE 12 Dec 31/04
INTRODUCTION
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CHAPTER 72 73
GRID NO. 5K19
74 10 20 75 00 76 00 10 77 00 10 20 40 78 79 20 30 80 91 10 91 (CONT.) 21 & UP
APPENDIX 1
6J1
3A21
INTRODUCTION
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INTRODUCTION
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A
B
C
3B1
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E
D
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INDEX
3B2
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3B3
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F
PAGE 4 Dec 31/04
INDEX
3B4
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I
G
H
3B5
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J
Jacking: 1G1
L
PAGE 6 Dec 31/04
INDEX
3B6
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M
N
3B7
N53238
O
R
P
S
PAGE 8 Dec 31/04
INDEX
3B8
N53238
T
3B9
N53238
Y
V
W
PAGE 10 Dec 31/04
INDEX
3B10
N53238
3B11
N53238
PAGE 12 Dec 31/04
INDEX
3B12
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CHAPTER
27
FLIGHT CONTROLS
3C1
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3C2
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 9 10
DATE Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 1/01 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Dec 1/01 Dec 31/04 Dec 31/04 Jul 1/00
PAGE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 1 2 3 4 5 6 7 8 9 10 11 12
DATE Jul 1/00 Jul 1/00 Dec 1/01 Dec 31/04 Jul 1/00 Dec 1/01 Dec 1/01 Dec 1/01 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 1/01 Dec 1/01 Dec 1/01 Dec 1/01 Dec 1/01 Dec 1/01 Dec 1/01 Dec 1/01 Dec 1/01 Mar 6/03 Dec 1/01 Dec 1/01 Dec 1/01
27-00-00
27-10-00
27-50-00
27-20-00
3C3
PAGE 1 Dec 31/04
N53238
PAGE 2 Jul 1/00
3C4
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 27 - FLIGHT CONTROLS TABLE OF CONTENTS
SUBJECT GENERAL Description and Operation Standard Practices and Procedures Control Cable Inspection Special Tools Fin Type Control Cable Air Seals Drawing Cables Through Removal Installation AILERON AND TAB Troubleshooting Control Wheel Removal Installation Control Column Removal Installation Aileron Control Cables Removal Installation Aileron Control Rigging and Adjustment Aileron Tab Aileron - Rudder Interconnect RUDDER AND TAB Troubleshooting Rudder Control System Rudder Pedal Assembly Rudder Controls Removal Installation Rigging Rudder Trim Controls Removal Actuator Assembly Installation Rigging
SECTION 27-00-00
PAGE 1 1 1 4 7 8 8 8 8
GRID NO. 3C7 3C7 3C7 3C10 3C13 3C14 3C14 3C14 3C14 3C15 3C15 3C15 3C15 3C15 3C15 3C15 3C19 3C20 3C20 3C21 3C22 3C22 3C22 3D1 3D1 3D2 3D2 3D2 3D2 3D5 3D6 3D6 3D8 3D8 3D9
27-10-00
1 1 1 1 1 1 1 5 6 6 7 8 8 8
27-20-00
1 1 2 2 2 2 5 6 6 8 8 9
3C5
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 27 - FLIGHT CONTROLS TABLE OF CONTENTS (continued)
SUBJECT ELEVATOR AND TAB Troubleshooting Elevator Control System Elevator Torque Tube Bearing Changes Elevator Controls Removal Installation Rigging Elevator Trim Controls Removal Installation Elevator Trim Actuator Removal Installation Disassembly Assembly Elevator Trim Rod Corrosion Control Elevator Trim Controls Rigging Stall Warning System Description and Operation Lift Detector Assembly Removal Installation Dual Warning Unit (Horn) Removal Installation Stall Warning Functional Test Stall Warning Flight Test Procedure Force Applicator Kit Test Lift Computer Test Lift Transducer Test FLAPS Flap Drive System Troubleshooting Flap Control System Flap Controls Removal Installation Flap Actuator-Motor Removal Installation Flap System Rigging Flap System Adjustment Flap Bellcrank Distortion Inspection
SECTION 27-30-00
PAGE 1 1 2 2 2 3 4 4 4 6 7 7 7 7 7 8 8 10 10 10 10 11 11 11 11 11 11 12 14 15
GRID NO. 3D11 3D11 3D12 3D12 3D12 3D13 3D14 3D14 3D14 3D16 3D17 3D17 3D17 3D17 3D17 3D18 3D18 3D20 3D20 3D20 3D20 3D21 3D21 3D21 3D21 3D21 3D21 3D22 3D24 3E1 3E3 3E3 3E3 3E5 3E5 3E9 3E12 3E12 3E12 3E12 3E13 3E14
27-50-00
1 1 1 3 3 7 10 10 10 10 11 12
PAGE 2 Dec 31/04
27 - CONTENTS
3C6
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1.
Description and Operation The airplane is controlled in flight by the use of three primary control surfaces, consisting of ailerons, elevator and rudder. Operation of these controls is through movement of the dual control wheels and rudder pedals. On the forward end of each control wheel is a quadrant assembly to which the aileron control cables are fastened. Also connected to the control wheel push-pull tubes are interconnect arms to the elevator torque tube located behind the instrument panel. Mounted on this torque tube are sectors to which the elevator control cables are fastened; thus the forward and aft movement of the control wheels in turn moves the torque tube and sectors thus transmitting movement thru the control cables to the elevator. The rudder controls are driven from dual rudder pedals through torque tubes which have dual sectors connected and control cables from these sectors to the rudder sector located in the aircraft tail section. Provisions for elevator and rudder trim are provided by adjustable trim mechanisms. The trim controls and are in the pedestal located below the instrument panel. The elevator trim indicator is next to the trim wheel, while the rudder trim indicator is part of the digital Volt/Amp/Rudder Trim indicator in the lower center of the instrument panel. Elevator trim is through cables routed to the elevator trim screw located in the tail cone which drives dual actuators to the trim tab. Rudder trim is electrically operated through the use of a linear actuator mounted in the vertical fin driving push rods to the trim tab. The ailerons and rudder are interconnected through a spring system which is activated only when controls are out of harmony. In normal coordinated flight it is inactive.
2.
Standard Practices and Procedures Tips for the removal, installation and rigging of the various assemblies: A. B. C. D. E. It is recommended, though not always necessary, to level and place the airplane on jacks during rigging and adjustment. Remove turnbuckle barrels from cable ends before withdrawing the cables through the structures. Tie a cord to the cable end before withdrawing the cable through the structures to facilitate installation of cable. When referring to marking cable end, etc., before disconnecting, use a felt tip marking pen. Assemble and adjust the turnbuckles so that each terminal is screwed an approximately equal distance into the barrel. Do not turn the terminals in such a manner that will put a permanent twist into the cables. Cable tensions should be taken with the appropriate control surface in its neutral position. Check all cable ball ends for proper seating in retainers after setting cable tension. After completion of each adjustment, check the turnbuckles to be sure not more than three terminal threads are visible outside the barrel. Install the locking clips, and check for proper installation by trying to remove the clips using fingers only. Both locking clips may be installed in opposite holes. Locking clips which have been installed and removed must be scrapped and not reused. Turnbuckles may be safetied in accordance with Advisory Circular 43.13-1A Chapter 4, Section 2. When pushrods or rod ends are provided with an inspection hole, the screw must be screwed in far enough to pass the inspection hole. This can be determined visually or by feel, inserting a piece of wire into the inspection hole. If no hole is provided, there must be a minimum of .375 (3/8) of an inch thread engagement. When installing rod end jamnuts, refer to Figure 3 for proper installation method.
F. G. H.
I.
J.
3C7
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PAGE 1 Dec 1/01
N53238
J.
After completion of adjustments, each jam nut must be tightened securely. NOTE: Cable rigging tensions specified must be corrected to ambient temperature in the area where the tension is being checked, using Chart 1. On new airplanes, it is suggested that cables initially be tensioned 20 to 30 % over nominal tension, then loosened to the High Side of the tolerance. This will aid in maintaining specified tension after flight testing.
K. L.
Torque all nuts in the flight control system (including nose wheel steering), refer to Recommended Nut Torques Chart in Chapter 91. Check all cable ball ends for proper seating in retainers after setting cable tension. CHART 1 CABLE TENSION VS. AMBIENT TEMPERATURE
120
110
100
Temperature, Degrees Fahrenheit (F)
90
80
70
60
50
40
30
20
-10
-8
-6 Subtract
-4
-2
4 Add
10
Rigging Load Correction, Pounds
PAGE 2 Jul 1/00
27-00-00
3C8
N53238
Method of Blocking Trim Cables Figure 1
Rod End Installation Method Figure 2
3C9
27-00-00
PAGE 3 Jul 1/00
N53238
3.
Control Cable Inspection Aircraft control cable systems are subject to a variety of environmental conditions and forms of deterioration that, with time, may be easy to recognize as wire/strand breakage or the not-so-readily visible types of wear, corrosion, and/or distortion. The following data may help in detecting the presence of these conditions: A. Cable Damage Critical areas for wire breakage are sections of the cable which pass through fairleads and around pulleys. To inspect each section which passes over a pulley or through a fairlead, remove cable from aircraft to the extent necessary to expose that particular section. Examine cables for broken wires by passing a cloth along length of cable. This will clean the cable for a visual inspection, and detect broken wires, if the cloth snags on cable. When snags are found, closely examine cable to determine full extent of damage. The absence of snags is not positive evidence that broken wires do not exist. Figure 3A shows a cable with broken wires that were not detected by wiping, but were found during a visual inspection. The damage became readily apparent (Figure 3B) when the cable was removed and bent using the techniques depicted in Figure 3C. B. External Wear Patterns Wear will normally extend along cable equal to the distance cable moves at that location. Wear may occur on one side of the cable only or on its entire circumference. Replace flexible and non-flexible cables when individual wires in each strand appear to blend together (outer wires worn 40-50 percent) as depicted in Figure 4.
Control Cable Inspection Figure 3
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3C10
N53238
External Cable Patterns Figure 4
C.
Internal Cable Wear As wear is taking place on the exterior surface of a cable, the same condition is taking place internally, particularly in the sections of the cable which pass over pulleys and quadrants. This condition, shown in Figure 5, is not easily detected unless the strands of the cable are separated. Wear of this type is a result of the relative motion between inner wire surfaces. Under certain conditions the rate of this type wear can be greater than that occurring on the surface.
D.
Corrosion Carefully examine any cable for corrosion that has a broken wire in a section not in contact with wear producing airframe components such as pulleys, fairleads, etc. It may be necessary to remove and bend the cable to properly inspect it for internal strand corrosion as this condition is usually not evident on the outer surface of the cable. Replace cable segments if internal strand rust or corrosion is found. Areas especially conducive to cable corrosion are battery compartments, lavatories, wheel wells, etc., where concentrations of corrosive fumes, vapors, and liquids can accumulate. NOTE: Check all exposed sections of cable for corrosion after a cleaning and/or metal-brightening operation has been accomplished in that area.
3C11
PAGE 5 27-00-00 Dec 31/04
N53238
Internal Cable Patterns Figure 5
Pulley Wear Patterns Figure 6
PAGE 6 Jul 1/00
27-00-00
3C12
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL E. Cable Maintenance
CAUTION: TO AVOID REMOVAL OF CORROSION-PREVENTATIVE COMPOUNDS AND CABLE INTERNAL LUBRICANT, DO NOT USE VAPOR DEGREASING, STEAM CLEANING, METHYLETHYLKETONE (MEK) OR OTHER SOLVENTS. CAUTION: DO NOT OIL CONTROL CABLES. Frequent inspections and preservation measures such as rust prevention treatments for bare cable areas will help to extend cable service life. Where cables pass through fairleads, pressure seals, or over pulleys, remove accumulated heavy coatings of corrosion prevention compound. Provide corrosion protection for these cable sections by lubricating as specified in the Lubrication Chart, 12-20-00. F. Cable Fittings (1) 100 Hour Standard Inspection Check swaged terminal reference marks for any indication of cable slippage within fitting. Inspect fitting assembly for distortion and/or broken strands at the terminal. Check that all bearings and swivel fittings (bolted or pinned) pivot freely to prevent binding and subsequent failure. Check turnbuckles for proper thread exposure and broken or missing safety wires/clips. Pay particular attention to corrosion and pitting on cable terminals, turnbuckles and cable fittings. Any corrosion or pitting found requires replacement of the corroded fitting and/or cable. (2) 100 Hour Special Inspection For airplanes 15 years old or older, using a 10X magnifier, visually inspect the entire surface of each cable terminal, turnbuckle, or other cable fitting for corrosion or cracking. Inspect under safety wire or clips wrapped around the cable or fitting. Any evidence of corrosion or cracking, however minute, is cause for replacement. A logbook entry documenting the replacement of a cable terminal, turnbuckle, or other cable fitting relieves the inspection requirement for that fitting only, until such time as that fitting has been in service for 15 years. G. Pulleys Inspect pulleys for roughness, sharp edges, and presence of foreign material embedded in the grooves. Examine pulley bearings to assure proper lubrication, smooth rotation, freedom from flat spots, dirt, and paint spray. Periodically rotate pulleys, which turn through a small arc, to provide a new bearing surface for the cable. Maintain pulley alignment to prevent the cable from riding on flanges and chafing against guards, covers, or adjacent structure. Check all pulley brackets and guards for damage, alignment, and security. H. Pulley Wear Patterns: Various cable system malfunctions may be detected by analyzing pulley conditions. These include such discrepancies as too much tension, misalignment, pulley bearing problems, and size mismatches between cables and pulleys. Examples of these conditions are shown in Figure 6. 4. Special Tools These tools are used at the factory and are recommended where rigging, alignment, or installation procedures specifiy use a suitable tool. They can be ordered through any Piper dealer. Tool (Piper Tool Number) Rudder Pedal Neutral Alignment Tool (TL 623161) Elevator / Elevator Trim Travel Tool (HF 622548) Nose Wheel Centering (i.e. - Neutral) Tool (HF 622722) Piper P/N 762-152 762-154 762-147
3C13
PAGE 7 27-00-00 Dec 31/04
N53238
Tool (Piper Tool Number) Aileron and Flap Travel Tool - Left Wing (CKJ 622719) Aileron and Flap Travel Tool - Right Wing (CKJ 622720) Rudder Travel Tool (TL 622721) Control Wheel Neutral Tool (HF 622725) 5. Fin-Type Control Cable Air Seals (See Figure 7.) This airplane is equipped with ten fin type control cable air seals. Six seals (one for each control cable going to the empennage) are located on the aft pressure bulkhead. Two seals are located in each wing root for the aileron cables. A. Drawing CablesThrough It is not necessary to completely remove the seal from the bulkhead in order to draw a cable turnbuckle through the seal. To draw a cable turnbuckle through the seal. (1) Remove the three seal clips (per seal). (2) Grease the cable and turnbuckle with MIL-G-21164 grease. (3) Slowly pull the cable through the seal. B. Removal (1) Remove the three seal clips (per seal). (2) Compress the seal and pull it from the hole in the bulkhead. (3) Remove the seal from the cable. C. Installation (1) Fill the cable air seal with MIL-G-21164 grease.
Piper P/N 762-149 762-150 762-153 N/A
CABLE SEAL RETAINING GROOVE
RESTRAINING RINGS PRESSURIZED SIDE
LOOKING DOWN
Fin-Type Control Cable Air Seal Figure 7
(2) Apply MIL-G-21164 grease to the full travel of the cable section that passes through the seal when the control is actuated. (3) Apply a light coat of MIL-G-21164 on the external small end and tapered section of the seal for ease of insertion. (4) Place the seal on the cable, on the non-pressurized side of the bulkhead with the small end of the seal pointing towards the bulkhead. (5) Insert the seal in the bulkhead hole so that the bulkhead sheet is entirely within the seal retaining groove. (6) Install the proper retaining rings on the seal, two on the small end and one on the large end.
PAGE 8 Dec 31/04
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL AILERON AND TAB
1.
Troubleshooting See Chart 1.
2.
Control Wheel The retainer clip (P/N 104687-002) and MS24693-S40 screws (2 ea.) are factory installed in S/Ns 4697175 and up. S/Ns 4697001 thru 4697174 must individually procure and retrofit the retainer clip and screws. A. Removal (1) Remove two (2) screws and retainer clip. (2) Remove control wheel attachment screw and spacer. (3) Slide control wheel off of tube. (4) Disconnect control wheel switches wiring harness. B. Installation (1) Degrease aft end of tube and inside of control wheel using acetone or naptha. Allow to dry. (2) Degrease control wheel attachment screw, the spacer, and the nutplate (inside the tube) using acetone or naptha. Allow to dry. (3) Prime inside of control wheel with Loctite 7649 (Piper P/N 279-073). Allow to dry. (4) Connect control wheel switches wiring harness. (5) Install control wheel onto tube using Loctite 271 (Piper P/N 279-128). Take care to ensure screw hole in control wheel aligns with screw hole in tube. NOTE: This step must be accomplished promptly due to short cure time. (6) Prime threads of control wheel attachment screw with Loctite 7649 (Piper P/N 279-073). Allow to dry. (7) Install control wheel attachment screw (with spacer) into nutplate using Loctite 271 (Piper P/N 279-128). NOTE: This step must be accomplished promptly due to short cure time. (8) Position retainer clip to capture spacer and control wheel attachment screw. Secure with screws (2), being careful not to over tighten the screws and damage the logo medallion.
3.
Control Column (See Figure 2.) A. Removal (1) Control wheel: Remove control wheel as described under Control Wheel, above. (2) Control column assembly: CAUTION: LOOSEN BALANCE CABLES BEFORE REMOVING CONTROL COLUMN, TO PREVENT STRUCTURAL DAMAGE. (a) Block the aileron primary cables at the pulleys mounted on the pressure bulkhead station 100.00 prior to loosening the balance cable between the control wheels. (b) Loosen the clamps securing the protective tube over the control wheel balance cable turnbuckle. Slide the tube to one side and loosen the turnbuckle to relieve tension on the cables.
3C15
27-10-00
PAGE 1 Dec 31/04
N53238
Control Wheel Installation Figure 1
PAGE 2 Dec 31/04
27-10-00
3C16
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CHART 1 TROUBLESHOOTING - AILERON CONTROL SYSTEM Trouble Lost motion between control wheel and aileron. Cause Cable tension too low. Torque rollers loose or worn. Broken pulley. Cables not in place on pulleys. Resistance to control wheel rotation. System not lubricated properly. Cable tension too high. Control column horizontal cable improperly adjusted. Pulleys binding or rubbing. Remedy Adjust cable tension. Check torque rollers and tighten or replace. Replace pulley. Install cables correctly. Check cable guards. Lubricate system. Adjust cable tension. Adjust cable tension. Replace binding pulleys and/or provide clearance between pulleys and brackets. Install cables correctly. Check cable guards. Repair or replace aileron and/or hinge. Check routing of control cables. Re-rig control column. Re-rig aileron system.
Cables not in place on pulleys. Bent aileron and/or hinge. Cables crossed or routed incorrectly. Control wheels not synchronized. Control wheels not horizontal when ailerons are neutral. Incorrect aileron travel. Correct aileron travel cannot be obtained by adjusting stops. Control wheel stops before control surfaces reach full travel. Incorrect control column rigging. Incorrect rigging of aileron system. Aileron stops not adjusted properly. Incorrect rigging of aileron cables, and/or control wheel. Incorrect rigging between control wheel and control cables.
Adjust stops. Re-rig controls.
Re-rig controls.
3C17
27-10-00
PAGE 3 Dec 31/04
N53238
Control Column Installation Figure 2
PAGE 4 Dec 31/04
27-10-00
3C18
N53238
(c) Remove the screws securing the cable retainers, both primary and balance, to the aileron quadrant at the forward end of the control columns. (d) Remove the nut and bolt securing the arms to the elevator torque tube behind the instrument panel. (e) Disconnect the control wheel switches electrical harness (if installed). (f) Remove the bolt, washers, and nut securing the control column tube to the quadrant shaft and separate the tube from the shaft. Make a note of washer buildup for reinstallation. NOTE: The control column stop assy is fitted over the tube, secured by the same bolt, and will be removed with the tube. (g) The control column can now be removed by lifting the forward end and sliding the assembly forward until the tube clears the instrument panel. B. Installation (Refer to Figure 2.) (1) Control column assembly: NOTE: Check bearing on instrument panel for security. If found loose, use LOC-498-50 or LOC-495-50 Super Bond adhesive to bond bearing to instrument panel. (a) Place the control column assembly under and behind the instrument panel, keeping the forward end raised until the aft end of the tube can be inserted into the bearing in the instrument panel. Slide the assembly aft and lower the forward end to its installed position. (b) Ensuring the control column stop assembly is in place over the forward end of the control column tube, slide the tube over the quadrant shaft. Secure the control column tube and control column stop assembly to the quadrant shaft with bolt, washers, and nut. (c) Attach the arms on the control column to the arm on the elevator torque tube. (The bolt beads should point outboard.) (d) Reconnect the control wheel switches electrical harness (if installed.) (e) Attach the primary and control wheel balance cables to the aileron quadrant at the forward end of the control column assembly. Safety the cable retainer screws with MS20995-C32 safety wire. (f) Remove the aileron primary cable blocks from the pulleys at F.S. 100.00. (2) Control wheel: Install control wheel as described under Control Wheel, above. (3) Rig the aileron control system in accordance with instructions given in this chapter. Ensure that turnbuckles are safetied with locking clips and that protective tube is installed over turnbuckle on the control wheel balance cable. (4) Check the system for proper operation and freedom from binding.
3C19
27-10-00
PAGE 5 Dec 31/04
N53238
Aileron Controls Figure 3
4.
Aileron Control Cables A. Removal (Refer to Figure 3.) (1) For removal of any control cables in the fuselage or wings, first determine which cables are to be removed and then proceed with the appropriate set of instructions which follow. (2) To remove either right or left primary control cables that are located in the fuselage, the following procedures may be used. (a) Remove access panels from the cabin floor at fuselage station 171.43. This will allow you access to either turnbuckle. (b) Separate the primary control cable at the turnbuckles. (c) Remove the access panels from the cockpit floor and then remove pulley cable guards from pulleys located in front of the pressure bulkhead. (d) Disconnect the primary cables from the control column sectors. (e) Draw the cables back through the floor.
PAGE 6 Dec 31/04
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3C20
N53238
(3) To remove the primary control cable in either wing, proceed as follows: (a) Remove the access panel from the cabin floor at fuselage station 171.43. (b) Separate the primary cable at the turnbuckle within the fuselage and disconnect the opposite end at the sector out in the wing located aft of the rear spar at wing station 175.498. (c) Remove the cable guards at the pulleys located along the aft side of the wing rear spar. (d) Remove the control cable from the fuselage by removing the retaining rings on the fin type air seal and pulling the cable from the fuselage. (4) Either balance cable may be removed by the following procedure: (a) Remove the access panels from the cabin floor. (b) Separate the balance cables at the turnbuckle located below the right side of the cabin floor at station 171.43. (c) Disconnect the balance cable from the sector in the wing located at wing station 175.498 along the aft side of the rear spar. (d) Remove the cable guards at the pulleys along the wing rear spar. (e) Remove the control cable from the fuselage by removing the retaining rings on the fin type air seal and pulling the cable from the fuselage. B. Installation (Refer to Figure 3.) (1) The installation of either the right or left primary control cable, located in the fuselage may be accomplished as follows: (a) Draw the cable through the floor, and around the pulleys at the forward pressure bulkhead. (b) Connect the cable ends to the sectors at the forward end of the control column. (c) Ensure that the cable is properly placed around the pulley and install cable guards. (d) Route cable around the pulley at fuselage station 171.43 and install cable guard. (e) Connect cable turnbuckle to primary cable end from wing, and ensure proper rigging of system. (f) Install all access panels removed. (2) The primary control cable in either wing may be installed by the following procedure: (a) Draw the central cable along the wing rear spar, ensuring proper routing around the pulleys. (b) Connect the end of the primary cable to the aileron sector at wing station 175.498. (c) Install the fin type cable air seal on the cable and install the seal in the bulkhead. (d) Route the cable through the fuselage. (e) Connect the turnbuckle to the primary cable within the fuselage, and ensure proper rigging of system. (f) Install all access panels removed. (3) Either balance cable may be installed by the following procedure: (a) Connect the cable end to the sector in the wing at wing station 175.498. (b) Route the cable along the rear spar ensuring its proper routing through the pulleys. (c) Route the cable through the fuselage and then place the retainer rings on the seal. (Refer to Figure 7, 27-00-00.) (d) Connect the balance cable turnbuckle ends together and rig the ailerons as required. Check complete system for operation, see Caution under Rigging and Adjustment. (e) Install all access panels removed.
3C21
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PAGE 7 Dec 31/04
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C.
Aileron Controls Rigging and Adjustment (1) Lock the control wheels together in the aileron neutral position using a suitable tool. (2) Lock the ailerons in neutral position using a suitable contour fixture at the inboard ends of the ailerons. Neutral position is defined by wing loft contour at this location. (3) Adjust the aileron control cables to a tension of 30 + 5 pounds. NOTE: Prior to adjusting aileron control cable tension, loosen the roll servo autopilot bridle cable clamps to allow the clamps to slide freely on the aileron cable. After aileron control cable tension is set, adjust roll servo autopilot bridle cable tension per Roll Servo Installation, 22-10-00. (4) Remove the locking fixtures. Aileron neutral position should be maintained at zero (0) +1,-0 degree with the control wheels in neutral. (5) Use the pilots control wheel to move the ailerons and adjust the aileron travels at the primary stops (at the aileron drive sectors on the wing spars) to give the ailerons their 18 1 degree up and down movement. Total freeplay measured at the aileron inboard trailing edge is not to exceed .120 inch. (6) Use the pilots control wheel to hold the ailerons firmly against the primary stops. Adjust the secondary aileron stops (on the forward pressure bulkhead) to maintain a cushion (gap) of 0.09 0.03 inch in each direction. (7) Check system for proper operation. CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF AILERONS. WHILE IT WOULD SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY, UPON COMPLETION OF AILERON RIGGING AND ADJUSTMENT, VERIFY THAT THE RIGHT AILERON MOVES UP AND THE LEFT AILERON MOVES DOWN WHEN THE CONTROL WHEEL IS TURNED RIGHT; AND THAT THE LEFT AILERON MOVES UP AND THE RIGHT AILERON MOVES DOWN WHEN THE CONTROL WHEEL IS TURNED LEFT.
5.
Aileron Tab A fixed trim tab is located on the trailing edge of the right aileron. The tab is ground adjustable only.
6.
Aileron - Rudder Interconnect The aileron - rudder interconnect installation is located underneath the floor between the frames at F.S. 131.84 and F.S. 139.80. The aileron - rudder interconnect is bolted to the left aileron cable. The aileron - rudder interconnect guide is bolted to the left rudder cable. The aileron-rudder interconnect is rigged and adjusted as follows: NOTE: All aileron and rudder rigging must be completed prior to rigging the aileron - rudder interconnect. A. B. C. D. Gain access to the aileron - rudder interconnect. Lock the aileron and rudder systems in neutral. With the control wheels and rudder pedals neutral, the rudder is 0 (i.e. - streamlined). Ensure that the aft cable clamp on the left rudder cable is positioned 3.00 inches from the aft face of the F.S. 139.80 fuselage frame. Ensure that the aft cable clamp on the left aileron cable is positioned 2.00 inches from the aft face of the F.S. 139.80 fuselage frame.
PAGE 8 Dec 31/04
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3C22
N53238
Aileron - Rudder Interconnect Installation Figure 4
E. F.
Ensure that the forward side of the forward arm of the aileron - rudder interconnect is positioned 1.60 inches (See Note, below) from the aft face of the F.S. 131.84 fuselage frame. Ensure that the forward side of the guide (on the left rudder cable) is positioned 3.40 inches (See Note, below) from the aft side of the F.S. 131.84 fuselage frame. NOTE: Some early production airplanes were factory reworked to be rigged at 1.67 and 3.47 inches, respectively. Rig as * In any event, these dimensions are starting points.eitherthe interconnect fore or aft the required to ensure that no component interferes with the frame at F.S. 131.84 or frame at F.S. 139.80. Slight contact between the interconnect and the forward phenolic cable guide is permissible, if it does not cause the F.S. 131.84 frame to deflect. If the F.S. 131.84 frame deflects, re-rig the interconnect aft to eliminate interference. Fore and aft adjustments of the two interconnect components must be made in the same direction and distance for each component. For example, if one component is adjusted aft by .10 inch, then the other component must be adjusted aft by .10 inch. Metal-to-metal contact between any interconnect component and either frame is not permissible. Additionally, there must be measurable clearance between the interconnect and the F.S. 139.80 frame.
3C23
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CAUTION: AFTER RIGGING THE INTERCONNECT, DEMONSTRATE THAT BOTH THE AILERONS AND THE RUDDER CAN OBTAIN FULL TRAVEL AND BE DEFLECTED TO THEIR RESPECTIVE STOPS WITHOUT INTERFERING WITH EITHER FRAME F.S. 131.84 OR FRAME F.S. 139.80. WHEN DEMONSTRATING THIS, MOVE BOTH THE AILERON AND RUDDER IN THE SAME DIRECTION TO THEIR RESPECTIVE STOPS AND THEN HOLD FIRMLY IN POSITION WHILE THE FRAMES ARE INSPECTED FOR INTERFERENCE WITH THE INTERCONNECT. G. After adjustment, verify smooth free operation by watching the aileron - rudder interconnect while an assistant cycles the yoke and pedals through full control movement.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL RUDDER AND TAB
1.
Troubleshooting Rudder Control System CHART 1 TROUBLESHOOTING RUDDER CONTROL SYSTEM Trouble Lost motion between rudder pedals and rudder. Cause Cable tension too low. Linkage loose or worn. Broken pulley. Bolts attaching forward or aft sectors are loose. Excessive resistance to rudder pedal movement. System not lubricated properly. Rudder pedal torque tube bearing in need of lubrication. Cable tension too high. Pulleys binding or rubbing. Remedy Adjust cable tension. Check linkage and tighten or replace. Replace pulley. Tighten sector bolts. Lubricate system. Lubricate torque tube bearings. Adjust cable tension. Replace binding pulleys and/or provide clearance between pulleys and brackets. Install cables correctly. Check cable guards. Check routing of control cables. Re-rig sector stops. Re-rig nose wheel stops.
Cables not in place on pulleys. Cables crossed or routed incorrectly. Incorrect rudder travel. Rudder sector stop incorrectly adjusted. Nose wheel contacts stops before rudder.
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2.
Rudder Pedal Assembly To change bearings on rudder bar assembly, follow these steps: A. B. C. D. E. F. Remove nut and washers from end of rudder bar assembly. Remove nuts, bolts and washers that secure the bearing block to the tube support bracket. Remove bearing. Replace bearing using the shrink fit process. Bond the bearing with Loctite 290. Securing bearing block to tube support bracket with nuts, bolts and washers. Place two washers over the threaded end of the rudder bar and secure with the nut.
3.
Rudder Controls A. Removal (1) To remove the rudder torque tube sectors: (a) Loosen cables. (b) Remove the screw which retains the rudder cable lockplate to the sector. (c) Remove the nuts, bolts and washers that attach the sector to the rudder torque tube. (d) Remove the sector. (2) To remove the forward rudder control cables. (a) Remove the screw which retains the rudder cable lockplate to the rudder bar sector. Remove the cable from the sector. (b) Remove the aft fuselage access panel. (c) Disconnect the rudder turnbuckles by the rudder tube sector in the aft section of the fuselage. (d) At the aft pressure bulkhead, pull the control cable through the fin type air seal. (Refer to 27-00-00, Figure 7) (e) Pull the cable aft and remove it from the airplane. (3) To remove the aft rudder cable. (a) Remove the screws and washers that secure the two cable guard plates at both sides of the sector. Remove the safety plates. (b) Disconnect the turnbuckles if not previously accomplished. (c) Remove the cotter pins from the rear of the sector and remove the aft cable from the sector. (4) To remove the rudder torque tube sector: (a) Remove the aft rudder cable if not previously accomplished. (b) Remove the nuts, bolts and washers that attach the rudder sector to the rudder torque tube. (c) Remove the rudder sector. B. Installation (1) To install the rudder torque tube sector: (a) Position the sector on the torque tube. (b) Attach the sector to the torque tube with nuts, bolts and washers.
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Rudder Controls Figure 1
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(2) To install the rudder bar sector: (a) Position the sector on the rudder bar assembly. (b) Secure the sector to the rudder bar assembly with nuts, bolts and washers. (3) To install the aft rudder cable: (a) Position the cable on the sector. (b) Install the two guard plates with screws and washers. Replace the cotter pins in the rear of the sector. (c) Attach the aft cable to the forward cables at the turnbuckles. Safety the turnbuckles with locking clips. (4) To install the forward rudder cable: (a) Push the cable through the fin type air seal (refer to 27-00-00, Figure 7). Thread the cable forward through the airplane. (b) Connect the forward and aft rudder cables at the turnbuckles in the aft end of the airplane. (c) Attach the forward ends of the forward cables to the rudder bar sector. (d) Install the rudder cable lockplates on the rudder bar sector. Safety the lockplate retaining screws. (5) Ensure that all pulley cable guards have been properly installed (i.e. - with the cables routed inside/under the cable guards - see Figure 2). (6) Set the rudder cable tension and check the rigging per instruction in this chapter. (7) After setting the cable tension, check all cable ball ends for proper seating in the retainers. (8) Check the system for proper operation. See the Caution under Rigging. (9) Rig the rudder control system.
Cable Guard Installation (Typical) Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Rudder Controls Rigging
(1) Use a suitable tool to check the rudder travel for its proper travel (perpendicular to the hinge line) left and right from the zero degree position (streamlined with the vertical stabilizer). The left travel should be 26 + 1, -0 degrees and the right travel should be 30 + 1, -0 degrees. Adjust the stops on the rudder sector as required. (2) Move the rudder to the zero (0) degrees (streamlined) position. Lock the rudder in this position. (3) Lock rudder pedals together, in alignment with each other, at F.S. 105.700 (refer to Figure 3). (4) Disconnect bungee from forward steering arm. (5) Install a suitable tool which will lock the nose wheel in alignment with the longitudinal axis of the aircraft. (6) Adjust clearance between rollers on the nose gear and forward steering arm from 0.010 to 0.030 inch by loosening the steering arm mounting nut and using the adjuster underneath the steering arm mount plate. NOTE: This clearance is measured with nose wheel aligned per paragraph (5), above, and steering bar parallel to steering horn pads. While measuring this clearance, the gear should be down and locked and the airplanes weight should be on the gear. (7) Torque the steering arm mounting nut and the adjuster jam nuts. (8) Ensure that the two steering pushrods are holding the steering bellcrank perpendicular to B.L. 0.00 at F.S. 93.00. Ensure jam nuts are tight and bellows are clamped on rods immediately behind jam nuts. (refer to 32-50-00, Steering Pushrod - Installation, if adjustment is necessary).
Locking Rudder Pedals in Neutral Figure 3
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(9) Adjust the steering bungee to fit between the steering arm and the steering bellcrank with nose wheel aligned straight ahead. There should be no load on the bungee springs while the nose wheel is aligned with the longitudinal axis of the airplane. Tighten jam nuts. (10) Adjust the rudder cable turnbuckles to obtain 40 5 pounds of tension with the rudder set at zero (0) degrees (i.e. - neutral). Adjust the cables evenly to avoid uneven strain on airplane components. NOTE: Prior to adjusting rudder control cable tension, loosen the pitch servo autopilot bridle cable clamps to allow the clamps to slide freely on the rudder cable. After rudder control cable tension is set, adjust roll servo autopilot bridle cable tension per Pitch Servo Installation, 22-10-00. (11) Remove any centering tools that had been previously installed. (12) Place the airplane on jacks. (Refer to 7-10-00) (13) Depress each of the pilots rudder pedals until the rudder sector firmly contacts its stops. Adjust the forward stops (on the bellcrank in the nose gear tunnel) to provide 0.06 to 0.09 inch clearance in each direction. (14) Check the system for binding and proper operation. CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF RUDDER. WHILE IT WOULD SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY, UPON COMPLETION OF RUDDER RIGGING AND ADJUSTMENT, VERIFY THAT THE RUDDER MOVES RIGHT WHEN THE RIGHT PEDAL IS DEPRESSED; AND, THAT THE RUDDER MOVES LEFT WHEN THE LEFT PEDAL IS DEPRESSED. (15) Remove the airplane from jacks. 4. Rudder Trim Controls (See Figure 4.) The rudder trim system consists of a linear actuator in the tail connected to the trim tab via push rods. The actuator is controlled by a momentary rocker switch mounted in the pedestal and trim tab position is displayed to the pilot on the Volt-Amp/Rudder Trim Indicator (located in the center lower instrument panel) (or on the MFD Engine Page when equipped with the optional Avidyne FlightMax Entegra EFIS) as a digital readout of degrees of deflection. A. Removal (1) Turn master switch OFF. (2) The rudder trim switch is a rocker-type momentary switch and the Volt-Amp/Rudder Trim Indicator is face mounted. Removal instructions for both are in 39-10-00. (3) Gain access to the actuator rod ends / push rods connections by securing the rudder at full left or full right deflection. (4) Remove cotter pin, nut, washers and bolt holding each push rod to each actuator rod end. (5) Remove cotter pin, nut, washers and bolt holding each push rod to the trim tab and remove push rods. (6) Remove screws and remove actuator assembly access plate on right side of vertical fin. (7) Disconnect actuator harness. (8) Remove bolts and washers (4 ea.) holding actuator to vertical fin and remove actuator assembly.
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89920 AW
R.H.
.43 (REF) .43 (REF) 30 +1, -0 (REF) 13 1 13.5 1 26 +1, -0 (REF)
RUDDER TRIM RIGGING
L.H. RUDDER TRIM SYSTEM (REF) ACCESS COVER (REF) ACTUATOR RODS PUSH ROD LOCK NUTS ACTUATOR ROD ENDS PUSH RODS TAB B.L. 0.00
ACTUATOR ASSEMBLY VIEW A-A
RUDDER
NAS6203-7 BOLT AN960-10L WASHER MS21059L3 NUTPLATE (REF) (4 PLACES)
NAS6603-9D BOLT MS17825-3 NUT AN960-10 (2 EA.) WASHER MS24665-132 COTTER PIN
1.50 (REF)
A B
PUSH RODS
90 (REF)
VIEW FROM LEFT (ROTATED 31.9 CCW)
Rudder Trim Installation and Rigging Figure 4 (Sheet 1 of 2)
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.99 EXTENDED (TRIM TAB FULL RIGHT) AN4-22 BOLT AN310-4 NUT AN960-416 (2 EA.) WASHER MS24665-132 COTTER PIN
.56 (TRIM TAB NEUTRAL) .13 RETRACTED (TRIM TAB FULL LEFT)
ACTUATOR ROD
ACTUATOR ASSEMBLY
BUSHING
SLEEVE RUDDER HINGE LINE 2.31 (REF) ACTUATOR ROD ENDS
Rudder Trim Installation and Rigging Figure 4 (Sheet 2 of 2)
B.
Actuator Assembly NOTE: In S/Ns 4697001 thru 4697155, when replacing the original factory installed rudder trim actuator assembly (P/N 102345-004) you must also replace the original factory installed Volt-Amp/Rudder Trim Indicator (P/N 602-264). Order Kit No. 767-342. When replacing actuator or actuator rod ends, install actuator rod ends at 2.31 inch from center of rod end to face of actuator rod. (See Figure 4, Sheet 2.) NOTE: Take care not to torque the actuator rods when removing or installing the actuator rod ends.
C.
Installation (1) Turn master switch OFF. (2) The rudder trim switch is a rocker-type momentary switch and the Volt-Amp/Rudder Trim Indicator is face mounted . Installation instructions for both types are in 39-10-00. (3) Place actuator assembly into position through access in right side of vertical fin. Secure with bolts and washers (4 ea.). (4) Connect actuator harness. (5) Replace actuator assembly access plate on right side of vertical fin and secure with screws. (6) Slide push rods into position in rudder and secure each rod end with lock nut to the trim tab with bolt, washers, nut, and cotter pin.
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(7) Gain access to the actuator rods / push rods connections by securing the rudder at full left or full right deflection. CAUTION: DO NOT TORQUE ACTUATOR RODS WHEN INSTALLING PUSH RODS. (8) Secure each push rod to each actuator rod with bolt, washers, nut, and cotter pin. (9) Rig rudder trim system. NOTE: When installing a new unit: (1) rig the trim controls per paragraph D, below; then, (2) see 39-10-00, Volt-Amp/Rudder Indicator, for set-up instructions. D. Rudder Trim Control Rigging (1) Ensure rudder rigging is correct per Rigging of Rudder Controls. (2) Lock rudder pedals in neutral position. (refer to Figure 1, Rudder Controls.) (3) Using a suitable tool, set rudder at zero (0) degrees (i.e. - streamlined). (4) Using the rudder trim switch and Volt-Amp/Rudder Trim Indicator (or MFD Engine Page when equipped with the optional Avidyne FlightMax Entegra EFIS) in the cockpit: (a) set the rudder trim to zero (0). Trim tab should be streamlined. (b) set rudder trim to full left deflection. Tab deflection should be 13.5 1. (c) set rudder trim to full right deflection. Tab deflection should be 13.0 1. In all cases, any corrections are to be made by push rod adjustment. When tab is adjusted correctly, check readings on the position indicator. Indicator should read 0 when tab is streamlined and may vary 2 at tab extreme deflections.
CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF RUDDER. WHILE IT WOULD SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY, UPON COMPLETION OF RUDDER TRIM RIGGING AND ADJUSTMENT, VERIFY THAT THE RUDDER TRIM TAB MOVES LEFT WHEN THE RUDDER TRIM SWITCH IS PRESSED LEFT; AND, THAT THE RUDDER TRIM TAB MOVES RIGHT WHEN THE RUDDER TRIM SWITCH IS PRESSED RIGHT.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL ELEVATOR AND TAB
1.
Troubleshooting Elevator Control System CHART 1 (Sheet 1 of 2) TROUBLESHOOTING ELEVATOR CONTROL SYSTEM Trouble Lost motion between control wheel and elevator. Cause Cable tension too low. Linkage loose or worn. Broken pulley. Cables not in place on pulleys. Resistance to elevator control movement. System not lubricated properly. Cable tension too high. Binding control column. Pulleys binding or rubbing. Remedy Adjust cable tension. Check linkage and tighten or replace. Replace pulley. Install cables correctly. Lubricate system. Adjust cable tension. Adjust and lubricate. Replace binding pulleys and/or provide clearance between pulleys and brackets. Install cables correctly. Check routing of control cables. Adjust stop screws. Re-rig elevator cables.
Cables not in place on pulleys. Cables crossed or routed incorrectly. Incorrect elevator travel. Correct elevator travel cannot be obtained by adjusting stops. Lost motion between trim control wheel and trim tab. Elevator stops incorrectly adjusted. Elevator cables incorrectly rigged. Cable tension too low. Cables not in place on pulleys. Broken pulley. Linkage loose or worn.
Adjust cable tension. Install cables properly. Replace pulley. Check linkage and tighten or replace.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 2 of 2) TROUBLESHOOTING ELEVATOR CONTROL SYSTEM Trouble Cause System not lubricated properly. Cable tension too high. Pulleys binding or rubbing.
Remedy Lubricate system. Adjust cable tension. Replace binding pulleys. Provide clearance between pulleys and brackets. Install cables properly. Lubricate hinge. If necessary, replace. Check routing of control cable. Check and/or adjust rigging. Adjust trim indicator.
Trim control wheel moves with excessive resistance.
Cables not in place on pulleys. Trim tab hinge binding. Cables crossed or routed incorrectly. Trim tab fails to reach full travel. Trim indicator fails to indicate correct trim position. System incorrectly rigged. Trim indicator unit not adjusted properly.
2.
Elevator Torque Tube Bearing Changes A. B. C. D. E. F. Remove nut and washers from end of elevator torque tube assembly. Remove nuts, bolts and washers that secure the bearing block to the tube support bracket. Remove bearing. Replace bearing using the shrink fit process. Bond the bearing with Loctite 290. Secure bearing block to tube support bracket with nuts, bolts and washers. Place two washers over the threaded end of the elevator torque tube and secure with nut.
3.
Elevator Controls A. Removal (1) To remove elevator torque tube quadrant: (a) Remove elevator downspring. (b) Remove the two quadrant cable guards. (c) Loosen cables. (d) Remove the screw which retains the elevator cable lockplates. (e) Remove the cables and lockplates. (f) Remove the bolts, nuts and washers that secure the quadrant to the elevator torque tube. (g) Remove the quadrant.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (2) To remove the elevator forward cable assemblies:
(a) Disconnect the elevator cable turnbuckles (located forward of the aft elevator quadrant). (b) Remove the screw that retains the elevator cable lockplates to the forward quadrants (on the elevator torque tube). (c) Pull the cables aft through the fuselage after removing the cable guards at the elevator pulleys and the fin type control cable air seal clips. (3) To remove the aft elevator cable assemblies: (a) Disconnect the cable turnbuckles (located forward of the aft elevator quadrant). (b) Cut safety wire on cable lockplate screw. Remove screw. (c) Remove cable guards and remove cable. (4) To remove the elevator aft quadrant: (a) Remove the elevator aft cable assemblies from the quadrant. (Refer to step 3.) (b) Remove the bolt, nut, washers and bushings which secure the quadrant assembly to the bulkhead (Note position of bushings as removed). (c) Remove the quadrant assembly. B. Installation (1) To install the elevator aft quadrant: (a) Position the elevator quadrant in place. (b) Attach cables to quadrant assembly. Safety lockplate screw. The safety wire must be installed so that the wire is inside and clear of the elevator pushrod fork through the full travel of the quadrant. (c) Adjust cable guards to be 0.03 to 0.06 inch from the edge of the quadrant. (d) Refer to steps (5) and (6). (2) To install the elevator torque tube quadrant: (a) Position the quadrant assembly on the torque tube. (b) Secure quadrant with bolt, nut and washer (two places). (c) Attach cables to quadrant assembly with lockplate and screw. Safety screw. (d) Adjust cable guard to provide 0.08 0.01 inch of clearance from the edge of the quadrant. (e) Refer to steps (5) and (6). (f) Attach the elevator downspring. (3) To install the elevator forward cable assemblies: (a) Insert the cables through the fin-type air seals on the aft pressure bulkhead and draw them forward through the fuselage, positioning them on the proper pulleys. (b) Secure cables to forward quadrant with lockplate and screw. Safety screw. (c) Adjust cable guards so that there is 0.08 0.01 inch of clearance from edge of the quadrant. (d) Attach forward cable assemblies to aft cable assemblies at the turnbuckles located just forward of the aft quadrant. (e) Ensure that all cable guards are in place. (f) Refer to steps (5) and (6). (g) Attach the elevator downspring.
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(4) To install the elevator aft cable assemblies: (a) Attach cables to quadrant with lockplates and screws. Safety the screws. (b) Attach the rear cables to the forward cables at the turnbuckles. (c) Reinstall cable guards and adjust them to provide 0.03 to 0.06 inch of clearance from the edge of the quadrant. (d) Refer to steps (5) and (6). (5) Set cable tension. (6) Check control system for proper rigging and operation. (7) C. Attach the elevator downspring (Refer to Figure 1). Elevator Controls Rigging NOTE: The neutral position of the elevator is when the leading edges of the aerodynamic balances are lined up with the leading edges of the horizontal stabilizer. (1) Adjust the elevator stops to obtain the travel specified in Chart 2. CHART 2 ELEVATOR RIGGING POSITIONS Elevator Trailing Edge Up 23.5 .5 Elevator Trailing Edge Down 14.5 .5 Elevator Tab Elevator Neutral Trailing Edge Up 19 + 0, - 1 Elevator Tab Elevator Neutral Trailing Edge Down 24.5 + 0, - 1
(2) Lock the elevator in its neutral position. (3) Position the pilots control wheel with the forward face of the wheel mounting boss 5.30 inches aft of the instrument panel aft face and secure. (Refer to Figure 1, 27-10-00.) (4) Adjust the cables evenly to obtain 35 5 Ibs. cable tension. (5) Remove the locking device from the control wheel. (6) With the elevator held against the trailing edge down primary (aft) stop, push the pilots wheel full forward. The control wheel travel between the primary (aft) and secondary (forward) stops should be 0.30 0.10 inch. There is no adjustment on the secondary stop. (7) If necessary, use the cable rigging turnbuckles to bring the control wheels into their neutral position. If control wheel position adjusted, recheck/rerig elevator trim tab. (8) With the elevator physically held against the trailing edge up primary (aft) stop, adjust the secondary stop on the channel ahead of the instrument panel to provide a cushion (gap) of 0.06 - 0.09 inch. Lock the jamnut. (9) Check system for binding and proper operation. 4. Elevator Trim Controls A. Removal To remove elevator trim controls in the console: (1) Remove access panel on left side of console. (2) Disconnect elevator trim cables by: (a) Remove the center access panels on the floor to gain access to the plastic tube that protects the elevator trim cables. (b) Remove the pins from both ends of the plastic tube.
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Elevator and Elevator Trim Installation Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (c) Slide the tube forward.
(d) Rotate the elevator trim control wheel until one of the trim cable turnbuckles clears the aft end of the tube. (e) Tie a pull rope forward of the exposed turnbuckle on the forward cable. NOTE: Tension must be applied to the ends of the trim cables as soon as the turnbuckles are disconnected to prevent the cables from unwrapping from the trim wheel drum or the trim actuator, and to prevent the cables from fouling at any of the pulleys. (f) Disconnect the cables, keeping tension on both ends of cable. (g) Have an assistant in the cockpit rotate the elevator trim control wheel until the opposite elevator trim turnbuckle clears the aft end of the plastic tube. Keep tension on both ends of the disconnected cable while the assistant is rotating the trim wheel. (h) Have the assistant tie another pull rope forward of the turnbuckle on the remaining cable. (i) (j) Have the assistant disconnect his cables, keeping tension on both ends of the cable. Transfer the cable ends to one man. Have him keep tension on all four cable ends.
(k) Have the remaining man slide the plastic tube aft until the cables are exposed aft of the F.S. 124.125 frame. (3) Remove the nut and washer from trim wheel pivot bolt. (4) Push the trim wheel pivot bolt out the right hand side of the quadrant. (5) Remove the trim wheel from the console, pulling the control cable along with it. (6) To disassemble the elevator trim wheel: (a) Remove the three screws which attach the cable drum to the wheel. (b) Remove the cable from the drum. B. Installation (1) To assemble the elevator trim wheel: (a) Place the cable ends in the drum. (b) Secure the cable drum to the wheel with the three screws. (c) Wrap the cable ends around the drum 3 1/4 turns in opposite directions. (2) Position the trim wheel/cable in place in the console. (3) Slide the trim wheel pivot bolt through the pivot holes in the trim wheel and the console. (4) Secure the pivot bolt with the nut and washer. (5) Connect the elevator trim cables by: (a) Have the assistant keep tension on the trim cables while the cable blocks at F.S. 207.00 and F.S. 124.125 are removed. (b) Slide the plastic tube forward. (c) Connect one set of cables at the turnbuckles and remove the pull rope. Keep tension on the remaining cables. (d) Have the assistant rotate the elevator trim control wheel until the remaining (unconnected) turnbuckle clears the aft end of the tube. (e) Connect the remaining cables and remove the pull rope. Set cable tension to 12 2 pounds. NOTE: Both the up and down cable turnbuckle assemblies should be within 0.10 of an inch of the same length upon completion of adjustment.
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Slide the tube in place and insert the pins in both ends of the tube.
(g) Check to ensure that the cables have not loosened on the trim drum or actuator. Check that they have not fouled on any of the pulleys. (h) Check the system for restrictions or binding. (i) Reinstall the floor access panels that were previously removed. (6) Ensure that the pulley cable guards are installed at all elevator trim cable pulleys. (7) Replace the access panel on the console. (8) Check operation of elevator trim controls. See Caution under Rigging. C. Elevator Trim Actuator (1) Removal (a) Block the cables at the actuator drum. (b) Disconnect the trim cable turnbuckles (inside the plastic tube under the floor). (Refer to paragraph 4.A.(2) ). (c) Cut safety wire and remove bolts that attach actuator to elevator trim forward rod assembly. (d) Remove four bolts and washers that secure the actuator to its supporting bracket. (e) Remove actuator and trim cable from aircraft. (2) Installation (a) Position actuator/trim cable assembly on actuator bracket. Fasten in place with bolts and washer. (b) Attach elevator trim forward rod assembly to actuator with bolts and washers. Safety bolts. (c) Connect the trim cables (Refer to step (5) in paragraph 4B, above). (d) Ensure that cables are in pulleys and that pulley cable guards are installed. (e) Attach three cable clips (per seal) to the fin type control cable air seals in the aft pressure bulkhead. (f) Set cable tension. (g) Check system for smooth and proper operation. (3) Disassembly (a) Remove nut and washer from the end of the actuator screw. (b) Remove the bolt, nut and washer that secures the actuator screw to the actuator frame. (c) Turn the screw out of the housing assembly and then out of the frame. (d) Remove the drum from the housing assembly by removing the bolts which secure the aft retainer to the housing. (e) Unwrap cable from drum (if desired). (4) Assembly (a) Place trim cable in slot in trim drum. Cable end Y should be 17.5 inches longer than cable end X. (b) Wrap each end of the cable nine and one-quarter turns toward the center of the drum. One series of wraps should be clockwise and the other series should be counterclockwise. Hold the cable in place. (c) Insert the drum into the housing assembly.
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(d) Secure the aft retainer and guide to the aft side of the housing with the screws, nuts and washers. NOTE: Refer to Figure 2 for information on setting trim drum end play. (e) Place the housing/drum assembly into the actuator frame. (f) Insert the actuator screw through the frame and then into the housing/drum assembly. (g) Rotate the screw until the housing/drum assembly is positioned as shown in Figure 2. Cable end Y should be 17.5 inches longer than cable end X after installation and wrapping on the drum before fastening the screw in position. (h) Attach the aft end of the actuator screw to the actuator frame by installing the bolt, nut and washer. The bolt shank should point in the same direction as the cable ends. (i) (j) D. Attach the forward end of the actuator screw to the frame with the nut and washer. Check for free, smooth full range travel.
Elevator Trim Rod Corrosion Control Inspect elevator trim rods and reapply Dinatrol AV 8 each five years. See 55-20-00, Elevator Trim Tab Rods Corrosion Control.
E.
Elevator Trim Controls Rigging NOTE: The neutral position of the elevator tab is with the tab trailing edge lined up with the elevator trailing edge. (1) Check the tension of the elevator trim tab cables. Adjust the tension to 12 2 pounds. The up and down cable turnbuckle assemblies should be within 0.10 inch of the same length upon completion of adjustment. NOTE: Access the turnbuckles by rolling trim wheel to the full nose up position and sliding the tube that surrounds the cables fore or aft, as required. (2) Place the elevator tab in the neutral position and set the tab indicator at the neutral position using a suitable locating fixture. (3) Move the elevator trim wheel aft (nose up) until the positive stop (spacer) on the actuator frame engages the trim drum housing. Check to ensure that the tab indicator guide pin has not bottomed out in its slot in the trim wheel. (4) Set tab to the Elevator Tab (Elevator Neutral) Trailing Edge Down angle specified in Chart 2, by adjusting the two straight rods which penetrate the aft fuselage bulkhead. The rods must be within 0.010 inch of the same length upon completion of adjustment. Lock the jam nuts on the rods. CAUTION: DO NOT ADJUST THE TWO AFT CURVED RODS WHICH ATTACH TO THE TAB. THESE RODS MUST NOT BE CHANGED FROM THEIR ORIGINAL LENGTH OF 9.12 INCHES BETWEEN THE CENTERS OF THE ROD END HOLE AND THE MOUNTING BUSHING HOLE. A CHANGE IN THEIR LENGTH WOULD ALTER THE PROPER TAB OPERATING GEOMETRY. (5) Move the elevator trim wheel forward (nose down) until the elevator tab is at the Elevator Tab (Elevator Neutral) Trailing Edge Up angle specified in Chart 2. Check to ensure that the tab indicator guide pin has not bottomed out in its slot in the trim wheel. Set the adjustable stop mounted on the stabilizer spar to maintain the specified tab angle. Lock the jam nut. (6) Operate the elevator through its full travel range with the tab set at both full nose up and full nose down positions. Operation should be smooth and free.
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Elevator Trim Actuator Assembly Figure 2
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(7) With the tab neutral and the elevator held securely against each stop, determine the free play of the tab. Total free play measured at the tab trailing edge should not exceed 0.06 inch. (8) Check system for proper operation. CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF ELEVATOR TAB. WHILE IT WOULD SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY, UPON COMPLETION OF ELEVATOR TRIM RIGGING AND ADJUSTMENT, VERIFY THAT THE ELEVATOR TAB MOVES UP WHEN THE TRIM WHEEL IS TRIMMED DOWN; AND, THAT THE ELEVATOR TAB MOVES DOWN WHEN THE TRIM WHEEL IS TRIMMED UP. 5. Stall Warning System A. Description and Operation WARNING: PHYSICAL MANIPULATION OF LIFT TRANSDUCER ON PA-46-500TP AIRPLANES MAY RESULT IN ERRONEOUS STALL WARNINGS NECESSITATING CALIBRATION OF SYSTEM. The stall warning systems major components consist of a lift transducer located in the leading edge of the left wing and a lift computer located on the left side under the aft electronic shelf. The sensing source of the transducer protrudes into the air stream and during flight is positioned by local airflow velocity and direction. By correlating lift with airflow characteristics at the stagnation point on the wing, the lift transducer measures changes in angle-of-attack, or airspeed deviations from an airspeed represented by a reference angle-of-attack. The output signal, combining angle-of-attack and local dynamic pressure, enters the lift computer which contains power regulators, signal processor and control circuitry. Provisions are included for monitoring the entire stall warning system. B. Troubleshooting - See Chart 3. CHART 3 TROUBLESHOOTING STALL WARNING SYSTEM Trouble AC voltage between PINS 24 & 25 is not within 0.5V of 10.0 V. Lift Transducer calibration exceeds tolerances specified in Table 1. Lift Transducer fails Stall Warning Heat test. Lift Computer Tip Grams out of adjustment. Cause N/A Remedy Replace Lift Computer.
N/A
Replace Lift Transducer.
N/A N/A
Replace Lift Transducer. Readjust Tip Grams per Figure 3.
C.
Lift Detector Assembly (1) Removal (a) Remove the four screws which hold lift detector to leading edge of wing. (b) Pull lift detector partially out of opening in wing and disconnect wires at connector. (c) Remove lift detector.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (2) Installation (a) Connect wires from detector to harness.
(b) Position lift detector in the opening in the wing and secure with the four screws. (c) Check lift detector for operation per Stall Warning Functional Test. D. Dual Warning Unit (Horn) (1) Removal (a) Disconnect wires coming from warning unit. (b) Remove the four screws and washers that secure the unit to the bulkhead. (2) Installation (a) Position dual warning unit on the bulkhead and secure with screws/washers. (b) Connect electrical leads to unit (refer to electrical schematic in 91-27-30). E. Stall Warning Functional Test (1) Locate the stall warning test switch on the pilots instrument panel and the lift transducer which is located in the inboard left wing leading edge. (a) Activate the test switch; (b) Verify that the transducer vane moves forward (up); the stall warning activates. (2) Locate the stall warn heat switch on the overhead switch panel. CAUTION: DO NOT ACTIVATE STALL WARN HEAT SWITCH FOR MORE THAN FIVE (5) SECONDS. (a) Activate the stall warn heat switch; (b) Check that the lift transducer vane and mounting plate become warm. F. Stall Warning Flight Test Procedure NOTE: Required whenever a replacement wing is installed. (1) Ensure aircraft CG is 140.0 1" and aircraft weight is between 4750 - 5000 LBS. (2) Fly airplane and at a rate of 1 KT/SEC maximum record the following warning and stall speeds: Gear UP DOWN DOWN UP DOWN DOWN Flaps 0 20 36 0 20 36 Power 150 ft/lbs 150 ft/lbs 150 ft/lbs 650 ft/lbs 650 ft/lbs 650 ft/lbs Trimspeed 100 90 90 100 90 90 Warning Limits 87 - 90 83 -85 70 - 75 87 - 90 83 - 85 74 - 77 Warning / Stall ________/________ ________/________ ________/________ ________/________ ________/________ ________/________ Min. Delta 8 kts 10 kts 5 kts N/A N/A N/A
(PIR-FTP2001-25, Rev. E.)
(3) If the stall warning system fails to perform within the limits above, adjust the system and refly the test. (4) If not able to adjust the stall warning system sufficient to achieve the limits above, recheck the replacement wing installation to ensure it is installed and rigged correctly.
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G.
Force Applicator Kit Test The lift computer is factory set by Safe Flight Instrument Corp. to produce the required outputs to activate the stall horn. Final adjustments are then made to each installation by Piper during flight test. At the completion of individual system adjustment by Piper the actual tip gram value will be recorded in the aircraft logbook. The logbook entry is as follows: In S/Ns 4697001 thru 4697100, 4697102, and 4697104 thru 4697108, after Flight Into Known Icing (FIKI) retrofit (specifically, after installation of Piper Kit No. 767-323), and in S/Ns 4697101, 4697103, and 4697109 & up: The stall system computer is adjusted at the factory. Component changes require that the computer settings be checked and adjusted per Chapter 27 of the Piper Maintenance Manual. The settings for this aircraft are: STALL WARNING TIP GRAMS ACTUAL SETTINGS EXAMPLE x.x (+3.0) x.x (+4.0) x.x (+1.5)
FLAPS Full Up 0 10-20 Full Down 36
Should it become necessary to check the values shown in the airplane log book, use Safe Flight Instrument Corp's. Force Applicator Kit, P/N 1952-1, to measure the tip-grams of force settings required at the lift transducer vane to energize the signal.
Force Applicator Figure 3
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(1) Attach the force applicator to the lift transducer cavity as shown in Figure 3 (See also Safe Flight's Force Applicator Kit operation manual.) The squat switch shall be in the in-flight condition. In S/Ns 4697001 thru 4697114, 4697116, 4697118, and 4697125 as delivered from the factory: (a) Position the cockpit pedestal power lever to the idle position and flaps to the full up position. The pre-stall horn shall activate at tip grams recorded in the airplane log book. (b) Place the cockpit pedestal power lever in the idle position and flaps to the 10-20 position. The pre-stall horn shall activate at tip grams recorded in the airplane log book. (c) Place the cockpit pedestal power lever in the idle position and the flaps at the full (36) down position. The pre-stall horn shall activate at tip grams recorded in the airplane log book. or In S/Ns 4697001 thru 4697114, 4697116, 4697118, and 4697125 with Piper Kit No. 766-697 installed and in S/Ns 4697115, 4697117, 4697119 thru 4697124, and 4697126 & up: (a) Position the flaps in the full up position. The pre-stall horn shall activate at tip grams recorded in the airplane log book. (b) Place the flaps to the 10-20 position. The pre-stall horn shall activate at tip grams recorded in the airplane log book. (c) Place the the flaps at the full (36) down position. The pre-stall horn shall activate at tip grams recorded in the airplane log book. (2) To make necessary adjustments, remove the access plate from the lift computer. Locate the adjustment screws (refer to Figure 4). Increase negative tip grams to decrease activation speed. Increase positive tip grams to increase activation speed.
Vane Tip-Grams 36 Flaps Bias Vane Tip-Grams 10 - 20 Flaps Bias Access Cover Vane Tip-Grams 0 Flaps Bias S/Ns 4697001 thru 4697100, 4697102, and 4697104 thru 4697108, after Flight Into Known Icing (FIKI) retrofit (specifically, after installation of Piper Kit No. 767-323), and in S/Ns 4697101, 4697103, and 4697109 & up
2 1 0 5 4 3
LIFT COMPUTER
Lift Computer Tip Grams Adjustment Figure 4
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H.
Lift Computer (LC) Test (1) If available, connect the Breakout Box (Safe Flight P/N SK100360) between the lift computer and the aircraft wiring. Locate the breakout box so that the test jacks (which connect to the like numbered pin) are accessible. If no breakout box is available, the pins may be accessed directly. See Table 1. (2) Attach the Force Applicator to the lift transducer as shown in Figure 3 so as to apply forces to the vane as specified in the following test sections. Use the gauge with the lowest range adequate for the readings. Forward forces on the vane are designated as minus (-): aft forces are designated as positive (+). (3) Set the aircraft flaps to the UP position for 0 readings, MID position for 10 and 20 readings and DOWN for 36 readings. (4) Bypass the OLEO (i.e. - squat) switch function to the IN AIR condition. A jumper between PINS 2 (GND) and 7 (OLEO) will accomplish this. (5) Apply 28V DC 20% DC power to the system by actuating the proper circuit breakers. Do not apply power to the lift transducer heaters while making these tests.
TABLE 1 LIFT COMPUTER PIN OUTS Pin 1 2 3 4 5 6 7 8 9 10 11 12 13 - 15 16 17 18 - 21 22 23 24 25 26 27 28 TEST DATA SIGNAL GROUND LIFT TRANSDUCER EXCITATION LIFT TRANSDUCER EXCITATION FAST COMMON SLOW Varying voltage controlled by lift transducer Lift Transducer (LT) Self Test Fail Warning +15 VDC for ON GND Self Test to LT +28 VDC if system is not valid Stall Warning Voltage +28 VDC to warning device Flaps Excitation 10 and 20 Flaps 36 Flaps OLEO - Connected to ground when IN AIR SELF TEST - Momentary ground for test VALID FLAG ESSENTIAL BUS +28 VDC if system is valid +28 VDC Constant (3 Amp Breaker) 28V Constant 28V only at these settings 28V only at this setting Function +28 VDC Power Source DC Power Ground Voltage Reading Constant
RMS 700 } 10V 25 is high Hz power to LT Pin
Lift Transducer Signals to Computer
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL I. Lift Transducer (LT) Test
(1) Check that the AC voltage measured between PIN-24 and PIN-25 (PIN-25 is High) is 10.0 0.5 V. (2) Check the lift transducer and the lift computer phase detector by comparing the voltages of Table 1 below, PIN-22 and PIN-23 (PIN-23 = Low). The voltage across pins PIN-26 and PIN-28 (PIN-26 = Low) is an AC voltage varying in polarity and magnitude with the LT tip gram force.
TABLE 2 LIFT TRANSDUCER TEST SPECIFICATIONS Tip Grams PIN - 26 (LOW) PIN - 28 (HI) AC Mili-Volts Ref. -6 0 12 24 427 279 0 279 Tolerance 40 20 20 20 PIN - 22 (HI) PIN - 23 (LOW) DC Volts 9.2 6.0 0 -6.0 Tolerance 0.75 0.50 0.50 0.75
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL FLAPS
1.
Flap Drive System (Refer to Figure 1) The flaps are driven by an electric motor-actuator unit. The motor-actuator is mounted below the floor at fuselage station 167.97. Remove the seat, cabinet (if necessary), and floor boards to gain access to the motor. The drive system contains two movable micro-switches on a cam mechanism (one each for up and down flap movement), warning horn micro-switch on cam bracket, current sensor, relay, and mechanical linkages. A removable cover on the right forward floor gives access to the switches. The sensor and relay are located on a plate assembly aft of motor. The cover is secured with velcro tabs for easy removal. Pushrods are connected to the actuator at both ends. These pushrods extend out through the fuselage and connect to bellcranks in the wings at station 29.00. Additional pushrods extend out along the wing rear spar to an idler arm at station 64.00 and on to another bellcrank at station 93.00. Pushrods connected to the bellcranks at station 64.00 and 93.00 connect the flaps to complete the drive system. To ensure a good pressure seal at the fuselage exit points of the flap drive pushrods, a bellows is connected to the pushrods and tube assemblies which are part of the fuselage structure, thus sealing the opening and preventing any air loss from the pressurized cabin. The flap selector provides four positions: full up (0), 10, 20, and full down (36). All positions are preselected by the flap control lever on the instrument panel. A flap position warning system is provided to warn when the flaps are extended to or beyond the approach position without the landing gear fully extended and locked.
2.
Troubleshooting Flap Control System
CHART 1 TROUBLESHOOTING FLAP CONTROL SYSTEM Trouble Flaps fail to extend or retract. Flaps not synchronized or fail to move evenly when retracted. Cause Motor-Actuator inoperative. Remedy No electrical power to motor. Check circuit breaker. Adjust flaps.
Incorrect rigging of system.
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Flap Motor-Actuator and Drive System Figure 1
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3.
Flap Controls A. Removal (1) To remove link E: (Refer to Figure 2) (a) Disconnect the flap position indicator cable clamp (PS1001-6-3)7 from link E by removing the MS 35206-243 screw and MS 20365-832C nut. (b) Remove the MS 20365-428C nut, AN 4-13A bolt, and AN 960-416 washer that secures link E to the connecting arm assembly clevis and push rod link clevis. (c) Remove the AN 4-16A bolt, MS 20365-428C nut, AN 916-416 washer, and two 82695-96 bushings that secures link E to the pushrod and the motor-actuator unit. (d) Remove safety wire from AN 4H30 bolt that secures link E to its support bracket. Remove the bolt, AN 310-4 nut, 960-416 and 940-416L washers (under nut), and MS24665-132 pin. (e) Remove link E. (2) To remove the aft link assembly: (Refer to Figure 2) (a) Remove the AN 24-34A bolt, MS 20365-42 8C nut, two 82695-97 bushings, and AN 960416L, two AN960-616, and two AN960-616L washers that secure the aft link assembly to the tube assembly and arm assembly. (b) Remove safety wire from AN 4H34 bolt that secures the aft link to its support bracket. Remove the bolt, AN 310-4 nut, two 960-416 washers (under nut), and MS24665-132 pin. (c) Remove link. (3) To remove the flap drive pushrod assembly: (Refer to Figures 2 and 3) (a) Loosen appropriate hose clamp on small end of bellows. (b) For left flap drive pushrod: 1 Remove the MS 20365-428C nut, AN 4H30 bolt, two each 82695-96 bushings and AN 960-416 washer securing pushrod clevis to link E and the actuator- motor assembly. Remove NAS 464-P5A9 bolt, and MS 21042-5 nut that secures the pushrod clevis to the left inboard bellcrank assembly. Remove AN24-24A bolt, two 82695-97 bushings, one AN 960-416 washer two each AN 960-616 and AN 960-616L washers, and MS 20365-428C nut securing pushrod clevis to the tube assembly, the aft link assembly, and the arm assembly. Remove NAS 464-P5A9 bolt, and MS 21042-5 nut that secures the pushrod clevis to the right inboard bellcrank assembly.
(c) For right flap drive pushrod 1
(d) Slide pushrod from flap drive housing and remove. (4) To remove the 85097-2 pushrod assembly: (Refer to Figure 2) (a) Remove AN 4-13A bolt, AN 960-416 washer, and MS 20365-428C nut connecting the pushrod assembly to link E. (b) Remove AN 24-15A bolt, two AN 960-416 washers, and MS 20364-428C nut connecting the pushrod assembly to the cam assembly. (c) Remove the 85097-2 pushrod assembly.
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(5) To remove arm assembly: (Refer to Figure 2) (a) Remove AN4-13A bolt, AN 916-416 washer, MS 20365-428C nut connecting the arm assembly to link E. (b) Remove the AN 24-34A bolt, MS 20365-42 8C nut, two 82695-97 bushings, and AN 960416L, two AN960-616, and two AN960-616L washers that secure the arm assembly to the tube assembly and aft link assembly. (c) Remove arm assembly. (6) To remove the inboard bellcrank: (Refer to Figure 3) (a) Remove the NAS 464-P549 bolt and MS 21042-5 nut that secures the bellcrank to the flap drive pushrod. (b) Remove the AN 4-11 bolt, the AN 310-4 nut, the AN 960-416 washers, and the MA24665134 pin that secures the bellcrank to the interconnect pushrod assembly. (c) Remove the NAS 464-P4A8 bolt, the MS 21042-4, and the AN 960-416 washer that secures the bellcrank to the 82913-2 pushrod. (d) Remove the AN 4-45 bolt, AN 310-4 nut, 82695-38 bushing, and MS 24665-134 pin that secures the bellcrank to its support bracket. (e) Remove bellcrank. (7) To remove the 82913-2 inboard flap actuator pushrod assembly: (Refer to Figure 3) (a) Remove the NAS 464-P4A8 bolt, MS 21042-4 nut, and AN 960-416 washer, that secures the pushrod to the bellcrank. (b) Remove the AN 4-12A bolt, MS 20364-428C nut, and two AN 960-416 washers, that secures the pushrod to the support bracket on the flap. (c) Remove the pushrod. (8) To remove the flap interconnect pushrod assembly: (Refer to Figure 3) (a) Remove the AN 310-4 nut, AN 4-11 bolt, AN 960-416 washer, and MS 24665-134 pin that secures the pushrod to the inboard bellcrank assembly. (b) Remove the AN 310-4 nut, AN 4-13 bolt, two AN 960-416 washers, MS 24665-134 pin and two 82695-39 bushings that secures the pushrod to the 82977-2 pushrod assembly. (c) Remove the pushrod. (9) To remove the idler: (Refer to Figure 3) (a) Remove the AN 310-4 nut, AN 4-31 bolt, two AN 960-416 washers, MS 24665-134 pin and two 82695-39 bushings that secures idler arm assembly to the interconnect pushrod assembly and the 82977-2 pushrod assembly clevis. (b) Remove the AN 310-4 nut, AN 4-16 bolt, two AN 960-416 washers, MS 24665-134 pin and 82695-40 bushing that secures the pushrod to its support bracket. (c) Remove the idler arm assembly. (10) To remove the 82977-2 pushrod assembly (Refer to Figure 3) (a) Remove the AN 310-4 nut, AN 4-31 bolt, two AN 960-416 washers, MS 24665-134 pin and two 82695-39 bushings that secures 82977-2 pushrod assembly clevis to the idler arm assembly. (b) Remove the NAS 464-P4A8 bolt, MS 21042-4 nut, and AN 960-416L washer, that secures the pushrod to the outboard bellcrank assembly. (c) Remove the 82977-2 pushrod assembly.
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Flap Motor-Actuator and Drive System - Fuselage Components Figure 2
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Flap Motor-Actuator and Drive System - Wing Components Figure 3
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (11) To remove outboard bellcrank assembly: (Refer to Figure 3)
(a) Remove the NAS 464-P4A8 bolt, MS 21042-4 nut, and AN 960-416L washer, that secures the 82977-2 pushrod to the outboard bellcrank assembly. (b) Remove the NAS 464-P4A8 bolt, MS 21042-4 nut, and AN 960-416L washer, that secures the 82913-3 pushrod assembly actuator to the outboard bellcrank assembly. (c) Remove the AN 4-20 bolt, AN 310-4 nut, two AN 960-416 washers, 82695-37 bushing, and MS 24665-134 pin that secures the outboard bellcrank assembly to the support bracket on the flap. (d) Remove the outboard bellcrank assembly. (12) To remove outboard actuator pushrod assembly: (Refer to Figure 3) (a) Remove the NAS 464-P4A8 bolt, MS 21042-4 nut, and AN 960-416L washer, that secures the pushrod to the bellcrank. (b) Remove the AN 4-12A bolt, MS 20364-428C nut, two 82695-42 bushings, and two AN 960-416 washers, that secures the pushrod to the support bracket on the flap. (c) Remove the pushrod. B. Installation (1) To install outboard actuator pushrod assembly: (Refer to Figure 3) (a) Ensure that the pushrod assembly measures 4.68 inches between the centers of the rod end holes. (Rod ends should be evenly spaced and locknuts loose) (b) Attach rod end of pushrod assembly to outboard bellcrank arm with NAS 464-P4A8 bolt, MS 21042-4 nut, and AN 960-416L washer. (c) Position pushrods aft rod end bearing on flap support. Install AN 4-12A bolt (with head pointing outboard), two AN 960-416L washers (under nut), and MS 20364-428C nut. (2) To install the outboard bellcrank: (Refer to Figure 3) (a) Position bellcrank in support. (b) Install AN 4-20 bolt (head pointing down), 82695-37 bushing, two AN 960-416 washers (under nut), and AN 310-4 nut. Tighten nut until support arms seat on bushing, then tighten one to two more castellations. Ensure that bellcrank operates freely and install cotter pin. (c) Check for a maximum of 0.035 inch vertical end play of bellcrank. AN960-516 or AN960516L washers may be added as required between the bearing surfaces of the bellcrank and the bellcrank lower supporting bracket. (d) Attach the 82913-3 pushrod assembly actuator to the outboard bellcrank assembly Install NAS 464-P4A8 bolt, MS 21042-4 nut, and AN 960-416L washer. (e) Attach the 82977-2 pushrod to the outboard bellcrank assembly by installing a NAS 464P4A8 bolt, MS 21042-4 nut, and AN 960-416L washer. (3) To install the 83977-2 pushrod assembly: (Refer to Figure 3) (a) Ensure that the pushrod assembly measures 24.70 inches between the centers of the rod end holes. (b) Attach outboard end of the pushrod to the outboard bellcrank assembly by installing NAS 464-P4A8 bolt, MS 21042-4 nut, and AN 960-416L washer. (c) Attach the inboard end of the 82977-2 pushrod assembly clevis to the idler arm assembly with two 82695-39 bushings,AN 4-31 bolt (head pointing down), two AN 960-416 washers (under nut), AN 310-4 nut, and MS 24665-134 pin
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(4) To install the idler: (Refer to Figure 3) (a) Place idler in position. (b) Install AN 4-16 bolt (head pointing down), 82695-40 bushing, two AN 960-416 washers (under nut), and AN 310-4 nut. Tighten nut until support arms seat on bushing, then tighten one to two more castellations. Ensure that idler operates freely and install cotter pin. (c) Check for a minimum of 0.035 inch vertical end play of idler. AN960-516 or AN960-516L washers may be added as required between the bearing surfaces of the idler and the idler lower supporting bracket. Install MS 24665-134 cotter pin. (d) Connect flap drive interconnect pushrod and flap interconnect pushrod to idler arm assembly by installing AN 4-31 bolt (head pointing down), two 82695-39 bushings, two AN 960-416 washers (under nut), and AN 310-4 nut. Tighten nut until idler arms seat on bushing, then tighten one to two more castellations. Ensure that idler operates freely, then install MS 24665-134 cotter pin. (5) To install flap interconnect pushrod assembly: (Refer to Figure 3) (a) Ensure that the pushrod measures 32.12 inches between the centers of the rod end hole and clevis hole. (b) Position the flap drive interconnect pushrod rod end into the flap 82977-2 pushrod assembly clevis. Install the two 82695-39 bushings. Position this assembly into the idler arms and secure with AN 4-13 bolt (head pointing down), two AN 960-416 washers (under nut), and AN 310-4 nut. Tighten nut until the idler arms seat on the bushing and then tighten one to two more castellations. Check that the idler operates freely and install MS 24665-134 cotter pin. (c) Place remaining rod end of pushrod between arms on inboard bellcrank. Place two AN 960-416 washers under bolt and one AN 960-416 washer under nut. Install AN 4-11 bolt (head pointing down), AN 310-4 nut, and MS 24665-134 cotter pin. (6) To install the inboard flap 82913-2 actuator pushrod assembly: (Refer to Figure 3) (a) Ensure that pushrod measures 5.26 inches between the centers of the rod end bearings. (Rod ends should be evenly spaced and locknuts loose). (b) Attach rod end of the pushrod assembly to the outboard bellcrank arm with the NAS 464P4A8 bolt, AN 960-416 washer, and MS 21042-4 nut. (c) Position the pushrod aft rod end bearing on the flap supports. Place one 82695-42 bushing on each side of the bearing. Install the AN 4-12A bolt (head pointing outboard), two 960-416 washers (under nut), and MS 20364-428C nut. (7) To install the inboard bellcrank: (Refer to Figure 3) (a) Position bellcrank on support bracket. (b) Install AN 4-45 bolt (head pointing down), 82695-38 bushing and AN 310-4 nut. Tighten the nut until the bracket arms seat on the bushing, then tighten one to two more castellations. (c) Check for a maximum of 0.035 inch vertical end play of the bellcrank. AN960-616L washers may be added as required between the bearing surfaces of the bellcrank and the lower bellcrank support. Install MS 24665-134 cotter pin. (d) Attach flap interconnect pushrod to upper arms on bellcrank. Ensure that two AN 960-416 washers are located on each side of the pushrod bearing. Secure pushrod with AN 4-11 bolt (head pointing down), two AN 960-416 washers (under nut), and AN 310-4 nut. Install MS 24665-134 cotter pin.
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(e) Attach inboard flap actuator 82913-2 pushrod to long arms on bellcrank with NAS 464P4A8 bolt, MS 21042-4 nut, and AN 960-416 washer. (f) Attach flap drive pushrod to lower arms on bellcrank with the NAS 464-P549 bolt and MS 21042-5 nut
(8) To install the flap drive pushrod assembly: (Refer to Figures 2 and 3) (a) Ensure that the pushrod being installed measures 18.64 inches (left), or 27.34 inches (right), between the centers of the rod end holes. (b) Slide the pushrod through appropriate flap drive housing. (c) For left flap drive pushrod: 1 Position flap drive pushrod clevis in center of U bracket on actuator-motor assembly. Insert the two 82695-96 bushings. Place U shaped clevis on link E over actuatormotor bracket. Secure with 4H30 bolt, AN 960-416 washer (under nut), and MS 20365-428C nut. Secure other end of pushrod to the left inboard bellcrank assembly with a NAS 464P5A9 bolt, and MS 21042-5 nut.
(d) Attach right flap drive pushrod: Position flap drive pushrod in U shaped bracket on end of tube assembly. Insert the two 82695-96 bushings. Position the U shaped bracket on end of arm assembly over bushings with one each AN 960-616 and AN 960-616L washers between bushings and arm assembly bracket. Secure with the AN24-24A bolt, placing AN 960-416 washer under bolt head. Install MS 20365-428C nut. (e) Tighten the hose clamp on the small end of the bellows. (9) To install the aft link assembly: (Refer to Figure 3) (a) Position aft link on mounting brackets. Secure with AN 4H34 bolt, two 960-416 washers (under nut), and AN 310-4 nut. Tighten nut finger tight plus one or two castellations. Insure that the aft link operates freely. Install MS 24665-132 cotter pin and safety with MS 20995C32 wire. (b) Install two 82695-97 bushings in hole in tube assembly. Move aft link arms over hole in tube assembly. Move arm assembly yoke over hole, placing one each AN960-616 and AN960-616L washers between yoke and aft link arms. Insert AN 24-34A bolt through yoke, arms, and actuator. Secure bolt with AN 916-416L washer and MS 20365-42 8C nut. (10) To install E link: (Refer to Figure 2) (a) Position link E between support brackets. (b) Install AN 4H30 bolt, one each 960-416 and 940-416L washers (under nut), and AN 3104 nut. Tighten nut finger tight plus one to two castellations. Ensure that the link is free to pivot, then install MS24665-132 cotter pin. Safety with MS 20995C32 wire. (c) Secure link E to the pushrod and the motor-actuator unit with two 82695-96 bushings, AN 916-416 washer, AN 4-16A bolt, and MS 20365-428C nut. (d) Secure link E to connecting arm assembly clevis.and push rod link clevis with AN 960416 washer, AN 4-13A bolt, and MS 20365-428C nut. (e) Attach the flap position indicator cable clamp (PS10017-6-3) link E with MS 35206-243 screw and MS 20365-832C nut. Secure cable to clamp.
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C.
Flap Motor-Actuator (1) Removal: (Refer to Figure 2) (a) Lower flaps to the full down position WARNING: PULL ELECTRIC FLAP CIRCUIT BREAKER, DISCONNECT BATTERY, AND CHECK THAT NO EXTERNAL POWER IS CONNECTED TO AIRPLANE IN ORDER TO INSURE THAT NO ELECTRICAL POWER IS BEING APPLIED TO FLAP SYSTEM. (b) Disconnect flap actuator motor wiring. (c) Remove MS 20365-428C nut, AN 960-416 washer, AN4-16A bolt, and two 82695-96 bushings connecting left end of actuator left flap drive pushrod and E link. (d) Remove AN24-24A bolt, two 82695-97 bushings, one AN 960-416 washer two each AN 960-616 and AN 960-616L washers, and MS 20365-428C nut securing right pushrod clevis to the tube assembly, the aft link assembly, and the arm assembly. (d) Remove motor-actuator and attached tube from aircraft. (e) Remove the two MS 51966-112 set screws from actuator jackscrew coupling. (f) Unscrew tube from actuator. NOTE: Motor and actuator remain together as one unit. (2) Installation: (Refer to Figure 2) WARNING: PULL ELECTRIC FLAP CIRCUIT BREAKER, DISCONNECT BATTERY, AND CHECK THAT NO EXTERNAL POWER IS CONNECTED TO AIRPLANE IN ORDER TO INSURE THAT NO ELECTRICAL POWER IS BEING APPLIED TO FLAP SYSTEM. NOTE: It may be necessary to rotate the flap motor-actuator coupling by hand to extend actuator jackscrew to full down position. (a) Insert actuator into push tube and secure with the two MS 51966-112 set screws. (b) Install actuator-push tube assembly to right pushrod clevis to the tube assembly, the aft link assembly, and the arm assembly. Secure with AN24-24A bolt, two 82695-97 bushings, one AN 960-416 washer one each AN 960-616 and AN 960-616L washer between bushings and arm assembly bracket, and MS 20365-428C nut. (c) Connect the left flap drive pushrod clevis in center of U bracket on actuator-motor assembly. Insert the two 82695-96 bushings. Place U shaped clevis on link E over actuator-motor bracket. Secure with 4H30 bolt, AN 960-416 washer (under nut), and MS 20365-428C nut. (d) Connect flap motor-actuator wiring. (e) Connect battery terminals. (f) Check flap rigging and operation (refer to Rigging Flaps).
4.
Flap System Rigging WARNING: PULL ELECTRIC FLAP CIRCUIT BREAKER. A. Before rigging flaps. (1) Disconnect flap pushrods from wing bellcranks (2) Rig flaps before lubricating flap tracks. (3) Check that the length of the arm assembly (Figure 1) is 14.92 inches. If necessary to reset, adjust the rod end on arm assembly.
PAGE 10 Dec 1/01
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Rigging flaps.
B.
(1) Check that jack screw set dimension 0.20 0.06 If adjustments is necessary, hand turn jack screw by grasping rubber universal on motor shaft (2) Check that selector lever is in up (0 ) position on instrument panel. Position limit switches at null point by adjusting clevis end of selector cable. (3) Set circuit breaker. Motor should not run. Move selector lever to 10 position. Motor should run and extend jack screw. Return to up position. Jack screw should return to 0.20 0.06 dimension. (4) Hold flap trailing edge at approximately W.S. 93.00. Cycle flaps by hand through full travel several times. Flap rollers should operate smoothly in the track without a tendency to grab or bind. (5) Keep flap rollers firmly bottomed out in forward end of center and inboard flap track slots. Attach flap rods to wing bellcranks. Outboard flap rod is to be snug, allowing no flap end play. Inboard rod is to be snugged and then tightened one half turn. NOTE: Hold up on flap trailing edge when checking the 36 and 0 positions, as required in steps (6) and (7). (6) Move selector lever to Full flaps down position. Verify flap position of 36 +0, -1. Right and left flap shall be within 1 of each other. (7) Move selector lever to the Full up position. Verify flap position of 0 1. (8) Check system for proper operation. CAUTION: VERIFY FREE AND CORRECT MOVEMENT OF FLAPS. WHILE IT WOULD SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY, UPON COMPLETION OF FLAP RIGGING AND ADJUSTMENT, VERIFY THAT THE FLAPS MOVE UP WHEN THE SELECTOR LEVER IS UP; AND, THAT THE FLAPS MOVE DOWN WHEN THE SELECTOR LEVER IS DOWN. 5. Flap System Adjustment Use the following procedure to adjust flap system: A. To bring flaps to within a 1 position of each other, adjust the rod end on either the left or right inboard push rod assembly (Figure 1) in the fuselage. NOTE: Maintain a slight up pressure on the underside of the flaps when checking flap travel. B. To increase flap travel, move rod end on 85097-2 push rod assembly (see Figure 1) further out in the slot toward forward end of the aircraft. To decrease flap travel, move rod end in the slot toward the aft end of the aircraft. NOTE: It is acceptable to have up to 3/16th inch vertical end play at flap trailing edge in the 0 flap position, measured at center of flap track. C. After any adjustment to the flap system, check for proper operation. See Caution under Rigging.
3E13
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6.
Flap Bellcrank Distortion Inspection If flaps have been extended at or above VFE, inspect the flap bellcranks for evidence of distortion. A. B. If the paint is cracked or peeling anywhere along the bellcrank, torsional movement has occurred. Remove the paint and inspect for cracks at either arm on the bellcrank shaft near the welds. Use a dye penetrant method of inspection. (1) If cracks are not found, repaint the bellcrank(s) and reinstall. (2) If cracked, replace the bellcrank and inspect the flap system for distortion or damage to the extension rods and rod ends.
PAGE 12 Dec 1/01
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N53238
CHAPTER
28
FUEL
3E15
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
DATE Dec 31/04 Jul 1/00 Jan 9/04 Dec 31/04 Jan 9/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jan 9/04 Jan 9/04 Jan 9/04 Dec 31/04 Dec 1/01 Jul 1/00 Jul 1/00 Jul 1/00 Dec 1/01 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Dec 1/01 Dec 1/01 Dec 1/01 Dec 1/01 Mar 6/03 Jan 9/04 Dec 31/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04
PAGE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
28-00-00
28-10-00
28-20-00
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PAGE 2 Jul 1/00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 28 - FUEL TABLE OF CONTENTS
SUBJECT GENERAL Fuel System Description Troubleshooting Fuel System Functional Test STORAGE Fuel Storage Maintenance Checks Fuel System Leakage Inspection DISTRIBUTION Header Tanks Description Float Switch Removal Installation Float Valve Removal Installation Fuel Boost Pumps Removal Installation Trim Fittings 3/8 Inch Suction Line Manual Fuel Shut-off Valve Fuel Filter Removal Installation Engine Driven Pump (EDP) Low Pressure Removal Replacement Installation Fuel Return System
SECTION 28-00-00
PAGE 1 1 1 2 4
GRID NO. 3E21 3E21 3E21 3E22 3E24 3F7 3F7 3F10 3F15 3F15 3F15 3F15 3F15 3F16 3F17 3F17 3F17 3F18 3F18 3F20 3F20 3F23 3F23 3F24 3F24 3F24 3G1 3G1 3G1 3G1 3G3
28-10-00
1 1 4
28-20-00
1 1 1 1 1 2 3 3 3 4 4 6 6 9 9 10 10 10 11 11 11 11 13
3E19
28 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 28 - FUEL TABLE OF CONTENTS (continued)
SUBJECT INDICATING
SECTION 28-40-00
PAGE 1 1 1 2 4 4 5 6 6 6 6 12 13 13 13 17 19
GRID NO. 3G9 3G9 3G9 3G10 3G12 3G12 3G13 3G14 3G14 3G14 3G14 3G20 3G21 3G21 3G21 3H1 3H3
Fuel Quantity Indicator Standard EFIS Optional EFIS Fuel Quantitiy Probes Removal Testing Installation Fuel Quantity Indication Calibration - Standard EFIS Requirements Procedure Full Range Check Fuel Quantity Indication Calibration - Optional EFIS Requirements Procedure Full Range Check Fuel Temperature Indicator
PAGE 2 Dec 31/04
28 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL GENERAL Fuel System
WARNING: DURING ANY FUEL SYSTEM MAINTENANCE, USE A GROUND WIRE ATTACHED FROM EACH MAIN GEAR GROUNDING PIN TO SEPARATE APPROVED GROUNDING STAKES TO PREVENT THE ACCIDENTAL DISCONNECTION OF AIRPLANE GROUNDING. WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) A. Description (1) Serial numbers 4697001 thru 4697173 only: The fuel system is designed to minimize complexities inherent to most aircraft fuel systems. The fuel system consists of two sets of main, inboard, and header wing tanks, boost pumps, supply and vent fuel lines, and three sump drains and lines. In addition, a fuel return line runs from the engine high pressure fuel pump to the left header tank. Fuel is pumped from both wings simultaneously, with float valves and switches employed to prevent air ingestion. The two header tank sump drains are located on the left and right sides of the lower fwd fuselage. The fuel filter sump drain is located adjacent to the left header tank sump drain. The EPA collector tank drain is located on the right side of the lower fwd fuselage. The fuel shut-off valve is located on the center pedestal and is 'PULL TO SHUT-OFF. A small airframe mounted inline electric boost pump is located in each wing root just forward of the header tanks. Control of these pumps is through a three-position switch located on the left overhead panel with selections: MAN, OFF, and AUTO. The pumps operate in unison to provide emergency back up for the engine driven pump, boost pressure for starting, and vapor suppression at high altitudes. In the AUTO position, a pressure switch activates both pumps automatically when the fuel pressure from the engine driven pump drops below 9 psig, and remains activated until the pressure increases to 12 psig. During this period, the FUEL PRESSURE, L FUEL PUMP, and R FUEL PUMP annunciators will illuminate. As pressure increases to 12 psig the pumps are turned off and all three annunciators extinguish. Frequent boost pump cycling should prompt the pilot to select the MAN mode to provide continuous fuel pressure. In the AUTO mode the pumps are also controlled automatically, but separately, by the Meggitt Engine Display Unit (EDU) to correct fuel imbalance. A discrete signal from the EDU activates the boost pump on the "heavy" side if a 25-pound imbalance is reached, and stays on until fuel is in balance. If the imbalance worsens (to 40 pounds), a second discrete output from the EDU causes the FUEL IMBALANCE light to blink. If the pilot finds it necessary to control either pump separately, he or she can do so by pulling the circuit breaker of the unwanted pump and selecting MAN operation. During engine start, the fuel return solenoid valve opens and unused fuel is returned to the left header tank. At engine shutdown, residual fuel drains into the EPA collector tank. See 28-40-00 and 77-40-00 for more complete descriptions of the fuel indication system.
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(2) Serial numbers 4697174 and up: The fuel system is designed to minimize complexities inherent to most aircraft fuel systems. The fuel system consists of two sets of main, inboard, and header wing tanks, boost pumps, supply, return, and vent fuel lines, and five sump drains and lines. In addition, fuel return lines run from the engine high pressure fuel pump to both main fuel tanks. Fuel is pumped from both wings simultaneously, with float valves and switches employed to prevent air ingestion. The two header tank sump drains are located on the left and right sides of the lower fwd fuselage along with the fuel return line sump drains. The fuel filter sump drain is located adjacent to the left header tank sump drain. The fuel shut-off valve is located on the center pedestal and is 'PULL TO SHUT-OFF. A small airframe mounted inline electric boost pump is located in each wing root just forward of the header tanks. Control of these pumps is through a three-position switch located on the left overhead panel with selections: MAN, OFF, and AUTO. The pumps operate in unison to provide emergency back up for the engine driven pump, boost pressure for starting, and vapor suppression at high altitudes. In the AUTO position, a pressure switch activates both pumps automatically when the fuel pressure from the engine driven pump drops below 9 psig, and remains activated until the pressure increases to 12 psig. During this period, the FUEL PRESSURE, L FUEL PUMP, and R FUEL PUMP annunciators will illuminate. As pressure increases to 12 psig the pumps are turned off and all three annunciators extinguish. Frequent boost pump cycling should prompt the pilot to select the MAN mode to provide continuous fuel pressure. In the AUTO mode the pumps are also controlled automatically, but separately, by the Meggitt Engine Display Unit (EDU) [or Avidyne Primary Flight Display (PFD)* ] to correct fuel imbalance. A discrete signal from the EDU (or PFD* ) activates the boost pump on the "heavy" side if a 25-pound imbalance is reached, and stays on until fuel is in balance. If the imbalance worsens (to 40 pounds), a second discrete output from the EDU (or PFD* ) causes the FUEL IMBALANCE light to blink. * - in S/Ns 4697198 and up with the optional Avidyne FlightMax Entegra EFIS installation. If the pilot finds it necessary to control either pump separately, he or she can do so by pulling the circuit breaker of the unwanted pump and selecting MAN operation. During engine start, the fuel return solenoid valve opens and unused fuel is returned to both main fuel tanks. At engine shutdown, the fuel purge system (see 71-70-00) blows residual fuel into the combustion chamber where it is consumed. During operations in cold weather (i.e. - fuel temperature less than -10 F) the fuel return solenoid valve opens and, heated, excess fuel is returned to both main fuel tanks to slow the cooling of the fuel supply. This permits increased operational time before the minimum fuel temperature limits are met. See 28-40-00 for details of this system. See 28-40-00 and 77-40-00 for more complete descriptions of the fuel indication system. B. Troubleshooting Chart 1 lists troubles which may occur in the mechanical or electrical portions of the fuel system, the probable cause and suggested remedy. When troubleshooting, first check from the fuel supply or power source to the item effected.
PAGE 2 Dec 31/04
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 TROUBLESHOOTING FUEL SYSTEM Trouble Cause Fuel line blocked. Fuel vent blocked. Fuel tanks empty. Mechanical or electrical fuel pump failure. Manual fuel shut-off valve pulled. Manual fuel shut-off valve obstructed or failed.
Remedy Flush fuel system. Check and clean vent. Check fuel tanks and fill. Check and replace if necessary. Push handle in. Check for obstructions, replace as required. Check and reset. Check and repair. Check, test, replace as required. Replace probe(s). See failure of fuel to flow, above. Replace switch. Check, clean, replace as required.
Failure of fuel to flow.
Fuel quantity display fails to operate.
Circuit breaker open. Faulty DAU or EDU* harness. Faulty DAU or EDU*. Faulty fuel probe(s).
Low fuel pressure indication or pressure surges.
No fuel.
Faulty fuel pressure switch. Obstructed or faulty pump.
DAU = Meggitt Data Acquisition Unit, see 28-40-00 and 77-40-00. EDU* = Meggitt Engine DIsplay Unit, see 28-40-00 and 77-40-00. * PFD and/or MFD in S/Ns 4697198 and up with the optional Avidyne FlightMax Entegra EFIS.
3E23
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N53238
C.
Fuel System Functional Test
(PIR-PPS60188, Rev. G.)
Perform the following test whenever the engine low fuel pressure switch, the fuel shutoff valve, a fuel boost pump, a fuel boost pump trim fitting, a fuel boost pump pressure switch, a header tank float switch, the Meggitt Data Acquisition Unit (DAU), and the Meggitt Engine Display Unit (EDU) [or the Avidyne Primary Flight Display (PFD)*] are replaced. * - if installed, in S/Ns 4697198 and up. (1) Pull tee handle of fuel shutoff valve aft to the "CLOSED" position (see Figure 1). (2) Ensure aircraft is leveled (see 8-20-00). (3) Remove the fuel filter access plate (lower left side of forward fuselage). Remove fuel system drain cap (see Figure 7, 28-20-00) and connect a hose to the fuel system drain port (1/2 inch). Route hose to a fuel container (50 USG) and cap. (4) Drain (or refuel) left and right wing tanks to approximately 150 lbs (68 kg) in each side (i.e. approximately 300 lbs (136 kg) total). (5) Verify fuel tank vents (underneath left and right outboard wing) are clear and unobstructed. (6) Push in the left and right header tank sump drains (underneath forward fuselage; see Figure 5, 28-20-00) momentarily and confirm fuel is draining. NOTE: If fuel system has previously been completely drained, repriming the header tank sump drains can take 10 to 15 seconds before fuel starts to drain. (7) Ensure FUEL PUMPS switch is in the "OFF" position. (8) Ensure engine condition lever is in the "CUT-OFF" position. (9) Apply power to the aircraft. (10) Verify "FUEL PRESSURE" light is illuminated on the ANNUNCIATOR panel. (11) Select the FUEL PUMPS switch to "AUTO" position. (12) Verify both pumps are operating and "L FUEL PUMP" and "R FUEL PUMP" lights are illuminated on the ANNUNCIATOR panel. (13) Push tee handle of fuel shutoff valve forward to the "OPEN" position (refer to Figure 1). (14) Verify "L FUEL PUMP", "R FUEL PUMP" and "FUEL PRESSURE" annunciator lights on the ANNUNCIATOR panel are cycling. (15) Select the FUEL PUMPS switch to "MAN" position. (16) Verify "L FUEL PUMP" and "R FUEL PUMP" annunciator lights are illuminated and the "FUEL PRESSURE" light extinguishes. (17) Pull circuit breaker of right fuel pump. Verify right fuel pump stops operating and the "R FUEL PUMP" light on the ANNUNCIATOR panel extinguishes. (18) Push in circuit breaker of the right fuel pump. (19) Pull circuit breaker of left fuel pump. Verify left fuel pump stops operating and the "L FUEL PUMP" light on the ANNUNCIATOR panel extinguishes. (20) Push circuit breaker of the left fuel pump. (21) Select FUEL PUMPS switch to the "OFF" position. (22) Pull tee handle of fuel shutoff valve aft to the "CLOSED" position (refer to Figure 1). (23) Uncap hose connected to the fuel system drain port and push the tee handle of the fuel shutoff valve forward to the "OPEN" position (refer to Figure 1). (24) Test the right side per Single side test, below.
PAGE 4 Dec 31/04
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (25) Single side test.
(a) Pull circuit breaker of the fuel pump on the side to be tested and select FUEL PUMPS switch to the "AUTO" position. (b) Verify FUEL PRESSURE light is illuminated on the ANNUNCIATOR panel. (c) Verify "FUEL IMBALANCE" light illuminates when the difference in fuel quantity, between right and left wing, reaches 25 lbs (12 kg) for a minimum of 5 seconds. (d) Verify FUEL IMBALANCE light starts blinking when the difference in fuel quantity, between right and left wing, reaches 40 lbs (18 kg) for a minimum of 60 seconds. (e) Select FUEL PUMPS switch to "OFF" after imbalance reaches 50 lbs (22 kg). (f) Remove connector P421 at the engine low fuel pressure switch (located on the Tee-fitting at the inlet to the engine oil-to-fuel heater).
(g) Verify "FUEL PRESSURE" light extinguishes on the ANNUNCIATOR panel. (h) Push in circuit breaker of the fuel pump on the side being tested. (i) (j) Select FUEL PUMPS switch to "AUTO". Verify pump is operating and the "x FUEL PUMP" light is illuminated on the ANNUNCIATOR panel for the side being tested. Verify "FUEL IMBALANCE" light extinguishes and the boost pump on the side being tested turns off when fuel quantity balance is reached between the left and right wing. Select the FUEL PUMPS switch to the "OFF" position.
(k) Verify FUEL IMBALANCE light stops blinking when imbalance reaches 30 lbs (14 kg). (l)
(m) Re-install connector P421 on the engine low fuel pressure switch. (n) Verify "FUEL PRESSURE" light is illuminated on the ANNUNCIATOR panel. (26) Test the left side per Single side test, above. (27) Select FUEL PUMPS switch to the "MAN" position. (28) When total fuel quantity drops below 100 lbs (46 kg), verify LOW FUEL warning light is illuminated on the ANNUNCIATOR panel and TOTAL fuel quantity on the EDU page [or the Avidyne Primary Flight Display (PFD)*] turns red. * - if installed, in S/Ns 4697198 and up. (29) Record fuel quantity in the left and right wing tanks when header tank fuel float switch automatically turns off left and right boost pumps (fuel quantity remaining should be 0 to 10 lbs (0 to 6 kg) per side). (30) Select the FUEL PUMPS switch to the OFF position. (31) If required, rebalance fuel flow with Piper Kit No. 766-683. NOTE: Whenever a fuel boost pump or fuel boost pump trim fitting is replaced, the fuel flow must be rebalanced by adjusting the trim fittings. Equipment and instructions to balance the fuel flow are provided in Piper Kit No. 766-683. (32) When fuel flow rebalance is complete or, if not required, remove drain hose, reinstall fuel system drain cap and access plate; and otherwise return aircraft to flight configuration. (33) Fuel system functional test is completed, turn aircraft power OFF.
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N53238
WS 51.5
WS 40
WS 29
WS 29
WS 40
WS 51.5
WS 82.5
WS 107.5
WS 116
HEADER TANKS 8.8 US GAL EACH

1 T
PS TF
SHUT-OFF VALVE HANDLE IN COCKPIT
TF PS
INBOARD TANK 12 US GAL RIGHT WING ONLY
MAIN TANK 64.2 US GAL
FORWARD PRESSURE BULKHEAD
3/8 INCH SUCTION LINE LP

PS
HEAT EXCHANGER
FILTER
HP RESTRICTOR
SV
FIREWALL SYSTEM DRAIN CAP
FUEL CONTROL UNIT FLOW XTDUCER FLOW DIVIDER FUEL NOZZLES
NOTE: OUTBOARD OF W.S. 51.5, LEFT AND RIGHT SYSTEMS ARE THE SAME, EXCEPT AS NOTED.
102430 2 AB
Effectivity 4697031 thru 4697173; and 4697001 thru 4697030 with Kit# 766-682 installed
Fuel System Figure 1 (Sheet 1 of 3)
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LEGEND
3 WAY FUEL SHUT-OFF VALVE (MANUALLY CONTROLLED BY CABLE) FUEL FILTER (WITH BYPASS INDICATOR)
FLOW DIRECTION GRAVITY / SUCTION FEED LINE VENT LINE DRAIN LINE FUEL RETURN LINE VENT ASSY, MAIN FUEL TANK (WS 224.5) FUEL FILLER (WS 201) 1 2 3 4 5 FUEL PROBE #1 (WS 42.00) FUEL PROBE #2 (WS 94.08) FUEL PROBE #3 (WS 127.00) FUEL PROBE #4 (WS 169.60) FUEL PROBE #5 (WS 206.90) T NIPPLE ASSY NIPPLE ASSY WITH SCREEN (.01 MESH) NIPPLE / SWING CHECK VALVE ASSY FUEL FLOAT VALVE S FUEL FLOAT SWITCH CHECK VALVE WITH THERMAL RELIEF FUEL BOOST PUMP (LEFT AND RIGHT)
FUEL PRESSURE SWITCH
DRAIN (SUMP AND FILTER)
DRAIN CAP (SYSTEM)
TRIM FITTING
FUEL TEMP SENSOR (S/N'S 4697159 AND UP; AND 4697001 THRU 4697158 WITH KIT# 767-380 INSTALLED.)
LP HP
ENGINE LOW PRESSURE FUEL PUMP (24 1 PSIG) ENGINE HIGH PRESSURE FUEL PUMP (1000 PSIG MAX.)
SOLENOID VALVE: - S/N'S 4691001 THRU 4697173, OPEN DURING START ONLY. - S/N'S 4607174 AND UP, OPEN DURING START AND OPEN WHEN FUEL TEMP LESS THAN -10 F AND FUEL QUANTITY GREATER THAN 100 LBS.
Effectivity 4697031 & up; and 4697001 thru 4697030 with Kit# 766-682 installed
3F3
28-00-00
PAGE 7 Jan 9/04
N53238
WS 51.5
WS 40
WS 29
WS 29
WS 40
WS 51.5
WS 82.5
WS 107.5
WS 116
HEADER TANKS 8.8 US GAL EACH

1 T
PS TF
SHUT-OFF VALVE HANDLE IN COCKPIT
TF PS
INBOARD TANK 12 US GAL RIGHT WING ONLY
MAIN TANK 64.2 US GAL
FORWARD PRESSURE BULKHEAD
3/8 INCH SUCTION LINE LP

PS
CHECK VALVES / TEE ASSY
HEAT EXCHANGER
FILTER
HP
SV
FIREWALL
SYSTEM DRAIN CAP
FUEL CONTROL UNIT FLOW XTDUCER FLOW DIVIDER FUEL NOZZLES
NOTE: OUTBOARD OF W.S. 51.5, LEFT AND RIGHT SYSTEMS ARE THE SAME, EXCEPT AS NOTED.
102430 2 AB+
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NOTES: 1. Individual pump operation can only be attained by pulling appropriate circuit breaker. 2. NFA = No Further Action. 3. "FUEL PRESSURE" annunciator independent of "FUEL PUMPS" switch position. 4. "FUEL IMBALANCE" annunciator has independent discrete. 5. If imbalance increases to 40 pounds, annunciator blinks.
"FUEL PUMPS" SWITCH MAN OFF AUTO

from battery ( annunciator - red ) (see Note 3)
Fuel Pressure Switch ( >12 psig )
"YES"
Enable Discretes
?
FUEL PRESSURE
2nd "NO" pole
LEFT RIGHT
"NO" (NFA)
"NO" (NFA)
Left Heavy ( 25# or > )
"YES" "OR" GATE ( Right )
"YES"
Right Heavy ( 25# or > )
"OR" GATE ( Left )
SWITCHES AND ANNUNCIATORS PRESTART

Master Switch ............................. "ON" "FUEL PUMPS" Switch .............. "AUTO" Fuel Pressure (annunciator) ....... "ON" (Then "cycling") Fuel Pump (annunciator) L&R .... "ON" (Then "cycling") "FUEL PUMPS" Switch .............. "OFF"
"NO" (NFA)
Left Float Switch "YES" FUEL HIGH
Right Float Switch FUEL HIGH
"NO" (NFA)
?
START / POST START
"FUEL PUMPS" Switch .............. "MAN" ("OFF" after start) Fuel Pressure (annunciator) ....... "OFF" Fuel Pump (annunciator) L&R .... "ON" ("OFF" after start)
?
"YES"
TAKEOFF / POST TAKEOFF

Left Pressure Switch PRESSURE "FUEL PUMPS" Switch .............. "MAN" (Then "AUTO") Fuel Pump (annunciator) L&R .... "ON" (Then "OFF") Fuel Pressure (annunciator) ....... "OFF" Right Pressure Switch PRESSURE
?
LEFT RIGHT
"YES"
discrete outputs
"YES"
"ON"
L FUEL PUMP
Energize L FUEL PUMP
Energize R FUEL PUMP
R FUEL PUMP
"ON"
( annunciator - amber )
FUEL Heavy Heavy IMBALANCE Left Right
from battery
FUEL IMBALANCE
Heavy left or right discrete to "FUEL IMBALANCE" annunciator ( see Notes 4 & 5 )
PPS 60188 G
Fuel System Operational Logic Figure 2
3F5
PAGE 9 28-00-00 Dec 31/04
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PAGE 10 Dec 1/01
28-00-00
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N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL STORAGE
The wing tanks are an integral part of the outboard wings. The liquid tight wing tanks are formed by bonding the wing skins with the ribs and stringers. Holes in the ribs and spar permit movement of the fuel within the wings. There are ten access covers on the underside of each wing for access to the sealed portion of the main tank, and two each for the inboard tanks and header tanks. 1. Fuel Storage Maintenance Checks The fuel storage system (fuel tanks) should receive regular care in order to ensure a trouble free system. The following procedures provide a method by which the fuel storage system may be regularly inspected. A. Fuel Storage - wing tanks. (1) A daily check of the wing tank fuel vent valve outlets should be made to ensure that no obstructions are in the lines. (2) Visually inspect the vent scoop, fuel tank filler, drain valves, and wing surface around fuel storage areas for stains and leaks. NOTE: The airplane may be released for flight with a fuel leak in the upper wing surface provided the required fuel load will allow the fuel level to remain below the leak area. (3) Aircraft may be released for flight with fuel leaks in the lower wing skin as follows: Stain (Detail A), Seep (Detail B), and Heavy Seep (Detail C) Figure 1. (4) Fuel leakage from the integral fuel tanks is divided into five groups to provide a means for evaluating the fuel leaks. The five groups are: stain, seep, heavy seep, run, and running leak. Each group is determined from a visual examination of the wetted area around the source of leakage. It is necessary that all wetted areas be cleaned up after examination of a leak so that future re-evaluation of leakage can be more accurately determined. The size patterns of leaks illustrated in Figure 1 are based on an examination two hours after the leak was first noticed and the area wiped clean. In Figure 1 the groups of leaks are evaluated as follows: (a) A stain (Detail A) is evaluated as a leak where fuel wets an area around the apparent leak source such that the wetted area width is not over 2 inches. That is, after the area was thoroughly cleaned and a 2 hour period had elapsed, the wetted area falls in this dimension. (b) A seep (Detail B) is defined as a leak where the fuel wets an area around the apparent leak source such that the wetted area width is not over 6 inches after a time interval of 2 hours between first notice of the leak and wiping off of same. The fuel must not run, flow, drip, or have any resemblance to any one of these conditions. (c) A heavy seep (Detail C) is a leak where fuel appears to spread very slowly and covers a larger area than the condition specified under seep, but does not flow, run or drip. (d) A run (Detail D) is defined as a leak where the fuel is dripping at a rate of less than 10 drops per minute or flowing slowly. A leak of this type is readily visible as fuel will appear immediately after wiping the area clean. (e) A running or dripping leak (Detail E) is any leak in excess of the run leak (Detail D). This type requires immediate repair of the leak.
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28-10-00
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(5) Chart 1, in tabulated form, indicates the various leakage categories and the repair actions required. WARNING: CAREFULLY EXAMINE ANY LEAKAGE TO ENSURE THAT IT IS NOT PROGRESSING TO A CRITICAL AREA OF THE AIRPLANE AND THAT THERE IS NO POSSIBILITY OF FUEL BEING BLOWN INTO THE FUSELAGE AREAS.
CHART 1 FUEL LEAK EVALUATION FUEL TANK LEAKAGE LOCATION Upper Wing Surface Rear of Fwd. Spar Behind Leading Edge Lower Wing Surface HEAVY STAIN 1 1 2 1 RUNNING AND SEEP 1 2 2 2
SEEP 2 3 3 3
RUN 3 3 4 4
DRIPPING 4 4 4 4
1. No repair action required, frequent inspections must be made to assure that leak does not progress. 2. No immediate repair required. Frequent inspection must be made to assure that leak does not progress. Repair must be made within the next 100 hours. 3. Flight may be continued to base or to repair facility for repair at pilots discretion. 4. Immediate repair is required.
B.
Fuel plumbing leakage. WARNING: EVIDENCE OF FUEL LEAKAGE IN THE POWER PLANT AREA MUST BE REPAIRED AND AREA CLEANED PRIOR TO STARTING ENGINE. (1) All such leaks are to be repaired prior to flight. (2) Leaks in the power plant plumbing can be seen with the engine cowling removed.
PAGE 2 Jul 1/00
28-10-00
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Fuel Leak Size Pattern Figure 1
3F9
28-10-00
PAGE 3 Jul 1/00
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2.
Fuel System Leakage Inspection The integrity of the fuel system can be verified by constructing a test fixture as shown in Figure 2 and conducting the following tests, as required. A. Requirements (1) Test fixture as shown in Figure 2. The test fixture will be used to conduct the low-pressure portion of this test and will contain: (a) A quick-disconnect fitting (to provide a means of quickly removing the air source). (b) A needle valve (to control and close off trapped air). (c) A water manometer (to measure air pressure in inches of water). The height of the manometer hose on the test fixture shall be maintained at 43 inches and open to ambient. (d) A special fuel cap with two fittings: one for air (painted red) and a second for the manometer. The air hose shall be attached to the fitting containing a small orifice (painted red) and the manometer shall be attached to the 2nd fitting. To avoid the possibility of crossing the connections, both hoses shall be attached to their correct fitting in a semipermanent fashion. The shop air connection shall be restricted with a small orifice (~.025 in.) to minimize chance of over-pressurizing the fuel tanks in event operator fails to close needle valve once system reaches test pressure 42 in. H2O (~1.52 psid). NOTE: If over-pressurization occurs, water in the manometer will be expelled when it reaches 43 inches, allowing incoming shop air to exhaust to ambient. However, operator will not depend on this fail-safe feature and will close needle valve immediately upon reaching test pressure. (e) Appropriate hoses to connect shop air and manometer to the aircraft. (2) Appropriate caps shall be available for closing open lines and vents. (3) A mild solution of soap and water shall be available for leak detection. Only Colgate-Palmolive Co. Liquid M Mild 1 Hand Soap shall be used in this solution. B. Tests CAUTION: DO NOT REMOVE ACCESS PLATES IN THE MAIN, INBOARD, OR HEADER TANKS. Remove access plates and panels as required to access the various fuel system components. (1) Fuel Supply Line Tests - High Pressure (10 psig): (a) Preparations Defuel aircraft. (See 12-10-00, Draining Fuel System.) (b) Engine to Check Valves Test 1 Pull manual fuel shut-off (in cockpit). 2 Disconnect fuel supply hose at engine driven pump (EDP) inlet (see 28-20-00, Figure 5). NOTE: Leak test downstream of EDP shall be by visual inspection only. After refueling aircraft activate electric fuel pump(s) and inspect for leaks. Allowable leakage through shaft seal of EDP shall not exceed two (2) drops per minute. 3 4 5 6 7 8 Connect shop air to hose via needle valve and suitable pressure gage. Slowly open needle valve to 10 psig, close valve and disconnect shop air. Check for leaks in fuel supply line up to manual fuel shut-off valve. Push in manual fuel shut-off (in cockpit), and repeat steps (3) and (4). Check for leaks in supply line(s) up to check valve(s) in each wing. Reconnect fuel supply hose and tighten connection.
PAGE 4 Dec 1/01
28-10-00
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Fuel System Leak Test Set-up Figure 2 (Sheet 1 of 2)
Effectivity 4697001 thru 4697173
3F11
28-10-00
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LEAK TEST SETUP

(Fuel System Meridian)
NOZZLES Clear plastic tubing
FLOW DIVIDER FLOW TRANSDUCER FUEL CONTROL UNIT
PPS 60049-5 New
Scale: Each minor tick = 0.2 H2O [Note: 42 H2O = ~1.52 psid]
open to ambient Max height ~ 43 H2O
SO Fuel Return Line HEAT EXCHANGER Low Pressure Pump High Pressure Pump Zero mark Low Pressure Switch Disconnect @ inlet of LP Pump FIREWALL for supply line Fuel Filter leak-test Fuel Shutoff Valve (SOV) 1. Fill to ~22 with "Gatorade" or other suitable non-toxic coloring. 2. Adjust scale to zero mark.
~22
TEST FIXTURE CKJ622581
Manometer Hose [Connect to open fitting] Check Valve (2 Plcs) Trim Fitting & Pressure Switch (2 Plcs) WING STATIONS
INBOARD TANK
Vent (on bottom of wing) Special filler cap
PRESSURE BULKHEAD T Boost Pump (Typ 2 Plcs) Fuel Return Check Valves 2 Plcs Filter & Sump Drains (Assure valves are closed) 5 Plcs
HEADER
116
134
156
182
209
240
RIGHT MAIN TANK 29 51.5 82.5 107.5 Disc Disconnect @ LH & RH Shop Air outboard tank fuel return Supply nipple for return line leak-test Needle Valve Quick Disconnect Connect shop air to restricted fitting (red)
Fuel System Leak Test Set-up Figure 2 (Sheet 2 of 2)
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28-10-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (c) Between Check Valve and Header Tank Test NOTE: Remove fuel cap(s) for this test. 1 2 3 4 5 6 7 Pull manual fuel shut-off (in cockpit).
Remove pressure switch at trim fitting for side being tested. (See 28-20-00, Figures 3 and 4.) Connect shop air to trim fitting via needle valve and suitable pressure gage. Slowly open needle valve to 10 psig, close valve and disconnect shop air. Check for leaks in fuel supply line between check valve and header tank. Reconnect pressure switch and torque as specified in 28-20-00, Fuel Boost Pump - Installation. Repeat for opposite wing, as required.
(2) Fuel Return Lines Leak Test (S/Ns 4697174 and up only.) NOTE: Perform this test before performing step (3), below. In serial numbers 4697174 and up only, the fuel return lines can be leak tested as follows: (a) Remove fuel caps on both wings. (b) Disconnect the fuel return lines at the left and right outboard fuel tank nipples (W.S. 116) and cap both lines. (c) Disconnect fuel return hose at fuel return solenoid valve. (d) Connect shop air to fuel return hose via needle valve and suitable pressure gauge. (e) Slowly open needle valve to 10 psig. Close valve and disconnect shop air. (f) If system will not hold 10 psig: 1 2 3 Check for leaks in both fuel return lines. Repair leaks by tightening or replacing components. Retest as above to confirm repair.
(g) Remove test equipment, reconnect the fuel return hose to fuel return solenoid valve and tighten. (h) Reconnect both the left and right fuel return lines to the outboard fuel tank nipples. (i) Reinstall fuel caps on both wings. (3) Wing Tanks and Fuel Return Line Test - Low Pressure (42 in. H2O). NOTE: In serial numbers 4697001 thru 4697173 only, the fuel return line will only be pressurized during testing of left wing. (a) Defuel aircraft or, if only testing one side, defuel that wing only. (See 12-10-00, Draining Fuel System.) (b) Install special filler cap from check fixture on test wing. (c) Verify shop air hose from stand is attached to red fitting on test filler cap, and manometer attached to other fitting. (d) Verify needle valve is fully closed, and connect shop air to quick-disconnect fitting. (e) Verify sump valve is in closed position. (f) Install plug in vent outlet. NOTE: If manometer fails to rise, close needle valve immediately and determine cause. (g) Slowly open needle valve and watch for a rise in pressure in the manometer.
3F13
28-10-00
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N53238
(h) Allow manometer to rise to test pressure (42 in. H2O) and close needle valve. (i) (j) Disconnect shop air and monitor leakage rate. Leak-rate tolerance: one-half (1/2) inch H2O in five (5) minutes. NOTE: This test checks the wing being tested up to the fuel float valve in the header tank. Vent relief valve shall close between 2.8 & 11.1 in. H2O (0.1 & 0.4 psid).
(k) Remove plug from fuel vent and allow pressurized air to exhaust through the vent. (l) (m) Repeat for opposite wing, if required.
PAGE 8 Jan 9/04
28-10-00
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Fuel distribution consists of two sets of header tanks, electric boost pumps, trim-fittings, pressure switches, float switches, check valves, and fuel supply lines; as well as a manual fuel shut-off valve, an in-line filter, an engine driven fuel pump; and fuel return system. 1. Header Tanks A. Description Each header tank is accessible through the two access plates in the bottom of the wing. Each header tank contains a boost pump float switch, an engine supply line float valve, and the number one fuel probe. Flapper-type check valves prevent reverse flow to the main and inboard wing tanks. A vent line connects each header tank to its inboard wing tank. NOTE: The left and right header tank installations are mirror images of each other, except for the fuel return line connection in the left header tank in serial numbers 4697001 thru 4697173 only. B. Float Switch A float switch is located in each header tank mounted on the aft side of the intercostal that forms the forward wall of the header tank. Access is through the inboard header tank access plate. (1) Removal (a) Defuel appropriate wing. (See 12-10-00, Draining Fuel System.) (b) Remove access plates fore and aft of the float switch. (c) Turn master switch OFF. Disconnect electrical leads at the connector. De-pin the connector, as required. (d) Remove nut and washer from the forward side of the intercostal. (e) Remove float switch, bulkhead fitting, and gasket from the aft side of the intercostal. (f) If replacing float switch, disassemble bulkhead fitting from float switch.
Float Switch Figure 1
3F15
28-20-00
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N53238
(2) Installation (a) Prior to installation, verify float switch for continuity. Circuit shall be open when float is up and closed when float is down. (b) If installing new float switch, assemble bulkhead fitting to float switch as follows: 1 2 Run wire leads through bulkhead fitting. Carefully torque the bulkhead fitting on the float switchs adapter nipple (AN 816). Do not allow rotation between the float swich adapter nipple and the float switch elbow. Any rotation of the adapter nipple on the elbow can shear the float switch wires.
(c) Position gasket, bulkhead fitting, and float switch on aft side of the intercostal. Feed float switch electrical leads through the intercostal. CAUTION: WHEN TORQUING NUT, BELOW, TAKE CARE TO HOLD THE BULKHEAD FITTING FROM INSIDE THE HEADER TANK. DO NOT HOLD THE FLOAT SWITCH WHILE TORQUING NUT AS THIS MAY CAUSE THE ADAPTER NIPPLE TO ROTATE ON THE ELBOW AND SHEAR THE WIRES. (d) Secure bulkhead fitting, float switch, and gasket to intercostal using nut and washer from the forward side. (e) Verify float switch for continuity. Circuit shall be open when float is up and closed when float is down. (f) Brush seal float switch from inside the header tank with MIL-S-8802 or MIL-S-81733 sealant (i.e. - PRC PR-1422-A1, A2, A4, B1, B2, or B4).
(g) Connect electrical leads at the connector. (h) Replace access plates fore and aft of the float switch. Seal header tank access plate with PRC PR-1428-B-2 or PR-1403G-B-2 sealant. Allow to cure 72 hours.
Float Valve Figure 2
PAGE 2 Dec 1/01
28-20-00
3F16
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (i) (j)
Pull manual fuel shut-off (in cockpit). Add 15 gallons fuel to the affected side. Check for leaks. Open fuel system drain cap as described in 12-10-00, Draining Fuel System. Push in manual fuel shut-off (in cockpit) and run boost pump on affected side. Verify that float switch shuts down boost pump with approximately 2.5 gals fuel remaining in header tank.
(k) Perform Fuel System Functional Test, 28-00-00, whenever a float switch is replaced. C. Float Valve A float valve is located in each header tank mounted on the forward side of the main spar, which forms the aft wall of the header tank. Access is through the inboard header tank access plate. (1) Removal (a) Defuel appropriate wing. (See 12-10-00, Draining Fuel System.) (b) Remove inboard header tank access plate. CAUTION: DUST CAPS USED TO PROTECT OPEN LINES SHOULD ALWAYS BE INSTALLED OVER THE TUBE ENDS AND NOT IN THE TUBE ENDS. FLOW THROUGH THE LINES MAY BE BLOCKED OFF IF LINES ARE INADVERTENTLY INSTALLED WITH THE DUST CAPS IN THE TUBE ENDS. (c) Loosen hose clamps and slide flexible hose off of float valve tube assembly and bulkhead tube. Cap bulkhead tube. (d) Remove safety wire, nuts and washers (2 ea.) from the aft side of the main spar. (Access through the wheel well.) (e) Remove tube assembly, float valve, gasket, and spacer from the forward side of the main spar. (f) Remove tube assembly from float valve. (2) Installation (a) Install tube assembly on to float valve. (b) Position spacer, gasket, float valve and tube assembly on forward side of the main spar. (c) Secure float switch,spacer, and gasket to main spar using nuts and washers from the wheel well. Torque bolts 30 to 40 in. lbs and safety. (d) Remove protective cap and slide flexible hose onto bulkhead tube and float valve tube assembly and secure with hose clamps. (e) Ensure float has free and clear movement around float valve tube assembly and sump drain pickup tube. (f) Replace access plate. Seal access plate with PRC PR-1428-B-2 or PR-1403G-B-2 sealant. Allow to cure 72 hours.
(g) Check for leaks.
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28-20-00
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2.
Fuel Boost Pumps (See Chart 1 and Figures 3 & 4.) A small inline electric boost pump is located in each wing root just forward of the header tanks. These boost pumps are removed and installed as an assembly consisting of the boost pump, a Tee-connector, an adjustable trim fitting, a fuel pressure switch, associated unions; and in the right wing only, the pump mounting bracket. NOTE: Perform Fuel System Functional Test, 28-00-00, whenever a boost pump, trim fitting, or pressure switch is replaced. A. Removal (1) Defuel appropriate wing. (See 12-10-00, Draining Fuel System.) (2) Remove the large access plate on the bottom of the wing root glove and, if removing the right boost pump, the outboard access plate just forward of the header tank. (3) Turn master switch OFF. Disconnect electrical leads from boost pump and pressure switch. CAUTION: DUST CAPS USED TO PROTECT OPEN LINES SHOULD ALWAYS BE INSTALLED OVER THE TUBE ENDS AND NOT IN THE TUBE ENDS. FLOW THROUGH THE LINES MAY BE BLOCKED OFF IF LINES ARE INADVERTENTLY INSTALLED WITH THE DUST CAPS IN THE TUBE ENDS. (4) Disconnect and cap aft fuel line from the boost pump and forward fuel line from the Teeconnector.
Effectivity 4697031 & up and 4697001 thru 4697030 with Kit# 766-682 installed
Left Fuel Boost Pump Figure 3
PAGE 4 Dec 1/01
28-20-00
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N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 ELECTRIC FUEL PUMP SPECIFICATIONS DESCRIPTION Voltage (Vdc) Current (Amps) Fuel Flow / Fuel Pressure Proof press. zero ext. leakage Weight DO NOT RUN DRY
AIRBORNE 1B300-4 18 - 30 4.0 (Max.) 2.5 (Nominal at 27 Vdc) 0 PPH at 30 PSIG 260 PPH at 5 PSIG 60 PSI 1.8 LBS
Right Fuel Boost Pump Figure 4
3F19
28-20-00
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N53238
(5) Unscrew retaining nut and washer from bulkhead fitting on the inlet side of the pump. (6) In the left wing only, remove safety wire, bolts, and washers (4 ea.) and clip assemblies (2 ea.) that hold pump to mounting bracket and remove pump/Tee/switch assembly from aircraft. (7) In the right wing only, remove bolts and washers (4 ea.) that hold pump mounting bracket to the forward spar and remove bracket/pump/Tee/switch assembly from aircraft. B. Installation CAUTION: WHENEVER ONE OR BOTH OF THE FUEL BOOST PUMPS IS/ARE REPLACED, THE FUEL FLOW MUST BE BALANCED BY ADJUSTING THE TRIM FITTINGS. EQUIPMENT AND INSTRUCTIONS TO ACCOMPLISH THIS ARE PROVIDED IN PIPER KIT NO. 766-683. NOTE: The boost pumps are removed and installed as an assembly. Accordingly, ensure the pump, Tee-connector, trim fitting, fuel pressure switch, and bulkhead union are built-up as shown in Figure 4 prior to installation. Screw trim fitting into Tee fitting to the minimum engagement (i.e. - until o-ring land reaches the o-ring groove on the Tee fitting). Secure trim fitting in position with nut (torque nut to Tee fitting 150 to 200 in. lbs.). Torque pressure switch to trim fitting 40-65 in. lbs. With the exception of the pump mounting bracket for the right-hand installation, the build-ups are the same. For the right boost pump only, bolt the pump mounting bracket to the pump before installation. Safety wire nut and trim fitting after balancing fuel flow with Piper Kit No. 766-683. (1) In the right wing only, place bracket/pump/Tee/switch assembly into position and secure the mounting bracket to the forward spar with bolts and washers (4 ea.). (2) In the left wing only, place pump/Tee/switch assembly into position and secure to mounting bracket with bolts and washers (4 ea.) and clip assemblies (2 ea.) and safety. (3) Secure bulkhead fitting with nut and washer. (4) By turning Tee fitting, adjust pressure switch position to ensure the pressure switch clears all de-ice lines. (5) Remove protective caps and connect aft fuel line to the boost pump and forward fuel line to the Tee-connector. (6) Turn master switch OFF. Connect electrical leads to boost pump and pressure switch. Safetywire electrical connector to pressure switch. (7) If required, balance fuel flow with Piper Kit No. 766-683. (8) Pull manual fuel shut-off (in cockpit). Add 10 gallons fuel to the affected side. Check for leaks. (9) Replace the large access plate on the bottom of the wing root glove and, if installing the right boost pump, the outboard access plate just forward of the header tank. (10) Perform Fuel System Functional Test, 28-00-00, if required. 3. Trim Fittings An adjustable trim fitting is provided in each fuel boost pump assembly (see above). These trim fittings permit the fuel flow from both wings to be statically balanced, which is required to minimize the occurance of inflight fuel imbalance situations. Whenever one or both of the fuel boost pumps or trim fittings is/are replaced, the fuel flow must be re-balanced by adjusting the trim fittings. Equipment and instructions to accomplish this are provided in Piper Kit No. 766-683. Additionally, perform Fuel System Functional Test, 28-00-00, whenever a trim fitting is replaced.
PAGE 6 Mar 6/03
28-20-00
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N53238
Forward Fuel Installation Figure 5 (Sheet 1 of 2)
Effectivity 4697031 thru 4697173 and 4697001 thru 4697030 with Kit# 766-682 installed
3F21
28-20-00
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N53238
NOTES: (1) (2) (3) (4)
TORQUE NUT TO 80 - 100 IN. LBS. SEE FIGURE 6. 102430 6 AB/AC+ FROM ENGINE HIGH PRESSURE (HP) PUMP. TO FUEL HEAT EXCHANGER. TORQUE SOLENOID VALVE TO RESTRICTOR (ON ENGINE HP PUMP) AND UNION TO SOLENOID VALVE 135 - 150 IN. LBS.
2 (2)
(3)
4 11 8 3
AN924-10 NUT NAS1149F1432P WASHER ---------- FIREWALL ----------NAS1149F1432P WASHER
AN4C5A BOLT MS35338-44 WASHER (2 PLACES)
5 10 6
7 9
1. 2. 3. 4. 5.
FUEL RETURN SOLENOID VALVE (4) ENGINE DRIVEN PUMP (EDP) - LOW PRESSURE MANUAL FUEL SHUT-OFF VALVE SHUT-OFF VALVE CABLE ADJUSTMENT FUEL FILTER
6. 7. 8. 9. 10. 11.
FUEL SYSTEM DRAIN CAP SUMP DRAIN, LEFT (1) SUMP DRAIN, RIGHT (1) FUEL FILTER DRAIN (1) FUEL RETURN LINE DRAIN, LEFT (1) FUEL RETURN LINE DRAIN, RIGHT (1)
Forward Fuel Installation Figure 5 (Sheet 2 of 2)
PAGE 8 Dec 31/04
28-20-00
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Fuel Quick Drain Valves Figure 6
4.
3/8 Inch Suction Line (See 28-00-00, Figure 1.) A section of 3/8 inch fuel line is installed in the left wing suction line to help balance the fuel flow from the left and right wings. The fittings on each end of this line require special torques as follows: A. Outboard end. (1) Expander to check valve - 150-250 in. lbs. (2) 3/8 inch line to expander - 110-130 in. lbs. B. Inboard end. (1) 3/8 inch line to reducer 110-130 in. lbs. (2) 1/2 inch line to reducer 230-260 in. lbs.
5.
Manual Fuel Shut-off Valve The manual fuel shut-off valve is beneath the left rear engine compartment floor/firewall and is accessed through a panel secured by screws. A. B. Perform Fuel System Functional Test, 28-00-00, whenever the manual fuel shut-off valve is replaced. Cable Adjustment The control cable runs from the valve towards the aircraft center and then back and up to the handle in the cockpit pedestal. Adjustment of the shut-off valve cable is at the cable mount on the longeron inboard of the valve (see Figure 5). Adjust the cable such that the valve is fully open when the handle is pushed all the way in and fully closed when the handle is pulled all the way out.
3F23
28-20-00
PAGE 9 Jan 9/04
N53238
Fuel Filter Assembly Figure 7
6.
Fuel Filter (See Figures 5 & 7.) NOTE: For routine filter servicing (i.e. - filter element replacement), refer to 12-10-00, Fuel Filter Servicing. NOTE: The fuel filter is removed and installed as an assembly (see Figure 7) consisting of the fuel filter and its associated fittings and the fuel system drain tube and cap. A. Removal Access to the fuel filter is through the fuel filter access plate in the lower left forward fuselage. (See 6-00-00, Figure 5.) (1) (2) (3) (4) Pull manual fuel shut-off (in cockpit). Remove fuel filter access plate. Disconnect electrical lead from fuel filter bypass switch. Drain residual fuel from the filter bowl using the fuel filter quick drain. CAUTION: DUST CAPS USED TO PROTECT OPEN LINES SHOULD ALWAYS BE INSTALLED OVER THE TUBE ENDS AND NOT IN THE TUBE ENDS. FLOW THROUGH THE LINES MAY BE BLOCKED OFF IF LINES ARE INADVERTENTLY INSTALLED WITH THE DUST CAPS IN THE TUBE ENDS. (5) (6) (7) (8) (9) Disconnect and cap the fuel filter quick drain hose from the bottom of the filter. Disconnect and cap the fuel inlet hose from the union in the 3-way elbow fitting. Disconnect and cap the fuel outlet hose from the union above the firewall. From above the firewall, remove nut and washer from the bulkhead fitting. Support the fuel filter assembly; then, from above the firewall, remove nuts and washers (2 ea.) holding fuel filter assembly to aircraft.
PAGE 10 Jan 9/04
28-20-00
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B.
(10) Remove fuel filter assembly through access hole. Take care to capture the washer on the bulkhead fitting and the four washers (2 each bolt) which were below the mounting bolts. Installation (1) Place fuel filter assembly into position with the inlet port outboard. Ensure a washer is placed on the bulkhead fitting so it will be below the firewall when the filter is bolted in place. (2) Secure the fuel filter assembly to the aircraft with bolts (2 ea.) and washers (6 ea.). On each bolt, two washers go below the firewall and one above. (3) From above the firewall, secure the bulkhead fitting to the firewall with nut and washer. (4) Remove protective caps from fuel hoses and connect hoses to filter assembly. (5) Connect electrical lead to fuel filter bypass switch. (7) Push in manual fuel shut-off (from cockpit). Check for leaks. (8) Replace fuel filter access plate.
7.
Engine Driven Pump (EDP) (Low Pressure) The engine driven pump (EDP) functions as a continuously ON fuel boost pump to provide a constant flow of pressurized fuel to the engine. CAUTION: IF THE ENGINE DRIVEN PUMP (EDP) FAILS AND THE TWO BOOST PUMPS ARE SWITCHED OFF OR CYCLE OFF FOR AN ACCUMULATED TIME IN EXCESS OF 10 HOURS OF ENGINE OPERATION, THEN THE PRATT & WHITNEY ENGINE DRIVEN HIGH PRESSURE FUEL PUMP MUST BE REPLACED. SEE PRATT & WHITNEY CANADA MAINTENANCE MANUAL P/N 3021442, 72-00-00, TABLE 601, FUEL SYSTEM. A. Removal (1) Pull manual fuel shut-off (in cockpit). (2) Drain residual fuel using the fuel filter quick drain. CAUTION: DUST CAPS USED TO PROTECT OPEN LINES SHOULD ALWAYS BE INSTALLED OVER THE TUBE ENDS AND NOT IN THE TUBE ENDS. FLOW THROUGH THE LINES MAY BE BLOCKED OFF IF LINES ARE INADVERTENTLY INSTALLED WITH THE DUST CAPS IN THE TUBE ENDS. (3) Disconnect and cap the fuel inlet and outlet hoses from the elbow fittings on the EDP. (4) Remove bolts and washers (4 ea.) holding EDP to engine and remove EDP. B. Replacement If replacing the EDP, remove the two elbow fittings and locknuts from the old pump and install them on the new pump. Use new O-rings. C. Installation (1) (2) (3) (4) (5) (6) (7) (8) Place EDP in position at rear of engine, taking care to ensure drive spline meshes correctly. Secure EDP to engine with bolts and washers (4 ea.) Remove caps from hoses Connect fuel inlet and outlet hoses to the elbow fittings on the EDP and tighten connections. Push in manual fuel shut-off (in cockpit). Turn the Fuel Pumps switch to Manual. Hold open the fuel filter quick drain until fuel runs continuously, then release. Check for leaks. NOTE: Leak test downstream of EDP shall be by visual inspection only. Allowable leakage through shaft seal of EDP shall not exceed two (2) drops per minute.
3G1
28-20-00
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FUEL RETURN SOLENOID LOGIC FUEL TEMP GAUGE
START CYCLE
NO
FUEL TEMP LESS THAN -10 F YES
NO
YES
ENERGIZE FUEL RETURN SOLENOID
DE-ENERGIZE FUEL RETURN SOLENOID
OR GATE
NO
TOTAL FUEL QTY LESS THAN 100 LBS
YES
OR GATE
LEFT
RIGHT
FUEL QUANTITY
Fuel Return System Logic Figure 8
PAGE 12 Jan 9/04
28-20-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Fuel Return System A. S/Ns 4697001 thru 4697173
8.
The fuel return system in these airplanes consists of a solenoid valve (normally closed), a check valve, and associated line. These airplanes are equipped with a fuel return system which functions only during engine start. Fuel not used by the fuel control unit (FCU) is diverted from the engine high pressure pump outlet though the fuel return solenoid valve (open only when the starting circuit is energized) through a singe return line to the left header tank. B. S/Ns 4697174 and up These airplanes are equipped with a fuel return system which enhances cold weather operations. It consists of a solenoid valve (normally closed), two relays (located under the cockpit floor at the feet of the pilot), two (2) check valves, and associated lines and drains. In these airplanes, the fuel feed system has not been changed, but return lines run to both main fuel tanks. This system functions at engine start similarly to the earlier system (described above), with the exception that the unused fuel returns to both main fuel tanks. During cold weather operations, when certain condictions are met (see Figure 8), fuel is pumped through the engine driven pump (EDP) (low pressure) to the fuel-oil heat exhanger where the fuel is warmed. Fuel not used by the fuel control unit (FCU) is diverted from the engine high pressure pump outlet though the fuel return solenoid valve (when open) and to both main fuel tanks. The heat energy accumulated by the fuel when passing through the fuel-oil heat exchanger warms the fuel in the main fuel tanks. The warming effect of the returned fuel is not sufficient to actually increase the temperature of the entire fuel supply, but it is sufficient to slow the cooling of the fuel in the main tanks. This extends the operating time available before the fuel temperature reaches established low temperature limits (see Chart 2). (1) Operational Logic (See also Figure 8.) The logic to open and close the solenoid valve is as follows: (a) The solenoid will be energized open when the following conditions are met: 1 2 The valve will always be open during an engine start, regardless of the other conditions. When the fuel temperature is below -23 C (-10 F) AND the total fuel quantity is more than 100 lbs. Fuel temperature is above -23 C (-10 F) and the engine is not in a start cycle. Total fuel quantity is less than 100 lbs. and the engine is not in a start cycle.
(b) The solenoid valve will be de-energized (closed) when the following conditions are met: 1 2
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CHART 2 MINIMUM FUEL TEMPERATURE OPERATING LIMITATIONS ( S/Ns 4697174 & up; and 4697001 thru 4697158 with Kit # 767-380 installed; and 4697159 thru 4697173 with Kit # 767-381 installed. ) Starting (Jet A/A-1) In-Flight -34C (-30F) -34C (-30F) Jet A as displayed by fuel temperature indicator -41C (-42F) Jet A-1 as displayed by fuel temperature indicator -54C (-65F) Outside air temperature as displayed by OAT indicator (with fuel temperature not to be less than noted above)
NOTE: This chart is provided as a general reference only. Verify actual temperture operating limitations in a current copy of the Pilots Operating Handbook for each individual airplane.
(2) System Operation (See 91-28-40, Figure 4.) To operate the logic, the fuel temperature indicator located in the instrument panel will provide a discrete signal when the fuel temperature reaches -23 C (-10 F) and the Meggitt system will provide a discrete signal when the fuel quantity drops below 100 lbs. These signals (or their absense) activate or deactivate the two relays in the system as follows: (a) Low Temperature Operation 1 When fuel temperature decreases to less than -10 F, a logic low (GND) is created at pin 3 of the fuel temperature indicator. The logic low (GND) is interlocked through the low fuel relay: a When total fuel quantity is greater than 100 lbs, the logic low (GND) from the fuel temperature indicator is applied through the low fuel relay to the fuel return relay. This activates the fuel return relay by applying power from the fuel temperature circuit breaker through contacts B1-B2 and A1-A2 in parallel. This activates the fuel return valve solenoid, and warm fuel is returned to both main fuel tanks. When total fuel quantity is less than 100 lbs, the appropriate Meggitt EDU activates the low fuel relay and inhibits the fuel return system by keeping the fuel return solenoid valve closed.
When fuel temperature rises above -10 F the logic low (GND) from the fuel temperature indicator is removed and the fuel return system is deactivated.
(b) Temperature Sensing The fuel temperature indicator provides +8 VDC to a two terminal integrated circuit temperature transducer (fuel temperature sensor) located in the right wing inboard fuel tank. The transducer produces an output current equal to one microamp per degree of temperature Kelvin (1 mA/K). The transducer output signal is applied to the fuel temperature indicator where it is processed by an A/D converter for display. The transducer and indicator cannot be tested without the use of specialized test equipment.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (3) Functional Test
The following functional tests are used to verify correct system operation and aid in identifying component failures. Perform annually or each 200 hours, whichever comes first. NOTE: The following tests assume fuel has been in the tanks long enough to adjust to ambient air temperature, preferably overnight. Significant differences may be observed when the aircraft has been refueled within several hours of the tests. (a) Fuel Return Solenoid Valve Test This test verifies that the fuel return solenoid valve is working properly. NOTE: Conduct this test with more than 100 pounds total fuel on board. 1 2 3 4 5 Apply power to the aircraft. Ensure the FUEL TEMP circuit breaker is engaged and the LOW FUEL annunciator is not illuminated. Observe the fuel temperature indication to verify the temperature indication is approximately equal to ambient air temperature. Disconnect electrical connector P398 from the Fuel Temperature Indicator and jumper pin 3 to pin 1 (i.e. - ground pin 3). Observe that the fuel return solenoid valve activates (i.e. - opens). NOTE: Check fuel return valve operation by opening the right gull-wing door on the engine compartment and have an assistant check for an audible or tactile indication of valve activation. 6 7 8 9 Remove the jumper from P398 pins 1 and 3. When the ground is removed from pin 3, the fuel return solenoid valve returns to its normally closed position. Observe that the fuel return solenoid valve closes (see Note, above). Secure the engine compartment access door. Reconnect Fuel Temperature Indicator electrical connector P398.
(b) Low Fuel Relay Test This test verifies that the low fuel relay is functioning correctly. NOTE: Conduct this test prior to initial fueling of the aircraft or defuel (see Draining Fuel System,12-10-00) the aircraft to achieve a LOW FUEL annunciation (i.e. - less than 100 lbs total fuel onboard). 1 2 3 4 5 Apply power to the aircraft. Ensure the FUEL TEMP circuit breaker is engaged and the LOW FUEL annunciator is illuminated. Observe the fuel temperature indication to verify the temperature indication is approximately equal to ambient air temperature. Disconnect electrical connector P398 from the Fuel Temperature Indicator and jumper pin 3 to pin 1 (i.e. - ground pin 3). Observe that the fuel return solenoid valve does not activate (i.e. - remains closed). NOTE: Check for fuel return valve operation by opening the right gull-wing door on the engine compartment and have an assistant verify that no indication of valve operation (i.e. - an audible click or tactile vibration) occurs. 6 Reconnect Fuel Temperature Indicator electrical connector P398.
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(c) Failure to successfully complete either of the above tests is immediately indicative of failure of the tested components. If replacement of the subject components does not solve the problem, refer to the operational logic and system operation paragraphs, above, and the electrical schematic in 91-28-40, Figure 4, to determine a logical testing sequence for checking essential supply voltages and signal paths in order to isolate defective components. Specific tests and the sequence in which they are performed should be based upon observation of the failure modes observed.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL INDICATING
1.
Fuel Quantity Indicator A. Standard EFIS NOTE: The fuel quantity indication system is part of the engine instrument display system. Refer to 77-40-00 for more information. The fuel quantity indicator is incorporated into the Meggitt Engine Instrument Display System (EIDS). The EIDS consists of two main components, the Data Acquisition Unit (DAU) and the Engine Display Unit (EDU). The DAU collects and processes the raw sensor input and provides a refined data stream to the EDU which actually displays the data. (See Figure 1.) The fuel quantity indication system is capacitance based. Each of the ten fuel probes (i.e. - sensors) produces a precise capacitance value based on how much of the probe is immersed in fuel. The linear response of the probes combined with the data processing capability of the DAU allows very accurate fuel quantity display.
VAC
FF
O AT
15 C FTF 1:00 H:M FAD 0 LB

TO TAL FUE L 1 0 1 0 LB L 505 R
G P S 2
5.0
I N HG OIL
150
PPH
505
10 C
100
PSI
TE S TMO DE
EDU Fuel Quantity Display (i.e. - Secondary Display (Co-Pilots)) Figure 1
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B.
Optional EFIS (in S/Ns 4697198 and up) NOTE: See 28-00-00 and Electronic Flight Information System (EFIS) - Optional, 34-20-00 for more information. When the optional Avidyne FlightMax Entegra EFIS is installed, fuel quantity information is displayed on both the Primary Flight Display (PFD) and Multi-Function Display (MFD). The Data Acquisition Unit (DAU) collects and processes the raw sensor input and provides a refined data stream to the PFD and MFD which actually display the data. (See Figure 2.) The fuel quantity indication system is capacitance based. Each of the ten fuel probes (i.e. - sensors) produces a precise capacitance value based on how much of the probe is immersed in fuel. The linear response of the probes combined with the data processing capability of the DAU allows very accurate fuel quantity display.
Fuel Quantity Indication Figure 2 (Sheet 1 of 2)
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Fuel Quantity Indication Figure 2 (Sheet 2 of 2)
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2.
Fuel Quantity Probes Fuel probes are installed in each wing in the header tank (1 - W.S. 42.00), the inboard tank (1 - W.S. 94.08), and the main tank (3 - W.S. 127.00, 169.60, & 206.90) (See 28-00-00, Figure 1). In each case, the fuel probe clips into a bracket mounted on a rib or the forward side of the main spar. CAUTION: WHILE THE WIRING, INSTALLATION, AND REMOVAL OF THE PROBES IS THE SAME, EACH PROBE IS A DIFFERENT LENGTH UNIQUE TO ITS PARTICULAR WING STATION. CAUTION: RECALIBRATE THE FUEL QUANTITY INDICATION SYSTEM WHENEVER A FUEL PROBE IS REPLACED. A. Removal (1) Defuel appropriate wing. (See 12-10-00, Draining Fuel System.) (2) Turn master switch OFF. (3) Remove the appropriate access plate(s) on the bottom of the wing for the fuel probe(s) to be removed. (4) Reaching inside the wing, locate the fuel probe and pull it from the spring clip(s). (5) Pull the fuel probe to the access hole and disconnect the electrical leads with a hex driver. (6) Loosen the harness retainer and remove the probe from the aircraft.
UPPER SPRING CLIP ANTI-ROTATION TAB
ELECTRICAL TERMINALS LOWER SPRING CLIP (NOT AT W.S. 169.60 OR 206.90)
WIRING HARNESS
Fuel Probe Installation Figure 3
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL B. Testing
The fuel quantity indication system is capacitance based. Each of the ten fuel probes (i.e. - sensors) produces a precise capacitance value based on how much of the probe is immersed in fuel. The linear response of the probes combined with the data processing capability of the DAU allows very accurate fuel quantity display. Individual probes may be bench tested as follows: (1) Required equipment: (a) DC Fuel Probe Test Box - MAv No. 89-188-2 or equivilent (b) 150 pF Capacitor Transfer Standard (DC Type) (2) Capacitance Test (a) Using the 150 pF capacitor transfer standard, calibrate the DC Fuel Probe Test Box to 150 pF. (b) Connect the test box as shown in Figure 4. (c) Read the probes dry capacitance. This reading must fall within the limits shown in Chart 1 for the specific probe.
CHART 1 FUEL PROBE CAPACITANCE PROBE W.S. 42.00 (P/N 481-395) W.S. 94.08 (P/N 481-396) W.S. 127.00 (P/N 481-397) W.S. 169.60 (P/N 481-398) W.S. 206.90 (P/N 481-399) CAPACITANCE DRY (pF) 14.67 8.99 29.99 25.83 15.82 CAPACITANCE WET(pF) 24.42 17.98 54.94 46.10 32.49
Fuel Probe Test Set-up Figure 4
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C.
Installation (1) Connect the electrical leads to the fuel probe as follows: white wire to L terminal, white/blue wire to S terminal, and white/orange wire to R terminal. (2) Route the electrical leads under the harness retainer and tighten retainer screw. (3) Reaching inside the wing, push the probe into its spring clip(s). Take care to ensure the anit-rotation tab on the upper spring clip engages the slot in the collar on the probe. (See Figure 3.) NOTE: Ensure the bottom of each installed probe clears the aircraft structure and/or fuel tank sealant by a minimum of 0.125 inch. (4) Replace access plate(s), sealing with PRC PR-1428-B-2 or PR-1403G-B-2 sealant. Allow to cure for 72 hours.
3.
Fuel Quantity Indication Calibration - Standard EFIS
(PIR-PPS60185, Rev. E.)
The fuel quantity indicator is incorporated into the Meggitt Engine Instrument Display System (EIDS). The EIDS consists of two main components, the Data Acquistion Unit (DAU) and the Engine Display Unit (EDU). The DAU collects and processes the raw sensor input and provides a refined data stream to the EDU which actually displays the data. (See Figure 1.) During calibration, switches on the bottom of the DAU are manipulated to select which wing is being calibrated and which phase of the calibration process is being performed. All data relating to calibration is displayed on the EDU. NOTE: Fuel quantity is displayed only in pounds or kilograms, depending on which EDU (i.e. - standard English or optional Metric) is installed. To convert pounds/kilograms to US gallons/liters, see Chart 2. A. Requirements (1) Calibrate both wings whenever a DAU is replaced. NOTE: Whenever a DAU is replaced, perform Engine Torque Indication Calibration, 77-10-00; Fuel Quantity Indication Calibration, 28-40-00; and, Fuel System Functional Test, 28-00-00. (2) Calibrate the affected wing whenever fuel probe(s) are replaced. B. Procedure Fuel quantity calibration can only be performed on one wing at a time. If fuel quantity calibration is performed due to a fuel quantity probe replacement, just recalibrate the side where the probe was replaced. If fuel quantity calibration is performed due to DAU replacement, recalibrate both sides. (1) Right Wing Fuel Tank Calibration (a) Level the aircraft (see 8-20-00). (b) Ensure that the fuel has been completely drained from the right wing (including the fuel sump). (See 12-10-00, Draining Fuel System.) (c) Prior to applying power to the Engine Display Unit (EDU), depress the "PAGE" switch on the bezel of the primary EDU. While continuing to hold the "PAGE" switch depressed, apply power to the EDU. Continue to hold the "PAGE" switch depressed until the EDU displays the "Exceedance Data Page" in Test Mode. Release the "PAGE" switch. (d) Depress and release the EDU "PAGE" switch until the "DAU/FQP DATA" page is displayed (see Figure 5). (e) Pull the "FUEL QTY" circuit breaker. (f) Reach under the instrument panel on the right side and hold the SW-1 and SW-2 toggle switches on the DAU in the "R-CAL" position (i.e. - aft, see Figure 6). Push in the "FUEL QTY" circuit breaker and keep holding the SW-1 and SW-2 toggle switches for a minimum of 5 seconds.
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CHART 2 (Sheet 1 of 2) FUEL WEIGHT CONVERSION (LBS PER U.S. GAL)
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CHART 2 (Sheet 2 of 2) FUEL WEIGHT CONVERSION (KGS PER LITER)
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DAU - FQP DATA

DAU S OF T WA R E K E Y /R E V: MOD E : E QU IP ID : C H A N N E L ID : FA IL FLAGS : F QP SOF T WA R E K E Y /R E V: MOD E : 1 C 10 CH 1 PA S S LE FT 1 A OP E R A 1 C 10 CH 2 PA S S R IGH T 1 A OP E R A TE S T TE S T
Initial Display, Calibration Mode Not Yet Initiated
TE S TMOD E
DAU - FQP DATA

DAU S O F T WA R E K EY /R E V: MOD E: EQU IP ID : C H A N N EL ID : FA IL F L AGS: FQP S O F T WA R E K E Y/R EV: M OD E : 1 C10 CH 1 PA SS LEFT 1 A CAL A 1 C 10 CH 2 PA S S R IGH T 1 A OP E R FQP A T E ST TE S T
DAU - FQP DATA

DAU S OFTWA R E K E Y /R E V: MOD E : E QU IP ID : C H A N N E L ID : FA IL FLAGS : 1 C 10 CH 1 PA S S LE FT 1 A OP E R A 1 C10 CH 2 PASS RI G HT 1 A CAL A TE S T TEST
S OFTWA R E K E Y /R E V: MOD E :
T ES T M O D E
TE S TMODE
Left Side Calibration Initiated
Right Side Calibration Initiated
EDU Test Mode DAU - Fuel Quantity Processor (FQP) Data Page Figure 5
DAU Calibration Switches Figure 6
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(g) On the "DAU/FQP DATA" page, verify that the "MODE" is set to "CAL" in the right column (see Figure 5 - Right Side Calibration Initiated). (h) Depress and release the EDU "PAGE" switch until the "CALIBRATION" page is displayed (see Figure 7). (i) Observe and verify that the calibration display on the EDU shows "READY", "UNCAL HI" and "UNCAL LO" for "FUEL", "RIGHT". NOTE: "UNCAL HI" and "UNCAL LO" will only be displayed if the DAU has never been calibrated. If the DAU was already calibrated at least once, "HI CAL VALID" and LO CAL VALID" will be displayed. (j) Put 1.5 US gallons of Jet fuel in the Right wing (unusable fuel) and wait 5 minutes. (k) Hold the SW-1 toggle switch on the DAU in the "R-CAL" position (i.e. - aft) for a minimum of 3 seconds. Verify that the EDU display shows "LO CAL VALID" for "FUEL", "RIGHT". (l) Verify that the rectangle below RIGHT contains the value 0.000. (m) Add 85 US gallons of Jet fuel in the Right wing (usable fuel) and wait 5 minutes. (n) Hold the SW-2 toggle switch on the DAU in the "R-CAL" position for a minimum of 3 seconds. Verify that the EDU display shows "HI CAL VALID" for "FUEL", "RIGHT". (o) Verify that the rectangle below RIGHT contains the value 100.000. (p) Calibration of the Right wing fuel quantity is completed, turn aircraft power OFF. NOTE: Power to the DAU must be removed for a minimum of 20 seconds prior to being reapplied for normal operation of the Fuel Quantity Processor. (q) If calibration of the Left wing is required, go to Left Wing Fuel Tank Calibration, below. (2) Left Wing Fuel Tank Calibration (a) Level the aircraft (see 8-20-00). (b) Ensure that the fuel has been completely drained from the left wing (including the fuel sump). (See 12-10-00, Draining Fuel System.) (c) Prior to applying power to the Engine Display Unit (EDU), depress the "PAGE" switch on the bezel of the primary EDU. While continuing to hold the "PAGE" switch depressed, apply power to the EDU. Continue to hold the "PAGE" switch depressed until the EDU displays the "Exceedance Data Page" in Test Mode. Release the "PAGE" switch. (d) Depress and release the EDU "PAGE" switch until the "DAU/FQP DATA" page is displayed (see Figure 5). (e) Pull the "FUEL QTY" circuit breaker. (f) Reach under the instrument panel on the right side and hold the SW-1 and SW-2 toggle switches on the DAU in the "L-CAL" position (i.e. - fwd, see Figure 6). Push in the "FUEL QTY" circuit breaker and keep holding the SW-1 and SW-2 toggle switches for a minimum of 5 seconds.
(g) On the "DAU/FQP DATA" page, verify that the "MODE" is set to "CAL" in the left column (see Figure 5 - Left Side Calibration Initiated). (h) Depress and release the EDU "PAGE" switch until the "CALIBRATION" page is displayed (see Figure 7). (i) Observe and verify that the calibration display on the EDU shows "READY", "UNCAL HI" and "UNCAL LO" for "FUEL", "LEFT". NOTE: "UNCAL HI" and "UNCAL LO" will only be displayed if the DAU has never been calibrated. If the DAU was already calibrated at least once, "HI CAL VALID" and LO CAL VALID" will be displayed.
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CA L I B R A T I ON
TORQUE CH A CH B
68
NO T RE ADY UNCAL HI CAL L O V AL I D LE FT
68
READY C A L H I V A L ID UNCAL LO
FUEL
R IG H T
6 3 .0 1 5 0
NO T RE ADY CAL HI V AL I D UNCAL L O
100. 000
READY UNCAL HI UNCAL LO TESTMODE
EDU Test Mode Calibration Page Figure 7
(j)
Put 1.5 US gallons of Jet fuel in the Left wing (unusable fuel) and wait 5 minutes.
(k) Hold the SW-1 toggle switch on the DAU in the "L-CAL" position (i.e. - fwd) for a minimum of 3 seconds. Verify that the EDU display shows "LO CAL VALID" for "FUEL", "LEFT". (l) Verify that the rectangle below LEFT contains the value 0.000. (m) Add 85 US gallons of Jet fuel in the Left wing (usable fuel) and wait 5 minutes. (n) Hold the SW-2 toggle switch on the DAU in the "L-CAL" position (i.e. - fwd) for a minimum of 3 seconds. Verify that the EDU display shows "HI CAL VALID" for "FUEL", "LEFT". (o) Verify that the rectangle below LEFT contains the value 100.000. (p) Calibration of the Left wing fuel quantity is completed, turn aircraft power OFF. NOTE: Power to the DAU must be removed for a minimum of 20 seconds prior to being reapplied for normal operation of the Fuel Quantity Processor.
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C.
Full Range Check A full range check provides a detailed test of the fuel quantity indication system performance. Perform as desired. This check is recommended as part of the refueling process whenever fuel system has been completely drained. (1) Level the aircraft (see 8-20-00). (2) Ensure that the fuel has been completely drained from both wings (including the fuel sumps). (See 12-10-00, Draining Fuel System.) (3) Pull the manual fuel shut-off (in cockpit). (4) Ensure that the FUEL PUMPS switch is in the "OFF" position. (5) Apply power to the aircraft. (6) Put 1.5 US gallons of Jet fuel in each wing (unusable fuel) and wait 5 minutes. (7) Verify that the "TOTAL" fuel quantity on the secondary EDU page (see Figure 1) is red and reads zero (0). Verify that the "R" and "L" fuel quantity reads zero (0). (8) Verify that the "LOW FUEL" and the FUEL PRESSURE warning lights are illuminated on the ANNUNCIATOR panel. (9) Add 100 Lbs of Jet fuel in each wing and wait 5 minutes. NOTE: To convert fuel weight (lbs/kgs) into volume (US GAL/liters), determine Jet fuel density (refer to Chart 2) and divide weight by Jet fuel density). (10) Verify that the "R", "L" fuel quantity on the secondary EDU page read 100 15 lbs (46 7 kgs) and the "TOTAL" reads 200 30 lbs (92 14 kgs). Verify that the "LOW FUEL" warning light extinguishes and all fuel quantity indication on the secondary EDU page turns green when the "TOTAL" fuel quantity exceeds 100 lbs (46 kgs). (11) Add 100 Lbs of Jet fuel in each wing and wait 5 minutes. (12) Verify that the "R", "L" fuel quantity on the secondary EDU page read 200 15 lbs (92 8 kgs) and the "TOTAL" reads 400 30 lbs (184 16 kgs). (13) Add 100 Lbs of Jet fuel in each wing and wait 5 minutes. (14) Verify that the "R", "L" fuel quantity on the secondary EDU page read 300 15 lbs (136 8 kgs) and the "TOTAL" reads 600 30 lbs (272 16 kgs). (15) Add 100 Lbs of Jet fuel in each wing and wait 5 minutes. (16) Verify that the "R", "L" fuel quantity on the secondary EDU page read 400 20 lbs (182 10 kgs) and the "TOTAL" reads 800 40 lbs (364 20 kgs). (17) Add 100 Lbs of Jet fuel in each wing and wait 5 minutes. (18) Verify that the "R", "L" fuel quantity on the secondary EDU page read 500 15 lbs (228 8 kgs) and the "TOTAL" reads 1000 30 lbs (456 16 kgs). (19) Add 70 Lbs of Jet fuel in each wing and wait 5 minutes. (20) Verify that the "R", "L" fuel quantity on the secondary EDU page read 570 15 lbs (260 8 kgs) and the "TOTAL" reads 1140 30 lbs (520 16 kgs). (21) Full range check of the fuel quantity indication system is completed, turn aircraft power OFF.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Fuel Quantity Indication Calibration - Optional EFIS
4.
The fuel quantity indicator is incorporated into the Avidyne FlightMax Entegra Multi-Function Display (MFD) as well as the Primary Flight Display (PFD). Both display units are fed data by the Data Acquistion Unit (DAU). The DAU collects and processes the raw sensor input and provides a refined data stream to the MFD and PFD. (See Figure 2.) During calibration, switches on the bottom of the DAU are manipulated to select which wing is being calibrated and which phase of the calibration process is being performed. All data relating to calibration is displayed on the MFD. NOTE: Fuel quantity is displayed only in pounds or kilograms, depending on how the MFD and PFD have been configured (i.e. - standard English or optional Metric). To convert pounds/kilograms to US gallons/liters, see Chart 2. A. Requirements (1) Calibrate both wings whenever a DAU is replaced. NOTE: Whenever a DAU is replaced, perform Engine Torque Indication Calibration, 77-10-00; Fuel Quantity Indication Calibration, 28-40-00; and, Fuel System Functional Test, 28-00-00. (2) Calibrate the affected wing whenever fuel probe(s) are replaced. B. Procedure Fuel quantity calibration can only be performed on one wing at a time. If fuel quantity calibration is performed due to a fuel quantity probe replacement, just recalibrate the side where the probe was replaced. If fuel quantity calibration is performed due to DAU replacement, recalibrate both sides. NOTE: The DAU is located on the right aft side of the forward pressurization bulkhead and is accessed by reaching under the instrument panel on the right side. (1) Right Wing Fuel Tank Calibration (a) Level the aircraft (see 8-20-00). (b) Ensure that the fuel has been completely drained from the Right wing (including the fuel sump). (c) Power up the Multi-Function Display (MFD). Select "AUX" page using the right knob outer ring. Enter Maintenance Mode by pressing buttons "L1" and "L3" simultaneously. When in the maintenance mode, depress and release the "Engine Setup" button. Verify the Engine Instruments Setup Page appears on the MFD and the top left bezel button is labeled "Fuel Cal" (see Figure 8). (d) Depress and release the "Fuel Cal" button. Verify the "DAU Fuel Calibration" page appears on the MFD (see Figure 9). (e) Pull the "FUEL QTY" circuit breaker. (f) Hold the SW-1 and SW-2 toggle switches on the DAU in the "R-CAL" position (see Figure 6). Push in the "FUEL QTY" circuit breaker and keep holding the SW-1 and SW-2 toggle switches for a minimum of 5 seconds. 1 2 3 The "Mode" is "Calibrating" The "Low" Calibration Status is "Uncalibrated" The "High" Calibration Status is "Uncalibrated" NOTE: The "Low" and "High" Calibration Status will be "Uncalibrated" only if the DAU has never been calibrated. If the DAU was already calibrated at least once, "Calibrated" will be displayed for "Low" and "High" Calibration Status.
(g) On the MFD's "DAU Fuel Calibration" page, for the Right Tank, verify that:
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(h) Put 1.5 USG of Jet fuel in the Right wing (unusable fuel) and wait 5 minutes. (i) (j) Verify that the Right Tank status display is "Ready" (see Figure 9). Hold the SW-1 toggle switch on the DAU in the "R-CAL" position for a minimum of 3 seconds. Verify on the MFD's "DAU Fuel Calibration" page that the Right Tank's "Low" Calibration Status shows "Calibrated". Add 85 USG of Jet fuel in the Right wing (usable fuel) and wait 5 minutes.
(k) Verify that the Right Tank's "Quantity" rectangle shows "0%". (l) (m) Verify that the Right Tank status display is "Ready" (see Figure 9). (n) Hold the SW-2 toggle switch on the DAU in the "R-CAL" position for a minimum of 3 seconds. Verify on the MFD's "DAU Fuel Calibration" page that the Right Tank's "High" Calibration Status shows "Calibrated". (o) Verify that the Right Tank's "Quantity" rectangle shows "100%". (p) Pull the "FUEL QTY" circuit breaker.
MFD - Engine Setup Page Figure 8
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (q) Push in the "FUEL QTY" circuit breaker. (r)
On the MFD's "DAU Fuel Calibration" page, for the Right Tank, verify that the "Mode" is "Operating".
(s) Calibration of the Right wing fuel quantity is completed. If calibration of the Left wing is required, go to Left Wing Fuel Tank Calibration, below, otherwise, turn aircraft power OFF. NOTE: Power to the DAU must be removed for a minimum of 20 seconds prior to being reapplied for normal operation of the Fuel Quantity Processor.
MFD - DAU Fuel Calibration Page Figure 9
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(2) Left Wing Fuel Tank Calibration (a) Level the aircraft (see 8-20-00). (b) Ensure that the fuel has been completely drained from the Left wing (including the fuel sump). (c) Power up the Multi-Function Display (MFD). Select "AUX" page using the right knob outer ring. Enter Maintenance Mode by pressing buttons "L1" and "L3" simultaneously. When in the maintenance mode, depress and release the "Engine Setup" button. Verify the Engine Instruments Setup Page appears on the MFD and the top left bezel button is labeled "Fuel Cal" (see Figure 8). (d) Depress and release the "Fuel Cal" button. Verify the "DAU Fuel Calibration" page appears on the MFD (see Figure 9). (e) Pull the "FUEL QTY" circuit breaker. (f) Hold the SW-1 and SW-2 toggle switches on the DAU in the "L-CAL" position (see Figure 6). Push in the "FUEL QTY" circuit breaker and keep holding the SW-1 and SW-2 toggle switches for a minimum of 5 seconds. 1 2 3 The "Mode" is "Calibrating" The "Low" Calibration Status is "Uncalibrated" The "High" Calibration Status is "Uncalibrated" NOTE: The "Low" and "High" Calibration Status will be "Uncalibrated" only if the DAU has never been calibrated. If the DAU was already calibrated at least once, "Calibrated" will be displayed for "Low" and "High" Calibration Status. (h) Put 1.5 USG of Jet fuel in the Left wing (unusable fuel) and wait 5 minutes. (i) (j) Verify that the Left Tank status display is "Ready" (see Figure 9). Hold the SW-1 toggle switch on the DAU in the "L-CAL" position for a minimum of 3 seconds. Verify on the MFD's "DAU Fuel Calibration" page that the Left Tank's "Low" Calibration Status shows "Calibrated". Add 85 USG of Jet fuel in the Left wing (usable fuel) and wait 5 minutes.
(g) On the MFD's "DAU Fuel Calibration" page, for the Left Tank, verify that:
(k) Verify that the Left Tank's "Quantity" rectangle shows "0%". (l) (m) Verify that the Left Tank status display is "Ready" (see Figure 9). (n) Hold the SW-2 toggle switch on the DAU in the "L-CAL" position for a minimum of 3 seconds. Verify on the MFD's "DAU Fuel Calibration" page that the Left Tank's "High" Calibration Status shows "Calibrated". (o) Verify that the Left Tank's "Quantity" rectangle shows "100%". (p) Pull the "FUEL QTY" circuit breaker. (q) Push in the "FUEL QTY" circuit breaker. (r) On the MFD's "DAU Fuel Calibration" page, for the Left Tank, verify that the "Mode" is "Operating". NOTE: Power to the DAU must be removed for a minimum of 20 seconds prior to being reapplied for normal operation of the Fuel Quantity Processor.
(s) Calibration of the Left wing fuel quantity is completed, turn aircraft power OFF.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Full Range Check
A full range check provides a detailed test of the fuel quantity indication system performance. Perform as desired. This check is recommended as part of the refueling process whenever fuel system has been completely drained. (1) Level the aircraft (see 8-20-00). (2) Ensure that the fuel has been completely drained from the Right and Left wings (including the fuel sump). (3) Pull the manual fuel shut-off (in cockpit). (4) Ensure that the FUEL PUMPS switch is in the "OFF" position. (5) Apply power to the aircraft. (6) Verify the MFD is operating in normal operational mode (not Maintenance Mode). Restart the MFD, if necessary. Turn the right knob outer ring to bring up the "Engine page, if not already displayed. (See Figure 2, Sheet 2.) (7) Put 1.5 USG of Jet fuel in the Right and Left wings (unusable fuel) and wait 5 minutes. (8) Verify that the "TOTAL" value below the fuel tapes is red and reads zero (0). Verify that the individual tank quantities are red and read zero (0). Verify there are no "tapes" beside the fuel quantity scales. (9) Verify that the "LOW FUEL" warning light and the "FUEL PRESSURE" light are illuminated on the ANNUNCIATOR panel. (10) Verify that the "Low Fuel Quantity" message, in yellow, appears in the message bar within 5 seconds, and in the message center on the MFD's "Aux" page. (11) Add 100 Lbs of Jet fuel in the Right and Left wings and wait 5 minutes. NOTE: To convert fuel weight (lbs/kgs) into volume (US GAL/liters), determine Jet fuel density (refer to Chart 2) and divide weight by Jet fuel density). (12) Verify that the "R" and "L" quantities on the MFD engine page read 100 15 lbs (46 6 kg) and the "TOTAL" reads 200 30 lbs (92 14 kg). Verify that the "TOTAL" fuel quantity of the PFD reads the same value as the "TOTAL" fuel quantity of the MFD. Verify that no "Low Fuel Quantity" message is present in the message bar or in the message center on the MFD's "Aux" page. Verify that the "LOW FUEL" warning light on the ANNUNCIATOR panel extinguishes. Verify that the "R" and "L" tank quantities turn green when the fuel quantity exceeds 50 lbs (22 kg), and the "TOTAL" fuel quantity indication turns green when the "TOTAL" fuel quantity exceeds 100 lbs (46 kg). (13) Add 100 Lbs of Jet fuel in the Right and Left wings and wait 5 minutes. (14) Verify that the "R" and "L" quantities on the MFD engine page read 200 15 lbs (92 8 kg) and the "TOTAL" reads 400 30 lbs (184 16 kg). Verify that the "TOTAL" fuel quantity of the PFD reads the same value as the "TOTAL" fuel quantity of the MFD. (See Figure 2.) (15) Add 100 Lbs of Jet fuel in the Right and Left wings and wait 5 minutes. (16) Verify that the "R" and "L" quantities on the MFD engine page read 300 15 lbs (136 8 kg) and the "TOTAL" reads 600 30 lbs (272 16 kg). Verify that the "TOTAL" fuel quantity of the PFD reads the same value as the "TOTAL" fuel quantity of the MFD. (17) Add 100 Lbs of Jet fuel in the Right and Left wings and wait 5 minutes. (18) Verify that the "R" and "L" quantities on the MFD engine page read 400 20 lbs (182 10 kg) and the "TOTAL" reads 800 40 lbs (364 20 kg). Verify that the "TOTAL" fuel quantity of the PFD reads the same value as the "TOTAL" fuel quantity of the MFD. (19) Add 100 Lbs of Jet fuel in the Right and Left wings and wait 5 minutes.
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(20) Verify that the "R" and "L" quantities on the MFD engine page read 500 15 lbs (228 8 kg) and the "TOTAL" reads 1000 30 lbs (456 16 kg). Verify that the "TOTAL" fuel quantity of the PFD reads the same value as the "TOTAL" fuel quantity of the MFD. (21) Add 70 Lbs of Jet fuel in the Right and Left wings and wait 5 minutes. (22) Verify that the "R" and "L" quantities on the MFD engine page read 570 15 lbs (260 8 kg) and the "TOTAL" reads 1140 30 lbs (520 16 kg). Verify that the "TOTAL" fuel quantity of the PFD reads the same value as the "TOTAL" fuel quantity of the MFD. (23) Full range check of the fuel quantity indication is completed, turn aircraft power OFF.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Fuel Temperture Indicator
5.
A fuel temperture indicator is installed in airplanes S/Ns 4697159 and up; and in S/Ns 4697001 thru 4697158 with Kit No. 767-380 installed. It consists of a fuel temperature sensor mounted in the right wing inboard fuel tank (see Figure 10, and also 28-00-00, Figure 1) and an indicator mounted in the instrument panel to the left of the pilots control yoke. A. Indicator The indicator is a standard face-mounted instrument and is removed and installed per the instructions in 39-10-00. B. Sensor The fuel temperature sensor screws into a threaded fitting permanently bonded to the rib at W. S. 82.10. (1) Removal (a) Disconnect the sensor from the wiring harness at the connectors. (b) Unscrew and remove the sensor. (2) Installation (a) Screw the sensor into the threaded fitting bonded to the wing rib. Torque as specified in Figure 10. (b) Connect the sensor wires to the wiring harness.
Fuel Temperature Sensor Installation Figure 10
Effectivity 4697159 & up; and 4697001 thru 4697158 with Kit # 767-380 installed
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CHAPTER
29
HYDRAULIC POWER
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CHAPTER 29 LIST OF EFFECTIVE PAGES CHAPTER SECTION 29-List of Effective Pages 29-Table of Contents CHAPTER SECTION
PAGE 1 2 1 2 1 2 3 4 1 2 3 4 5 6 7 8 9 10
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
PAGE
DATE
29-00-00
29-10-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 29 - HYDRAULIC POWER TABLE OF CONTENTS
SUBJECT GENERAL Description and Operation Troubleshooting Hydraulic System Hydraulic System Leading Particulars MAIN Hydraulic Pump Removal Installation Normal Operation Test Thermal Relief Valve Operation Test Bleeding Hydraulic System Hydraulic Lines, Removal and Installation Hydraulic System Testing Hydraulic Pump / Reservoir Servicing
SECTION 29-00-00
PAGE 1 1 1 2
GRID NO. 3H11 3H11 3H11 3H12 3H15 3H17 3H17 3H17 3H19 3H19 3H19 3H20 3H23 3H23
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1 3 3 3 5 5 5 6 9 9
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1.
Description and Operation The hydraulic system components covered in this chapter consist of the combination hydraulic pump/ reservoir and hydraulic lines associated with the landing gear extension and retraction system. The brake system, although hydraulically operated, is not included in this chapter as its hydraulic system is independent of the landing gear extension and retraction system. The brake system and additional details of the landing gear extension and retraction system are covered in Chapter 32. The flap system in this aircraft is electric and is covered in Chapter 27. WARNING: PRIOR TO CHECKING OUT THE HYDRAULIC SYSTEM, PLACE THE AIRPLANE ON JACKS. (REFER TO JACKING, 7-10-00.) The hydraulic system provides the power to operate the landing gear using an electrically driven hydraulic pump operating at 1350 to 1400 maximum psi. The hydraulic pump is located behind the baggage compartment with access through a removable panel. The pump has a see-thru reservoir for ease of checking fluid level. Two relief valves in the pump prevent system pressure from exceeding 1600 psi during pump operation. Two thermal relief valves prevent hydraulic pressure from exceeding 2600 psi when the landing gear is down and locked and airplane is on the ground. The landing gear selector is an electrical switch that commands the pump to operate in either the up or down direction, as appropriate. In normal operation, the pump starts when the selector switch is moved up or down and the appropriate pressure switch senses a pressure at or below 1170 psi. As the gear reaches full extension or retraction, hydraulic pressure builds and the appropriate pressure switch will open at 1350 to 1400 psi to stop pump operation. The gear is held in the up position by hydraulic pressure. An electrical by-pass is provided for gear extension. If the down pressure switch fails (i.e. sticks open), the hydraulic pump will operate when the selector is set to gear down and will continue to operate until the nose gear downlimit switch is engaged. Emergency gear extension is accomplished by a free fall (i.e. - emergency gear release) valve which releases gear up hydraulic pressure, allowing the gear to extend and lock.
2.
Troubleshooting Hydraulic System If trouble develops in the landing gear, place the airplane on jacks (refer to Jacking, 7-10-00), and proceed to find the cause of the trouble. A hydraulic system operational check may be conducted using Figures 1 or 2 and the Landing Gear Retraction System Functional Test, 32-30-00. When the trouble has been recognized, the first step is to isolate the cause. After isolation of a particular cause or problem, refer to the individual Chapter pertaining to that subject matter, i.e. Landing Gear: Chapter 32. Hydraulic system troubles are not always traceable to one cause. A malfunction may be the result of more than one trouble in the system. Start with the most obvious and most probable reasons for the trouble, check each possibility and, by process of elimination, isolate the fault.
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3.
Hydraulic System Leading Particulars
CHART 1 HYDRAULIC SYSTEM LEADING PARTICULARS
Hydraulic Pump, Electrically Driven, Reversible Flow Rate @ 1350 psi Hydraulic Fluid Reservoir Capacity Normal Operating Pressure Relief Valve (Thermal) Relief Valve (Pressure) Pressure Switch Open Close Electrical Characteristics Voltage Operating Current @ 1350 psig Operating Time Overload Protection
1 gpm MIL-H-5606 30 cu. in. ( .49 liters) 1350 psi Opens at 2525 75 psig Opens at 1600 +0 /- 50 psig
1350 - 1400 psig max. 1170 psig min.
24 - 28 Vdc 60 Amps Max. @ 27 Vdc Gear Up 7 - 8 sec Gear Down 7 - 8 sec 25 Amp Circuit Breaker PS 50043-6 A
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL MAIN
The PA-46-500TP is equipped with a Frisby Aerospace electrically driven, reversible hydraulic pump. The pump is mounted on a floor bracket just forward of the aft pressure bulkhead.
Fluid Diagram of Hydraulic System Figure 1
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Hydraulic System Installation Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Hydraulic Pump
1.
CAUTION: THE HYDRAULIC PUMP IS NOT SERVICEABLE IN THE FIELD. REPLACE WITH NEW OR FACTORY REBUILT UNIT. RETURN DEFECTIVE AND OVERLIMIT UNITS TO THE FACTORY FOR REBUILD. A. Removal (Refer to Figure 3) WARNING: PLACE AIRPLANE ON JACKS PRIOR TO WORKING ON THE HYDRAULIC SYSTEM. (REFER TO 7-10-00) The hydraulic pump is located on a floor bracket just forward of the aft pressure bulkhead assembly. (1) Place airplane on jacks (Refer to 7-10-00, Jacking). (2) Reduce hydraulic pressure as follows: (a) Place gear switch in up position. (b) Allow gear to retract until pressure drops. (c) Pull hydraulic pump circuit breaker. (3) Set BATT MASTER switch to OFF position. (4) Disconnect aft baggage net assembly. (5) Remove access panel aft of baggage compartment. (6) Disconnect electrical wires and tie to pump. (7) Disconnect and rapidly cap hydraulic lines and hoses. (8) Install vent screw, washer, and warning tag. (9) Remove four sets of mounting bolts, washers, rubber washers, and nuts. (10) Remove pump from airplane to a clean bench. (11) Drain reservoir into a suitable container. B. Installation (Refer to Figure 3) WARNING: BE SURE AIRPLANE IS ON JACKS BEFORE BLEEDING AND TESTING HYDRAULIC SYSTEM. (1) Place pump assembly in aircraft. NOTE: Align pump assembly so that fill plug is to the front. (2) Install four sets of mounting bolts, washers, and rubber washers. (3) Uncap and reconnect hydraulic lines. (4) Fill reservoir with hydraulic fluid. NOTE: Do not overfill. Add fluid only when level falls below the L mark. When filling, allow fluid level to stabilize before comparing fluid level to fill marks. Overfilling will result in excess fluid being expelled from reservoir vent pipe. (5) Remove vent screw, washer, and warning tag. (6) Set BATT MASTER switch on. (7) Reset hydraulic pump circuit breaker. (8) Bleed hydraulic system per paragraph 2, below. (9) Conduct Landing Gear Retraction System Functional Test (32-30-00). Verify that the gear operates smoothly and there are no leaks.
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102559 B
PUMP MOTOR
VENT SCREW - REMOVE BEFORE FLIGHT - REPLACE BEFORE REMOVING PUMP FROM AIRCRAFT
FILL VENT - REMOVE SCREW WHILE FILLING RESERVOIR
RE DU MOV RI NG E SC FIL REW LIN G
FILL PLUG
DOWN PRESSURE SWITCH
O W
SEE-THRU FLUID RESERVOIR

U P
UP PRESSURE SWITCH
Hydraulic Pump Figure 3
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Normal Operation Test (Refer to Figure 4)
Connect the hydraulic pump into a system as shown in Figure 4 to check normal pump operation. Maintain 27-28 VDC during all testing. (1) Fill pump reservoir to full line (F mark on the reservoir) with clean filtered MIL-H-5606 hydraulic fluid. Ensure that pump vent is open (remove screw, washer and warning tag, if installed). With the shut-off valve open, run the pump in the gear UP position for approzimately 10 seconds. Slowly close the valve to build up 50-100 psig, and bleed air from the UP side of the system. Refill reservoir as required to keep fluid level between F and L marks during all testing. NOTE: Do not overfill. Add fluid only when level falls below the L mark. When filling, allow fluid level to stabilize before comparing fluid level to fill marks. Overfilling will result in excess fluid being expelled from reservoir vent pipe. (2) With the shut-off valve in the open position, apply power to the pump with the gear switch in the gear UP position. Allow the pump to operate approximately 15 seconds. Slowly close the shut-off valve. The pressure switch shall turn the pump off at 1400 psig maximum. Continue to supply electrical power to the pump and observe for pressure drop and no pump operation for 5 minutes. Except, if the pump operates once momentarily during this five minute period there shall be no repeated pump operaton during the subsequent fifteen minutes. (3) Repeat (2), above, with the gear switch in the gear DOWN position. (4) With the shut-off valve open, the gear selector switch in the gear DOWN position and the pressure switch disconnect switch in the DOWN position, allow the pump to operate approximately 10 seconds. Slowly close the shut-off valve. Observe the maximum pressure indicated and immediately shut pump off. The maximum pressure shall be at least 1550 psig but not more than 1800 psig. With the pump off observe that the pressure does not fall below 1350 psig in 5 minutes. (5) Repeat (4), above, with the gear switch and pressure switch disconnect switch in the gear UP position. The maximum pressure shall be at least 1550 psig but not more than 2000 psig. NOTE: If pump is not installed in an aircraft, reinstall vent screw, washer, and warning tag upon completion of test. D. Thermal Relief Valve Operation Test (1) Fill pump reservoir to full line (F mark on the reservoir) with clean filtered MIL-H-5606 hydraulic fluid. Ensure that pump vent is open (remove screw, washer and warning tag, if installed). (2) With a suitable pump and calibrated gauge, slowly apply hydraulic pressure individually to the pump UP and DOWN outlet ports. The first indication of pressure relief shall occur at 2450 to 2600 psig for both UP and DOWN sides of the pump assembly. NOTE: If pump is not installed in an aircraft, reinstall vent screw, washer, and warning tag upon completion of test. 2. Bleeding Hydraulic System NOTE: Follow this sequence to reduce foaming. A. B. Place airplane on jacks. (refer to 7-10-00) Disconnect the rod assemblies between nose gear doors and door actuating torque tube assembly. The sequence valve plunger adjustment screw should be all the way "IN".
(PIR-PPS-60033-9, Rev. H.)
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CAUTION: DO NOT PULL THE EMERGENCY GEAR RELEASE KNOB WHILE THE HYDRAULIC PUMP IS OPERATING. ALWAYS PULL THE HYDRAULIC PUMP CIRCUIT BREAKER BEFORE TESTING THE EMERGENCY GEAR RELEASE SYSTEM. FAILURE TO COMPLY WILL DAMAGE THE EMERGENCY GEAR RELEASE VALVE. C. Operate the gear through at least five complete cycles. NOTE: Add fluid to reservoir as needed. D. With gear down, pull the hydraulic pump circuit breaker and move the gear selector switch to "UP" position. Using the circuit breaker as a switch, cycle the gear until the nose gear is about half up and pull the circuit breaker. Crack the "B" nut on the hose assembly at the nose gear door actuating cylinder and depress the plunger on the sequence valve to purge air from this line. NOTE: Move nose gear downward if necessary to create pressure and flow to completely bleed air from the line. Repeat as necessary until all air is removed and retighten "B" nut. E. F. Crack the "B" nuts at the main gear "UP" fittings and moving the gears downward, bleed the air from the actuators. Tighten the "B" nuts. Push in the circuit breaker and complete the retraction cycle. Return the gear to the "DOWN" position and crack the "B" nuts on the "DOWN" side fittings on all three gear actuators to bleed out any trapped air. Retighten the "B" nuts. CAUTION: DO NOT PULL THE EMERGENCY GEAR RELEASE KNOB WHILE THE HYDRAULIC PUMP IS OPERATING. ALWAYS PULL THE HYDRAULIC PUMP CIRCUIT BREAKER BEFORE TESTING THE EMERGENCY GEAR RELEASE SYSTEM. FAILURE TO COMPLY WILL DAMAGE THE EMERGENCY GEAR RELEASE VALVE. G. H. 3. Operate the gear through at least three complete cycles. Reconnect and adjust nose gear door actuating rods and sequence valve plunger per 32-30-00, Sequence Valve - Adjustment.
Hydraulic Lines - Removal and Installation A. B. C. D. E. Remove damaged hydraulic lines by disconnecting the fittings at each end and where it is secured by brackets. Refer to Figure 2 as an aid in locating the attaching brackets and bends in the lines. Provide a small container for draining the line. Install new or repaired line in the reverse order of removal. Bleed system and lines. Check fluid level in reservoir.
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28 VDC
25A
RED
WHT
DN
UP
UP 3A DN GEAR SELECT SWITCH
PUMP-DN PRESS SW
PUMP-UP PRESS SW
P PRESSURE SWITCH DISCONNECT OFF
BLK DN
HYDR PUMP UP
DN
UP
GAUGE
SHUT-OFF VALVE
GAUGE
PS50043-6 A / 102220 13.0 NEW
Hydraulic Pump Test Set-up Figure 4
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4.
Hydraulic System Testing (see also Landing Gear Retraction System Functional Test, 32-30-00) The hydraulic system should be tested to check that it functions properly after performing any service or repairs. It is suggested that the airplane be connected to an outside power source in order to conserve the battery. WARNING: SET BATT MASTER SWITCH TO THE OFF POSITION BEFORE INSERTING OR REMOVING EXTERNAL POWER SUPPLY PLUG. A. B. Place airplane on jacks. (refer to 7-10-00) With the gear down, place the BATT MASTER switch to the on position, and circuit breaker closed. Place the landing gear selector in the UP position. Pump should immediately operate and gear retract. The red gear unsafe light on the instrument panel should illuminate, until the gear is fully retracted. The hydraulic pump should stop after full gear retraction. Place the gear selector in the DOWN position. The gear should extend and lock. The gear down lights on the instrument panel will illuminate when all three gears are locked in the down position. Inspect hydraulic system for leakage. Recycle landing gear to check that it functions properly. WARNING: PRIOR TO REMOVING THE AIRPLANE FROM THE JACKS, TURN MASTER SWITCH ON AND VERIFY THAT ALL THREE GREEN LIGHTS ARE ILLUMINATED. THIS WILL INDICATE THE LANDING GEAR IS DOWN AND LOCKED. E. Remove airplane from jacks.
C.
D.
5.
Hydraulic Pump / Reservoir Servicing Check fluid level in reservoir every 50 hours by viewing fluid level directly. If fluid is below the fill-line (i.e. - the L mark), remove fill plug and fill vent screw and add MIL-H-5606 hydraulic fluid. Ensure that the landing gear is down when filling the reservoir. Re-install fill plug and fill vent screw and tighten. NOTE: Do not overfill. Add fluid only when level falls below the L mark. When filling, allow fluid level to stabilize before comparing fluid level to fill marks. Overfilling will result in excess fluid being expelled from reservoir vent pipe.
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CHAPTER
30
ICE AND RAIN PROTECTION
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PAGE 1 2 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1 2 1 2
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
PAGE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
30-00-00
30-10-00
30-30-00
30-40-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 30 - ICE AND RAIN PROTECTION TABLE OF CONTENTS
SUBJECT GENERAL Description and Operation AIRFOIL Pneumatic Deice System Troubleshooting Pneumatic Boots Removal Installation Repair Deicer Boots Cleaning Icex Application Vacuum Manifold / Deice Flow Valve Assembly Removal Installation Pressure Switch Assemblies Removal Installation Pneumatic Deice System Adjustments and Test Timer Removal Installation PITOT AND STATIC Pitot Deice Description Pitot Removal, Installation, and Testing WINDOWS AND WINDSHIELDS Windshield Heat Troubleshooting Heated Windshield Testing PROPELLERS Propeller Heat System Description and Operation Troubleshooting Brush Block Assemblies Brush Wear Module Replacement Alignment Slip Ring Assembly Replacement Alignment Heater Boots Electrical Check Removal Installation Wrinkled Heater
SECTION 30-00-00
PAGE 1 1
GRID NO. 3I7 3I7 3I9 3I9 3I18 3I18 3I19 3I21 3I24 3I24 3J1 3J1 3J1 3J1 3J1 3J1 3J1 3J2 3J2 3J2 3J5 3J5 3J5 3J7 3J7 3J7 3J9 3J9 3J9 3J9 3J18 3J18 3J18 3J18 3J19 3J19 3J19 3J20 3J20 3J20 3J21 3K1
30-10-00
1 1 10 10 11 13 16 16 17 17 17 17 17 17 17 18 18 18
30-30-00
1 1 1
30-40-00
1 1 1
30-60-00
1 1 1 1 10 10 10 10 11 11 11 12 12 12 13 17
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 30 - ICE AND RAIN PROTECTION TABLE OF CONTENTS (continued)
SUBJECT PROPELLERS (continued) Heater Wiring Harness Installation Propeller Heater Final Electrical Check Propeller Heater Functional Check Using the Ammeter Propeller Heater Inspections 50 Hour 100 Hour
SECTION 30-60-00 (cont.)
PAGE
GRID NO.
18 19 19 19 20 20 20
3K2 3K3 3K3 3K3 3K4 3K4 3K4
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Description and Operation The ice protection system is made up of six separate systems: a pneumatic wing deice system, an electrical propeller heat system, an electrically heated windshield, heated stall warning, heated pitot, and a wing inspection light installation. The systems are controlled from the right overhead switch panel. The pneumatic system utilizes boots to displace ice from the leading edges of the flight surfaces. When SURFACE DEICE switch is selected ON, the boots are inflated on a 60 second cycle by pressure from the bleed air system and de-flated by suction from the vacuum ejector. (See 37-10-00, Figure 1.) Along with the boots and related plumbing, the system also uses a 3-line vacuum manifold/flow valve assembly and three pressure switches. Boots are attached to the leading edge of the wings, vertical stabilizer, and elevator. The boots are made up of a fabric-reinforced rubber containing built-in span-wise inflation tubes. The boots are secured to the leading edges with cement and are connected to the plumbing through the skin by flexible air connections. The propeller heat system consists of an electrically heated boot bonded to each blade, a slip ring assembly connected to the hub of the propeller, an electronic control module, a circuit breaker, a control switch located on the overhead switch panel. The B. F. Goodrich propeller heat system installed on this airplane uses a dual element type heater boot. In this system each heater has two electrothermal heating elements, inboard and outboard. When the PROP HEAT switch on the instrument panel is turned ON, the electronic control module directs power through the modular brush assembly and slip ring to the outboard heating elements for approximately 90 seconds. The timer then switches power to the inboard heating elements for approximately 90 seconds. This cycle will continue as long as the PROP HEAT switch is in the ON position. There is a ground test mode which uses a squat switch relay to turn the propeller heat off if the airplane remains on the ground more than 60 seconds after PROP HEAT is switched ON. When the airplane becomes airborne, PROP HEAT exits the test mode and enters inflight mode. The heated windshield consists of an electrically heated left windshield. Circuit protection is provided by the windshield heat CONTROL and POWER breakers in the ICE PROTECTION section of the pilots circuit breaker panel. Heated pitot and stall warning systems are standard on the airplane. These systems are operated by switches on the overhead switch panel. Other components of the systems include heated pitot heads with 10-amp circuit breakers and a heated lift detector with a 25 amp circuit breaker. To aid the pilot in inspecting the leading edge of the left wing for any ice formation, a wing inspection light is installed in the left hand side of the fuselage. Information on the wing inspection light may be found in Chapter 33 (Lights). NOTE: For wiring schematics not found in this chapter, refer to Chapter 91.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL AIRFOIL
1.
Pneumatic Deice System Troubleshooting See Chart 1.
CHART 1 (Sheet 1 of 2) TROUBLESHOOTING PNEUMATIC DEICE SYSTEM Trouble Deicers do not inflate. Engine operating at minimum cruise power. (SURFACE DEICE FAIL annunciator should also illuminate.) Cause Open circuit breaker. Remedy Push circuit breaker to reset. Tighten or repair as required. Test or replace as required. Make electrical test. Check for sticking poppet. Clean. Ensure that both vent ports on solenoid valves are open. Blow out lines and inspect connections. Make air leakage test. Remove and clean. Blow out lines and inspect connections. Make air leakage test. Ensure that both vent ports on solenoid are open. Check performance to manufacturers specifications. Repair per specification or replace. Inspect and blow out lines. Ensure that both vent ports on solenoid are open.
System connection loose or wire broken. Timer not functioning. Pressure regulator valves not functioning.
Lines blocked or not connected. Deicers do not inflate or inflate slowly. Deicers inflate slowly (normal time - 6 seconds). Pressure regulator valves clogged. Lines partially blocked or not connected securely. Deflate solenoid valves not functioning properly. System pressure not being reached. Deicer puncture. Deicers deflate slowly. Lines partially blocked. Deflate solenoid valve not functioning properly.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 2 of 2) TROUBLESHOOTING PNEUMATIC DEICE SYSTEM Trouble Cause Indicator lamp burned out.
Remedy Replace lamp.
Deicers inflate, indicator light does not function. (Check that deicer boot switch is ON.)
System pressure not being reached. Pressure regulator valve switch not functioning. Wires loose or broken.
Check Deicers Inflate Slowly above. Make electrical test and replace if required. Make electrical test. Repair or replace broken wires. Check for proper ground. Remove and troubleshoot valve. Replace if necessary. Disconnect line from instruments, deflate valve, and blow out line. Inspect system and repair.
Poor grounding of pressure regulator valve switch. Deicer boots do not hold their form in flight or vacuum to the system is inadequate. Deflate valve not functioning properly
Vacuum line restricted.
Broken line.
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VERTICAL FIN DEICE BOOT
PRESSURE SWITCH PNEUMATIC LINE TO EMPENAGE
HORIZONTAL STABILIZER DEICE BOOT
A
INBOARD DEICE BOOT
OU TB OA R DD
EIC EB
OO T
STALL STRIP
Pneumatic Deice System - Pre-FIKI Figure 1 (Sheet 1 of 3)
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Effectivity 4697001 thru 4697099 (before FIKI retrofit)
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Effectivity 4697001 thru 4697099 (before FIKI retrofit)
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VERTICAL FIN DEICE BOOT
PRESSURE SWITCH PNEUMATIC LINE TO EMPENAGE
HORIZONTAL STABILIZER DEICE BOOT
A
INBOARD DEICE BOOT
OU TB OA R DD
EIC EB
OO T
STALL STRIP
Pneumatic Deice System - Post-FIKI Figure 2 (Sheet 1 of 3)
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Effectivity 4697100 & up and 4697001 thru 4697099 (after FIKI retrofit)
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Pneumatic Deicer Boot Operation Figure 3
2.
Pneumatic Boots A. Removal WARNING: CEMENT AND SOLVENT VAPORS ARE TOXIC AND EXTREMELY FLAMMABLE. USE APPROPRIATE CAUTIONS WHEN USING THEM. CAUTION: DISPOSE OF UNUSED MEK AND OTHER CHEMICALS AND SOLVENTS IN A MANNER CONSISTENT WITH LOCAL LAWS AND/OR ENVIRONMENTAL PROTECTION AGENCY REGULATIONS. NOTE: Goodrich Black Standard Pneumatic De-Icer Installation, Maintenance & Repair Manual, ATA Report No. 30-10-31, provides approved, alternate procedures for removing and installing deice boots. Reference to it is highly recommended. It can be obtained online at http://www.goodrich.com/TechPubs. Materials required to remove the boot are a pressure handle squirt can, solvent (i.e. - methyl ethyl ketone (MEK)) and B.F. Goodrich KE9002 paint remover (or equivalent). (1) Fill the squirt can with solvent. Start at one corner of the upper trailing edge of the deicer, apply a minimum amount of solvent to the seam line while tension is applied to peel back the corner of the deicer. (2) Using solvent, separate the deicer from the airfoil for a distance of 4 inches all the way along the upper trailing edge. (a) If the deicer is to be preserved, continue to use solvent to soften the adhesion line and pull down and toward the lower trailing edge with uniform tension. (b) If the deicer is to be scrapped, it is easier to remove it by stripping it in sections parallel to the tubes. It is recommended that the stretchable surface material in the tube area be removed first by slitting around the edges and down the thread lines. Remove remainder of the deicer by stripping in sections. (3) Remove any remaining installation cement from the wing and deicer using B.F. Goodrich KE9002 paint remover or equivalent. (4) Clean area thoroughly using MEK.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL B. Installation (1) Leading Edge Preparation (a) Remove all paint including zinc-chromate primer.
NOTE: It is permissible to install deicers on alodined or anodized surfaces. Satisfactory adhesion is also possible on epoxy surfaces if they are sanded lightly to remove the gloss. (b) With 1 inch masking tape, mask off the leading edge of the boot area, allowing 1/2 inch margin for non-recessed boots. Mask the area accurately. NOTE: Around each access plate, panel, or cover mask off 1/4 inch to prevent boot cement EC-1300L from contacting the bare metal. (c) Scour metal surfaces within the masked area with 3M Scotch Brite pads. (d) Clean the metal surfaces thoroughly at least twice with MEK or acetone. (e) For final cleaning, wipe the solvent film off quickly with a clean dry cloth before it has time to dry. (f) Identify the rivets within the masked off area that penetrate the wet wing (i.e. - between W.S. 82.5 and 107.5 and outboard of W.S. 116.0) and apply fuel barrier cement as follows: 1 2 3 Stir cement A851B (Piper P/N 912-030) thoroughly to blend solids. Apply one even coat over the rivet heads and extending at least 1/2 inch to each side and let dry for 30 minutes. Apply second coat over the rivet heads and extending at least 1/2 inch to each side and let dry two (2) hours.
(2) Deicer Preparation CAUTION: DO NOT SATURATE THE BACK SURFACE TOO HEAVILY WITH SOLVENT OR SCRUB IT REPEATEDLY. ALLOW THE DEICER TO DRY THOROUGHLY BEFORE CEMENTING. (a) Moisten a clean cloth with MEK or acetone and carefully clean the rough, back surface of the boot at least twice. (b) Change cloths frequently to avoid recontamination of the cleaned areas. (3) Mounting Deicer on Leading Edge WARNING: THE CEMENTS AND SOLVENTS USED FOR INSTALLATION ARE FLAMMABLE AND THEIR FUMES SLIGHTLY TOXIC. THEREFORE, ALL WORK SHOULD BE DONE IN A WELL VENTILATED AREA AWAY FROM ANY SPARKS OR FLAMES. (THE USE OF SOLVENT RESISTANT TYPE GLOVES IS RECOMMENDED.) CAUTION: DISPOSE OF UNUSED MEK AND OTHER CHEMICALS AND SOLVENTS IN A MANNER CONSISTENT WITH LOCAL LAWS AND/OR ENVIRONMENTAL PROTECTION AGENCY REGULATIONS. (a) Thoroughly mix the EC-1300L cement before using. (b) Apply one even brush coat to the cleaned back surface of the boot and to the cleaned metal surface. (c) Allow the cement to air dry for a minimum of one hour.
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(d) Apply a second coat to both surfaces and allow to air dry a minimum of one hour. NOTE: Ambient temperature for installation should be held between 40 F and 110 F. However, longer drying time of the cement coats may be required as the humidity approaches 99%. NOTE: The deicer and leading edge may be cemented for a maximum of 48 hours before actual installation, if the cemented parts are covered and kept clean. (e) Snap a chalk line along the leading edge of the airfoil section. (f) Intensify the chalk line on the leading edge and the white reference line on the boot with a ball point pen. NOTE: Most boots are made with an excess of material at the inboard and outboard ends for final trimming after installation. CAUTION: TIGHTEN EACH CLAMP CAREFULLY WITH A PAIR OF SLIP JOINT PLIERS. DO NOT SQUEEZE THE CLAMP SO TIGHT THAT THE HOSE IS DAMAGED. (7) Hold the backside of the boot close to the leading edge and fasten the end of each non-kink hose to its corresponding air connection stem. Tinnerman or other suitable non-kink hose clamps should be used for this purpose. (8) Obtain sufficient personnel to hold the boot steady during installation. (Limit handling the cemented side of the boot with fingers.) (9) Position the deicer centerline to coincide with the centerline of the leading edge. Hold the boot in this position while reactivating about three inches of cement around the connections and around the corresponding holes in the leading edge, using a clean lint-free cloth moistened with toluol. NOTE: When positioning the wing boots, locate the outboard deicer boot so that the manifold tube is towards the inboard edge of the hole in the wing. The inboard deicer boot manifold tube should be located towards the outboard edge of the hole in the wing. In either case, the manifold tube must be clear of the edge of the hole to prevent chafing or cutting of the tube during operation. (10) Insert the connections in the leading edge holes when the cement dries to a tacky state and rubber roll the boot to the leading edge in the tacky area. (11) Continue installation by reactivating the cement along the centerline leading edge surface and boot in spanwise strips approximately six inches wide. CAUTION: AVOID EXCESS SOAKING OR RUBBING OF THE CEMENT WHICH COULD REMOVE THE CEMENT FROM THE SURFACE. NOTE: When installing a longer boot (approximately 6 ft. or longer) the cement may not remain tacky to roll down the entire length of a six inch width. Therefore, roll the boot down part way, leaving an open angle to permit easy access for reactivating the cement. (12) Rubber roll the deicer firmly against the wing leading edge, being careful not to trap any air under the deicer. Always roll parallel to the inflatable tubes. CAUTION: AVOID TWISTING OR SHARP BENDING OF THE DEICER. (13) If the deicer should attach incorrectly, use MEK to remove and reposition properly. (14) Rubber roll the deicer, applying pressure over the entire surface of the deicer. NOTE: All rolling should be done parallel to the inflatable tubes. Roll the trailing edges with a narrow stitcher roller.
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(15) Remove all masking tape. Clean the surfaces carefully with MEK, so that no solvent will run under the deicer edges. Leave a minimum of .25 inch of bare metal between edge of adhesive and edge of paint. CAUTION: DO NOT TRIM DEICER EDGE CLOSER THAN ONE (1) INCH FROM TUBES OR CUT-OUT AREAS, AS THIS COULD RESULT IN LEAKS OR SEAM FAILURE. NOTE: Trim boots .25 inch around all access plates, panels, or covers.Trim ends of boots as required. (16) Apply edge filler AC665B-1/2 (P/N 279-065) to fair full thickness deicer edges to adjacent aircraft structure along upper deicer, around cut-outs, recessed edges, and/or between two deicers installed close together. (17) Apply two lines of masking tape bordering edges of area to be filled. Apply one line to deicer surface .0625 to .125 inch from edge. Apply second line of masking tape on wing .25 to .5 inch from deicer edge. NOTE: Apply tape to form a neat straight line. NOTE: Width between tape lines will vary depending on area to be filled, use narrowest width possible. (18) Mix and apply conductive cement (B.F. Goodrich A-56-B) P/N 912-018 in the area between the tapes. Apply a smooth even coating with a minimum of .004 inch final thickness. Allow 10-15 minutes drying time between coats. Remove masking tape before final coat dries. (19) If it becomes necessary to remove or loosen installed boots, use toluol to soften the adhesion line by applying a minimum of this solvent to the seam line while applying tension to peel back the boot. This removal should be slow enough to allow the solvent to undercut the cement, thus preventing injury to the part. (20) Cure Time. Normal cure time is 48 hours before operating boot system. A system ground check and flight check only may be conducted after 24 hours, however, the system may not be operated in icing conditions prior to the full 48 hours having elapsed. C. Repair Deicer repairs may be divided into two classifications: (1) cold repairs (temporary), which are made with the boot installed on the airplane; and, (2) vulcanized repairs, which are made on the demounted boot in the shop. (1) Cold Repair The materials and supplies for making cold repairs are listed in Chart 2. (a) Scuffed Damage This type of damage will be most commonly encountered and, fortunately, it is not necessary in most cases to make a repair. On those rare occasions when the scuff is severe and has caused the removal of the entire thickness of surface ply in spots (the brown natural rubber underneath is exposed), repair the damage using Part No. 74-45116 and proceed as follows: 1 Clean the area around the damage with a cloth dampened slightly with solvent. Buff the area around the damage with steel wool so that it is moderately but completely roughened. Wipe the buffed area with a clean cloth slightly dampened with solvent to remove all loose particles. Select a patch of ample size to cover the damaged area. Apply one even thorough coat of cement, Part No. 74-451-20, to the patch and the corresponding damaged area. Allow cement to set a couple of minutes until tacky.
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CHART 2 MATERIAL AND SUPPLIES FOR COLD REPAIR Part No. 74-451-C (FSN1650-856-7939) Piper 912-018 74-451-16 74-451-17 74-451-18 74-451-19 74-451-20 74-451-70 74-451-73 74-451-75 74-451-87 Quantity 1 1/2 pt. can 30 pcs. 30 pcs. 10 pcs. 3 pcs. (2) 1/2 pt. 2 1 6 1 Description Cold Patch Repair Kit (B. F. Goodrich Co.) A-56 -B Conductive Cement Small Oval Patch 1-1/4 x 2-1/2 in. Medium Oval Patch 2-1/2 x 5 in. Large Oval Patch 5 x 10 in. Patch 5 x 19 in. * No. 4 Cement (patching only) Cement Brush 1/2 in. 1/8 in. Steel Stitcher Emery Buffing Sticks Buffing Shield
*This cement will give best results with the patches in this kit. The following items may be procured from the B. F. Goodrich Co., Akron, Ohio, or other manufacturer, as required: 74-451-21 6 ft. roll x 6 in. wide Type 21 or 22 Fillet 74-451-22 15 ft. roll x 2 in. wide Neoprene Coated Splicing Tape 74-451-23 4 ft. roll x 8 in. wide Neoprene Surface Ply 74-451-24 1 quart EC-1403 Cement and/or (FSN8040-628-4199 and / EC- 1300 L (Piper P/N 179-929) or FSN8040-514-1880) 74-451-74 1 2-1/2 in. Sponge Rubber Roller Minnesota Mining and Manufacturing Company, Adhesives Division 3M Center, St. Paul, MN 55144 (612-733-1110) The following materials may be obtained from local supply: Toluol Clean, Lint-Free Cloths (preferably cheese cloth) 1 in. Masking Tape Sharp Knife Steel Measuring Tape Fine Sharpening Stone Steel Wool Pads Hypodermic needles (22 gauge or smaller)
As required Rolls 6 ft. Iong As required As required
MethylEthylKetone (MEK) can be used instead of toluol; however MEK causes very rapid drying and provides only 10 seconds working time compared with 40 seconds for toluol.
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Apply the patch to the deicer with an edge, or the center adhering first. Work down the remainder of the patch carefully to avoid trapping air pockets. Thoroughly roll the patch with stitcher-roller, Part No. 74-451-73, and allow to set for 10 to 15 minutes. Wipe the patch and surrounding area from the center outward with a cloth slightly dampened with solvent. Apply one light coat of A-56-B conductive cement, Part No. 74-451-11, to the patched area. Satisfactory adhesion of patch to deicer will be reached in four hours. Deicer may be inflated for checking repair in a minimum of 20 minutes.
(b) Tube Area Damage Repair cuts, tears or ruptures to the tube area with fabric reinforced patches, Part No. 74451-16, depending on size of damage. CAUTION: THESE PATCHES ARE MANUFACTURED SO THAT THEY WILL STRETCH IN ONE DIRECTION ONLY. BE SURE TO CUT AND APPLY THE PATCH SELECTED SO THAT STRETCH IS IN THE WIDTHWISE DIRECTION OF THE INFLATABLE TUBES CAUTION: DO NOT TRAP AIR BETWEEN PATCH AND DEICER SURFACE. CAUTION: ALLOW A MINIMUM OF FOUR HOURS BEFORE INFLATING A REPAIRED DEICER. 1 Select a patch of ample size to cover the damage and to extend to at least 5/8 inch beyond the ends and edges of the cut or tear. If none of the patches is of proper size, cut one to the size desired from one of the larger patches. If this is done, bevel the edges by cutting with the shears at an angle. Buff the area around the damage with buffing stick, Part No. 74-451-75, so that the surface is thoroughly roughened. Apply the patch to the deicer with the stretch in the widthwise direction of the inflatable tubes. Stick edge of patch in place. Work remainder down with slight pulling action so the injury is closed.
2 3
(c) Loose Surface Ply in Dead Area (non-inflatable area) Peel and trim the loose surface ply to the point where the adhesion of surface ply to the deicer is good. 1 Scrub (roughen) area in which surface ply is removed with steel wool. Scrubbing motion must be parallel to cut edge of surface ply to prevent loosening it. Scrub with steel wool and toluol directly over all edges, but parallel to edges or surface ply to taper them down to the tan rubber ply. Cut a piece of surface ply material, Part No. 74-451-23, to cover the damaged area and extend at least one inch beyond in all directions. Mask off the damaged boot area 1/2 inch larger in length and width than the size of surface ply patch. Apply one coat of cement, Part No. 74-451 - 11, to damaged area and one coat to patch. Allow cement to set until tacky. Roll the surface ply to the deicer with 2 inch rubber roller, Part No. 74-451-74. Roll edges with stitcher-roller. Part No. 74-451-73. Apply just enough tension on the surface ply when rolling to prevent wrinkling and be careful to prevent trapping air. If air blisters appear after surface ply is applied, remove them with a hypodermic needle. Clean excess cement from deicer with solvent.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (d) Loose Surface Ply in Tube Area
Loose surface ply in tube area is usually an indication of the deicer starting to flex fail. This type of failure is more easily detected in the form of a blister under the surface ply when deicer is pressurized. If this type of damage (or void) is detected while still a small blister (about 1/4 or 3/8 inch diameter) and patched immediately, the service life of the deicer will be appreciably extended. Apply repair patch as outlined in paragraph (a), above. (e) Damage to Fabric Back Ply of Deicer during Removal If cement has pulled loose from the wing skin and adhered to the back surface of the deicer, remove it with steel wool and MEK. In those spots where the coating has pulled off the fabric, leaving bare fabric exposed, apply at least two additional coats of cement, Part No. 74-451-24. Allow each coat to dry thoroughly. (2) Vulcanized Repair Due to the variety of boot damage possible, it is recommended that the B.F. Goodrich Company be contacted so they can determine the extent of damage and whether it is repairable by the vulcanized method or not. The overall condition of the deicer boot must be given careful consideration before deciding on any repairs. Damages can vary from minor punctures which may be easily repaired, to extensive ribbing of the tube or stretch areas which may make repairs difficult or impossible. The determination of whether repairable damage exists will depend upon careful inspection. For this reason, we recommend contacting the B.F. Goodrich Company. D. Deicer Boots Cleaning CAUTION: AVOID THE USE OF PETROLEUM PRODUCTS AS CLEANING AGENTS. (1) Wash deicers with a mild soap and water solution. (2) Rinse with clean water. NOTE: The temperature of the soap solution and rinse water should not exceed 140 F (60 C). NOTE: If cleaning compound MIL-C-25769 is used to clean the airplane, thoroughly rinse off the deicers with clean water. (3) Limited use of toluene, mineral spirits or non-leaded gasoline is not harmful in cleaning the deicers if the cloth is dampened (not dripping) with solvent and a dry cloth is used to wipe the deicer before the solvent has time to soak into the rubber. CAUTION: DO NOT USE MEK (METHYLETHYLKETONE) AS A CLEANING AGENT. E. Icex Application Apply Icex sparingly to the dry deicer surface in a strippling fashion with a felt pad or small, soft cloth. Avoid a heavy, sticky application of fly paper consistency. Follow the application by rubbing the entire surface with a soft, dry cloth until a smooth gloss is achieved. Reapply Icex every 150 hours. Icex is not a cure-all for icing problems. Icex will not prevent or remove ice formations. Its only function is to keep ice from initially getting a strong foothold, thus making removal easier. One quart of Icex will cover approximately 500 square feet.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Vacuum Manifold / Deice Flow Valve Assembly
3.
The vacuum manifold / deice flow valve assembly is located in the right wing root glove and is accessed through the large wing root glove access plate. A. Removal (1) Disconnect the electrical leads to the individual deice valves at the (three) connectors. (2) Disconnect the five hoses from the assembly. (3) Remove the bolts and washers (5 ea.) which secure the assembly to the rib at W.S. 29.00. Remove the assembly. B. Installation (1) Position the vacuum manifold / deice flow valve assembly outboard of the rib at W.S. 29.00 and secure it there with bolts and washers (5 ea.). (2) Reconnect the five hoses to the assembly. (3) Reconnect the electrical leads to the (three) deice valves. 4. Pressure Switch Assemblies The two pressure switch assemblies are located in the right wing root glove and are accessed through the large wing root glove access plate. A. Removal (1) Disconnect the electrical leads from the pressure switches at the electrical connector. (2) Loosen clamps and disconnect the three hoses from the pressure switch assembly. (3) Remove pressure switch assembly. B. Installation NOTE: When installing pressure switch(es), take care to orient each pressure switch so that it is inclined upwards. (1) Position the pressure switch assembly slide hoses over the three ends of the Tee connector. (2) Tighten hose clamps. (3) Reconnect electrical leads to the pressure switches. 5. Pneumatic Deice System Adjustments and Test WARNING: DURING AN ENGINE OPERATION SPECIFIED HEREIN, EXERCISE CAUTION TO AVOID HARM OR DAMAGE TO PERSONNEL AND EQUIPMENT BY THE PROPELLER AND PROPELLER BLAST. A. B. Start the engine and operate at 2,000 rpm. Adjust the vacuum regulator to obtain a vacuum gauge indication of 4.80 inches of Hg. Verify that the vacuum gauge indicates from 4.80 to 5.20 inches Hg. with engine operating at idle and at 2,000 rpm. Check all surface boots and ensure they are down tight against the wing and tail surfaces. Using a vacuum (or combination pressure/vacuum) gauge connected to a hypodermic needle, measure the vacuum in the pneumatic system by inserting the needle in either right or left wing hose connections located on cabin side of the forward pressure bulkhead. Remove the vacuum gauge and install a pressure gauge at the same point. (This is not required if pressure/vacuum gauge is used.)
C. D.
E.
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F. G.
Cycle the SURFACE DEICE switch ON to activate the system and check for air indication of 14 - 0, + 2 pounds per square inch on the pressure gauge. Visually check all boots for proper operation. All cells shall inflate fully. Each segment cycle time shall be 6 + 2 seconds. Cycle sequence is tail, lower wing, upper wing. The SURFACE DEICE annunciator light shall illuminate during each sequence, but not necessarily for the cycling of each boot. Remove the pressure or pressure/vacuum gauge connected in step (D) or (E) above, respectively.
H. 6.
Timer A. Removal The pneumatic system timer is mounted to the upper right hand corner of the forward side of the F.S. 108.00 frame. (1) Disconnect the electrical leads from the timer at the connector. (2) Remove the screws, nuts and washers that secure the timer to the frame. Remove the timer. B. Installation (1) Position the timer on the F.S. 108.00 frame. Secure it in place with the screws, nuts and washers. (2) Reconnect the electrical leads at the connector.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL PITOT AND STATIC
1. Pitot Deice Description The standard pitot ice protection consists of a heated pitot head located on the lower side of the each wing, a switch on the overhead switch panel, two 10-amp circuit breakers, two electronic control modules, and the circuit wiring. 2. Pitot Removal, Installation, and Testing For information on removal and installation of the pitot head and for a test of the pitot head heaters refer to 34-10-00.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL WINDOWS AND WINDSHIELDS
1.
Windshield Heat Troubleshooting See Chart 1. CHART 1 TROUBLESHOOTING HEATED WINDSHIELD SYSTEM Trouble Windshield fails to heat or no change between DEFOG and ANTI ICE position Cause Circuit breaker tripped Relay failure Controller failure Panel failure Anti-ice panel over 120 F while sitting in sun. Broken wire in harness. Cannon plug loose or dirty. Switch defective. Poor connection on terminal strip. Windshield overheats Timer shorted. Anti-ice panel or windshield heat left on too long. Remedy Reset circuit breaker. Replace relay. Replace controller. Replace panel. Normal condition - no repair necessary. Repair broken wire. Clean and re-engage cannon plug. Replace switch. Tighten screws on terminal strip in console. Replace timer-temperature control. Manually turn windshield heat off.
CAUTION: SEVERE OVERHEATING OF PANEL OR WINDSHIELD COULD RESULT IN WARPING AND DISTORTION.
2.
Heated Windshield Testing CAUTION: AMBIENT TEMPERATURE OF WINDSHIELD MUST BE BELOW 115 F. CAUTION: DO NOT ALLOW HEATED WINDSHIELD TO BE ON HIGH POSITION FOR MORE THAN 20 SECONDS FOR TESTING OR GROUND OPERATION. HEAT DISTORTION OF THE WINDSHIELD COULD RESULT. A. B. C. With engine running at 1,500 rpm, battery master ON, and the generator ON: position windshield heat switch to LOW. The ammeter should indicate an increase. Position windshield heat switch to HIGH. The ammeter should indicate an additional increase. If heated windshield does not perform as indicated, consult Troubleshooting Chart.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL PROPELLERS
1.
Propeller Heat System A. Description and Operation The B.F. Goodrich propeller heat system installed on this airplane uses dual element heater boots. In this system each heater has two electrothermal heating elements. When the PROP HEAT switch is turned ON, the electronic control module directs power through the modular brush assembly(s) and slip ring to the outboard heating elements on the propeller for approximately 90 seconds. The electronic control module then switches power to the inboard heating elements for approximately 90 seconds. This cycle will continue as long as the PROP HEAT switch is in the ON position and the airplane is airborne. On the ground, the PROP HEAT system has a ground test feature which turns OFF the system after approximately 60 seconds. When the PROP HEAT switch is turned ON, on the ground, power is sent to the outboard heating elements for 30 seconds and the PROP HEAT ON annunciator is illuminated (steady). During the next 30 seconds, power is directed to the inboard heating elements and the PROP HEAT ON annunciator will flash. After one minute, the electronic control module turns OFF power to the boots and the annunciator will also go out. As long as the airplane remains on the ground, the system will remain OFF unless the operator manually selects the PROP HEAT switch ON, again, or until the airplane leaves the ground. The propeller heat system consists of the following: (1) electrically heated boots bonded to the propeller blades; (2) slip ring assemblies connected to the propeller hub to distribute power to the propeller heaters; (3) two modular brush assemblies (post FIKI) which transfer electrical power to the rotating slip rings; (4) an electronic control module to cycle power to the heaters; (5) a manual ON-OFF switch; (6) a circuit breaker; and (7) a squat switch relay. B. Troubleshooting See Chart 1.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 1 of 4) TROUBLESHOOTING PROPELLER HEAT SYSTEM Trouble Cause Tripped circuit breaker switch. No power from airplane. Circuit breaker or switch faulty.
Remedy Locate and correct short before setting circuit breaker. If no voltage into switch, locate and correct open. If no voltage at C/ B output with voltage at input and C/B does not reset, replace C/B. If voltage is OK at output, check switch in same manner. If voltage is OK at switch output, go to next step. Test for voltage up to and out of ammeter. If low output and input satisfactory, replace ammeter. If no voltage to ammeter, locate and fix open between switch and ammeter. Disconnect harness at module and check voltage at Pin B (of harness) to ground. If none, locate and correct open. Use heat test to find deicers not heating and test for voltage on that contact of wire harness plug. (At brush block assembly.) If zero after one minute, locate and fix open in wiring from module to wire harness plug. If there is voltage to brush block wire harness plug, try voltage at junction to heater lead and slip ring lead. If no voltage, find and correct open in wiring within brush block or in contact of brush to slip ring.
Ammeter shows zero current both phases of the timing cycle.
Ammeter faulty. (If either or both deicers heat with ammeter at zero, replace the ammeter.)
Open ammeter to electronic control module.
Ammeter shows normal current part of cycle, zero current rest of cycle.
Open in wiring between electronic control module and brush block assembly.
Open between brush block assembly and heater lead straps.
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CHART 1 (Sheet 2 of 4) TROUBLESHOOTING PROPELLER HEAT SYSTEM Trouble Ammeter shows normal current part of cycle, low current rest of cycle. Cause Open or high resistance in heater or slip ring leads. Remedy Disconnect heater leads to check resistance. If not OK, replace faulty heater. If satisfactory, locate and fix open in slip ring leads. Check heater wire harness leads for continuity. Ohmmeter needle must not flicker when leads are stretched or flexed. Replace as required. Check for contact of brush to slip ring. Check wiring from electronic control module to heaters for loose or corroded connections and partially broken wiring. Correct as required. Check voltage into switch. Test for voltage up to and out of ammeter. If low output and input satisfactory factory, replace ammeter. If no voltage to ammeter, locate and fix open between switch and ammeter. Check for partially broken wire, loose or corroded connection in wiring from aircraft supply to module input.
High resistance in circuit with low current.
Ammeter shows low current over entire cycle.
Aircraft voltage low. Ammeter faulty.
High resistance up to electronic control module.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 3 of 4) TROUBLESHOOTING PROPELLER HEAT SYSTEM Trouble Cause Ammeter faulty.
Remedy Test for voltage up to and out of ammeter. If low output and input satisfactory, replace ammeter. If no voltage to ammeter, locate and fix open between switch and ammeter. Disconnect harness at module and with ohmmeter check from Pin B (of harness) to ground. If ground is indicated, locate and correct. Disconnect leads at brush block and with ohmmeter check from power leads to ground. If ground is indicated, locate and correct. If no short exists at brush slip ring contact, check for ground from slip ring lead to propeller assembly while flexing slip ring and heater leads. If a ground is indicated, locate and correct. Check for cuts or low resistance between circuits. If any, locate and correct. Test module. Disconnect harness at module and check with ohmmeter from Pin G (of harness) to ground. If no circuit, fix open per schematic diagram. Test module. If module does not cycle with voltage at Pin B, replace module but be sure short causing original failure has been located and corrected.
Ammeter shows excess current over entire cycle.
Ground between ammeter and electronic control module.
Ammeter shows normal current part of cycle, excess current rest of cycle.
Ground between electronic control module and brush block.
Ground between brush block and heaters.
Short between two adjacent circuits. Electronic control module faulty. Ammeter does not flick approximately every 90 seconds. Electronic control module ground open, electronic control module not cycling.
Electronic control module contacts are welded (caused by short circuit in system).
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CHART 1 (Sheet 4 of 4) TROUBLESHOOTING PROPELLER HEAT SYSTEM Trouble Ammeter flicks between 90 second phase periods. Cause Loose connection between aircraft power supply and electronic control module input. Remedy Trace wiring from power source to module input to insure that the electrical contacts at each connection in the circuit are good. If trouble occurs in part of cycle, find which heater is affected and check for rough or dirty slip rings causing brush to skip. Also, check for loose or poor connection. (If both heaters are affected, check ground circuit.) Test module. Check brush alignment as shown in Figures 6 and 7. Look for rough or dirty slip rings. If either condition exists, clean, machine or replace slip ring assembly, as required. Check slip ring alignment. Refer to Ammeter flicks between 90 second phase period. Place jumper wire across switch or circuit breaker. If radio noise disappears, replace the switch or circuit breaker. Relocate heater wiring at least 8 inches away from radio equipment and wiring. Check brush alignment. Correct as required. Check slip ring alignment with dial indicator as shown in Figure 7.
Loose or poor connection electronic control module to heaters.
Electronic control module cycles erratically. Radio noise or interference with heaters on. Brushes arcing.
Loose connection.
Switch or circuit breaker faulty.
Wiring located too close to radio equipment or associated wiring. Rapid brush wear or frequent breakage. Brush block out of alignment. Slip ring wobbles.
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102606 D
PROP DEICER BOOT
(SPINNER ASSY)
(ENGINE P&W PT6A-42A) (HARTZELL PROPELLER ASSY)
AFT
MOUNTING BRACKET SHIM (SEE NOTES) BRUSH BLOCK ASSY (SEE NOTES)
SLIP RING ASSY
NOTES: THE SHIM IS A SERIES OF LAMINATES AND MAY BE PEELED FOR PROPER ALIGNMENT OF BRUSHES TO SLIP RINGS. BRUSH ASSEMBLY TO BE ALIGNED AS SHOWN AND THE BRUSHES ARE TO BE CENTERED ON SLIP RINGS THROUGH 360 OF SLIP RING ROTATION.
(PROP DE-ICER BOOT) (BLADE CENTERLINE)
(BRUSH BLOCK ASSY NOT SHOWN IN TRUE ROTATIONAL POSITION FOR CLARITY)
Propeller Heat Installation Figure 1 (Sheet 1 of 2)
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NOTE: A DIAL INDICATOR CHECK SHOULD BE TAKEN OF THE SLIP RING SURFACES TO ENSURE THEY DEVIATE FROM A TRUE PLANE NO MORE THAN 0.008 INCH TIR AND 0.002 INCH IN ANY 4.00 INCH INTERVAL OF SLIP RING TRAVEL.
RO TA T
IO
SEE NOTE
(BRUSH BLOCK ASSY) #2 ABC (PROP DEICER) (SLIP RING ASSY) (DEICER WIRE HARNESS) #1 .03 TO .09
SL
IP
IN
VIEW B-B
BRUSHES PARALLEL TO SLIP RING SURFACE
ABC #3
#4 (BRUSH BLOCK ASSY) (ENGINE WIRE HARNESS)
BASIC ELECTRICAL SCHEMATIC

Propeller Heat Installation Figure 1 (Sheet 2 of 2)
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2.
Brush Block Assemblies The two (2) brush block assemblies installed in the post-FIKI Meridian each consist of three (3) constant force brush modules. NOTE: Brushes are not offered individually as replacements. When a brush wears out, the module containing it should be replaced. A. Brush Wear (See Figure 2.) Each constant force brush has a white painted area at the lead wire end of the brush. (1) When the white painted area on the brush first becomes visible, remove the brush block assembly and measure brush wear as shown. (2) .25 inch of usable brush remains when the white painted area first becomes visible. (3) Brush replacement is mandatory when free length equals .125 inch. B. Brush Module Replacement (1) Remove the modular brush assembly from the aircraft, by removing the attachment hardware, and disconnecting the engine wire harness. (2) Remove assembly screws and separate modules and spacers. NOTE: The part number of each module is etched into the surface of the plastic housing; replace with the same part number module. (3) Using the new modules, restack modules and spacer as shown in Figure 1. NOTE: Ascertain flat washer is positioned between star washer and housing. (4) Reconnect aircraft wire harness and ensure adjacent ring terminals are not touching. (5) Install assembly on aircraft and check adjustment. C. Alignment Any time a brush block assembly is removed, alignment at reinstallation must be checked as described in step (6) of Propeller Heater Inspections, 100 Hour, below.
CONSTANT FORCE BRUSH MODULE ASSY (THREE (3) PER BRUSH BLOCK ASSY)
WHITE PAINT
FREE LENGTH (MEASURED WITH BRUSH BLOCK ASSY REMOVED FROM AIRPLANE)
BRUSH
(Shown with new brush, constant force springs not shown.)
Measuring Brush Wear Figure 2
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Suggested Use of Dial Indicator (Typical) Figure 3
3.
Slip Ring Assembly A. Replacement Slip ring assemblies that are open or shorted electrically, cracked or damaged structurally, or which have damaged surfaces beyond the scope of minor repair or clean up, should be replaced. B. Alignment Excessive slip ring run-out will result in severe arcing between the slip ring and brushes and will cause rapid brush wear. If the run-out is not corrected, rapid deterioration of the slip ring and brush contact surfaces will result and lead to eventual failure of the heating system. Check the slip ring run-out with a dial indicator securely attached to the engine with the pointer resting on the slip ring. (Refer to Figure 3.) Rotate the propeller slowly noting the run-out indicated on the gauge. The total run-out must not exceed 0.008 inch and 0.002 inch in any 4 inch interval of slip ring travel. NOTE: Some error may be induced in the readings by pushing in or pulling out on the propeller. Care must be taken to exert a uniform push or pull. Small amounts of run-out may be corrected by varying the torque on the slip ring mounting bolts between 40 to 100 inch-pounds to obtain the required flatness.
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4.
Heater Boots A. Electrical Check (Refer to Chart 2) (1) Check the electrical resistance of element within each heater. Disconnect the heater lead wires to isolate the individual unit. (2) Check for intermittent open circuits by tensioning the heater wire harness slightly while measuring the resistance. Also, press lightly on the heater surface in the area adjacent to the harness. Resistance must not vary. (3) Identification of the circuits within the element may be confirmed by referring to the resistance values and schematic diagram in 91-30-60. Proper identification is necessary in order to make the system cycle properly and to obtain the correct amperage values during system operation. (4) If tests show the blade heater to have an open circuit, to be the wrong resistance or to be visibly damaged beyond repair as outlined in this section, replace the heater as directed in the following paragraphs. CHART 2 ELECTRICAL RESISTANCE Resistance Check 4-Blade Prop Single Blade All Blades in Parallel Max. 5.26 1.315 Min. 4.58 1.145
NOTE: These resistances apply only to heaters that are not connected to terminal studs.
B.
Removal NOTE: Goodrich Removal and Installation Manual, Standard and FASTpropTM Electrothermal Propeller De-Icers, ATA Report No. 30-60-07; and, Hartzell Aluminum Blade Overhaul Manual No. 133C, ATA Report No. 61-13-33; both provide approved, alternate procedures for removing and installing propeller deicer boots. Reference to either or both of these documents is highly recommended. The Goodrich report may be obtained online at http://www.goodrich.com/TechPubs. (1) Disconnect terminals of propeller heater from studs on the spinner bulkhead. CAUTION: DISPOSE OF UNUSED MEK AND OTHER CHEMICALS AND SOLVENTS IN A MANNER CONSISTENT WITH LOCAL LAWS AND/OR ENVIRONMENTAL PROTECTION AGENCY REGULATIONS. (2) Use MEK or Toluol to soften the adhesion line between the heater and the propeller blade. CAUTION: DO NOT ALLOW SOLVENTS TO LEAK INTO PROPELLER HUBS AND CAUSE DAMAGE TO SEALS. (3) Starting at one corner of the heater, loosen enough of the heater to grasp in the jaws of vise grip pliers or similar tool. (4) Apply a steady pull on the heater to pull it off the propeller surface. Continue using MEK or Toluol to soften the adhesion lines. Unless the heater being removed is damaged and is to be scrapped, cushion the jaws of any pulling tool used to prevent damage to the heater surface. Remove very slowly and carefully. If heater has failed and is to be returned under request for warranty, extreme care should be exercised so that no additional damage is incurred to the heater during and after removal. (5) Remove residual cement from blade. Use Turco No. 3 or equivalent to help with dried cements.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Installation
C.
NOTE: Goodrich Removal and Installation Manual, Standard and FASTpropTM Electrothermal Propeller De-Icers, ATA Report No. 30-60-07; and, Hartzell Aluminum Blade Overhaul Manual No. 133C, ATA Report No. 61-13-33; both provide approved, alternate procedures for removing and installing propeller deicer boots. Reference to either or both of these documents is highly recommended. The Goodrich report may be obtained online at http://www.goodrich.com/TechPubs. NOTE: Whenever heater boots are installed or recemented, perform electrical check per Heater Boots - Electrical Check, above. (1) Blade Preparation NOTE: Hartzell propeller blades have a special protective coating not easily removed by solvent. De-icers should be bonded directly over this protective coating, unless otherwise specified in the Propeller Manufacturers Manual. If bare metal is exposed on Hartzell blades, refer to Hartzell Manual No. 133C (see above) prior to deicer installation. (a) Visually inspect blade for damage or deterioration prior to de-icer installation, in accordance with the propeller manufacturer's recommendations and applicable FAA regulations. Repair, prime and/or paint blades as required per applicable Propeller Manufacturer's Manual before proceeding to next step. (b) Mark and cut from masking tape a pattern the size of the propeller heater. (Refer to Figure 4.) (c) Place a mark at the hub end of the blade in line with the blade leading edge. The location for this mark can be determined by sighting along the leading edge. Starting at the hub (see Note below), center the pattern on this mark and stick the pattern to the leading edge. Mark the position of the heater harness. NOTE: All heaters on a single propeller must be located at same distance from the hub for rotational balance. (d) Remove the pattern and clean the masked off area thoroughly with cleaning solvent (i.e. MEK or acetone). For final cleaning, wipe the solvent off quickly with a clean, dry lint-free cloth to avoid leaving a film. CAUTION: CLEANNESS OF METAL AND RUBBER PARTS CANNOT BE TOO HIGHLY STRESSED - ONLY PERFECTLY CLEAN SURFACES WILL ASSURE MAXIMUM ADHESION. (e) Using a pencil or pen, mark a centerline at the hub of the propeller blade and on the tape at the outboard edge of the masked area. (2) Cement Application (a) Using a silver pencil, mark a centerline on the glossy side of the heater. CAUTION: DISPOSE OF UNUSED MEK AND OTHER CHEMICALS AND SOLVENTS IN A MANNER CONSISTENT WITH LOCAL LAWS AND/OR ENVIRONMENTAL PROTECTION AGENCY REGULATIONS. (b) Moisten a clean cloth with MEK or acetone and clean the unglazed surface of the heater, changing cloth frequently to avoid contamination of the clean area.
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Installation of Heater Boots (Typical) Figure 4
CHART 3 REQUIRED MATERIALS FOR REPAIR OF PROPELLER HEATER The materials and tools listed below are commercially available and are not supplied by B.F. Goodrich in kit form: Cement 1300L (Piper P/N 179-929) or EC 1403 (Minnesota Mining & Mfg. Co.) Sealer 82-076-1 and -2 (B.F. Goodrich, Akron, Ohio, or Sealer C-19861, C-21871 and C-16176 Lowe Bros., Dayton, Ohio) Cleaning Solvent - MEK (MethylEthylKetone) or Acetone Tackifying Solvent - Toluol or MEK (See Note) Cleaning Cloth - any clean, lint-free cloth 1 inch paint brushes 2 inch rubber hand roller 1/4 inch hand stitcher Masking tape NOTE: MEK may be used instead of Toluol to tackify cement, but it provides approximately 10 seconds working time for deicer applications, whereas Toluol provides approximately 40 seconds working time.
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(c) Thoroughly mix the 1300L cement. Apply one even brush coat of cement to the unglazed back surface of the heater. Cement one inch of the heater lead strap. Allow to air dry for a minimum of one hour at 40 F or above, when the relative humidity is less than 75 %. If the humidity is 75 % to 90 %, allow two hours drying time. Do not apply cement if the relative humidity is higher than 90 %. After allowing the proper amount of drying time, apply a second even brush coat of 1300L cement. NOTE: If curling of the heater edges is a problem, apply masking tape to the edges of the glazed side before applying cement to the unglazed side. Remove the tape before starting to install the heater. (d) Apply an even brush coat of #1300L cement on the cleaned surface of the propeller blade, immediately after the second coat of cement has been applied to the heater. This timing is important for the cement on both surfaces to reach the tack stage at the same time. (3) Heater and Required Materials Installation NOTE: Whenever heater boots are installed or recemented, perform electrical check per Heater Boots - Electrical Check, above. It is imperative that the following instructions be followed exactly to ensure maximum adhesion to the propeller blades: (a) When the cement coats are tacky (slightly sticky to the touch-like masking tape), dry on both the propeller surface and heater surface, position heater on blade leading edge. Start at hub end, using centerlines as a guide. (See Figure 4.) (b) Make sure that the harness will fall in the previously marked position. (c) Working outward toward the tip, tack the heater centerline to the leading edge of the propeller blade. (d) Use the tackifying solvent as necessary. If heater is allowed to get off course, pull up with a quick motion and re-apply heater. (e) If cement is removed from either surface, completely remove the heater and re-apply cement as explained in the previous paragraph. (f) When the heater is correctly positioned, roll firmly along the centerline with a rubber roller. (See Figure 4.)
(g) Gradually tilt the rubber roller and carefully work the heater over either side of the blade contour to avoid trapping air. Roll outwardly from centerline to edges. Be especially careful to work out excess material at outboard edge of heater before other edges are completely rolled down. If excess material at edges tends to pucker, work out puckers smoothly and carefully with fingers. CAUTION: TO AVOID DAMAGE TO HEATER RESISTANCE WIRES, DO NOT USE METAL STITCHER ON BODY OF HEATER. AREA WHERE METAL STITCHER IS PERMITTED NOT TO EXCEED 3/16" ALONG HEATER EDGE. (h) Roll the tapered edges, especially inboard edge of the heater with the metal stitcher. (4) Sealer Preparation and Application (See Figure 5.) Heaters loosened due to destruction of adhesive bond by lubricants do not respond well to recementing. Therefore, removal, cleaning, and reinstallation of the heaters are recommended. CAUTION: DISPOSE OF UNUSED MEK AND OTHER CHEMICALS AND SOLVENTS IN A MANNER CONSISTENT WITH LOCAL LAWS AND/OR ENVIRONMENTAL PROTECTION AGENCY REGULATIONS. (a) Clean an area 0.500 of an inch wide around the circumference of the heater down to the bare metal. Use MEK or Acetone and clean thoroughly.
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(b) Clean outer 0.500 of an inch of all heater edges and back under heater about 0.250 of an inch on all sides past loosened areas with MEK or Acetone. For final cleaning, quickly wipe off solvent with a clean, dry lint free cloth to avoid leaving a film. (c) Recement loosened areas of heaters in accordance with the paragraph on cement application. (d) Mix the filler, sealer, or paint thoroughly and in the proper proportions by weight, as given in Chart 4. (e) Locate masking tape approximately 0.125 of an inch beyond the cemented area around the heater to permit filler material to contact the propellers special protective coating.
Typical Heater Boot Sealer Application Figure 5
CHART 4 MIXING OF MATERIALS Material Filler Manufacturing & No. 3M EC1031 and EC801 Mixing Proportions Twelve parts EC1031 with one hundred parts EC801 Twelve parts-l with one part -2 One part V66V27 with seven parts F63B8 (and up to two and two-thirds parts R7K69 thinner as needed)
Sealer
BFG 82-076-1 &-2 or Lowe Brothers V66V27, F63B8, & R7K69
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Wrinkled Heater Figure 6
(f)
Apply one even coat of filler to area around the inboard end and sides of the heater. (See Figure 5.) Immediately remove the masking tape and allow the filler to dry for six hours.
(g) Apply masking tape about 0.125 of an inch beyond filler or 0.250 of an inch beyond cemented area when no filler is used, to permit sealer to contact the propellers special protective coating. Apply one even brush coat of sealer to the area around the heater. (See Figure 5.) Remove masking tape immediately and allow sealer to dry. Allow 12 hours cement curing time before starting engine, allow 24 hours cement curing time before operating the heaters. D. Wrinkled Heater (See Figure 6.) CAUTION: DISPOSE OF UNUSED MEK AND OTHER CHEMICALS AND SOLVENTS IN A MANNER CONSISTENT WITH LOCAL LAWS AND/OR ENVIRONMENTAL PROTECTION AGENCY REGULATIONS. NOTE: Whenever heater boots are installed or recemented, perform electrical check per Heater Boots - Electrical Check, above. If edge of heater is found wrinkled or loose, try recementing. Use MEK or Toluol to loosen the bond for an additional 1/4 inch beyond the loose or wrinkled area. Apply one coat of 1300L cement to the heater and propeller bonding surfaces and allow to air dry for one hour. Then apply a second coat of 1300L cement to both the heater and bonding surface. Allow to dry. Retackify with MEK or Acetone and press with fingers to work out wrinkles or to secure loose edges. If material has stretched and will not cement flat, replace the heater.
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Heater Wiring Harness Figure 7
5.
Heater Wiring Harness Installation The propeller heater wiring harness is secured to the propeller counterweight as follows: A. B. C. D. E. F. G. H. I. J. Insert the heater wire harness thru the 9/32 diameter hole in the prop counterweight. Connect the plugs of the prop heaters and the heater wire harness as shown in Figures 1 and 7. Install tie strap (P/N MS3367-1-9) between the leads along the length of the plugs. Do not tighten at this time. Install both tie straps (P/N MS3367-2-9) under the tie strap installed in the previous step and around the counterweight. Do not tighten at this time. Install transflex tubing over heater wire harness. Route transflex tubing under both tie straps (P/N MS3367-2-9) and tighten tie straps. Tighten the tie strap around the plugs. Install the terminals on the heater wire harness. Install the terminals of the harness to the terminal block on the spinner bulkhead and tighten the P- clamp over the harness. To assure balance of the propeller assembly, the original balancing weights or their equivalents must be reinstalled. The weights must be left in the original position on the propeller hub. The restrainer and weights should not interfere with any part of the propeller assembly under any condition. If for any reason balance weights were removed, reinstall safety wire on screws. The heater wire harness must be installed on the propeller as just described.
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6.
Propeller Heater Final Electrical Check A. B. Make certain that all terminals are tight. Do not over torque. Check the electrical resistance between the heater terminals or between the slip rings. The reading should be per Chart 2.
7.
Propeller Heater Functional Check CAUTION: DO NOT OPERATE PROPELLER HEAT UNLESS ENGINE IS RUNNING AND BLADES ARE TURNING. A. B. Lock brakes, with engine operating at 2,000 rpm Np and the generator ON, turn PROP HEAT switch ON. Verify that the amber PROP HEAT ON annunciator illuminates (steady) for 30 seconds, indicating the heater is in the 1st cycle. After approximately 30 seconds, the PROP HEAT ON annunciator should flash 30 seconds, indicating the heater is in the 2nd cycle. At the end of one minute, the electronic control module will switch PROP HEAT and the annunciator OFF. PROP HEAT will remain off until the airplane leaves the ground or the pilot cycles the PROP HEAT switch on the overhead switch panel. Verify that the ships total amperage (LH and RH combined) shows an increase of approximately 25 amps when the PROP HEAT is cycled ON. Turn PROP HEAT switch OFF. Turn engine OFF. Test PROP HEAT FAIL annunciator per criteria given in 31-50-00. NOTE: Do not attempt internal repairs of the electronic control module, ammeter or switch. If inoperative, these components must be replaced. For any other repair or maintenance problems not covered in this manual, inquire at Transportation Product Division of the B.F. Goodrich Company.
C. D. E.
8.
Using the Ammeter Whether in flight or during ground testing, the ammeter can be used to indicate the general nature of most electrical problems. The troubleshooting chart is primarily based on the use of the ammeter and assumes that the user does understand all normal operating modes of the system. NOTE: When troubleshooting, determine which circuits are involved. Use circuit diagram for assistance to check voltages or continuity. A. Excess current reading on the ammeter always indicates a power lead is shorted to ground. Thus, when trouble of this nature is found, it is vital that the grounded power lead be located and corrected. A considerable number of timers that have been returned for repair proved to be fully workable when tested. Exhaust all other possibilites before turning to the timer. Defective wiring in propeller mounted components may be indicated by normal current readings in ground checkouts (propeller not rotating) but low current with propeller rotating at cruise RPM.
B. C.
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9.
Propeller Heater Inspections CAUTION: DO NOT OPERATE PROPELLER HEAT UNLESS ENGINE IS RUNNING AND BLADES ARE TURNING. A. 50 Hour Conduct Propeller Heater Functional Check, above. B. 100 Hour (1) Remove cowling. Conduct 50 Hour Inspection. (2) Check for radio noise or radio compass interference by operating the engine at near takeoff power with radio gear ON while turning PROP HEAT switch ON and OFF. If noise or interference occurs with PROP HEAT switch ON and disappears when switch is OFF, refer to troubleshooting chart. (3) Ascertain that all clamps, clips, mountings and electrical connections are tight. Check for loose, broken or missing safety wire. (4) Heaters: Closely check heaters for wrinkled, loose or torn areas, particularly around the outboard end. Check that terminals and terminal studs are not shorting out to each other or the propeller hub. Inspect wire harness for evidence of chafing or shorting. Ensure that all clamps and tie straps are properly installed. Look for abrasion or cuts, especially along the leading edge and the flat or thrust face. If heater wires are exposed in damaged areas or if rubber is found to be tacky, swollen or deteriorated (as from oil or solvent contact), replace the damaged heater in accordance with the appropriate information in this chapter. NOTE: Operate propeller from full low pitch (high RPM) to feathering and check that heater lead wires do not come under tension or are pinched by propeller blade. (Refer to Figures 1 and 7.) (5) Slip Rings: Check slip rings for gouges, roughened surface, cracks, burned or discolored areas, and for deposits of oil, grease or dirt. CAUTION: DISPOSE OF UNUSED MEK AND OTHER CHEMICALS AND SOLVENTS IN A MANNER CONSISTENT WITH LOCAL LAWS AND/OR ENVIRONMENTAL PROTECTION AGENCY REGULATIONS. (a) Clean greasy or contaminated slip rings with CRC 2-26 solvent or with Stoddard solvent. If Stoddard solvent is used, wipe off with a clean cloth dampened with MEK to avoid leaving a film. (b) If uneven wear is found or if wobble is noticed, set up a dial indicator as shown in Figure 2 and check alignment of the slip rings to the propeller shaft as explained in this section.
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Centering Brushes on Slip Rings Figure 8
(6) Modular Brush Assemblies - Brushes: Examine mounting brackets and housing for cracks, deformation or other physical damage. (a) Test that each brush rides fully on its slip ring over 360. Figure 8 shows the wear pattern if this condition is not corrected. If alignment is off, shim where brush block is mounted to bracket or adjust mounting bracket support arm. NOTE: The shim is a series of laminates and may be peeled for proper alignment of brushes to slip ring (b) Check for brush wear indicators (i.e. - white paint, see Figure 2). If present, see Brush Wear under Brush Block Assemblies, above. (c) Check for proper clearance of brush block to slip rings (Figure 1). Loosen mounting screws and move in elongated holes to correct block position and tighten securely. (d) Visually check brushes parallel to slip rings (Figure 1). If not, loosen mounting screws and realign brush block, but be sure to hold clearance limits shown when tightening. (7) System Wiring Visually inspect wiring from brush blocks through firewall, to timer, to ammeter, to switch and to aircraft power supply for breaks or damage. In such case, check continuity through affected hamess. Use the wiring diagram to trace circuitry.
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CHAPTER
31
INDICATING / RECORDING SYSTEMS
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CHAPTER SECTION
PAGE
DATE
31-50-00
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CHAPTER 31 - INDICATING / RECORDING SYSTEMS TABLE OF CONTENTS
SUBJECT CENTRAL WARNING SYSTEMS Annunciator - Standard EFIS Annunciator - Optional EFIS Aural Warnings Annunciator Removal and Installation Lamp Replacement Wiring
SECTION 31-50-00
PAGE 1 1 4 7 7 7 7
GRID NO. 3K13 3K13 3K16 3K19 3K19 3K19 3K19
3K11
31 - CONTENTS
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31 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CENTRAL WARNING SYSTEMS
1.
Annunciator - Standard EFIS (See Figure 1.) The annunciator panel is oriented horizontally in the upper center section of the instrument panel and consists of two groups of warning lights which function as follows: A. Left Display START ENGAGE IGNITION OIL PRESSURE FUEL FILTER L FUEL PUMP R FUEL PUMP FUEL PRESSURE LOW FUEL ENGINE FIRE FIRE DETECT FAIL FUEL IMBALANCE Indicates the starter contactor is closed and power is being applied to the starter/generator. Illuminates when power is applied to the engine ignition unit. In Auto mode it normally illuminates when engine torque is less than 275 ft.-lbs. Indicates engine oil pressure is below 60 psig. Indicates the fuel filter is operating in the bypass mode and requires maintenance. Indicates the left fuel pump is operating and delivering 4.5 psig minimum. Indicates the right fuel pump is operating and delivering 4.5 psig minimum. Indicates fuel pressure is below 10 psig. Indicates the total remaining fuel quantity is below 100 pounds. Indicates an overtemperature condition in the engine compartment, possibly due to fire. Indicates failure of the engine fire detection system. Steady illumination indicates a fuel quantity imbalance greater than 25 pounds. A flashing illumination indicates an imbalance greater than 40 pounds. Indicates the existence of ferrous metal particles in the engine oil system. Illuminates when the generator fails or is selected OFF. Indicates the pitot heat has not been selected ON. Indicates the left pitot heat has failed. Indicates the right pitot heat has failed. Illuminates when the alternator fails or is selected OFF. Indicates the main bus voltage is less than 25 Vdc. Indicates the cabin altitude is 10,000 500 feet or above. Indicates the cabin altitude is 12,000 500 feet or above.
CHIP DETECTOR GENERATOR INOP PITOT HEAT OFF L PITOT HEAT R PITOT HEAT ALTERNATOR INOP LOW BUS VOLTS CABIN ALT 10K CABIN ALTITUDE
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START ENGAGE IGNITION OIL PRESSURE FUEL FILTER
L FUEL PUMP R FUEL PUMP FUEL PRESSURE LOW FUEL
ENGINE FIRE FIRE DETECT FAIL FUEL IMBALANCE CHIP DETECTOR
GENERATOR INOP PITOT HEAT OFF L PITOT HEAT R PITOT HEAT
ALTERNATOR INOP LOW BUS VOLTS CABIN ALT 10K CABIN ALTITUDE
LEFT ANNUNCIATOR DISPLAY
SURFACE DE-ICE PROP HEAT ON PROP HEAT FAIL WINDSHIELD OVER TEMP
SURFACE DE-ICE FAIL EMERGENCY BLEED BLEED OVER TEMP OXYGEN
BETA VACUUM LOW STALL WARN FAIL FLAP FAIL
GEAR WARN HYDRAULIC PUMP ANNUNC INOP DOOR AJAR
FEATHER STBY ATT IND TEST STBY ATT IND BAT HTR FAIL
RIGHT ANNUNCIATOR DISPLAY
Annunciator Panel Displays - Standard EFIS Figure 1
B.
Right Display SURFACE DEICE Illuminates when the deice boots inflate. (When the SURF DEICE switch is selected ON, the pneumatic deice system cycles boots in sequence: tail, lower wing, upper wing. The light may not illuminate as each individual boot cycles, but will illuminate for each sequence.) Cycling illumination indicates normal operation of the propeller deice system. Illuminates if a fault develops in the prop heat system. Current is over 30 amps or under 18 amps. - In an over current condition, prop heat will turn off, PROP HEAT FAIL will continue to be illuminated and PROP HEAT ON will not be illuminated. - In an under current condition, prop heat will remain on, and both PROP HEAT FAIL and PROP HEAT ON will continue to be illuminated. - In either case, the prop heat and annunciators will remain as described above until the over/under current condition is corrected and the PROP HEAT switch cycled.
PROP HEAT ON PROP HEAT FAIL
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL WINDSHIELD OVER TEMP SURFACE DEICE FAIL EMERGENCY BLEED
Illuminates when the windshield temperature exceeds 170 F or the windshield temperature sensor has failed. Illuminates when the surface deice system has failed. Illuminates when the emergency bleed system is activated either automatically at a cabin altitude in excess of 12,000 500 feet, or by pilot activation. Indicates temperature in the bleed air ducts is 350 F or above. Illuminates if one or more of the passenger oxygen generators are activated. Illuminates when the power lever is selected below flight idle position and the prop blade angle is below the low pitch stop. Illuminates if vacuum is below approximately 2 in.Hg. Illuminates if the lift computer fails and/or the STALL WARN circuit breaker trips. Indicates a wing flap system failure due to an overcurrent condition in the flap motor/actuator circuit. Illuminates when the gear is in transit; when all three gear are not fully down and locked, when the gear is not fully up with the gear doors closed, in flight when the power lever is retarded to idle and the landing gear are not down and locked, in flight when the flaps are extended to 10 and the landing gear are not down and locked. Illuminates when the landing gear hydraulic pump is operating. Indicates failure of the annunciator system or the annunciator circuit breaker is open. Indicates the cabin door is not properly closed and latched. With engine operating, light illumination indicates a failure in the propeller feathering electrical system. An uncommanded propeller feathering could occur if additional electrical failures occur in the system. Illumination of the feather light is normal when the engine is not operating, the condition lever is in cutoff, and the propeller is feathered. Illuminates if the standby attitude indicator system test mode is successfully completed.
BLEED OVER TEMP OXYGEN BETA VACUUM LOW STALL WARN FAIL FLAP FAIL GEAR WARN
HYDRAULIC PUMP ANNUN INOP DOOR AJAR FEATHER
STBY ATT IND TEST
STBY ATT IND BAT HTR FAIL Indicates failure of the standby attitude battery heater.
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2.
Annunciator - Optional EFIS (See Figure 2.) In S/Ns 4697198 and up, when the optional Avidyne FlightMax Entegra EFIS is installed, the annunciator panel is oriented vertically in the instrument panel between the pilots PFD and the MFD and consists of two columns of warning lights which function as follows: A. Left Column ENGINE FIRE FUEL PRESS GEAR WARN Indicates an overtemperature condition in the engine compartment, possibly due to fire. Indicates fuel pressure is below 10 psig. Illuminates when the gear is in transit; when all three gear are not fully down and locked, when the gear is not fully up with the gear doors closed, in flight when the power lever is retarded to idle and the landing gear are not down and locked, in flight when the flaps are extended to 10 and the landing gear are not down and locked. Illuminates when the emergency bleed system is activated either automatically at a cabin altitude in excess of 12,000 500 feet, or by pilot activation. Illuminates when the generator fails or is selected OFF. Indicates the cabin altitude is 12,000 500 feet or above. Indicates the left pitot heat has failed. Illuminates when the surface deice system has failed. Indicates the cabin door is not properly closed and latched. Indicates failure of the engine fire detection system. Indicates the existence of ferrous metal particles in the engine oil system. Steady illumination indicates a fuel quantity imbalance greater than 25 pounds. A flashing illumination indicates an imbalance greater than 40 pounds. Illuminates when the power lever is selected below flight idle position and the prop blade angle is below the low pitch stop. Illuminates when the landing gear hydraulic pump is operating. Indicates the starter contactor is closed and power is being applied to the starter/generator. Illuminates if vacuum is below approximately 2 in.Hg. Illuminates if the lift computer fails and/or the STALL WARN circuit breaker trips. Indicates the left fuel pump is operating and delivering 4.5 psig minimum. Cycling illumination indicates normal operation of the propeller deice system.
EMER BLEED
GEN INOP CABIN ALT L PITOT HEAT DE-ICE FAIL DOOR AJAR FIRE DET FAIL CHIP DETECT FUEL IMBALANCE
BETA HYD PUMP START ENGAGE VACUUM LOW STALL WRN FAIL L FUEL PUMP PRP HTR ON
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Right Column OIL PRESS LOW BUS VOLTS FLAP FAIL BLEED OVR TMP ALT INOP PRP HTR FAIL
B.
Indicates engine oil pressure is below 60 psig. Indicates the main bus voltage is less than 25 Vdc. Indicates a wing flap system failure due to an overcurrent condition in the flap motor/actuator circuit. Indicates temperature in the bleed air ducts is 350 F or above. Illuminates when the alternator fails or is selected OFF. Illuminates if a fault develops in the prop heat system. Current is over 30 amps or under 18 amps. - In an over current condition, prop heat will turn off, PROP HEAT FAIL will continue to be illuminated and PROP HEAT ON will not be illuminated. - In an under current condition, prop heat will remain on, and both PROP HEAT FAIL and PROP HEAT ON will continue to be illuminated. - In either case, the prop heat and annunciators will remain as described above until the over/under current condition is corrected and the PROP HEAT switch cycled. Indicates the right pitot heat has failed. Illuminates when the windshield temperature exceeds 170 F or the windshield temperature sensor has failed. Indicates the total remaining fuel quantity is below 100 pounds. Indicates the fuel filter is operating in the bypass mode and requires maintenance. Indicates the cabin altitude is 10,000 500 feet or above. Indicates failure of the annunciator system or the annunciator circuit breaker is open. Illuminates when power is applied to the engine ignition unit. In Auto mode it normally illuminates when engine torque is less than 275 ft.-lbs. Illuminates if one or more of the passenger oxygen generators are activated. With engine operating, light illumination indicates a failure in the propeller feathering electrical system. An uncommanded propeller feathering could occur if additional electrical failures occur in the system. Illumination of the feather light is normal when the engine is not operating, the condition lever is in cutoff, and the propeller is feathered. Indicates the pitot heat has not been selected ON. Indicates the right fuel pump is operating and delivering 4.5 psig minimum. Illuminates when the deice boots inflate. (When the SURF DEICE switch is selected ON, the pneumatic deice system cycles boots in sequence: tail, lower wing, upper wing. The light may not illuminate as each individual boot cycles, but will illuminate for each sequence.)
R PITOT HEAT WNDSHLD OVR TMP LOW FUEL FUEL FILTER CABIN ALT 10K ANNUN INOP IGNITION OXYGEN FEATHER
PITOT HTR OFF R FUEL PUMP SURFACE DE-ICE
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TEST
ENGINE FIRE FUEL PRESS GEAR WARN EMER BLEED GEN INOP CABIN ALT L PITOT HEAT DE-ICE FAIL DOOR AJAR FIRE DET FAIL CHIP DETECT FUEL IMBALANCE BETA HYD PUMP START ENGAGE VACUUM LOW STALL WRN FAIL L FUEL PUMP PRP HTR ON R FUEL PUMP SURF DE-ICE OIL PRESS LOW BUS VOLTS FLAP FAIL BLEED OVR TMP ALT INOP PRP HTR FAIL R PITOT HEAT WNDSHLD OVR TMP LOW FUEL FUEL FILTER CABIN ALT 10K ANNUN INOP IGNITION AMBER OXYGEN FEATHER PITOT HTR OFF RED
GREEN
Annunciator Panel Display - Optional EFIS Figure 2
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3.
Aural Warnings Aural warnings are provided to warn: - When an engine limitation is exceeded. - When in a Vmo/Mmo overspeed condition. - When approaching a stall. - When the landing gear is not extended during an approach to landing. - When cabin altitude Caution/Warning is exceeded.
4.
Annunciator Removal and Installation See Chapter 39.
5.
Lamp Replacement See Chapter 33.
6.
Wiring See Chapter 33 and the schematics presented in 91-31-50.
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TM

(S/Ns 4697001 and UP)

PART NUMBER 767-005
4A1
March 6, 2003
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Revisions to this Maintenance Manual 767-005 issued July 01, 2000 are as follows: Revision ORG000701 PR010219 PR010515 PR011201 PR030306* Publication Date July 1, 2000 February 19, 2001 May 15, 2001 December 1, 2001 March 6, 2003 Aerofiche Card Effectivity All 1 1 1, 3, & 4 1, 2, 3, 4, 5, 6, & 7
* Partial Revision OF MAINTENANCE MANUAL 767-005 Revisions appear in all seven Aerofiche Cards. Accordingly, discard your entire existing aerofiche card set and replace it with this set dated 03/06/03.
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12
CHAPTER SECTION
PAGE
DATE
Introduction
Index
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SUBJECT
PAGE
GRID NO.
1 1 1 2 2 2 2 3 3 3 3 3 3 3 3 9
4B1
4A7
INTRO - CONTENTS
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INTRO - CONTENTS
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1.
Instructions for Continued Airworthiness The PIPER PA-46-500TP Malibu Meridian Maintenance Manual constitutes the Instructions for Continued Airworthiness as required by Federal Aviation Regulations (FAR) Part 23, Appendix G. Chapter 4 contains the Airworthiness Limitations section (4-00-00) and the Inspection Program is in Chapter 5 (5-20-00).
2.
3.
Effectivity This maintenance manual is effective for PA-46-500TP Malibu Meridian airplane serial numbers 4697001 and up. This encompasses the following model years: Model Year 2000 2001 2002 Serial Numbers 4697001 thru 4697037 4697038 thru 4697119, and 4697121, 4697123, & 4697125 4697120, 4697122, 4697124, and 4697126 thru 4697141, and 4697143, and 4697145 thru 4697147 4697142, 4697144, and 4697148 & Up
2003
4A9
INTRODUCTION
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3.
4.
46 97 001
5.
B.
C.
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INTRODUCTION
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Identifying Revised Material
8.
A revision to a page is defined as any change to the printed matter that existed previously. Revisions, additions and deletions are identified by a vertical line along the left-hand margin of the page opposite only that portion of the printed matter that was changed. A vertical line in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page number and date), indicates that the text was unchanged but the material was relocated to a different page. Example. 9. Indexing An alphabetically arranged subject Index follows this introduction to assist the user in locating desired information. In addition, each System/Chapter begins with an individual Table of Contents. 10. List of Effective Pages Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the effective revision date for each page in that chapter. 11. Warnings, Cautions and Notes These adjuncts to the text are used to highlight or emphasize important points when necessary. WARNINGS call attention to use of materials, processes, methods, procedures or limits which must be followed precisely to avoid injury or death to persons. CAUTIONS call attention to methods and procedures which must be followed to avoid damage to equipment. NOTES call attention to methods which make the job easier. Warnings and Cautions shall be located directly above and Notes directly beneath the text and be in line with the paragraphs to which they apply. 12. Accident/Incident Reporting To improve our Service and Reliability system and aid in our compliance with FAR 21.3, knowledge of all incidents and/or accidents must be reported to Piper immediately. To expedite and assist in reporting all incidents and accidents, Piper Form 420-01 has been created. See Service Letter 1041 for latest revision. This procedure is to be used by all Dealers, Service Centers and Repair Facilities. 13. Supplementary Publications The following publications/sources provide servicing, overhaul and parts information for the PA-46-500TP airplane and its various components. Use them to supplement this manual. A. Piper Publications: (1) Parts Catalog - P/N 767-004 (2) Progressive Inspection Manual (100 hour) - P/N 767-009 B. Vendor Publications: WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (1) AIR CONDITIONING COMPRESSOR: Vendor Address: Sanden International (USA), Inc. 601 South Sanden Blvd. Wylie, Texas 75098 http://www.sanden.com/ PH: - (972) 442-8400 FAX: - (972) 442-8700
4A11
INTRODUCTION
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Instructions for Continued Airworthiness: S-TEC System 550 Flight Director/Autopilot with Trim, Yaw Damper and Altitude Selector Alerter - Part No. 81532P (6) BATTERIES: (a) AIRCRAFT MAIN: Vendor Address: Concorde Battery Corp. 2009 San Bernardino Road West Covina, CA 91790 http://www.concordebattery.com PH: - (626) 813-1234
Parker Hannifin Corp . PH: - (800) 272-5464 Aircraft Wheel and Brake Division 1160 Center Road Avon, Ohio 44011 http://www.parker.com/cleveland/Universe/book.pdf
PAGE 4 Mar 6/03
INTRODUCTION
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PH:
- (626) 813-1234
or
4A13
INTRODUCTION
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Maintenance Manual:
PAGE 6 Dec 31/04
INTRODUCTION
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PH: - (360) 651-6666
Maintenance Manual:
4A15
INTRODUCTION
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PAGE 8 Mar 6/03
INTRODUCTION
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4A17
INTRODUCTION
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CHAPTER 21
GRID NO. 2C1
22
2F9
23
2G13
24
2H3
25
2J1
26
2K1
27
3C1
28
3E15
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INTRODUCTION
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CHAPTER 29
GRID NO. 3H5
30
3I1
31 50 32 00 10 20 30 40 50 60 33 10 20 30 40 34 00 10 20 40 50 35 10 20 37 10 20 38
3K7
4C1
4F11
4G7
4I13
4J11
4A19
INTRODUCTION
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CHAPTER 39
GRID NO. 4K3
51
5C1
52 10 20 70 55 10 20 30 40 56 00 10 20 30 57 40 50 61 00 10 20 70 00 71 00 10 20 30 70
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INTRODUCTION
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CHAPTER 72 73
GRID NO. 5K19
74 10 20 75 00 76 00 10 77 00 10 20 40 78 79 20 30 80 91 10 91 (CONT.) 21 & UP
APPENDIX 1
6J1
4A21
INTRODUCTION
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PAGE 14 Jul 1/00
INTRODUCTION
4A22
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A
B
C
4B1
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E
D
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INDEX
4B2
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4B3
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F
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INDEX
4B4
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I
G
H
4B5
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J
Jacking: 1G1
L
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INDEX
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M
N
4B7
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O
R
P
S
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INDEX
4B8
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T
4B9
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Y
V
W
PAGE 10 Dec 31/04
INDEX
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4B11
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INDEX
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CHAPTER
32
LANDING GEAR
4C1
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4C2
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PAGE 1 2 1 2 3 4 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
DATE Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Jul 1/00 Dec 1/01 Jul 1/00 Jul 1/00 Mar 6/03 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00 Jul 1/00 Dec 1/01 Sep 6/02 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Sep 6/02 Jul 1/00 Jul 1/00 Jul 1/00
PAGE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 1 2 3 4 5 6 7 8
DATE Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00 Mar 6/03 Jul 1/00 Jul 1/00 Dec 1/01 Dec 1/01 Dec 31/04 Jul 1/00 Dec 1/01 Jul 1/00 Dec 1/01
32-00-00
32-10-00
32-40-00
32-20-00
32-50-00
32-60-00
4C3
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4C4
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 32 - LANDING GEAR TABLE OF CONTENTS
SUBJECT GENERAL Description and Operation Special Tools MAIN GEAR AND DOORS Troubleshooting Main Gear Oleo Disassembly Assembly Cleaning, Inspection, and Repair Main Gear Assembly Removal Installation Cleaning, Inspection, and Repair Adjustment Alignment Main Gear Tolerances Main Gear Door Assembly Removal Cleaning, Inspection, and Repair Installation Adjustment NOSE GEAR AND DOORS Troubleshooting Nose Gear Oleo Disassembly Assembly Cleaning, Inspection, and Repair Nose Gear Assembly Removal Installation Cleaning, Inspection, and Repair Adjustment Alignment Nose Gear Tolerances Nose Gear Door Assembly Removal Installation Cleaning, Inspection, and Repair Nose Gear Door Adjustments
SECTION 32-00-00
PAGE 1 1 2
GRID NO. 4C9 4C9 4C10 4C11 4C11 4C12 4C13 4C13 4C14 4C14 4C14 4C16 4C16 4C17 4C19 4C19 4C22 4C22 4C22 4C22 4C22 4D1 4D1 4D2 4D2 4D4 4D5 4D6 4D6 4D6 4D9 4D9 4D9 4D12 4D15 4D15 4D15 4D15 4D15
32-10-00
1 1 2 3 3 4 4 4 6 6 7 9 9 12 12 12 12 12
32-20-00
1 1 2 2 4 5 6 6 6 9 9 9 12 15 15 15 15 15
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 32 - LANDING GEAR TABLE OF CONTENTS (continued)
SUBJECT EXTENSION AND RETRACTION Troubleshooting Landing Gear Retraction System Functional Test Nose Gear Actuator Assembly Removal Installation Main Gear Actuator Assembly Removal Installation Nose Gear Door Actuator Assembly Removal Installation Sequence Valve Removal Installation Adjustment Emergency Gear Release Valve Removal Installation WHEELS AND BRAKES Nose Wheel Assembly Removal and Disassembly Assembly and Installation Inspection Main Wheel Assembly Removal and Disassembly Assembly and Installation Inspection Nose and Main Wheel Assembly Repairs Bearing Cup Removal Installation Wheel Brake Assembly Removal and Disassembly Assembly and Installation Cleaning, Inspection, and Repair Toe Brake Cylinder Assembly Removal Disassembly, Repair, and Installation
SECTION 32-30-00
PAGE 1 1 4 9 9 10 11 11 11 12 12 12 13 13 14 14 14 14 14
GRID NO. 4D17 4D17 4D20 4E1 4E1 4E2 4E3 4E3 4E3 4E4 4E4 4E4 4E5 4E5 4E6 4E6 4E6 4E6 4E6 4E9 4E9 4E9 4E9 4E10 4E10 4E10 4E10 4E10 4E11 4E12 4E12 4E12 4E12 4E12 4E13 4E14 4E15 4E15 4E16
32-40-00
1 1 1 1 2 2 2 2 2 3 4 4 4 4 4 5 6 7 7 8
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32 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 32 - LANDING GEAR TABLE OF CONTENTS (continued)
SUBJECT WHEELS AND BRAKES
SECTION 32-40-00 (continued)
PAGE
GRID NO.
Brake Bleeding Procedure (Gravity) (Pressure) Brake Bleeding After a Unit Has Been Changed Brake System Leak Check Parking Brake Valve Removal Installation Disassembly Assembly Cleaning, Inspection, and Repair STEERING Steering Pushrod Removal Installation Steering Bellcrank Removal Installation Bungee Assembly Removal Installation Steering Pushrod Bellows Removal Installation Steering Arm Removal Installation POSITION AND WARNING 32-60-00 32-50-00
11 11 11 12 12 12 12 12 12 12 13 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 1 1 4 4 4 4 4 4 4 6 6 6 8
4E19 4E19 4E19 4E20 4E20 4E20 4E20 4E20 4E20 4E20 4E21 4E23 4E23 4E23 4E23 4E23 4E23 4E23 4E24 4E24 4E24 4E24 4E24 4E24 4E24 4E24 4E24 4F3 4F3 4F6 4F6 4F6 4F6 4F6 4F6 4F6 4F8 4F8 4F8 4F10
Landing Gear Warning Systems Troubleshooting Nose Gear Up Limit Switch Down Limit Switch Main Gear Up Limit Switch Down Limit Switch Landing Gear Safety Switch (Squat Switch) Adjustment Landing Gear Up / Power Reduced Warning Switch Removal Installation Adjustment
4C7
32 - CONTENTS
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32 - CONTENTS
4C8
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In this section are instructions for the overhaul, inspection and adjustment of the various components of the landing gear and brake systems. Also included are adjustments for the electrical limit, safety and warning switches. 1. Description and Operation This airplane is equipped with a retractable tricycle air-oil strut type landing gear which is hydraulically operated by an electric hydraulic pump. A selector handle or switch on the instrument panel to the left of the control quadrant is used to select gear UP or DOWN positions. Gear positions are indicated by a display of three green lights (for gear down and locked) located above the gear selector and a red warning light (for gear-in-transit or gear-unsafe conditions) in annunciator panel. There is no separate light to indicate that all gears are fully retracted other than all gear lights being out. The landing gear swings to the down position and each actuator extends to its locked position, a switch located on each actuator activates to indicate by a green light that the individual gear is safely down and locked. When the gear begins to retract and the hydraulic actuators unlock, the down limit switch actuates to the NC circuit and, in series with the NC circuit of the up limit switch, allows the gear unsafe light to come on. The gear unsafe light will remain on until the gear is up and all up limit switches are actuated to their normally open (NO) circuit. A gear warning horn will sound when the power lever is retarded to idle unless all three gears are down. This horn will also sound if the flaps are extended beyond approach position if the gears are not down and locked. The red gear unsafe light also operates simultaneously with the warning horn. Their primary purpose is to give warning when power is reduced and the landing gear has not reached the down and locked position. This circuit is controlled by the three paralleling down limit switches connected in series with a power lever switch located in the control quadrant. (refer to Chapter 91 for electrical schematics.) Each landing gear is retracted and extended by a single hydraulic locking cylinder attached to the oleo strut housing. As the gears retract, doors enclose each gear through mechanical linkage. The gears are held in their up position by hydraulic pressure on the cylinder. Gear extension and retraction is normally terminated by hydraulic pressure building (as the gear reaches its travel limits) and opening pressure switches in the hydraulic system. To ensure gear extension in case the down pressure switch sticks open, or otherwise fails, an electrical bypass is provided. In this event, the nose gear down limit switch stops hydraulic pump operation when the gear reaches full down and locked. The gear system has a free fall secondary extension system which consists of a valve that is controlled from the panel. A down spring is incorporated in the nose gear to overcome air loads resisting gear extension. The nose gear is steerable through a 60 degree arc by use of the rudder pedals. As the gear retracts, the steering linkage becomes separated from the gear so that rudder pedal action with the gear retracted is not impeded by the nose gear operation. The nose gear rotates 90 to stow in the horizontal position. A steering bungee is also incorporated in the nose wheel steering mechanism. The main wheels are equipped with dual piston, single-slotted disc hydraulic brakes. The parking brake is set by depressing both toe brakes and setting a push-pull valve lock on the instrument panel.
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2.
Special Tools These tools are used at the factory and are recommended where rigging, alignment, or installation procedures specifiy use a suitable tool. Order them through any Piper Dealer. Tool (Piper Tool Number) Rudder Pedal Neutral Alignment Tool (TL 623161) Nose Wheel Centering (i.e. - Neutral) Tool (HF 622722) Nose Gear Steering Bellcrank Centering (i.e. - Neutral) Tool (TL 622723) Nose Gear Steering Horn / Arm Gap Tool (TL 690672) Nose Gear Actuator Alignment Tool (TL 690672) Nose Gear Downspring Disassembly/Reassembly Tool (SK VB1152) Nose Gear Downspring Remove/Install Tool (SK VB1153) Control Wheel Neutral Tool (HF 622725) Piper P/N 762-152 762-147 762-148 N/A 762-137 762-155 762-157 N/A
PAGE 2 Dec 31/04
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4C10
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL MAIN GEAR AND DOORS
1.
Troubleshooting CHART 1 TROUBLESHOOTING MAIN LANDING GEAR Trouble Main landing gear shimmies during fast taxi, takeoff, or landing. Cause Tire out of balance. Remedy Check balance and replace tire if necessary. Replace and/or adjust wheel bearings. Replace bolts and!or bushings. Inflate tire to correct pressure. Check wheel alignment. (toe in or out). Check gear adjustment.
Worn or loose wheel bearings. Worn torque link bolts and / or bushings. Excessive or uneven wear on main tires. Incorrect operating pressure. Wheel out of alignment. Hydraulic actuator out of adjustment, allowing gear to slant in or out. (There is no adjustment on the extended length - adjust for retracted position only). Strut bottoms on normal landing or taxiing on rough ground. Insufficient air and/or fluid in strut. Defective internal parts in strut. Landing gear doors fail to completely close. Landing gear not retracting completely. Door retraction mechanism out of adjustment.
Service strut with air and/or fluid. Replace defective parts. Check adjustment of gear. Check adjustment.
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N53238
Main Gear Oleo Strut Assembly Figure 1
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N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Main Gear Oleo A. Disassembly
2.
The main gear oleo assembly may be removed from the gear oleo housing and disassembled with the gear removed from or installed in the airplane. (1) Place airplane on jacks. (refer to 7-10-00) (2) Place a drip pan under the main gear to catch spillage. (3) Remove air and fluid from the oleo. Depress the air valve core pin to reduce strut pressure. Remove the filler plug. With a thin hose, siphon as much hydraulic fluid from the strut as possible. (4) Disconnect brake line at the joint located in the wheel well. Disconnect brake line retaining clamp that attaches the brake line to the upper part of the strut housing. (5) To remove the piston tube assembly from the oleo housing, remove the bolt that connects the upper and lower torque link. Note the number and thickness of spacer washer(s) between the two links. (6) Compress the piston tube. Reach up into the lower end of the oleo housing and release the snap ring from the annular slot at the bottom of the oleo housing. (7) Pull the piston tube with its component parts from the cylinder housing. (8) The piston tube components may be removed by removing the retainer ring from the top of the piston tube. Slide the bearing assembly (with its inner seal and back-up rings), wiper strip and washer over the top of the piston tube. (9) To remove the piston tube plug, located at the bottom of the piston tube assembly, remove the bolt and insert a rod into the hole in the bottom of the fork and push the plug out of the top of the piston tube. (10) To remove the orifice tube, remove the orifice tube locknut, washer, lock washer and roll pin from the top of the orifice tube (at the top of the trunnion). Slide the orifice tube from the trunnion. (11) The orifice tube plug may be removed by removing the snap ring from the slot at the bottom of the orifice tube. B. Assembly (1) Determine that all parts are cleaned and inspected. (2) To install the piston tube plug, first lubricate the plug O-ring with hydraulic fluid and install it on the plug. Lubricate the inside wall of the piston tube. Insert the plug into the top of the piston tube and push it down the tube. Align the bolt holes of the fork, tube and plug. Then install the bolt assembly. (3) If desired, cement a cork in the hole in the bottom of the fork body to prevent dirt from entering between the fork and tube. (4) To assemble components of orifice tube, insert the orifice plate into the bottom of the tube and secure it with the snap ring. Install piston tube ring in slot on outer diameter of lower section of orifice tube. (5) To install the orifice tube in the oleo housing, install upper O-ring on orifice tube and insert the tube up through the housing. With the end of the tube exposed through the top of the housing, install the washer, lock washer, roll pin and locknut. Tighten the locknut only finger tight at this time. (6) Assemble components of piston tube on the tube by installing in order, snap ring, washer, wiper ring, bearing assembly (with outer O-ring and inner seal and back-up rings) and retainer ring.
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C.
(7) Lubricate the wall of the cylinder oleo housing and piston tube. Carefully insert the piston tube assembly into the housing, guiding the orifice tube into the piston tube. Slide the washer and wiper strip into position and secure the assembly with the snap ring in the lower part of the trunnion. (8) Torque the locknut at the top of the orifice tube from 530 to 550 inch-pounds. (9) Insure that the bushings are installed in the torque links. Bolt the links together making sure that there is the same thickness of spacer washers between the links as previously removed (to maintain wheel alignment). Tighten the bolt tight enough to allow no side play in the links but still be free enough to rotate. (10) Connect brake line and bleed brakes. (11) Lubricate gear assembly. (refer to Lubrication Chart 3, 12-20-00.) (12) Compress and extend the strut several times to ascertain the strut will operate freely. The weight of the gear wheel and fork should allow the strut to extend. (13) Service the oleo strut with fluid and air. (refer to Oleo Struts, 12-10-00.) (14) Check main gear alignment (refer to Alignment of Main Landing Gear) and gear operation. (15) Ascertain that gear is down and locked. (16) Remove the airplane from the jacks. Cleaning, Inspection, and Repair (1) Clean all parts with a suitable dry type cleaning solvent. (2) Inspect landing gear oleo assembly components for the following: (a) Bearings and bushings for excessive wear. (refer to Chart 3, Main Gear Tolerances for specifications), corrosion and overall damage. (b) Snap rings for cracks, burrs, etc. (c) Cylinder and orifice tube for corrosion, scratches, nicks and excessive wear. (d) Orifice plate for hole restriction. (e) Fork tube for corrosion, scratches, nicks, dents and misalignment. (f) Air valve for general condition. (3) Repair of the oleo is limited to smoothing out minor scratches, nicks or dents and replacement of parts.
3.
Main Gear Assembly A. Removal (1) (2) (3) (4) (5) (6) Place the airplane on jacks. Disconnect locking actuator from strut housing. Disconnect brake line at its upper end in the wheel well. Disconnect gear door actuating rod at the gear housing. Remove bolt which retains forward strut housing support to the forward trunnion pin. Remove the forward trunnion pin by inserting a hook through the pin and drawing it towards the center of the gear assembly. NOTE: When withdrawing the pin do not lose the teflon washer and note the amount of shims (if any) between the mating surfaces of the strut housing support and the support fitting. (7) Remove the bolt which retains the aft strut housing support to the aft trunnion pin. (8) Remove the aft trunnion pin by inserting a hook through the pin and drawing it towards the center of the gear assembly. Do not lose the teflon washer that was installed between the mating surfaces of the strut housing support and the support fitting. (9) Allow the gear to slowly drop from the wing.
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Main Gear Installation Figure 2
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B.
Installation NOTE: When assembling components of the landing gear, lubricate bearings, bushings and friction surfaces with proper lubricant as described in 12-10-00. (1) Install gear housing in the wheel well of the wing as follows: (a) Place the gear up into the wheel well and align the holes in the strut support with the holes in the support fittings. NOTE: Ensure that one teflon washer is installed between each mating surface of the strut support and the support fittings. The teflon surface of the washer should face away from the centerline of the gear assembly. NOTE: Install shims (P/N 83698-002) as required, between the mating surfaces of the forward strut support and the support fittings, to provide 0.002 - 0.004 inches of trunnion end play. (b) Rotate the forward trunnion pin until the hole in the pin aligns with the hole in the strut support. (c) Insert bolt (bolt head should be inboard) through strut support and trunnion pin. Secure bolt with nut and washers. (d) Rotate the aft trunnion pin until the hole in the pin aligns with the hole in the strut support. (e) Insert bolt (bolt head should be outboard) through strut support and trunnion pin. Secure bolt with nut and washers. (2) Attach the gear door actuating rod to the gear housing. (3) Connect brake line at its upper end in the wheel well. (4) Bolt locking actuator to gear housing. Torque to 260 - 320 in. lbs. Safety the bolt. (5) Ensure that the landing gear is lubricated per the Lubrication Chart 3 in 12-10-00. (6) Check the alignment of the wheel per instructions in paragraph E, below. (7) Remove the airplane from the jacks.
C.
Cleaning, Inspection, and Repair (1) General (S/Ns 4697001 & up): (a) Clean all parts in a suitable dry type cleaning solvent. (b) Inspect the gear components for the following unfavorable conditions: 1 2 Bolts, bearings and bushings for excessive wear, corrosion and damage. Gear housing, torque links and attachment plates for cracks, bends or misalignment.
(c) Check the general condition of each limit switch and its actuator. Check the electrical wiring for fraying, poor connections or conditions that may lead to failures. (d) Repair of the landing gear is limited to reconditioning of parts such as replacing components, bearings and bushings, smoothing out minor nicks and scratches and repainting areas where paint has chipped or peeled. (2) 500 Hour Main Landing Gear Acutator Upper Attach Bolt Special Inspection (S/Ns 4697157 & up and Meridian aircraft with Kit No. 767-360 installed): (a) Each 500 flight hours, remove the main landing gear actuator upper attach bolt (P/N 693-216, see Figure 5), and with a 10X magnifier visually inspect for straightness, cracking or thread wear. (b) If any of the above conditions exist, replace bolt. Additionally, if replacing bolt, inspect 82695-059 bushings for deformation, cracking or wear and inspect attach fitting (561-083 (left) or 561-084 (right) for deformation, cracking or thread wear - replace bushings or attach fitting as required.
PAGE 6 Mar 6/03
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N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL D. Adjustment (1) Place the airplane on jacks.
(2) Level the airplane laterally and longitudinally. (refer to Leveling, 8-20-00.) (3) Disconnect gear door actuating rod from the strut housing by removing the rod attachment bolt. Secure the door out of the way. (4) Disconnect the locking actuator from the strut housing. (5) Adjust the locking actuator to a nominal length of 24.08 inches with no load on the wheel. Attach locking actuator to strut housing. Torque and secure bolt per paragraph B, above. (6) Using the hydraulic pump, retract landing gear into wing well. NOTE: This will require approximately 60 psi of pressure on the rod end part of the actuator to unlock the cylinder and allow the cylinder to retract. (7) Adjust the locking cylinder rod end so that the lower edge of the main wheel tire is .00 to .38 inch above a straightedge laid fore and aft across the wheel well fairings when the actuator is fully retracted. (See Figure 3.) (8) Inspect for adequate thread engagement of the rod end into the locking cylinder and tighten the check nut. (9) If the down lock limit switch is properly adjusted (see 32-60-00, Main Gear Downlimit Switch Adjustment), retract and extend the gear hydro-electrically to ascertain that the gear operates properly.
MAIN WHEEL TIRE FWD
.00 TO .38 INCH Main Gear Fully Retracted Position Adjustment Figure 3
4C17
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N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 2 TOE-IN / TOE-OUT CORRECTION CHART
TOE-IN TOE-OUT ANGLE 0 0 15 ' 0 33 ' 0 48 ' 1 04 ' 1 19 ' 1 35 ' 2 05 ' Max. Allow.
SHIM WASHERS -NAS1149F0432 NAS1149F0463P NAS1149F0432 NAS1149F0463P NAS1149F0463P (2) NAS1149F0432 NAS1149F0463P (2) NAS1149F0463P (3) NAS1149F0463P (4)
WASHERS UNDER HEAD NAS1149F0463P NAS1149F0463P NAS1149F0463P NAS1149F0463P NAS1149F0463P NAS1149F0432 NAS1149F0463P NAS1149F0463P
WASHERS UNDER NUT NAS1149F0463P (3) NAS1149F0463P (2) NAS1149F0463P (2) NAS1149F0463P NAS1149F0463P NAS1149F0463P NAS1149F0463P (2) NAS1149F0463P
AN174 BOLT -14 -14 -14 -14 -14 -14 -15 -15
Aligning Main Gear Figure 4
PAGE 8 Jul 1/00
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4C18
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL E. Alignment
(1) Place a straightedge no less than twelve feet long across the front of both main landing gear wheels. Butt the straightedge against the tire at the hub level of the landing gear wheels. Jack the airplane up just high enough to obtain a six and one-half inch dimension between the centerline of the strut piston and the centerline of the center pivot bolt of the gear torque links. Devise a support to hold the straightedge in this position. (2) Set a square against the straightedge and check to see if its outstanding leg bears on the front and rear side of the brake disc. (It may be necessary to remove the brake assembly to have clear access to the disc.) If it touches both forward and rear flanges, the landing gear is correctly aligned. The alignment for the main landing gear wheels is 0 15' 5'. NOTE: A carpenters square, because of its especially long legs, is recommended for checking main landing gear wheel alignment. (3) If the square contacts the rear side of the disc, leaving a gap between it and the front flange, the wheel is toed-out. If a gap appears at the rear flange, the wheel is toed-in. (4) To rectify the toe-in and toe-out condition, remove the bolt connecting the upper and lower torque links and remove or add spacer washers to move the wheel in the desired direction. (refer to the Toe-in, Toe-out Correction Chart Chart 2). (5) Should a condition exist that all spacer washers have been removed and it is still necessary to move the wheel further in or out, then it will be necessary to turn the torque link assembly over. This will put the link connecting point on the opposite side allowing the use of spacers to go in the same direction. (6) Recheck wheel alignment. If the alignment is correct, safety the castellated nut with cotter pin. (7) If a new link on the top left main gear had to be installed or it had to be reversed during the alignment check, it will be necessary to check the gear safety switch (squat switch) bracket for engagement and locking in place. (8) Check adjustment of landing gear safety switch (squat switch). (See 32-60-00, Landing Gear Safety Switch (Squat Switch) Adjustment.) 4. Main Gear Tolerances See Chart 3 and Figure 5.
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CHART 3 MAIN GEAR TOLERANCES

Item Part No. Manufacturers Dimension .313 / .314 .313 / .314 .3760 / .3745 .501 / .499 -See Note 4 Service Dimension Service Tolerance Remarks
Lower Trunnion Bushing Strut Bearing Torque Link Bushing Actuator Upper Attachment Bushing(s) Trunnion Pin Bushing NOTE: 1. 2. 3. 4.
FF411-4 67026-7 31796 82695-59 16DU24
See Notes 1 & 3 See Notes 1 & 3 See Note 1
Line ream to this dimension after installation of new part. Install bearing with wet zinc chromate on adjacent surfaces of bearing and casting. Press fit. Bond in place with Locktite 290.
PAGE 10 Mar 6/03
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N53238
Main Gear Tolerances Figure 5
4C21
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N53238
5.
Main Gear Door Assembly A. Removal (1) With the landing gear down, disconnect the door retraction rods from the door by removing: (a) the nut, washers and bolt securing the forward rod to the landing gear; and, (b) the nut, washers, bolt, and cotter pin securing the aft rod to the landing gear. (2) Remove the door from the wing panel by cutting the safety wire on the two hinge pins and driving the pins from the hinges. B. Cleaning, Inspection, and Repair (1) Clean the door and retraction rods with a suitable cleaning solvent. (2) Inspect the door for cracks or damage, loose or damaged hinges and brackets. (3) Inspect the door retraction rods and end bearings for damage and corrosion. C. Installation (1) Position the door so that the hinges line up and insert the hinge pins. The pins should be installed with the safety wire holes towards the center line of the door. (2) Ensure that the ends of the pins which have the safety wire holes protrude approximately 1/4" from the hinges. Safety the pins to the wing with MS20995-C41 safety wire. (3) Attach the forward door retraction rod to the door with the previously removed bolt, washers and nut. (4) Attach the aft door retraction rod to the door with the previously removed bolt, washers, nut, and cotter pin. Do not torque. Allow bolt .020 to .030 inch axial free play after installation. D. Adjustment (1) Set the forward door retraction rod to a length between 5.0 to 5.1 inches center to center of the rod ends. (2) Start with the aft door retraction rod set to a length of 5.08 inches center to center of the rod ends. Adjust length so that bolt in slotted hole in bracket on landing gear contacts outboard end of slot when main gear is fully extended.
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N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL NOSE GEAR AND DOORS
1.
Troubleshooting CHART 1 (Sheet 1 of 2) TROUBLESHOOTING NOSE GEAR Trouble Nose landing gear shimmies during fast taxi, takeoff or landing. Cause Internal wear in bungee. Bungee loose at mounting. Tire out of balance. Worn or loose wheel bearings. Worn torque link bolts and/or bushings. Excessive or uneven wear on nose tire. Incorrect operating pressure. Wear resulting from shimmy. Nose gear fails to steer properly. Oleo cylinder binding in strut housing. Cylinder and/or strut housing bushings damaged. One brake dragging. Rollers not engaged. (Metal to metal in Gear Down Position.) Steering bellcrank loose on attachment plate. Steering bellcrank bearing and/or bolt worn. Bungee galling or binding. Nose gear fails to straighten when Ianding gear extends. Steering arm roller sheared at top of strut. Incorrect rigging of nose gear steering. Nose gear fails to straighten when Ianding gear retracts. Centering guide roller sheared. Damaged guide. Remedy Replace bungee. Replace necessary parts and bolts. Check balance and replace tire if necessary. Replace and/or adjust wheel bearings. Replace bolts and/or bushings. Inflate tire to correct pressure. Refer to preceding trouble for correction. Lubricate strut housing (refer to 12-10-00). Determine cause and correct. Determine cause and correct. Determine cause and correct. Readjust and tighten. Replace bearing and/or bolt. Replace. Replace defective roller. Check nose gear steering adjustment. Replace roller.
Replace guide.
4D1
32-20-00
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N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 2 of 2) TROUBLESHOOTING NOSE GEAR Trouble Cause Insufficient air and/or fluid in strut. Defective internal parts in strut.
Remedy Service strut with air and/or fluid. Replace defective parts. Check adjustment of gear. Check adjustment.
Strut bottoms on normal landing or taxiing on rough ground.
Landing gear doors fail to completely close.
Landing gear not retracting completely. Door retraction mechanism out of adjustment.
2.
Nose Gear Oleo A. Disassembly The nose gear oleo assembly may be removed and disassembled from the gear oleo housing with the gear removed from or installed on the airplane. (1) Place the airplane on jacks. (refer to Jacking, 7-10-00). (2) Place a drip pan under the nose gear to catch spillage. (3) Remove air and oil from the oleo strut. Depress the air valve core pin until the strut chamber pressure has diminished, remove the filler plug and, with a small hose, siphon as much hydraulic fluid from the strut as possible. (4) To remove the complete strut and fork assembly from the oleo housing: (a) Cut the safety wire on the three cap bolts that retain the steering arm to the strut. Remove the bolts. (b) Remove the snap ring, thrust washer, and washers (if any) at the top of the strut housing. (c) Pull the complete strut and fork assembly from the bottom of the housing. (5) To remove the piston tube and fork from the strut: (a) Separate the upper and lower torque links by removing the link connecting bolt assembly. Separate the two links. noting the amount of spacer washers between the two links. (b) Compress the piston tube. Reach up along the tube and release the snap ring from the annular slot at the bottom of the strut. (c) Pull the piston tube with its component parts from the strut. (d) The piston tube components may be removed from the piston tube by removing the retainer from the annular slot at the top of the piston tube. (e) Slide the bearing assembly (with inner O-ring and teflon retainer), wiper ring, washer and snap ring off of the piston tube.
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4D2
N53238
Nose Gear Oleo Strut Assembly Figure 1
4D3
32-20-00
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N53238
(6) To remove the orifice tube: (a) Remove the orifice tube retaining nut from the top of the strut assembly. (b) Pull the orifice tube down and out of the strut. (c) The orifice plate is removed from the bottom of the orifice tube by releasing the snap ring that holds the plate in position. (7) To remove the piston tube plug with O-ring: (a) Remove the bolt assembly. (b) Insert a rod up through the hole in the body of the fork. (c) Push the plug out through the top of the tube. B. Assembly (1) Ascertain that parts are cleaned and inspected. (2) To install the piston tube plug, first lubricate the tube plug and O-ring with hydraulic fluid (MILH-5606) and install the O-ring on the plug. Lubricate the inside wall of the tube, insert the plug into the top of the tube and push it to the fork end. Align the bolt holes of the fork, tube and plug and install the bolt assembly. (3) If desired, cement a cork in the hole in the bottom of the fork body to prevent dirt from entering between the fork and tube. (4) To assemble the components of the orifice tube: (a) Insert the orifice plate into the bottom of the tube, with the countersunk side of the hole in the orifice plate exposed. (b) Secure the plate with the snap ring, lubricate and install the two O-rings on the tube (one at each end). (5) Insert the orifice tube up through the bottom of the strut. With the threaded portion of the orifice tube exposed through the top of the strut, install the washer and insert a roll pin through the washer into the strut. Install the orifice tube nut finger tight at this time. (6) The fork and piston tube assembly may be assembled by installing the tube components on the tube. In order, slide onto the tube the snap ring, washer, wiper ring, bearing assembly (with inner O-ring and teflon retainer). Reinstall the retainer in the annular slot in the top of the piston tube. (7) Lubricate the inner wall of the strut with hydraulic fluid. Insert O-ring into bottom of strut. Carefully insert the piston tube assembly into the bottom of the strut, allowing the orifice tube to guide itself into the piston tube. Push the tube all the way up in the cylinder. Position wiper ring and install wiper ring, slide washer up into the strut and secure the assembly by placing the snap ring into the annular slot in the bottom of the strut. (8) At the top of the strut, torque the orifice tube retaining nut from 500 to 600 inch-pounds. (9) Ascertain that bushings are installed in the upper and lower torque links and then install both links. Lubricate the torque link bolts and tighten them only tight enough to allow no side play in the links, yet still be free enough to rotate. (10) Ensure that the two thrust washers (with their coated surfaces together) are installed in place on the lower portion of the strut immediately above the boss where the upper torque link attaches to the strut. (11) Slide the strut assembly up into the trunnion. Ensure that a thrust washer (with its coated side down) is placed on top of the trunnion. Place the snap ring in its annular slot in the top of the strut. (12) At the top of the oleo strut assembly install the steering arm to the top of the strut with the three cap bolts. Torque the bolts and safety them with 0.032 safety wire.
PAGE 4 Jul 1/00
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4D4
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (13) Lubricate the gear assembly (refer to 12-20-00, Chart 4).
(14) Compress and extend the strut several times to ascertain that the strut will operate freely. Weight of the gear wheel and fork should allow the strut to extend. (15) Service the oleo strut with fluid and air (refer to 12-10-00, Filling Oleo Struts). (16) Check nose gear for alignment (refer to 32-20-00, Nose Gear Assembly - Alignment) and gear operation. C. Cleaning, Inspection, and Repair (1) Clean all parts with a suitable dry type cleaning solvent. (2) Inspect the landing gear oleo assembly components for the following: (a) Bearings and bushings for excess wear, corrosion, scratches and overall damage. (b) Lock rings for cracks, burrs, etc. (c) Cylinder and orifice tube for corrosion, scratches, nicks and excess wear. (d) Bushing assembly for looseness or turning in cylinder. (e) Orifice plate for hole restriction. (f) Fork tube for corrosion, scratches, nicks, dents and misalignment. (g) Air valve for general condition. (3) Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement of parts.
4D5
32-20-00
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3.
Nose Gear Assembly A. Removal (1) Remove the engine cowling. (refer to 71-10-00.) (2) Place the airplane on jacks. (refer to 7-10-00.) (3) Retract the nose gear slightly to remove it from the down locked position. WARNING: USE HOSE CLAMPS TO HOLD DOWN SPRING WITHIN THE CONFINES OF SPECIAL TOOL. DO NOT ATTEMPT TO RELEASE DOWN SPRING WITHOUT THE USE OF THE SPECIAL TOOL. THE DOWN SPRING ASSEMBLY IS SPRING LOADED AND WILL FLY APART. (4) Use the special tool Piper P/N 762-157 (see Figure 2) to hold the down spring at proper length for installation. Disconnect the actuator and emergency down spring mechanism from the righthand side of the trunnion by removing the bolt, spacers and washers. (5) The landing gear may then be removed by removing the nuts, washers and bolts that attach the gear trunnion to the attachment points on each side of the engine mount. B. Installation NOTE: When assembling any units of the landing gear, lubricate bearings, bushings, and friction surfaces with the proper lubricant as described in 12-20-00. (1) To install the landing gear assembly, position the gear so that the bolt attachment points on the housing align with the attachment points on the engine mount. Install pivot bolts, washers and nuts. Tighten the nuts to a snug fit, still allowing the gear to swing free. (2) Connect the actuator and emergency down mechanism to the right-hand side of the trunnion with the previously removed bolt, spacers and washers. Safety the bolt to the trunnion with MS20995-C41 safety wire. Remove the down spring retaining tool. (3) Cycle the gear a minimum of three times to ensure proper operation. (4) Ascertain that gear is lubricated per 12-20-00, Chart 4. (5) Check the adjustment of the gear per Nose Gear Assembly - Adjustment, below. (6) Install engine cowling. (Refer to 71-10-00) (7) Retract landing gear and check door operation per Nose Gear Door Adjustments, below. (8) Check the alignment of the nose gear per Nose Gear Assembly - Alignment, below. (9) Remove the airplane from the jacks. (refer to 7-10-00.)
Nose Gear Down Spring Tool Figure 2
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DOWN SPRING ACTUATOR STEERING BELLCRANK
BUNGEE ENGINE MOUNT
STEERING ARM
ST RU T AND TIRE S IN ERVICE ST IN RUCTIONS FLA TO TE STRUT 110 PSI
GEAR ASSEMBLY
Nose Gear Installation Figure 3
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Nose Gear Adjustment Figure 4
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Cleaning, Inspection, and Repair (1) Clean all parts with a suitable dry type cleaning solvent.
(2) Inspect the gear components for the following unfavorable conditions: (a) Bolts, bearings and bushings for excessive wear, corrosion and damage. (b) Gear housing, torque links and down spring for cracks, bends or misalignment. (3) Check the general condition of each limit switch and its actuator. Check wiring for fraying, poor connections or conditions that may lead to failures. (4) The bungee requires no service other than routine inspection. In case of damage or malfunction, the bungee should be replaced rather than repaired. (5) Repair to the landing gear is limited to reconditioning of parts such as replacing bearings and bushings, smoothing out minor nicks and scratches, repainting of areas where paint has chipped or peeled and replacement of parts. D. Adjustment (1) Place the airplane on jacks. (refer to Jacking 7-10-00.) (2) Place gear in UP position. Gear should retract until it touches gear up stop, located on right hand side of nose gear wheel well opening. (3) Adjust gear for retracted position only, as follows: (a) Loosen locknut where actuator rod-end bearing attaches to trunnion. (b) Adjust actuator for full retraction. (c) Tighten locknut. NOTE: If unable to rig nose wheel assembly to proper retracted location with two jam nuts installed, remove one jam nut. Maximum thread exposure with single nut is 0.28 inch. (4) Repeat step (3) as needed. (5) Place gear in DN position. Extended position is determined by the cylinder locking. (refer to 32-30-00, Nose Gear Actuator Assembly) (6) Remove airplane from jacks. E. Alignment (1) Place the airplane on a smooth level floor that will accommodate the striking of a chalk line. (2) Ascertain that the nose gear is properly adjusted as given in Nose Gear Assembly Adjustment, above. (3) With the landing gear in the down locked position, weight proportionally on the nose gear and the nose wheel facing forward, adjust the steering arm by loosening the pivot bolt and moving the adjuster on the bottom of the mount plate until the steering arm clears the rollers by 0.010 - 0.030 in. Make this measurement with the nose wheel locked in alignment with the longitudinal axis and the steering arm parallel to the steering horn pads. Torque the pivot bolt. (4) Place the airplane on jacks. (refer to 7-10-00.) (5) Level the airplane laterally and longitudinally. (refer to 8-20-00.) (6) From the center point of the tail skid, extend a plumb bob and mark the contact point on the floor. (7) Extend a chalk line from the mark on the floor below the tail skid to a point approximately three feet forward of the nose wheel. Allow the line to pass under the wheel at the centerline of the tire. Snap the chalk line.
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Clamping Rudder Pedals in Neutral Position Figure 5
Rudder Pedals at Neutral Position Figure 6
(8) Clamp the rudder pedals to align them in a lateral position. Ascertain that the rudder pedals are in their neutral position. (refer to Figures 5 and 6.) (9) Check to ensure that the steel bellcrank mounted in the nose gear tunnel is perpendicular (crosswise ) to the sides of the tunnel (steering pushrods from the bellcrank to the pedals must be equal length). (10) Disconnect steering bungee at the forward end. (11) To align the nose wheel straight forward, stand in front of the nose gear and align the center rib of the tire with the chalk line, or lay a straightedge along the side of the tire and parallel the straightedge with the chalk line. (12) Adjust the steering bungee length and install with nose wheel straight forward. Check that the rod ends have sufficient thread engagement by ascertaining that a wire will not go through the check hole in the rod. Tighten the jam nuts. (13) To check the nose gear steering for its 30 right and left maximum travel, mark the 30 angles on each side of the nose wheel from the centerline and wheel pivot point. Turn the wheel to its maximum travel in both directions to check for allowable travel. Should travel be too much in one direction but not enough in the other direction, check for possible damage to the gear fork or torque links.
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4.
Nose Gear Tolerances See Chart 2 and Figure 7.
CHART 2 NOSE GEAR TOLERANCES

Item Part No. Manufacturers Dimension .313 / .314 .312 / .313 .2495 / .2505 .753 .312 O.D. .660 O.D. .501 / .500 .501 / .502 .377 / .375 .6245 / .6255 See Note 1 See Note 1 Service Dimension Service Tolerance Remarks
Upper Strut Bearing Lower Strut Bearing Torque Link Bushing Trunnion Support Bushing L/H Roller Bushing R/H Roller Bushing Trunnion Spacer Steering Arm Bearing Emergency Down Mechanism Spacer Bushing Steering Bellcrank Pivot Bearing
FF411-2 67026-007 FF310-5 83630-5 86700-47 82695-18 82695-3 83630-4 82695-108 83630-2
See Note 1 See Note 1 See Notes 1 & 2 See Note 3
NOTE:
1. Line ream to this dimension after installation. 2. Install bearing with wet zinc chromate. 3. Shrink fit.
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Nose Gear Tolerances Figure 7
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Nose Gear Doors Figure 8
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Nose Gear Door Assembly (See Figure 8) A. Removal
5.
(1) With nose gear extended, disconnect door link by removing nut, bolt and washers. (2) To remove doors from cowl, bend one end of both hinge pins straight and pull out both pins. B. Installation (1) Install the gear doors by aligning the hinge halves of the door and the door support assembly and then inserting the two hinge pins. It is recommended that new pins be used. Bend the ends of the pins to secure them in place. Rotate the hinge pin ends so that they point into the wheel well when the doors are closed. (2) Attach the door link to the door with the previously removed bolt, nut and washers. C. Cleaning, Inspection, and Repair (1) Clean all parts with a suitable cleaning solvent. (2) Inspect doors for damage, loose or damaged hinges and brackets. (3) Inspect door retraction link assemblies and arms for damage or wear. (4) Check the tension spring (right door) for wear and tension. Reject the spring if the tension does not maintain the doors in the full open position. (5) Repairs to the door are limited to replacement of hinges and painting. (6) Repairs to the retraction mechanism are limited to replacement of parts, removal of light corrosion and painting. 6. Nose Gear Door Adjustments A. B. C. D. Place the airplane on jacks. (refer to 7-10-00.) Disconnect both gear door actuating rods. Retract gear into wheel well. Adjust rod assemblies so that the door assemblies form a straight line at B.L. 0.000. Adjust the right hand door first by itself, the adjust the left hand door.
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PAGE 16 Jul 1/00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL EXTENSION AND RETRACTION
1.
Troubleshooting CHART 1 (Sheet 1 of 3) TROUBLESHOOTING LANDING GEAR EXTENSION AND RETRACTION SYSTEMS Trouble Landing gear system fails to operate. Cause Hydraulic pump circuit breaker open. Hydraulic pump circuit wires broken. Safety (squat) switch out of adjustment. Squat switch inoperative. Pressure switch inoperative. Remedy Reset circuit breaker and determine cause. Check wiring. Adjust switch. Replace switch. Check bypass circuitry. Replace switch. Hydraulic pump inoperative. Check ground wire. Replace pump. Hydraulic fluid in reservoir below operating level. Battery low or dead. Hydraulic fluid leak in system. Hydraulic pump electric motor inoperative. Hydraulic lines obstructed or Ieaking. Landing gear retraction extremely slow. Hydraulic pump motor. Hydraulic fluid in reservoir below operating level. Internal / extenal leak in system. Restriction in hydraulic lines. Fill reservoir with hydraulic fluid to full level and investigate cause. Check condition of battery. Recharge or replace. Isolate leak and repair. Replace pump. Check lines. Check pump motor. Fill reservoir with hydraulic fluid. Check for leaks. Isolate and repair / replace. Isolate and check hydraulic lines.
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CHART 1 (Sheet 2 of 3) TROUBLESHOOTING LANDING GEAR EXTENSION AND RETRACTION SYSTEMS Trouble Pump stops during gear retraction / extension. Cause Hydraulic pump circuit breaker opens. Pressure switch out of adjustment. Remedy Reset circuit breaker and determine cause for overload. Check bypass circuitry. Remove and readjust or replace switch. Bypass circuitry malfunction or nose gear extension prior to main gear extension. Pressure relief valve out of adjustment. Mechanical restriction or obstruction in hydraulic system to allow pressure to build up and shut off pump before gear has extended / retracted. Pump fails to shut off though gear has fully retracted / extended. Pressure switch inoperative. Pressure switch out of adjustment. Pump relay sticking. Hydraulic fluid in reservoir below operating level. Pressure relief valve out of adjustment. Internal / external leakage of system. Check per Landing Gear Retraction System Functional Test, below. Adjust / replace pressure relief valve. Place airplane on jacks and run extension check. Isolate and determine cause.
Repair / replace switch. Check bypass circuitry. Adjust switch. Replace relay. Fill reservoir with hydraulic fluid. Check for leaks. Adjust / replace pressure relief valve. Check gear actuating cylinders for internal / external leakage. Check for internal damage to hydraulic pump. Check for damaged hydraulic lines.
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CHART 1 (Sheet 3 of 3) TROUBLESHOOTING LANDING GEAR EXTENSION AND RETRACTION SYSTEMS Trouble Pump running intermittently after gear has retracted/ extended. Cause Pump leaking. Internal leakage of system. Remedy Replace. Check free fall valve for internal leakage. Check pressure relief valve. Check gear actuating cylinders for internal Ieakage. External leakage of system. Check for leak between reservoir and pump. Check gear actuating cylinders for external leakage. Check for broken or damaged hydraulic lines. Pump running intermittently after gear has retracted. Gear stops part way up, but pump continues to run. Hydraulic fluid low in reservoir. Hydraulic fluid in reservoir below operating level. Internal leakage of system. Fill reservoir and check for leaks. Fill reservoir with hydraulic fluid. Check gear actuating cylinders for internal leakage. Check free fall valve for internal leakage Check for broken or damaged hydraulic lines. Emergency extender pulled. All gears fail to free fall. Free fall function of selector fails to operate. Reset emergency extender. Check mechanical connections. Inspect valve for damage. Gear pivot points dry. Lube pivot points.
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2.
Landing Gear Retraction System Functional Test A. B. C.
(PIR-PPS-60033-9, Rev. I.)
Verify that main and nose gears are properly adjusted (see 32-10-00 & 32-20-00, respectively) and ensure tires and struts are properly inflated (see 12-10-00). Place the airplane on jacks. (refer to 7-10-00) Connect a 28 volt dc ground power unit to the airplane. CAUTION: DO NOT OPERATE EMERGENCY GEAR RELEASE VALVE WITH HYDRAULIC PUMP CIRCUIT BREAKER IN. CAUTION: BEFORE STARTING TEST, CHECK ADEQUATE CLEARANCE EXISTS FOR NOSE GEAR LIGHT ,SEQUENCE VALVE, ACTUATORS, HOSES, ETC. NOTE: BATT MASTER switch shall remain in the OFF position. NOTE: During this test, add hydraulic fluid, MIL-H-5606, to the reservoir as required to keep the fluid level between the F (full) and L (low) marks. The yellow hydraulic pump annunciator light will illuminate whenever the pump is operating.
D. E. F. G. H.
Remove vent screw, washer, and warning tag, if installed. Bleed the hydraulic system. (See Bleeding Hydraulic System, 29-10-00.) Set the Sequence Valve per Sequence Valve - Adjustment, below. Adjust the squat switch per Landing Gear Safety Switch (Squat Switch) Adjustment, 32-60-00. Place the power lever in the idle stop position. (See paragraph N, below.)
NOTE: The following tests and checks must be performed in the sequence shown. Any failure of the system to perform as specified indicates a malfunction, which must be corrected before proceeding. I. J. Place the gear selector switch in the DOWN position. Verify that: (1) Three green safe lights are illuminated. (2) Red gear warning light is off. (3) Gear warning horn does not sound. (4) Hydraulic pump does not operate. K. Leave the gear up for at least five (5) minutes. Check that the hydraulic pump motor does not operate. If the pump operates at any time during the five (5) minute period, check for leaks or malfunctioning components in the system. NOTE: One momentary pump operation is allowable during this five (5) minute period, provided that the gear warning light is out and no repeated pump operations for a subsequent fifteen (15) minute period occur. L. M. Place the gear selector switch in the UP position. Verify that: (1) Three green safe lights are out. (2) Red gear warning light illuminates. (3) Gear warning horn sounds. (4) All gears retract fully and the gear doors close. (5) Hydraulic pump motor shuts off.
PAGE 4 Dec 31/04
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Warning Horn and Annunciator Light
N.
(1) In S/Ns 4697001 thru 4697114, 4697116, 4697118, and 4697125 as originally delivered: Advance the power lever to a position midway between max power and idle. The warning horn should stop sounding and the gear warning light should go out. (2) In S/Ns 4697001 thru 4697114, 4697116, 4697118, and 4697125 with Piper Kit No. 766-697 installed and in S/Ns 4697115, 4697117, 4697119 thru 4697124, and 4697126 & up: Power lever position will not affect the warning horn or annunciator light when on the ground. Press the GEAR WARN MUTE switch (on the instrument panel) to stop the warning horn from sounding. The GEAR WARN annunciator light automatically turns off when the gears are in the full up and locked position. O. With the gear fully retracted extend the flaps to the 10 position. The red GEAR WARN annunciator and gear warning horn should not operate. At flap extensions beyond 10 and to the full down position, the red GEAR WARN annunciator and the gear warning horn should operate simultaneously and continuously. Operate the flap extension back to the 10 position - prior to reaching the 10 position, press the GEAR WARN MUTE switch (on the instrument panel) to stop the warning horn from sounding and to turn OFF the red GEAR WARN annunciator. Leave the gear up for at least five (5) minutes. Check that the hydraulic pump motor does not operate. If the pump operates at any time during the five (5) minute period, check for leaks or malfunctioning components in the system. NOTE: One momentary pump operation is allowable during this five (5) minute period, provided that the gear warning light is out and no repeated pump operations for a subsequent fifteen (15) minute period occur. Q. R. S. Pull the hydraulic pump circuit breaker out. Release the guard and pull the emergency gear release (free fall) knob out. Verify that: (1) The landing gear falls to the down and locked position. (2) Red gear warning light goes out when the gear locks. (3) Three green safe lights are illuminated when the gear locks. NOTE: The main gear may not fall completely into the locked position during ground free fall test. If not, after waiting two (2) minutes for pressure to bleed off, extend the gear manually using a side force at the center line of axle that does not exceed nine (9) pounds. The gear should then lock. T. U. V. W. Place the gear selector switch in the DOWN position. Push in the free fall knob. Position the guard. Push the hydraulic pump circuit breaker in. Check that three green lights stay on. NOTE: Pump may run momentarily. X. Y. Cycle gear up and down, one time to verify normal operations. Place the landing light switch ON.
P.
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Z.
Place the gear selector switch in the UP position.
AA. Verify that: (1) Hydraulic pump motor operates and the gear retracts. (2) Three green safe lights are out. (3) Red gear warning light illuminates, until all the gears are up, and then goes out. (4) The gear retracts fully in nine (9) seconds or less. (5) Hydraulic pump motor stops operating when the gear is up. (6) Gear warning horn does not sound. (7) The landing light shuts off as the nose gear doors close. BB. Test the Gear Down Pressure Switch Bypass Relay Circuit as follows: CAUTION: DO NOT OPERATE EMERGENCY GEAR RELEASE VALVE WITH HYDRAULIC PUMP CIRCUIT BREAKER IN. See Figure 3, 29-10-00, and Figure 1, 91-29-10. (1) Disconnect the gear down pressure switch circuit (red wire) and conduct the following sequence: (a) Place the gear selector switch in the UP position. The gear should function normally. (b) Place the gear selector switch in the DOWN position. The pump will shut OFF before the gears reach the full down position. It is acceptable if the nose gear fully extends down and locks. The main gears may only extend partially. (c) Complete gear extension by activating the emergency release valve and moving the main gear to the down and locked position. (d) Recconnect the gear down pressure switch circuit (red wire). (e) Reset the emergency release valve. (2) Disconnect the gear down pressure switch by-pass relay circuit (wire G13B22) and conduct the following sequence: (a) Place the gear selector switch in the UP position. The gear should function normally. (b) Place the gear selector switch in the DOWN position. The gear should function normally. (c) Reconnect the gear down pressure switch by-pass relay circuit (wire G13B22). CC. With the gear fully retracted, place the gear selector switch in the DOWN position. Verify that: (1) Hydraulic pump motor operates and the gear extends. (2) All gears return to the down and locked position (extending fully in nine (9) seconds or less). (3) Hydraulic pump motor stops operating after the gear is in down and locked position. (4) Red gear warning light is illuminated while gear is in transit. (5) Three green safe lights are illuminated as the gear locks. (6) Gear warning horn does not sound. (7) Landing light illuminates as the gear door opens. CAUTION: A MOMENTARY BLINKING OF THE RED OR GREEN GEAR LIGHTS AFTER THE ACTUATOR IS DOWN AND LOCKED MAY INDICATE AN IMPROPERLY ADJUSTED SWITCH IN A LOCKING CYLINDER. DD. Turn the landing light switch to the OFF position. EE. Disconnect the ground power unit. FF. Remove airplane from the jacks. (Refer to 7-10-00.)
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Nose Gear Actuator Installation Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Nose Gear Actuator Assembly
3.
NOTE: No field repair of Frisby Aerospace acutators installed in PA-46-500TP airplanes is authorized. Actuator overhaul service is available through Piper distributors. A. Removal (Refer to Fgure 1) (1) Place airplane on jacks. (refer to 7-10-00) (2) Reduce hydraulic pressure as follows: (a) Place the gear control in the UP position. (b) Allow the gear to retract half way only. (c) Pull hydraulic pump circuit breaker. (d) Set the BATT MASTER switch to the OFF position. CAUTION: DO NOT ATTEMPT TO REMOVE OR DISCONNECT EITHER END OF THE NOSE GEAR DOWNSPRING ASSEMBLY WITHOUT THE USE OF THE SPECIAL TOOL (P/N 762-157) SHOWN IN FIGURE 2. THE DOWNSPRING ASSEMBLY IS HEAVILY LOADED. CAUTION: ONCE THE REMOVE/INSTALL TOOL (P/N 762-157) IS IN PLACE, USE HOSE CLAMPS TO SECURE IT TO THE DOWNSPRING ASSEMBLY. (3) Position the special remove/install tool (P/N 762-157) (see Figure 2) so that the nose gear downspring is within the two end plates. Secure the special tool to the downspring assembly with hose clamps. Remove bolt holding rod end bearing and spring to trunnion. Remove washers, spacers, and bushing. CAUTION: IF COMPLETE DISASSEMBLY OF THE DOWNSPRING MECHANISM IS DESIRED, USE OF THE SPECIAL DISASSEMBLY/REASSEMBLY TOOL (P/N 762-155) IS REQUIRED. THE EMERGENCY DOWNSPRING MECHANISM IS SPRING LOADED AND COULD CAUSE SERIOUS INJURY OR DAMAGE IF THE SPECIAL DISASSEMBLY/REASSEMBLY TOOL (P/N 762-155) IS NOT USED. (4) Disconnect electrical leads from downlimit micro-switch. (5) Disconnect and quickly cap two hydraulic lines at nose gear actuator. NOTE: If the hydraulic line elbow on the lower end of the nose gear acutator is to be removed (i.e. - if replacing actuator), it may be necessary to first remove the downlimit micro-switch. If so, remove only the four screws holding the switch plate to the actuator. DO NOT move or adjust the jam nuts and lockwire attaching the micro-switch to the switch plate as that would affect lock engagement verification.
Downspring Remove/Install Tool (P/N 762-157) Figure 2
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(6) Move landing gear selector to the DOWN position. (7) Manually extend rod so that actuator assembly locks in down, or fully extended, position. (8) Measure and record distance from end fitting to center of rod end bearing. This measurement is important for proper installation. WARNING: IF EITHER THE NOSE GEAR OR ACTUATOR IS DAMAGED OR MISALIGNED, THIS MEASUREMENT MAY NOT BE VALID. IN EITHER CASE, REPLACE DAMAGED COMPONENTS, AS REQUIRED, AND USE MALIBU NOSE GEAR ACTUATOR ALIGNMENT TOOL (P/N 762-137) DURING INSTALLATION. (9) Remove rod end bearing from actuator rod. Check that rod end bearing locknut is free of scoring and nicks. Smooth out if necessary. (10) Remove actuator from engine mount. B. Installation (Refer to Figure 1.) NOTE: If the downlimit micro-switch was previously removed from the actuator, install it and tighten the four screws in a criss-cross pattern, torquing each 13 to 17 in. lbs. Verify lock indication in the extended position and unlock indication in the retracted position with a multi-meter or continuity tester. (1) Manually extend rod so that actuator assembly locks in down, or fully extended, position. (2) Install rod end bearing in actuator rod. Adjust to same length as recorded during Removal, above. (See WARNING above.) (3) Install actuator to engine mount. NOTE: Pay close attention to the nose gear actuator / engine mount connecting hardware to ensure the correct locknut is used (i. e. - P/N 404-891, MS 20365-720C). Additionally, check for proper thread engagement between the bolt and nut by ensuring at least one thread of the bolt protrudes through the nut per AC 43.13-1, latest revision. If there are not sufficient threads exposed after the lock nut, replace the bolt with a longer bolt, P/N 401-509 (AN7-15A). Torque to the standard torque value (91-10-00, Chart 6) for a 7/16-20 AN7 bolt/MS 20365 nut. (4) Install actuator and nose gear downspring rod end bearings in trunnion. Torque per Figure 1. (5) Check adjustment and alignment of nose gear. (6) Tighten rod end bearing locknut. NOTE: If unable to rig nose wheel assembly to proper retracted location with two jam nuts installed, remove one jam nut. Maximum thread exposure with single nut is 0.28 inch. (7) Uncap and connect hydraulic line to actuator. (8) Connect electrical leads to downlimit micro-switch. (9) Purge air from system. (See 29-10-00, Bleeding Hydraulic System.) (10) Check that hydraulic pump circuit breaker is on (pressed in), gear control lever is in the DOWN position, and BATT MASTER switch is in the OFF position. (11) Set BATT MASTER switch to the ON position. Cycle landing gear up and down at least three (3) times. Watch that the gear operates smoothly and check that there are no hydraulic leaks. (12) Service reservoir as required. (13) Remove airplane from jacks (see 7-10-00).
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Main Gear Actuator Assembly
4.
NOTE: No field repair of Frisby Aerospace acutators installed in PA-46-500TP airplanes is authorized. Actuator overhaul service is available through Piper distributors. A. Removal. (1) Place airplane on jacks (see 7-10-00). (2) Reduce hydraulic pressure as follows: (a) Place gear control in the UP position. (b) Allow gear to retract until pressure drops. (c) Pull hydraulic pump circuit breaker. (d) Set BATT MASTER switch to the OFF position. (3) Disconnect main gear actuating cylinder from landing gear trunnion by removing washer, bushing, and bolt. (4) Disconnect upper end of actuator from its support by removing bolt and washer. (5) Disconnect electrical leads from downlimit micro-switch. (6) Disconnect and quickly cap hydraulic lines at main gear actuator. (7) Measure and record distance from end fitting to center of rod end bearing. This measurement is important for proper installation. (8) Remove rod end bearing from actuator rod. Check that rod end bearing lock nut is free of scoring and nicks. Smooth out if necessary. (9) Move landing gear selector to the DOWN position. (10) Manually extend rod so that actuator assembly locks in down, or fully extended position. B. Installation. (1) Install rod end bearing on actuator rod. (2) Bolt upper end of actuator to its support. Torque to 210 -270 in.-lbs. Safety the bolt. (3) Position gear in order to bolt rod end bearing to main gear trunnion. Torque to 260 -320 in.-lbs. Safety the bolt. (4) Check adjustment of rod end bearing. (refer to Main Landing Gear Assembly Adjustment) (5) Tighten rod end bearing locknut. (6) Uncap and connect hydraulic lines. (7) Connect electrical leads to downlimit micro-switch. (8) Purge system of air. (See 29-10-00, Bleeding Hydraulic System.) (9) Check that hydraulic pump circuit breaker is set (pressed in), gear control switch is in the DOWN position and BATT MASTER switch is OFF. (10) Remove airplane from jacks (see 7-10-00).
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Nose Gear Door Actuator Tube Assembly Figure 3
5.
Nose Gear Door Actuator Assembly NOTE: No field repair of Frisby Aerospace acutators installed in PA-46-500TP airplanes is authorized. Actuator overhaul service is available through Piper distributors. A. Removal (Refer to Figure 3) (1) Place airplane on jacks. (refer to 7-10-00) (2) Reduce hydraulic pressure as follows: (a) Place gear control in the UP position. (b) Allow gear to retract until pressure drops. (c) Pull hydraulic pump circuit breaker. (d) Set BATT MASTER switch to the OFF position. (3) Disconnect and quickly cap hydraulic line to nose gear door actuator. Tie capped line to airframe. (4) Remove bolt, nut, and two washers holding rod end to nose gear/tube assembly . (5) Remove clevis bolt, four washers, nut, and bushing from the aft end of actuator. (6) Remove actuator from airplane. B. Installation (Refer to Figure 3) (1) Position actuator in airplane and secure aft end of acutator with clevis bolt, four washers, nut, and bushing. (2) Bolt rod end to nose gear door tube assembly. (3) Uncap and connect hydraulic line to nose gear door actuator. Purge system of air. (Refer to 29-10-00, Bleeding Hydraulic System) (4) Check that hydraulic pump circuit breaker is set (pressed in), gear control switch is in the DOWN position and BATT MASTER switch is OFF. (5) Remove airplane from jacks. (refer to 7-10-00).
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Sequence Valve (Refer to Figure 4)
6.
The sequence valve is bolted to a bracket on the left lower engine mount tube and is accessed through the nose gear doors. NOTE: No field repair of Frisby Aerospace sequence valves installed in PA-46-500TP airplanes is authorized. Sequence valve overhaul service is available through Piper distributors. A. Removal (1) Place airplane on jacks. (refer to 7-10-00) (2) Reduce hydraulic pressure as follows: (a) Place gear control in the UP position. (b) Allow gear to retract until pressure drops. (c) Pull hydraulic pump circuit breaker. (d) Set BATT MASTER switch to the OFF position. (3) Disconnect and quickly cap hydraulic lines. (4) Remove two bolts and remove sequence valve from mounting bracket.
Sequence Valve Figure 4
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B.
Installation (1) Position sequence valve at its mounting bracket. Install and tighten two bolts. (2) Uncap and connect hydraulic lines to sequence valve. Purge system of air. (Refer to 29-10-00, Bleeding Hydraulic System) (3) Check that hydraulic pump circuit breaker is set (pressed in), gear control switch is in the DOWN position and BATT MASTER switch is OFF. (4) Remove airplane from jacks. (refer to 7-10-00).
C.
Adjustment (1) Place airplane on jacks. (refer to 7-10-00)
(PIR-PPS-60033-9, Rev. H.)
(2) Disconnect the nose gear door actuating rods between the nose gear doors and the actuator torque tube. (3) Place gear control in the UP position. Allow gear to fully retract. (4) Adjust the plunger screw outward until the sequence lever depresses the plunger approximately .125 inch when the nose gear is fully retracted and the nose gear door actuating torque tube rotates. (5) Lock the plunger and screw in place and reconnect the nose gear door actuating rods. These rods shall be long initially and shortened progressively until the nose gear doors seat firmly, but not distorted when closed. (6) Cycle the gear as required to insure proper operation. (4) Check that hydraulic pump circuit breaker is set (pressed in), gear control switch is in the DOWN position and BATT MASTER switch is OFF. (7) Remove airplane from jacks. (refer to 7-10-00). 7. Emergency Gear Release Valve (Refer to Figure 5) The emergency gear release valve is located beneath floor boards under copilots seat. For access, remove seat, carpet, access panel, and center floorboard. NOTE: No field repair of Frisby Aerospace emergency gear release valves installed in PA-46-500TP airplanes is authorized. Emergency gear release valve overhaul service is available through Piper distributors. A. Removal (1) Place airplane on jacks. (refer to 7-10-00) (2) Reduce hydraulic pressure as follows: (a) Place gear control in the UP position. (b) Allow gear to retract until pressure drops. (c) Pull hydraulic pump circuit breaker. (d) Set BATT MASTER switch to the OFF position. (1) Remove and quickly cap hydraulic lines. (2) Loosen and remove bulkhead fitting nuts from the aft side of the bulkhead. (3) Disconnect yoke from actuating rod. (4) Remove valve from aircraft. B. Installation (1) Attach actuating rod to yoke. (2) Position valve at bulkhead and install and tighten bulkhead fitting nuts from aft side of bulkhead.
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(3) Uncap and connect hydraulic lines. Purge system of air. (Refer to 29-10-00, Bleeding Hydraulic System.) (4) Pull the hydraulic pump circuit breaker out. (5) Release the guard and pull gear free fall knob out. (6) Verify that the landing gear falls to the down and locked position. NOTE: The main gear may not fall completely into the locked position during ground free fall test. Extend the gear using a side force at the center line of axle that does not exceed nine (9) pounds. The gear should then lock. (7) Place the gear selector switch in the DOWN position. (8) Push in the free fall knob. Position the guard. (9) Push the hydraulic pump circuit breaker in. (10) Cycle gear up and down, one time to verify normal operations. (11) Check that hydraulic pump circuit breaker is set (pressed in), gear control switch is in the DOWN position and BATT MASTER switch is OFF. (12) Remove airplane from jacks. (refer to 7-10-00). (13) Install access panel and floorboard. Secure with screws. Replace carpet and seat.
Emergency Gear Release Valve Figure 5
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL WHEELS AND BRAKES
1.
Nose Wheel Assembly A. Removal and Disassembly (Refer to Figure 1) (1) Jack the airplane enough to raise the nose wheel clear of the ground. (refer to Jacking, 7-10-00) (2) To remove the nose wheel, first remove the cotter pin and washer that secures the safety clevis pin of the wheel nut. Next remove the clevis pin and wheel nut. Then slide the wheel from the axle. (3) The wheel halves may be separated by first deflating the tire. With the tire sufficiently deflated, remove the wheel through bolts. Pull the wheel halves from the tire by removing the wheel half opposite the valve stem first and then removing the other half. (4) The wheel bearing assemblies may be removed from each wheel half by first removing the snap rings that secure the grease seal retainers, and then the retainers, grease seals and bearing cones. The bearing cups should be removed by tapping out evenly from the inside. B. Assembly and Installation (Refer to Figure 1) (1) Ascertain that the bearing cup for each wheel is properly installed. Install the tire with tube on the wheel half with the valve stem hole and then join the two wheel halves. Install the through bolts with the washers and nuts to the valve stem side. NOTE: Torque the nuts on the Cleveland wheel assembly to 90 inch-pounds. Torque the nuts on the McCauley wheel assembly to 140 - 150 inch-pounds. A bushing is required to prevent tube movement. (2) Lubricate the bearing cones and install the cones, grease seals, felt rings and seal retainer rings. Secure with snap rings.
Nose Wheel Assembly Figure 1
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(3) Slide the wheel on the axle. While rotating the wheel, tighten the axle nut to allow no side play, yet to allow wheel to rotate freely. Rotate the axle nut to align the nearest slot with the cotter pin hole. Install the cotter pin. C. Inspection (1) Visually check all parts for cracks, distortion. defects and excess wear. (2) Check tie bolts for looseness or failure. (3) Check internal diameter of felt grease seals. Replace the felt grease seal if surface is hard or gritty. (4) Check tire for cuts, internal bruises and deterioration. (5) Check bearing cones and cups for wear and pitting. Then lubricate. (6) Replace any wheel casting having visible cracks. 2. Main Wheel Assembly A. Removal and Disassembly (Refer to Figure 2) (1) Place the airplane on jacks. (refer to Jacking, 7-10-00) (2) To remove the main wheel, remove the cap bolts that join the brake cylinder housing and the lining back plate assemblies. Remove the back plate from between brake disc and wheel. (3) Remove the dust cover, the cotter pin and flat head pin that safeties the wheel nut, and the wheel nut. Slide the wheel from the axle. (4) The wheel halves may be separated by first deflating the tire. With the tire sufficiently deflated, remove the wheel through bolts. Pull the wheel halves from the tire by removing the inner half from the tire first, and then the outer half. (5) The wheel bearing assemblies may be removed from each wheel half by first removing the retainer snap rings that secure the grease seal retainers, and then the retainers, grease seals and bearing cone. The bearing cups should not be removed except for replacement. Refer to Repair of Nose and Main Wheel Assemblies for bearing cup replacement instructions. B. Assembly and Installation (Refer to Figure 2) (1) Ascertain that the bearing cup for each wheel is properly installed. Install the tire with tube and wheel half with the valve stem hole. Ascertain that the index mark is aligned with the index mark on the tire to ensure proper tire, tube and wheel balance. Join the two wheel halves and position the brake disc in the inner wheel half. Install the through bolts with nuts on the valve stem side. Torque the wheel nuts to 150 inch-pounds and inflate the tire. (2) Lubricate the bearing cones and install the cones, grease seals and seal retainer rings. Secure retainer with snap ring. (3) Slide the wheel on the axle. While rotating the wheel, tighten the axle nut to allow no side play, yet to allow wheel to rotate freely. Rotate the axle nut to align the nearest slot with the cotter pin hole. Install the cotter pin. (4) Position the brake lining back plates between the wheel and brake disc and the brake cylinder on the torque plate. Insert the spacer blocks between the back plates and cylinder, and install the four bolts to secure the assembly. If the brake was disconnected, reconnect the line and bleed the brakes. C. Inspection (1) Visually check all parts for cracks, distortion. defects and excess wear. (2) Check tie bolts for looseness or failure.
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(3) Check internal diameter of felt grease seals. Replace the felt grease seal if surface is hard or gritty. (4) Check tire for cuts, internal bruises and deterioration. (5) Check bearing cones and cups for wear and pitting. Then lubricate. (6) Replace any wheel casting having visible cracks. (7) Inspect brake disc for cracks. excessive wear or scoring, rust, corrosion and warpage. (8) Remove rust and blend out nicks, using fine 400 grit sandpaper. (9) Replace disc if cracked or when disc is worn below .450 in. (Refer to Wheel Brake Assembly Cleaning, Inspection and Repair, below) 3. Nose and Main Wheel Assembly Repairs Repairs are limited to blending out small nicks, scratches, gouges and areas of slight corrosion, plus the replacement of parts which are cracked or badly corroded. NOTE: Remove corrosion and blend out small nicks, using fine 400 grit sandpaper. Wheels may also be repainted if the parts have been repaired and thoroughly cleaned. Paint exposed areas with one coat zinc chromate primer and one coat of aluminum lacquer. NOTE: Never paint working surfaces of the bearing cups.
Main Wheel Assembly Figure 2
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4.
Bearing Cup A. Removal (1) Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding 250 F (121 C) for 15 minutes. (2) Remove from source of heat and invert wheel half. If the cup does not drop out, tap the cup evenly from the axle bore with a fiber drift pin or suitable arbor press. B. Installation (1) To replace a new cup, apply one coat of zinc chromate primer to wheel half bearing bore. (2) Insert wheel half into boiling water for 15 minutes or place in an oven not exceeding 250 F (121 C) for 15 minutes. Chill new bearing cup in dry ice for a minimum of 15 minutes. (3) Remove wheel half from source of heat and bearing cup from dry ice. Install the chilled bearing cup into the bearing bore of the heated wheel half. Tap gently to seat evenly in place, using a fiber drift pin or suitable arbor press.
5.
Wheel Brake Assembly A. Removal and Disassembly (Refer to Figures 3 and 4) To remove the brake assembly: (1) Disconnect the brake line from the brake cylinder at the tube fitting. (2) Remove the cap bolts that join the brake cylinder housing and the lining back plate assembly. Remove the back plate from between the brake disc and wheel. (3) Slide the brake cylinder housing from the torque plate. (4) Remove the pressure plate by sliding it off the anchor bolts of the housing. (5) Remove piston(s) by injecting low air pressure in the cylinder fluid inlet and forcing the piston from the housing.
Anchor Bolt, Removal and Installation Figure 3
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (6) Check anchor bolt for wear. (a) To remove anchor bolt: 1 2 1 2 3
Position cylinder assembly on a holding fixture. (refer to Figure 3, Step A). Use a suitable arbor press to remove the anchor bolt from the cylinder body. Support anchor bolt in a holding fixture. (refer to Figure 3, Step B) Align cylinder body over anchor bolt. (refer to Figure 3, Step C) Use a suitable arbor press and apply pressure on the spot face directly over the anchor bolt hole. (refer to Figure 3, Step D)
(b) To install anchor bolt:
B.
Assembly and Installation (Refer to Figures 3 and 4) (1) Lubricate the piston O-ring(s) with fluid MIL-H-5606 and install on piston(s). Slide the piston(s) in cylinder housing until flush with surface of housing. (2) Slide the lining pressure plate onto the anchor bolts of the housing. (3) Slide the cylinder housing assembly on the torque plate of the gear. (4) Position the lining back plate between the wheel and brake disc. Install the bolts and torque to 80 - 90 inch-pounds to secure the assembly. (5) Connect the brake line to the brake cylinder housing. (6) Bleed the brake system as described in Brake Bleeding Procedure, later in this section.
Wheel Brake Assembly Figure 4
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C.
Cleaning, Inspection, and Repair (Refer to Figure 4): (1) Clean the assembly with a suitable solvent and dry thoroughly. (2) Check the wall of the cylinder housing and piston for scratches, burrs, corrosion, etc, that may damage O-rings. These may be hand polished out with 600 grit emory paper. (3) Check the general condition of the brake bleeder screw and lines. (4) Check the brake disc for wear, grooves, scratches, or pits. The minimum disc thickness of Disc 164-07800 used on Wheel Assembly 40-142 is .450. A single groove or isolated grooves up to .030 of an inch deep would not necessitate replacement, but a grooving of the entire surface would reduce lining life and would necessitate replacement of the disc. Should it be necessary to remove the wheel disc, refer to Removal and Disassembly of Main Wheel, above. (5) To remove the snap-on type lining used on the brake assemblies may be by prying loose with a screwdriver or a thin flat wedge. Install the snap-on type lining by positioning onto the pins and applying pressure to snap mto position. (6) If a powdery rust appears on the brake disc, one or two taxi braking applications should wipe the disc clear. Rust allowed to progress beyond this point may require removal of the disc from the wheel assembly to properly clean both faces. Wire brushing followed by sanding with 220 grit sandpaper can restore the braking surfaces for continued use. (7) Replace linings when worn below 0.100 inch or worn unevenly. (See Figure 5.) NOTE: No adjustment of brake lining clearance is necessary as they are self-adjusting. Inspection of the lining is necessary, and it may be inspected visually while installed on the airplane. The linings are metallic and attached with torque pins. The holes for the pins are only visible if the linings are worn beyond limits. NOTE: Condition replacement brake linings by performing two Brake Lining Wear Limits consecutive full stops from Figure 5 30 to 35 mph. Do not allow the brake discs to cool substantially between stops. Allow brakes to cool 10 to 15 minutes. Apply brakes and check holding at high power. If brakes hold, conditioning is complete. If not, allow to cool completely and repeat conditioning procedure. Conditioning will wear off any high spots and at the same time generate sufficient heat to glaze the surface of the metallic linings. Once the linings are glazed, they will provide many hours of maintenance free service.
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Toe Brake Cylinder Assembly Figure 6 6. Toe Brake Cylinder Assembly A. Removal (Figure 6) WARNING: MAKE CERTAIN AIRPLANE IS PARKED ON LEVEL GROUND WITH WHEELS CHOCKED. (1) Place chocks under main and nose wheels. (2) Release parking brake. (3) Disconnect and quickly cap upper and lower hydraulic lines from cylinder assembly being removed.
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(4) Disconnect clevis from rudder pedal by removing cotter pin and pin. NOTE: The rod and ring subassembly may be removed at this time without fur ther disassembly of the toe brake assembly. Refer to Steps B (1) and (2) for rod and ring removal instructions and steps B (9) and (10) for installation. (See also the CAUTION in paragraph B.) (5) (Inboard toe brake assemblies only.) Remove nut, bolt, and washer holding nose wheel steering rod assembly to pedal. (6) Remove the two nuts, bolts, and washers holding cylinder assembly to rudder bar. (7) Remove toe brake and cylinder assembly from airplane. B. Disassembly, Repair, and Installation (1) Remove end fitting from cylinder housing. (2) Slide entire rod and ring assembly with attached piston out of cylinder housing. NOTE: Repairs to the rod and ring assembly and piston are limited to polishing small scratches and burrs, and replacement of parts. (3) Clean cylinder bore, rod and ring assembly, and piston with dry-type solvent. (4) To replace any of the component parts shown in the parts catalog, remove retaining ring. All parts will slide off rod and ring assembly. (5) Soak end fitting O-rings (one internal, one external) and piston O-ring in hydraulic fluid. Coat with fluid compatible gel. (6) Install power spring on rod and ring assembly. (7) Insert rod and ring sub-assembly with spring through end fitting. (8) Insert, in order: washer seal, piston, piston spring, and bushing. Snap retaining ring into groove. CAUTION: PISTON MUST BE INSERTED INTO CYLINDER HOUSING IN SUCH A WAY THAT ONLY PISTON O-RING CONTACTS THE CYLINDER INNER SURFACE. OTHERWISE, THE INNER SURFACE MAY BECOME SCRATCHED. (9) Carefully insert piston and rod and ring assembly into cylinder housing. (10) Tighten end fitting to a torque of 13-17 inch-lbs. (11) Connect cylinder assembly to rudder bar with two nuts, bolts, and washers. (12) (Inboard toe brake assemblies only.) Connect pedal to nose wheel steering rod assembly. (13) Connect clevis to rudder pedal by inserting pin, washer, and cotter pin. (14) Uncap and connect upper and lower hydraulic lines to cylinder assembly. (15) Bleed brakes. (See Brake Bleeding Procedure, later in this section.) (16) Set parking brakes. (17) Remove chocks from wheels before moving airplane.
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Brake System Installation Figure 7
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Brake Bleeding Procedure A. (Gravity)
7.
(1) On both main landing gear wheel brake assemblies, attach a clear plastic hose to the brake bleeders. Extend the hoses into a container partially filled with hydraulic fluid, MIL-H-5606. The ends of the hoses should be submerged in the fluid. Open both bleeders approximately one and one-half to two turns. (2) Fill the brake reservoir on the forward side of the firewall with hydraulic fluid, MIL-H-5606. (3) Pump the toe brakes very slowly approximately 25 times until fluid is observed passing through the clear plastic hoses at the wheel cylinder. NOTE: Fluid level in the reservoir must be maintained to prevent air from entering the line. (4) Tighten both wheel bleeders. (5) Check per Brake System Leak Check. B. (Pressure) (1) Place a small clear plastic hose on the vent tube of the brake reservoir and place a second small clear plastic hose on the bleeder fitting on one main landing gear. Place the open ends of these hoses in a suitable container to collect the fluid overflow. Open the bleeder fitting one or two turns. (2) On the other main gear, slide the hose of the pressure unit over the bleeder fitting, then open the fitting one or two turns and pressure fill the brake system with MIL-H-5606 fluid. (3) With fluid continually flowing through the brake system, SLOWLY and together actuate the pedals several times. NOTE: By watching the fluid pass through the plastic hose at the fluid reservoir and the bleeder fitting on the gear being bled, it can be determined whether any air is left in the system. If air bubbles are evident, filling of the system shall be continued until all the air is out of the system and a steady flow of fluid is obtained. Should the toe brakes remain spongy, it may be necessary to repeat the brake bleeding procedure. (4) Close the open bleeder fitting on the gear being bled. Close the open bleeder fitting to which the pressure hose is attached; then close the pressure unit and remove the hoses from the bleeder fittings and from the reservoir vent. Check the brakes for proper pedal pressure. Replace the caps over the bleeder fittings. NOTE: It may be necessary to remove any trapped air in the top of the wheel brake unit by applying pressure to the system with the toe brakes and slowly opening the bleeder and releasing the hand lever. (5) Repeat this procedure, if necessary, on the other gear. (6) Drain excess fluid from the reservoir to fluid level line with a syringe.
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C.
Brake Bleeding After a Unit Has Been Changed CAUTION: DO NOT ALLOW PRESSURE TO BLEED OFF BEFORE CLOSING BLEEDERS, FOR THIS WILL ALLOW AIR TO ENTER THE SYSTEM. REPEAT THE PUMPING AND BLEEDING APPROXIMATELY 10 OR MORE TIMES OR UNTIL ALL THE AIR IS RELEASED FROM THE SYSTEM. DURING ALL BLEEDING, FLUID LEVEL OF THE RESERVOIR MUST BE MAINTAINED. (1) Actuate the toe brakes until some pressure builds up in the system. At this time crack the attaching B nuts at any of the hose connections of the replaced unit. Most of the brake pedals spongy feeling should be displaced by this action. Tighten B nut. (2) Actuate the toe brake/ master cylinder on the side on which the unit has been replaced. Bleed fluid through the wheel brake assembly by pumping pressure and cracking bleeder until the pressure drops.
8.
Brake System Leak Check A. B. C. D. Push on the toe brakes for a good firm pressure and lock the parking brake mechanism. Allow the system to stand for approximately 10 minutes, then, by pushing the toe brakes, they should not be able to be pushed forward further then the original set. If the toe brakes can be pushed forward and feel spongy, a leak is present at some point in the system. This leak may appear at any one of the connections throughout the system or internally in the toe brake master cylinder or wheel brake assemblies.
9.
Parking Brake Valve A. Removal (1) Disconnect the parking brake cable from the valve actuating arm. (2) Disconnect the fluid lines from the valve. (3) Remove the screws that attach the valve to its mounting bracket. (4) Place a protective material over the line openings to prevent contamination of the system. B. Installation (1) Attach the valve to the bulkhead mounting bracket with screws. (2) Connect the fluid lines to the valve. (3) Connect the control cable to the valve lever. C. Disassembly (1) Remove the two fittings from the outside of the valve body. A valve spring is held in place by the fittings. Use caution not to loosen these when removing the fittings. (2) From the valve body, remove the valve spring and valve. (3) To remove the valve cam, remove the nut, washer, bushing and spring. Pull the cam from the valve body. D. Assembly (1) Install O-rings on valve cam. (2) Lubricate O-rings with fluid (MIL-H-5606), insert cam into valve body and secure with spring, bushings, washer and self-locking nut. (3) Install O-ring on the valve, insert valve in hole of out port, install valve spring and secure with outlet fitting.
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Parking Brake Valve Assembly Figure 8
E.
Cleaning, Inspection, and Repair (1) Clean the valve parts with a suitable solvent and dry thoroughly. (2) Inspect valve and seat surfaces of valve body for excessive wear and corrosion. (3) Inspect the cam assembly for burrs, scratches, excess wear, loose operating lever, etc. (4) Check general condition of valves and springs. (5) Repair to the valve is largely limited to smoothing burred or scratched surfaces and replacing O-rings.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL STEERING
The nose gear is steered by means of the rudder pedals. Movement of the pedals is transmitted to the steering arm by two steering pushrods, a steering bellcrank and a steering bungee. Bellows are installed on the forward portion of the steering pushrods where they pass through the forward pressure bulkhead. NOTE: After removal and installation of any of the following components, see 32-20-00, Nose Gear Assembly - Adjustment and 32-20-00, Nose Gear Assembly - Alignment. 1. Steering Pushrod A. Removal (1) Disconnect the aft end of the pushrod from the arm on the rudder bar. (2) Disconnect the forward end of the pushrod from the steering bellcrank. (3) Loosen the forward end of the bellows and slip the pushrod through the bellows. The rod end on the forward end of the bellows will have to be removed to allow the rod to pass through the opening in the bellows. B. Installation (1) Set the length of the steering pushrods to an initial length of 11.90 inches between the centers of the bolt holes in the rod end bearings. Insure that the rod ends are positioned 90 to each other. Loosen the forward jam nut 1/2 turn. Remove the rod end/jam nut without turning the jam nut on the rod end shaft any more. (2) Insert the steering rod assembly into the aft end of the bellows. Push the rod through the sleeve in the forward end of the bellows. (3) Reinstall the rod end on the end of the pushrod. Then tighten the rod end 1/2 turn. (4) Attach the forward end of the steering rod to the steering bellcrank. (5) Attach the aft end of the steering rod to the arm on the rudder bar. (6) Locate the forward end of the bellows immediately aft of the jam nut on the forward rod end and tighten the hose clamp on the forward end of the bellows. 2. Steering Bellcrank A. Removal (1) Disconnect the forward ends of both steering pushrods from the bellcrank. (2) Disconnect the aft end of the bungee from the left side of the bellcrank. (3) Cut the safety wire and remove the bolt that secures the steering bellcrank to the outer support plate. (4) Remove the bellcrank. B. Installation (See Figure 1, View C) (1) Ensure that two bushings and spacer are in place in the steering bellcrank. (2) Place washer over bolt and slide bolt into steering bellcrank. (3) Place washers over bolt. Insert bolt in support plates, insuring that spacer is in place between inner and outer support plate. Torque bolt and safety bolt to clip with MS20995-C41 safety wire. (4) Connect the aft end of the steering bungee to the left side of the steering bellcrank. (5) Connect the forward ends of both steering pushrods to the bellcrank.
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3.
Bungee Assembly A. Removal (1) Disconnect forward end of bungee from left-hand side of steering arm. (2) Disconnect aft end of bungee from left-hand side of steering bellcrank. (3) Remove bungee. B. Installation (1) Place bungee in position. (2) Connect aft end of bungee to left-hand side of steering bellcrank. (3) Connect forward end of bungee to steering arm. The thinner washer goes under the bolt head, the thicker washer under the nut.
4.
Steering Pushrod Bellows A. Removal (1) Loosen hose clamps on forward end of bellows. (2) Disconnect steering pushrod from steering bellcrank. Remove rod end bearing and jamnut from forward end of steering pushrod. Slide pushrod aft. (3) Remove screws from fire shield. (The fire shield is the plate on the aft side of the pressure bulkhead which helps to secure the large end of the bellows to the pressure bulkhead.) (4) Slide fire shield, packing ring/housing/spacer assembly and plate aft on steering rod tube. (5) Push bellows forward out of cutout in pressure bulkhead. (6) Remove bellows from steering rod. B. Installation (1) (2) (3) (4) Place bellows over forward end of steering pushrod. Push large end of bellows through cutout in pressure bulkhead. Slide plate, packing ring/housing/spacer assembly and fire shield forward on steering rod tube. Line up holes in pressure bulkhead, plate and fire shield; install screws, washers and nuts. NOTE: Install all screws, except the uppermost one, with their shanks pointing aft. The uppermost screws shank should point forward. (5) Install steering pushrod per instructions in this chapter. (6) Reconnect steering rod to steering bellcrank. (7) Tighten hose clamp on forward end of bellows. NOTE: With nose landing gear pointing straight ahead, the forward end of the bellows should be approximately even with the forward end of the steering rod tube.
5.
Steering Arm A. Removal (1) Disconnect the forward end of the bungee from the left-hand side of the steering arm. (2) Remove the nut and washer that secures the steering arm to the mount plate. (3) Lift the steering arm off of the bolt. B. Installation (1) Position the steering arm on the bolt, ensuring that a washer is installed above and below the spacer which goes through the bushing in the steering arm. Install and torque nut. (2) Attach forward end of bungee to left side of steering arm.
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Steering Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL POSITION AND WARNING
1.
Landing Gear Warning Systems Troubleshooting WARNING: ALWAYS PLACE THE AIRPLANE ON JACKS BEFORE ATTEMPTING ANY TROUBLESHOOTING OF THE GEAR. (SEE 7-10-00.) CHART 1 (Sheet 1 of 3) TROUBLESHOOTING LANDING GEAR WARNING SYSTEMS Trouble Red gear unsafe light out while gear is in transit. Cause Indicator lamp burned out. Indicator light ground incomplete. Indicator light circuit wire broken. Indicator light circuit breaker open. Red gear unsafe light on though gear has retracted. One or more up limit switches failed. Nose gear up limit switch out of adjustment. Main gear not retracting far enough to actuate switch. Red gear unsafe light on though gear is down and locked. One or more down limit switches failed. Nose gear down limit switch out of adjustment. Main gear down limit switch out of adjustment. Remedy Replace lamp. Check ground circuit. Check wiring. Reset circuit breaker and determine cause for open circuit breaker. Isolate and replace switch. Check gear up adjustment and readjust up limit switch. Check gear up adjustment.
Isolate and replace switch.
Readjust down limit switch. Readjust down limit switch.
NOTE: The out of adjustment or failed switch may be determined by noting which down light is not lit. Red gear unsafe light operates on and off after gear has retracted. Light circuit wire loose. Hydraulic system losing pressure. Check wiring. Refer to Chapter 29 and Section 32-30-00, Landing Gear Extension and Retraction Functional Test. Check gear up adjustment and then switch adjustment.
Gear up switch out of adjustment.
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CHART 1 (Sheet 2 of 3) TROUBLESHOOTING MAIN LANDING GEAR WARNING SYSTEMS Trouble Red gear unsafe light out and one green gear down light out though gear is down and locked. Cause Lamp burned out. Gear down limit switch failed. Remedy Replace lamp. Replace switch.
NOTE: Ascertain navigation lights are off (daytime). Light circuit wire broken. Red gear unsafe light and all green lights out. Indicator lights circuit breaker open. Check wiring. Reset circuit breaker and determine cause for open circuit breaker.
NOTE: Ascertain navigation lights are off (daytime). Light circuit wire broken. Red gear unsafe light and horn fail to operate when power is decreased and landing gear is retracted. Landing gear selector circuit breaker open. Check wiring. Reset circuit breaker and determine cause for open circuit breaker. Adjust micro switch. Replace switch. Check wiring. Place handle in down position.
* Micro switch at power lever out of adjustment. * Micro switch at power lever failed. Warning horn and light circuit wire broken. Red gear unsafe light and horn fail to stop when power lever is closed and gear has extended. (Gear extended through the use of the emergency gear release.) Red gear unsafe light and horn fail to operate when selector switch is moved to up position with gear extended and power lever not full forward. * Above condition on ground. Hydraulic pump shuts off, but red gear unsafe light remains on. Warning light and horn circuit wire broken. Gear selector handle in up position.
Check wiring.
Defective safety (squat) switch. Gear not fully retracted. Gear not contacting up micro switches.
Replace switch. Check gear retraction adjustments. Check gear up switches.
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CHART 1 (Sheet 3 of 3) TROUBLESHOOTING MAIN LANDING GEAR WARNING SYSTEMS Trouble Green gear down lights dim though position Iight switch is off. and gear is down and locked. Green gear down light fails to go out with gear in transit or retracted. Green gear down lights will go out and not dim when position light switch is turned on though gear is down and locked. Green gear down lights blink momentarily before the down lock is engaged on roller. Cause Failed instrument panel light control switch. (Lights grounding through dimming resistor instead of instrument panel light control.) Gear down limit switch failed. Green light ground dimming resistor open. Remedy Replace switch.
Replace switch.
Replace resistor.
Micro switch out of adjustment.
Adjust micro switch.
Instructions linking position of the power lever (and resulting power lever micro switch state) to the gear warning light and horn only apply to aircraft S/Ns 4697001 thru 4697114, 4697116, 4697118, and 4697125 as originally delivered. In S/Ns 4697001 thru 4697114, 4697116, 4697118, and 4697125 with Piper Kit No. 766-697 installed and in S/Ns 4697115, 4697117, 4697119 thru 4697124, and 4697126 & up, the gear up / power reduced warning system has been modified. The micro switch in the power lever quadrant has been removed and an oil pressure switch has been added to the engine. In these aircraft, if the red gear unsafe light and horn fail to operate when the landing gear is up and engine power is decreased below 275 ft-lbs. 75, then the oil pressure switch may have failed.
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2.
Nose Gear WARNING: ALL ADJUSTMENTS OF LIMIT SWITCHES SHOULD BE MADE WITH THE AIRPLANE ON JACKS. A. Up Limit Switch (refer to Figure 1) CAUTION: BEFORE ADJUSTING ANY UP LIMIT SWITCH, VERIFY LANDING GEAR AND DOORS ARE INSTALLED AND ADJUSTED CORRECTLY AND THAT LANDING GEAR AND DOORS ARE RETRACTING COMPLETELY. The nose gear up limit switch is located on the right-hand side of the wheel well opening. The righthand nose wheel door actuates this switch. This switch is adjusted as required by backing off the two nuts on the switch plunger bushing. B. Down Limit Switch The nose gear down limit switch is mounted on the nose gear locking actuator. The switch is activated when the cylinder is extended and locked. No adjustment of this switch is required.
3.
Main Gear WARNING: ALL ADJUSTMENTS OF LIMIT SWITCHES SHOULD BE MADE WITH THE AIRPLANE ON JACKS. A. Up Limit Switch (refer to Figure 2) CAUTION: BEFORE ADJUSTING ANY UP LIMIT SWITCH, VERIFY LANDING GEAR AND DOORS ARE INSTALLED AND ADJUSTED CORRECTLY, AND RETRACTING COMPLETELY. A main gear up limit switch is located in each wing wheel well, beneath the locking actuator. These switches are adjusted as required by backing off the two nuts on the switch plunger bushing. An initial setting of 0.20 to 0.22 inches above the flush line of the lower wing skin is recommended. B. Down Limit Switch The main gear down limit switches are mounted in each main gear locking actuator. The switch is activated when the cylinder is extended and locked. No adjustment of these switches is required.
4.
Landing Gear Safety Switch (Squat Switch) Adjustment The Malibu Meridian employs two squat switches: one on the left main gear and one on the nose gear. A. The main landing gear safety switch is located on the left main gear housing (refer to Figure 3). It is adjusted to actuate when the main gear is extended 7.70 to 8.00 inches - i. e. - switch will be open at 7.70 inches and closed at 8.00 inches. (1) Jack the airplane. (refer to 7-10-00) (2) Compress the strut until 7.75 inches is obtained between the top of the gear fork and the bottom of the gear housing. Hold the gear at this measurement. (3) Adjust the switch so that it actuates at this point. Secure the switch with lockwire. (4) Extend and then compress the strut to ascertain that the switch will actuate within the last quarter of an inch of oleo extension.
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Nose Gear Up Switch Figure 1
Main Gear Up Switch Figure 2
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Adjustment of Main Gear Squat Switch Figure 3
B.
The nose landing gear safety switch is located on the right side of the nose gear strut (see Figure 4). It is adjusted to actuate when the nose gear is compressed .06 to .12 inch from the fully extended position. (1) Jack the airplane. (refer to 7-10-00) (2) Compress the strut .06 inches (measure between the top of the gear fork and the bottom of the gear housing). Hold the gear at this measurement. (3) Adjust the switch so that it actuates at this point. Secure the switch jamnuts with lockwire. (4) Extend and then compress the strut to ascertain that the switch will actuate within the first eighth of an inch of oleo compression.
5.
Landing Gear Up / Power Reduced Warning Switch A. In S/Ns 4697001 thru 4697114, 4697116, 4697118, and 4697125 before FIKI retrofit: (1) Removal The landing gear up / power reduced warning switch is located below the engine control quadrant in the pedestal. It is actuated by a striker attached to the power lever control cable. (a) Remove the pedestal cover. (b) Disconnect the electrical leads to the switch at the plug. (c) Remove screws, nuts, and washers that attach the switch to its mounting bracket. (2) Installation (a) Attach the switch to its mounting bracket with screws, nuts, and washers. (b) Reconnect the electrical leads at the plug.
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ACTUATE BETWEEN .06 TO .12 INCH INITIAL COMPRESSION
SWITCH ASSY.
STRIKER
A
VIEW A-A
102605 A
Adjustment of Nose Gear Squat Switch Figure 4
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (c) Adjust the switch as described in Adjustment, below. (d) Install the pedestal cover.
(3) Adjustment This switch is adjusted by moving the striker up and down the power lever control cable as required. Loosen the locknut on top of the striker and set the striker to engage the switch as the power lever is moved aft to the idle position. B. In S/Ns 4697001 thru 4697114, 4697116, 4697118, and 4697125 after FIKI retrofit (i.e. - with Piper Kit No. 766-697 installed) and in S/Ns 4697115, 4697117, 4697119 thru 4697124, and 4697126 & up: The gear up / power reduced warning system has been modified. The micro switch in the power lever quadrant has been removed and an oil pressure switch added to the engine torque transducer manifold on the propeller reduction gearbox. No adjustment is necessary.
Landing Gear Up / Power Reduced Warning Switch Figure 5
Effectivity 4697001 thru 4697114, 4697116, 4697118 and 4697125 (before FIKI retrofit)
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CHAPTER
33
LIGHTS
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PAGE 1 2 1 2 1 2 3 4 5 6 1 2 1 2 3 4 5 6
DATE Dec 31/04 Jul 1/00 Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Sep 6/02 Sep 6/02 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00
CHAPTER SECTION
PAGE
DATE
33-10-00
33-20-00
33-40-00
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CHAPTER 33 - LIGHTS TABLE OF CONTENTS
SUBJECT FLIGHT COMPARTMENT Dimmer Control Modules Removal Installation Instrument Panel Post Lights Lamp Replacement Removal Installation Annunciator Panel Standard EFIS Optional EFIS Standby-Map Light Lamp Replacement Dimming Rheostats Removal Installation Rocker Switch Lamp Replacement Overhead Switch Panel Electroluminescent Lighting Fixed Oxygen Cylinder Cabinet Lighting Post-Installation Set-up PASSENGER COMPARTMENT Courtesy Lighting Description Courtesy Light Lamp Replacement Courtesy Lighting Timer Removal Installation Eyeball Spotlights (Reading Lamps) Lamp Replacement Removal Installation Side Light Strips EXTERIOR
SECTION 33-10-00
PAGE 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 3 3 3 3 4
GRID NO. 4F17 4F17 4F17 4F17 4F17 4F17 4F18 4F18 4F18 4F18 4F18 4F18 4F18 4F18 4F18 4F19 4F19 4F19 4F19 4F20 4F21 4F21 4F21 4F21 4F21 4F21 4F21 4F21 4F21 4F21 4F21 4F21 4G1 4G1 4G1 4G1 4G2 4G3 4G4 4G5 4G5 4G5
33-20-00
1 1 1 1 1 1 1 1 1 1 1 1
33-40-00
1 1 1 1 2 3 4 5 5 5
Strobe Lights Description Strobe Xenon Tubes and Power Supply - General Service Information Strobe / Position Lamp Replacement Strobe Power Supply Replacement Taxi / Pulse (Recognition) Lights Landing Light Replacement Wing Inspection (Ice) Light Lamp Replacement
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33 - CONTENTS
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All interior lighting is 24 Vdc, except for the electroluminescent lighting. The circuit breaker panels and some placards are electroluminescent, using an inverter to convert 24 Vdc input to 115 Vac 400 Hz. Cockpit lighting consists of instrument panel post lights which are controlled by a solid state dimmer control unit. Radio lighting is controlled separately and in any case consists of integral lighting normally provided in radio equipment. Switches are back lighted for positive identification and visibility. An overhead light is located in the cockpit ceiling above each of the two front seats providing map lights and standby panel lighting for each crew member. These standby/ map lights are controlled by individual dimmer rheostats, located in the center of the overhead switch panel. The electroluminescent lighting receives its power from the PANEL LIGHTS circuit breaker via the panel lights dimmer switch, taper block TB1 and the electroluminescent panel inverter. There are four dimmer control modules. Each is solid state and powered through its respective circuit breaker. The panel and switch lights dimmer modules are mounted in the pilots fwd circuit breaker panel below the 3 amp INSTR PANEL LIGHTS circuit breaker which feeds them. The avionics dimmer is mounted in the co-pilots fwd circuit breaker panel below the 5 amp AVIONICS DIMMING circuit breaker which feeds it. The EFIS displays and the Garmin GNS-430/-530 displays are dimmed by the panel LCDs dimmer mounted just aft of the co-pilots circuit breaker panels and also fed by the 5 amp AVIONICS DIMMING circuit breaker. Dimmer control switches in the overheard switch panel control these functions. The annunciator and avionics day/night relays are mounted under cover plates in the cabin floor between FS 108.00 and 117.00. The annunciator relay is at the pilots feet and the avionics relay is at the co-pilots feet. Both are fed by the 5 amp TIE BUS circuit breaker and controlled by the day/night switch in the overhead switch panel. Employ conventional troubleshooting methods: panel lights full bright, first replacing offending individual lamps. If not successful measure socket voltage and repair as required. If all lamps are OUT check power from bus, through circuit breaker, harness, dimmer control, and dimmer output. Replace or repair as required. NOTE: Refer to 91-33-10, 91-33-20, and 91-33-40 for schematics on the Lighting systems. 1. Dimmer Control Modules A. Removal (1) Remove respective interior side panel based on location described above. (2) Disconnect the electrical harness connectors (top and bottom). (3) Remove mounting screws and the dimmer control module. B. Installation (1) Position the dimmer control module in place and secure with the mounting screws. (2) Connect the electrical harness connectors to dimmer, top and bottom. (3) Cycle lighting to verify function. (4) Replace the interior side panel. 2. Instrument Panel Post Lights A. Lamp Replacement (1) Pull firmly on the post light hood and remove. (2) The lamp will be pulled from socket and remain inside hood. Gently pry the lamp base flange from the hood to remove the lamp. (3) Push the new lamp into the hood and push the hood back into the socket.
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B.
Removal (1) Disconnect wire from rear of socket behind panel. (2) Unscrew rear contact collar from rear of socket. (3) Remove mounting washer and nut from light assembly. (4) Pull assembly from panel mounting hole.
C.
Installation (1) Insert assembly into panel mounting hole. (2) Install mounting washer and nut onto light assembly. (3) Screw rear contact collar from rear of socket. (4) Connect wire to rear of socket behind panel.
3.
Annunciator Panel (See 91-31-50 for wiring.) A complete functional description is provided in 31-50-00. A. Standard EFIS The annunciator panel is oriented horizontally at the top center of the instrument panel. Lamp Replacement Pull evenly on the annunciator panel bezel to access its lamp bulbs. An extraction tool and four spare bulbs are located behind the bezel. Use the extraction tool to replace defective bulb and reverse removal procedure. Depress Test function to verify lamp function. NOTE: Test function only tests the bulbs, not the annunciator circuit. B. Optional EFIS In S/Ns 4697198 and up, when the optional Avidyne FlightMax Entegra EFIS is installed, the annunciator panel is an LED unit. In the unlikely event of LED failure, the entire unit must be replaced.
4.
Standby-Map Light Lamp Replacement A. B. C. Remove the four lens retainer screws and remove the lens. Remove and replace the bayonet type lamp. Replace the lens and four mounting screws.
5.
Dimming Rheostats A. Removal (1) Remove the overhead switch panel. (2) Remove rheostat mounting screws. (3) Disconnect and label wiring. (4) Remove rheostat. B. Installation (1) Connect wiring to rheostat. (2) Position rheostat in proper location and install mounting screws. (3) Install the overhead switch panel.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Rocker Switch Lamp Replacement A. B. C.
6.
On the exposed arc of the rocker switch find an indentation and pry the rocker portion of switch from the switch assembly, using the indentation for leverage note rocker position. Locate and pull the metal tab. Remove lamp from its socket and replace. It is not necessary to rotate lamp when removing or installing it. After replacing the lamp, place the rocker portion of the switch in the same position as when removed, and press it firmly into place noting an audible snap as the plastic locks mate into place. Cycle the switch to confirm rocker is seated.
7.
Overhead Switch Panel The overhead switch panel is lighted with electroluminescent placards (see below). The left and right sections are retained by the panel mounting screws. The center section is glued on.
8.
Electroluminescent Lighting Illumination by electroluminescence is accomplished by discharging an alternating current through phosphor treated material, such as the circuit breaker decal strips. Should any one decal strip fail to illuminate, the complete strip must be replaced Should all decal strips fail to illuminate, the probable fault is with the inverter used to convert 24 Vdc to 115 Vac. The inverter is located on the bottom of the cover plate in the floor at the pilots feet (see 6-00-00, Figure 5). Replace the inverter. The 24 Vdc power to the inverter comes through the INSTR PANEL 5 amp circuit breaker. If the electroluminescence placards and post lights fail to illuminate, check that the INSTR PANEL circuit breaker has not tripped; reset, if necessary. If the INSTR PANEL circuit breaker has not tripped, check the PANEL dimmer control unit. If the PANEL dimmer control unit is good, check that neither MAIN 80 amp Tie Bus circuit breaker has tripped; reset as necessary. If none of the above correct the problem, check all related wiring. Refer to Chapter 91 for appropriate electrical schematics.
9.
Fixed Oxygen Cylinder Cabinet Lighting The fixed oxygen cylinder cabinet has two lights which are controlled by a switch mounted on the front right of the cabinet. A. B. A standard post light is mounted in the top to illuminate the pressure gauge. See Instrument Panel Post Lights, above, for lamp replacement, removal, and installation. An LED light is mounted in the front left of the cabinet to illuminate the pilots oxygen mask stowage box. Should the light fail, replacement of the entire light assembly is required. (1) Removal (a) At the front of the cabinet, remove the two screws holding the light assembly to the cabinet. (b) At the rear of the cabinet, cut the two wires leading from the light assembly to the harness. NOTE: Leave sufficient length of wire to accomodate splicing in the new light assembly. (c) Remove light assembly.
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(2) Installation (a) At the front of the cabinet, insert the wires from the new light assembly and route them to the rear. Secure the light assembly to the cabinet with two screws. (b) At the rear of the cabinet, splice the two wires from the new light assembly to the stubs of the wires from the old light assembly (i.e. - white to white and black to black). 10. Post-Installation Set-up
(PIR-PPS-60199-2, Rev.D / PPS-60206, Rev. E.)
The GNS-430/-530 NAV/COM/GPS, the GTX-327/-330 Transponder and the ADF-650D Radio Direction Finder each have lighting configuration settings which must be adjusted after installation. Whenever a unit is replaced, use the following procedures to configure the lighting in the new unit. A. GNS-430/-530 With power applied to the avionics rack and the GNS-430/-530 turned off, press and hold the ENT key and turn the unit ON. Release the ENT key when the display activates. After the data base pages, press the ENT key twice (to step through the Data Base Information and Indicator Self Test Pages). The next page displayed is the MAIN ARINC 429 CONFIG page. While in Configuration Mode, pages can be selected by ensuring the cursor is off and rotating the small (inner) right knob. Do this now and select the MAIN LIGHTING PAGE. To change data on the displayed Main Lighting Page, press the small (inner) right knob (CRSR) to turn on the cursor. Turn the large (outside) right knob to step through the data fields. Turn the small (inner) right knob to change the data in the field that the cursor is on. Press the ENT key to accept the data that is displayed in the selected field. Configure a newly installed unit as shown in Chart 1. NOTE: Initial configuration may be done using aircraft battery or external power. Final performance should be checked with the airplane configured as follows: Engine - Running Navigation Lights ON Air Conditioning OFF Alternator ON Strobe Lights ON Cabin Blower Fan Low Avionics ON Pitot Heat OFF Vent Blower OFF Instrument Panel Lights Full Bright Day/Night Switch Day
CHART 1 GNS-430/-530 MAIN LIGHTING CONFIGURATION

DISPLAY LIGHTING SOURCE RESP TIME / MIN SLOPE / OFFSET PHOTO TRANS % PHOTO SLP / OFST NO SETTING 28 VDC 4 / 80 50 / 50 25 35 * / 35 * KEY NO SETTING PHOTO 4 / 99 50 / 90
NOTE: Due to tolerances of electrical components, these settings may vary slightly from unit to unit. Adjust (/-10%) if needed, to obtain optimum lighting balance between panel units. Settings marked * may be adjusted as required.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL B. GTX-327/-330
With power applied to the avionics rack and the GTX-327/-330 turned off, press and hold the FUNC key and turn the unit ON. This provides access to the configuration pages. The FUNC key sequences forward through the configuration pages. The START/STOP key sequences the configuration pages backward. The CRSR key will highlight selectable fields on each page. When a field is highlighted, the numeric data entry will be performed with the 0-9 keys, and list selections will be performed with the 8 or 9 keys. Press the CRSR key to accept changes. Pressing the FUNC key moves on to the next configuration page without saving the changes. To exit the configuration pages, turn the power off and then on again (without holding the FUNC key). Configure a newly installed unit as shown in Chart 2. NOTE: For the GTX-330 only: when the unit is turned on for the first time, or an invalid aircraft address is recognized, the unit will prompt the user to enter a valid aircraft address. See latest revision of Garmin GTX-330 Installation Manual, P/N 190-00207-02.
CHART 2 GTX-327/-330 LIGHTING CONFIGURATION

Data Element Selection
DISPLAY MODE PAGE DISPLAY MODE LEVEL AUTO 75
DISPLAY BACKLIGHT PAGE BKLT LVL RSP TIME MIN BKLT SRCE SLOPE OFFSET AUTO Not Selectable 4 8 PHOTO 50 50 KEY LIGHTING PAGE KEY LVL RSP TIME MIN KEY SRCE SLOPE OFFSET CONTRAST MODE AUTO Not Selectable 4 5 28V 20 30 AUTO
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C.
ADF-650D Using the instructions provided in the Pilots Operating Handbook for the ADF-650D (i.e. - P/N 87111), pages 2-11, 2-12 & 2-13, adjust the lighting characteristics to match the GTX-327 as closely as possible. When selecting the models for the display, OPTO mode should be selected for the display as shown in fig. 2-15, and AUTO mode should be selected for the background as shown in fig. 2-16.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL PASSENGER COMPARTMENT
Cabin lighting is provided by eight overhead eyeball spot lights and two lighting strips running down the left and right sides of the cabin. A courtesy light illuminates the cabin entrance door. 1. Courtesy Lighting A. Description The cabin door courtesy light, the two eyeball spots over the baggage area and one each of the fwd and mid-cabin spots are all wired to the courtesy lighting circuit and illuminate when the cabin door is opened. The courtesy lighting circuit is powered through an in-line 5 amp fuse from the battery bus. Two switches, an upper and lower, are actuated by the cabin door. One half of the lower switch controls the cabin courtesy lighting, while the other half and the upper portion of the switch provides door ajar warning power to the annunciator panel. The courtesy lighting circuit is controlled by a twelve minute one-shot timer to prevent unnecessary battery discharge if the door is left open unattended. B. Courtesy Light Lamp Replacement (1) Remove lens mounting screws. (2) Pull out bayonet base lamp. (3) Install replacement, check, and reinstall lens. C. Courtesy Lighting Timer (1) Removal (a) The courtesy lights timer is located on a frame assembly aft of the lower cabin door. (b) Disconnect electrical wires. (c) Remove mounting screws and timer assembly. (2) Installation (a) Position timer assembly in place and secure with mounting screws. (b) Connect electrical wires. (c) Test for proper operation of timer. 2. Eyeball Spotlights (Reading Lamps) A. Lamp Replacement Pull the lens cover off and twist out the bayonet mount bulb. B. Removal The eyeball spotlights are mounted in pairs to the central headliner assembly. (1) Remove four bezel mounting screws and remove bezel. (2) Remove screws holding light assembly to headliner and remove spotlight. C. Installation (1) Position spotlight at headliner and secure with screws. (2) Position bezel around the spotlight pair and secure with screws. 3. Side Light Strips The side light strips are illuminated by hundreds of miniature light bulbs within each strip. Bulbs cannot be replaced individually. The side light strips are controlled by a switch adjacent to the cabin door.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL EXTERIOR
External lighting consists of anti-collision strobes, landing, taxi-pulse, position, and wing inspection lights. Refer to 91-33-00 for electrical schematic details of these lighting systems. 1. Strobe Lights A. Description (Refer to Figure 1 and Section 91-33-40.) Each wing tip strobe tube is powered by its individual power supply. Both power supplies receive power from the main bus through the 5 amp STROBE LIGHTS circuit breaker, and are controlled by the strobe light switch. If both strobe lights exhibit a fault, first verify that the STROBE LIGHTS circuit breaker has not opened (reset, if necessary), and then integrity of the strobe light switch (replace. if required). If either strobe is operating correctly, the strobe switch considered good. Check wiring from the strobe light switch to each strobe power supply to verify system wiring integrity. The strobe light assembly functions as a capacitor high voltage discharge system. An audible tone of 1 to 1.5 K Hertz is emitted during the charge cycle of the strobe power supply in a normally functioning unit. However, the audible tone does not necessarily mean the power supply firing circuit is good. A voltage of approximately 450 volts is developed on the capacitor, after which the audible tone ceases. The capacitor is paralleled across the Xenon flash tube which holds off the voltage until the tube is triggered by a separate pulse generated by a solid state timing circuit. After the trigger pulse causes ionization of the Xenon gas in the envelope, an intense light is given off for a brief moment as the capacitor discharges. Following discharge across the tube, the oscillator again chops up the dc aircraft current into alternating current, and again develops a higher voltage through transformer action. After full voltage is again impressed on the capacitor the cycle repeats itself occurring at about 50 flashes per minute. Since each wing tip strobe is powered by its own power supply, and if both power supplies are emitting audible tones, simply switch power supplies from each wing tip. If the trouble is one of the power supplies, replace it. If the faulty strobe still malfunctions replace that strobe tube. Refer to Replacement of Position / Strobe Lamps and to Replacement of Strobe Power Supplies. B. Strobe Xenon Tubes and Power Supply - General Service Information (1) Never reverse power supply input connections for even an instant. Reverse polarity will permanently damage the circuitry. Even though damage may not be immediately apparent, the power supply will fail in use. (2) Wait five minutes for high voltage bleed down to occur, before handling a strobe power supply to avoid electrical shock. (3) Never allow connection between pins 1 and 2 of the flash tube connector, since this will discharge the capacitor and destroy the trigger circuit in the power supply. NOTE: All of the following conditions, except item (6), are considered to require replacement. (4) A Xenon flash tube can be photo-sensitive. Some may flash normally when exposed to light, but may become difficult to fire in darkness. (5) Xenon flash tubes become more difficult to fire with age, or when exposed to very high temperatures. (6) A tube with most of the service life left in it, should fire on a reduced voltage of 22 volts. (7) A tube with little service life left in it, will fire with an engine running, but refuse to fire on battery voltage.
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(8) Under hot and cold cycling during normal operation, egg-shelling of the glass envelope can occur, or leaks may develop in the glass seal. (9) Xenon strobe tubes can sometimes go into self-ionization continuously glowing a light blue, thus rendering the system inoperative. C. Position / Strobe Lamp Replacement (1) Remove the screws securing the plexiglass cover to the wing tip structure, and separate the cover from the wing tip. (2) Remove lens retainer screws, retainer, and lens, exposing the light bracket assembly. (refer to Figure 1) (3) The position lamps can now be replaced. NOTE: If strobe (Xenon) lamp is to be replaced, proceed to step (5). If not complete step (4). (4) Install lens, retainer, and cover in reverse of the preceding steps. (5) Each strobe lamp is powered by its own power supply which is attached to a wing access panel located on the lower wing surface just inboard of each wing tip. CAUTION: WHEN DISCONNECTING STROBE POWER SUPPLY, ALLOW FIVE MINUTES OF BLEED DOWN TIME BEFORE HANDLING A CHARGED UNIT. (6) Remove the 12 screws securing wing access panel to the underside of the wing. Drop access panel from the wing exposing the attached strobe power supply. (7) Remove four attachment screws and eight AN960-10 washers; separate power supply from access panel. Set wing access panel aside to protect paint etc. (8) Unplug both power supply connectors, (P110 and P111eft wing / P210 and P211 right wing) and remove power supply from wing. (9) Reach into wing and unscrew (P109 left wing / P209 right wing) releasing this connector. (refer to Figure 1.) (10) Remove light bracket assembly mounting screws from wing tip and gently pull entire light assembly free of wing tip, feeding wiring through wing tip opening until plug (P101/P2111) three wire connector is pulled outside of wing. NOTE: If sufficient wire length is not available to continue with the following steps, the remaining ground wire will have to be disconnected at the plug bracket assembly ground lug (Figure 1). (11) Cut the disconnected three wire connector, P111 or P211, at the base of the strobe light bracket assembly and discard cut wires and connector end. (12) Remove and destroy Xenon strobe lamp. (13) Route new wires attached to replacement strobe lamp through hole in bracket assembly and install new Xenon tube in bracket assembly. (14) Referring to 91-33-40 schematic of anti-collision strobe lighting insert new wiring terminals into the replacement connector plug supplied with the new strobe lamp. Wire according to schematic. (15) Gently feed cable assembly back into wing and align light bracket assembly in place. Do not mount assembly. (16) If ground wire was disconnected from plug bracket ground lug, connect this wire. (17) Reconnect (P109 or P209) to plug bracket mate. (18) Connect new three wire connector P-111 or P-211 and the original P-111 or P-210 connectors to power supply.
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(19) Install power supply to access panel with the eight AN960-10 washers and four attachment screws. (20) Install wing access panel with power supply attached and wires facing outboard, to the wing surface with appropriate mounting screws previously removed. (21) Install the light bracket assembly, lens, lens retainer and plexiglass cover. D. Strobe Power Supply Replacement (1) Each wing tip strobe light is powered by its individual power supply which is attached to a wing access panel located on the lower wing surface just inboard of the wing tip. Refer to Figure 2. (2) Remove wing access panel. (3) Unplug power supply connectors P-111 and P-110 on left wing and P-211 and P-210 on right wing. (4) Remove four screws and eight AN960-10 washers attaching power supply to wing access panel and separate from power supply. (5) Reverse procedures for installation of strobe power supply.
Position, Strobe, and Taxi / Pulse Light Installation Figure 1
4G3
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2.
Taxi / Pulse (Recognition) Lights The Taxi-Pulse switch is located in the overhead switch panel. When switched to Taxi, the lights are illuminated continuously. When Pulse is selected, a flasher unit (mounted below the fwd pilots circuit breaker panel) is engaged and the lights illuminate alternately (left & right) at about 55 pulses per minute to increase aircraft visibility. A. B. A 50 watt taxi / pulse light is located within the leading edge of each wing inboard of the tip. If the strobes have just been in operation, wait five minutes for high voltage bleed down to occur before removing wing access panel located on the lower surface of the wing just inboard of the wing tip by removing the 12 screw securing to the wing. The strobe power supply is attached to this wing access panel with 4 screws an eight AN960-10 washers. Remove access panel and unplug strobe power supply connectors, so access panel with power supply still attached can be set aside. This will prevent weight of power supply from pulling on electrical harness. (refer to Figure 1) Disconnect electrical connectors from rear of light. Remove four bracket retaining screws from the assembly. These screws are removed from the external surface of the wing; two on the bottom and two on top. Slide the light bracket assembly aft and down and out through access opening.
C.
D. E. F.
Taxi / Pulse Light Installation (Side View) Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL G. H. I.
To remove lens, squeeze lens gently and slide forward, out of edge of wing structure, ensuring the gasket does not slide off and into the wing. To remove lamp from light assembly, snap lens cover off of the reflector and replace the lamp. Installation is reverse of preceding steps.
3.
Landing Light Replacement A 250 watt landing light is attached to the nose gear strut by a support bracket and brace. It functions independently of the taxi / pulse lights. A. B. C. D. Remove the four lens attachment screws and pull the bezel from the fixture being careful not to damage the seal. Remove bezel, seal, and glareshield. The lamp will be free to separate from the support bracket. Pull the lamp forward and unscrew the electrical connections from the lamp. Replace the lamp making sure the electrical connections are secured with the electrical connection screws previously removed, and push the lamp into the lamp support bracket. Reinstall the glareshield, seal, and bezel with the four attachment screws.
4.
Wing Inspection (Ice) Light The wing inspection (ice) light is rivetted into the left side of the fuselage assembly at F.S. 104.73 (i.e. above the left wing root glove). Lamp Replacement (1) Remove screws (4) from lens cover and remove lens cover. (2) Twist bulb out of bayonet socket. (3) Insert new bulb (MS25338-7079). (4) Replace lens cover and secure with screws (4).
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CHAPTER
34
NAVIGATION AND PITOT / STATIC
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PAGE 1 2 1 2 1 2 1 2 3 4 5 6 7 8 9 10
DATE Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00
PAGE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 1 2 3 4 1 2 3 4
DATE Jul 1/00 Mar 6/03 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
34-00-00
34-10-00
34-40-00
34-50-00
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CHAPTER 34 - NAVIGATION AND PITOT/STATIC TABLE OF CONTENTS
SUBJECT GENERAL FLIGHT ENVIRONMENTAL DATA / PITOT STATIC Pitot and Static Systems Description and Operation Troubleshooting Test Pitot Head Removal Installation Heaters Test Standby Altimeter Troubleshooting Standby Airspeed Indicator Troubleshooting Outside Air Temperature (OAT) ATTITUDE & DIRECTION
SECTION 34-00-00
PAGE 1
GRID NO. 4G13
34-10-00
1 1 1 1 1 5 5 5 5 7 7 9 9 9
4G15 4G15 4G15 4G15 4G15 4G19 4G19 4G19 4G19 4G21 4G21 4G23 4G23 4G23 4H1 4H1 4H1 4H1 4H1 4H3 4H3 4H3 4H3 4H4 4H9 4H9 4H9 4H15 4H16 4H16 4H16 4H16 4H16 4H16 4H19
34-20-00
1 1 1 1 1 3 3 3 3 4 9 9 9 15 16 16 16 16 16 16 19
Standby Attitude Indicator Troubleshooting Removal and Installation Emergency Power Supply Electronic Flight Information System (EFIS) - Standard Electronic Attitude Director Indicator (EADI) (i.e. - PFD) Troubleshooting Basic Functional Test Removal and Installation Electronic Horizontal Situation Indicator (EHSI) (i.e. - ND) Troubleshooting Basic Functional Test Removal and Installation Air Data & Attitude Heading Reference System (ADAHRS) (i.e. - AHRS) Magnetic Heading Compensation/Calibration Ground Test Proceedure Electronic Flight Information System (EFIS) - Optional Description Maintenance Component Locator
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 34 - NAVIGATION AND PITOT/STATIC TABLE OF CONTENTS (cont.)
SUBJECT ATTITUDE & DIRECTION (cont.)
SECTION 34-20-00
PAGE
GRID NO.
Magnetic Heading Systems Standard EFIS Installation Flux Detectors Magnetic Heading Compensation / Calibration Optional EFIS Installation - Magnetometers Magnetic Compass Troubleshooting Adjustment Turn Coordinator Troubleshooting Removal and Installation INDEPENDENT POSITION DETERMINING Color Weather Radar Removal Installation Self-test DEPENDENT POSITION DETERMINING COM/NAV/GPS (GNS-530) Removal and Installation Post-Installation Lighting Set-up Transponder (GTX-327) Removal and Installation Post-Installation Lighting Set-up 34-50-00 34-40-00
20 20 20 20 24 26 26 26 28 28 28 1 1 2 2 2 1 1 1 1 3 3 3
4H20 4H20 4H20 4H20 4H24 4I2 4I2 4I2 4I4 4I4 4I4 4I5 4I5 4I6 4I6 4I6 4I9 4I9 4I9 4I9 4I11 4I11 4I11
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34 - CONTENTS
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1.
Standard The Meggitt Avionics next Generation Integrated Cockpit (MAGIC) Electronic Flight Information System (EFIS) is installed as the primary flight and navigation instrumentation. The MAGIC EFIS consists of three primary components: (See 34-20-00, Figure 1.) A. B. C. Primary Flight Display (PFD) [i.e. - Electronic Attitude Director Indicator (EADI)], Navigation Display (NAV) [i.e. - Electronic Horizontal Situation Indicator (EHSI)], and Air Data & Attitude Heading Reference System (ADAHRS) [i.e. - Attitude Heading Reference System (AHRS)].
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) Line maintenance of this system is limited to basic troubleshooting and that is addressed in 34-20-00. In addition, the Meridian employs Meggitts MAGIC Engine Instrument Display System (EIDS) as the primary engine instrumentation. The MAGIC EIDS consists of two primary components: the Engine Display Unit (EDU) and the Data Acquisition Unit (DAU). Germane to this chapter is the fact that Outside Air Temperature data is collected by the DAU and displayed by the EDU. See 77-40-00 for additional info. 2. Optional The Avidyne FlightMax Entegra Electronic Flight Information System (EFIS) is available as an option in S/Ns 4697198 and up. This system uses two large 10.4-inch diagonal, high-resolution, sunlight-readable full color displays (PFD and MFD), to provide standard flight instrumentation including attitude direction indicator (EADI), horizontal situation indicator (EHSI), altitude, airspeed, vertical speed, moving map, weather, terrain and traffic data, as well as all engine instrumentation. Standard primary flight instruments (i.e. - airspeed, electric attitude indicator, and altimeter) provide redundancy. (See 34-20-00, Figure 2.) The EFIS installation consists of the following components: pilot and co-pilot Primary Flight Display s (PFDs); a single Multifunction Display (MFD); Data Acquisition Unit (DAU), mini-DAU, and associated sensors; and two Magnetometer/OAT Sensor Assemblies. WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) Line maintenance of this system is limited to basic troubleshooting and that is addressed in 34-20-00. See 77-40-00 for additional info on the Data Acquisition Unit (DAU) and mini-DAU.
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FLIGHT ENVIRONMENTAL DATA / PITOT STATIC The instrument air system consists of pitot air and static air sources. The system supplies both pitot and static air pressure for the EFIS Air Data and Attitude Heading Reference System (ADAHRS) and standby airspeed indicator, and static pressure for the standby altimeter and the cabin pressure differential, vertical speed, and altitude (triple) indicator. Instruments addressed in this section are face mounted. (See 39-10-00, Face Mounted Instruments - Removal and Installation.) 1. Pitot and Static System A. Description and Operation Impact air pressure entering the heated pitot heads installed on the bottom of the left and right wings is carried through hose and tubing within the wing and fuselage to the ADAHRS unit(s) (two on the aft equipment shelf in the standard EFIS installation or one integrated into each PFD in the optional EFIS installation) and to the standby airspeed gauge on the instrument panel. Static pressure for the ADAHRS unit(s), standby altimeter and airspeed indicators and the differential, vertical speed, and altitude (triple) indicator, is sensed by static source pads on the underside of the fuselage at F.S. 243.38. Static pressure for the pressurization system outflow valve is sensed by another static pad at F.S. 243.38 and between the instrument static pads. An alternate static source control valve is located below the instrument panel to the left of the pilot. For normal operation, the lever remains down. To select alternate static source, place the lever in the up position. When the alternate static source is selected the airspeed and altimeter and vertical speed indicator are vented to the alternate static pad on the aft sides of the fuselage. During alternate static source operation, these instruments may give slightly different readings. The pilot can determine the effects of the alternate static source on instrument readings by switching from standard to alternate sources at different airspeeds. WARNING: DO NOT ATTEMPT TO DRAIN STATIC SYSTEM DURING PRESSURIZED FLIGHT. If one or more of the pitot static instruments malfunction, the system should be checked for dirt, leaks or moisture. A partially or completely blocked pitot head will give erratic, erroneous, or zero reading on the instruments. The pitot and static lines may be drained by drains located next to the pilot and copilot seats. The holes in the sensors for pitot and static pressure must be fully open and free from blockage. Blocked sensor holes will give erratic or zero readings on the instruments. The heated pitot heads are standard equipment. The pitot heat switch is located on the right overhead switch panel. Static source pads have been demonstrated to be non-icing; however, in the event that icing does occur, selecting the alternate static source will alleviate the problem. B. Troubleshooting See Chart 1. In the standard EFIS installation, see also Appendix 1 (grid 6I21). C. Test
(PIR-PPS 60035, Rev. L)
This test requires a pitot/static test fixture (i.e. - Aerosonic Air Data Test Set - Model 90000-0168 or equivilent) and calibrated air source (i.e. - airspeed simulator) and should be performed at any time an instrument, fitting, line, pitot head, or static button is disconnected. The test should be performed prior to the next flight. NOTE: Ensure the lines and fittings are free of any entrapped moisture or restrictions. (1) Attach the test fixture to the pitot head. Align the holes in the fixture with the holes in the head. (2) Attach the airspeed simulator hose to the pitot (pressure) port of the fixture. (3) Turn ON both PFDs (i.e. - EADIs in the standard EFIS installation).
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CHART 1 TROUBLESHOOTING PITOT AND STATIC SYSTEMS Trouble Heating element inoperative. Cause Defective switch. Grounded or open circuit. Defective heating element in pitot head. Circuit breaker keeps tripping. Instruments inoperative or erratic in operation. Grounded wire. Lines clogged. Remedy Replace the switch. Check for continuity and repair. Replace the pitot-static mast. Check for continuity and repair. Disconnect lines at instruments and blow out with low pressure air. Check lines for loose connections at all connection points.
Line leaks.
NOTE: After any lines have been opened, perform pitot static pressure check on the system prior to a return to service.
(4) Operate the simulator to obtain a reading of 75 knots on the airplane airspeed indicator(s). (5) Check that the standby airspeed indicator needle follows in the same direction as the simulator airspeed indicator needle. (6) Raise airspeed to 188 knots and wait 15 seconds to allow the airplane airspeed indicators to stabilize. (7) Observe the simulator and airplane airspeed indicators for 15 seconds. If a leak is present, the indicator needles will move toward zero. (8) If a leak is present, check the fixture installation, hose connections, and pitot system lines and fittings. Repair the leak when found, then repeat steps (1) - (7). (9) Turn OFF the copilots PFD. (10) Operate the simulator to indicate 140 knots on the pilots PFD. Verify that the pilots PFD indicates within three (3) knots of the simulator indication. (11) Turn OFF the pilots PFD and turn ON the copilots PFD. (12) Repeat step (10) for the copilots PFD and for the standby airspeed indicator. (13) Turn ON the pilots PFD and turn OFF the copilots PFD. (14) Operate the simulator until the overspeed aural alarm first sounds. Verify that the simulator indicates an airspeed of 188 to 194 knots. (15) Increase the simulator airspeed indication to 200 knots. (16) Decrease the simulator airspeed indication until the overspeed aural alarm first stops. Verify that the simulator indicates an airspeed of less than 188 knots. (17) Turn OFF the pilots PFD and turn ON the copilots PFD. (18) Repeat steps (14) - (16). (19) Remove the test fixture from the pitot head.
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34-10-00
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S TAT IC / A LT S TATIC PI TOT A LTE RNAT E S TATIC
PR ESSURE BO U N DA RY
CPI
ASI
A LT
FWD
DRA IN #1 ALT STATI C SELECTOR VALVE DRA IN #3 DRAI N #6 DRA IN #2 DRA IN #4 RIGHT P ITOT P ROB E CO-P ILOT STAT IC BUTTON
D R AIN #5
LEFT PI TOT PROBE
STATI C
PI LOT STATI C BUTTON
P ITOT
S TA N DA R D E F I S
AU TO PIL OT TR AN SD UCER
NOT INSTALLED IN S/N'S 4697144, AND 4697149 & UP.
102575 P
ADAHRS1
A DA HRS 2
ALTERNATE STATI C BUTTONS
Pitot-Static System Figure 1 (Sheet 1 of 2)
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PFD #2 PFD #1
PITOT LINE
STANDBY AIRSPEED INDICATOR (REF.)
STANDBY ALTITUDE INDICATOR (REF.)
STATIC LINE
VIEW LOOKING AFT
STATIC LINE
CABIN PRESSURIZATION INDICATOR (REF.)
PITOT LINE
STATIC / ALT STATIC
PITOT
AS ALT CPI STATIC SOURCE SELECTOR VALVE PFD #1 PFD #2
PRESSURE BOUNDARY
FWD
DRAIN DRAIN DRAIN LEFT PITOT PROBE DRAIN DRAIN RIGHT PITOT PROBE
OPTIONAL EFIS (S/N'S 4697198 AND UP)

STATIC PFD #2
105135
PRI STATIC PFD #1
ALT STATIC PFD #1
ALT STATIC PFD #1
Pitot-Static System Figure 1 (Sheet 2 of 2)
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(20) Attach static test fixture to the static port and pitot test port of the aircraft. Tape over the other static button. (21) Turn ON the pilots PFD. (22) Set the aircraft altimeter needles to read zero altitude. Operate the static simulator to cause the aircraft altimeter needles to read 1,000 feet altitude. Momentarily open the alternate static port. There should be a decrease in altimeter indication. If no change occurs the system is blocked and must be repaired prior to further testing. (23) Increase altitude to 1,050 feet. (24) Check that the aircraft altimeter shows an increase. (25) Observe the aircraft altimeter. Loss of indicated altitude shall not exceed 100 feet in one minute. (26) Increase altitude to 12,700 feet. (27) Check that the aircraft altimeter shows an increase. (28) Observe the aircraft altimeter. Loss of indicated altitude shall not exceed 254 feet in one minute. (29) If a leak exceeds the tolerances in step (25) or (28), check the fixture installation, plumbing and fittings. Repair the leak when found and repeat the static system checks above. (30) Turn OFF the pilots PFD and turn ON the copilots PFD. (31) Repeat test steps (22) thru (29) for copilots PFD. (32) Remove the test fixture and tape from the static button. 2. Pitot Head A. Removal (refer to Figure 2) The pitot heads are located on the bottom of each wing. (1) Remove the four screws which secure the pitot tube to the mast assembly. (2) Carefully pull the pitot tube from the mast assembly. (3) Remove the hose from the elbow on top of the pitot tube. (4) Disconnect the electrical leads at the connector. B. Installation (1) Reconnect the electrical leads to the heating elements. (2) Install the pitot tube into the mast assembly. (3) Secure the pitot tube to the mast assembly with the four screws (4) Reconnect the electrical leads to the gauge. C. Heaters Test (1) Remove the pitot head from mast assembly and the wing. (2) With one of the test leads connected to one of the terminals of the head, ground the other lead to the metal body of the head assembly. There should be no continuity. (3) Reinstall the pitot head into the mast assembly and the wing.
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VIEW B - B
MAST ASSEMBLY
ELECTRICAL CONNECTOR PINS
DRAIN HOLE
PART NUMBER MARKED "TOP"
VIEW A - A
L Shaped Pitot Tube Installation Figure 2
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3.
Standby Altimeter The altimeter uses pressure differential to indicate altitude in feet. When the barometric pressure scale on the instrument is set to the current altimeter setting, the altimeter will indicate altitude, in feet, above sea level. The indicator has one pointer, a dial scale, and a drum indicator; the pointer is read in feet, the right digit on the drum reads in hundreds of feet and the left digits on the drum read in thousands of feet. The barometric pressure window, located on the lower right side of the indicator dial, is set by the knob located on the lower left corner of the instrument. The altimeter consists of a sealed aneroid (diaphragm) that is connected to the pointer and drum through a mechanical linkage. The instrument case is vented to the static air system and as static air pressure decreases, the aneroid expands, causing the pointer and drum to move through the mechanical linkage. The altimeter incorporates an electrically driven vibrator to prevent meter sticking. Troubleshooting - see Chart 3. NOTE: If any connections in static system are opened for maintnenance, the complete system must be rechecked per FAR 23.1325.
CHART 3 TROUBLESHOOTING ALTIMETER (Sheet 1 of 2) Trouble Excessive scale error. Excessive pointer oscillation. High or low reading. Cause Improper calibration adjustment. Defective mechanism. Improper venting. Remedy Replace instrument. Replace instrument. Eliminate leak in static pressure system and check alignment of airspeed tube. Replace instrument. Replace instrument.
Setting knob is hard to turn. Pointer or drum fails to move when setting knob is rotated. Setting knob set screw loose or missing. Cracked or loose cover glass. Dull or discolored markings. Barometric scale and reference markers out of synchronism. Barometric scale and reference markers out of synchronism with pointer or drum. Altimeter sticks at altitude or does not change with change of altitude.
Wrong lubrication or lack of Iubrication. Out of engagement.
Not tight when altimeter was reset. Case gasket hardened. Age. Slippage of mating parts. Drift in mechanism.
Tighten instrument screw, if Ioose. Replace instrument, if screw is missing. Replace instrument.
Replace instrument. Refer to the latest revision of AC 43. 13-1. Remove static lines from all instruments, blow line clear from cockpit to static ports. Check wiring and electrical connections.
Water or restriction in static line. Loss of power to instrument.
4G21
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 3 TROUBLESHOOTING ALTIMETER (Sheet 2 of 2) Trouble Cause Water in static line.
Remedy Remove static lines from all instruments, and blow line clear from cockpit to static ports. Change instrument.
Altimeter changes reading as aircraft is banked.
Altimeter requires resetting frequently.
Temperature compensator inoperative.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Standby Airspeed Indicator
4.
The airspeed indicator provides a means of indicating the speed of the airplane passing through the air. The airspeed indication is the differential pressure reading between pitot air to pressure and static air pressure. This instrument has the diaphragm vented to the pitot air source, and the case is vented to the static air system. As the airplane increases speed, the pitot air pressure increases, causing the diaphragm to expand. A mechanical linkage picks up this motion and moves the instrument pointer to the indicated speed. The instrument dial is calibrated in knots, and also has the necessary operating range markings for safe operation of the airplane. Troubleshooting - see Chart 4. NOTE: If any connections in static system are opened for maintnenance, the complete system must be rechecked per FAR 23.1325. CHART 4 TROUBLESHOOTING AIRSPEED TUBES AND INDICATOR Trouble Pointers on instruments stick or do not indicate properly. Pointer of instrument oscillates. Instrument reads high. Cause Leak in instrument case or in pitot lines. Defective mechanism. Pointer not on zero. Leaking static system. Instrument reads low. Pointer not on zero. Leaking static system. Pitot head not aligned correctly. Airspeed changes as aircraft is banked. Water in pitot line. Remedy Check for leak and seal. Replace instrument. Replace instrument. Find leak and correct. Replace instrument. Find leak and correct. Realign pitot head. Remove lines from static instruments and blow out lines from cockpit to pitot head.
5.
Outside Air Temperature (OAT) The OAT sensor is located at Sta 86.50 on the bottom of the right wing. A. Standard EFIS Installation The Data Acquisition Unit (DAU) collects and transmits OAT sensor data for display on the co-pilots Engine Display Unit (EDU). See 77-40-00 for more information on Meggitt MAGIC EDU. B. Optional EFIS Installation In S/Ns 4697198 and up, with the optional Avidyne FlightMax Entegra EFIS installed; the Data Acquisition Unit (DAU) collects the OAT sensor data and sends it to the Primary Flight Displays (PFDs) and the Multifunction Display (MFD).
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL ATTITUDE & DIRECTION
1.
Standby Attitude Indicator The standby Attitude Indicator is essentially an electrically driven gyroscope rotating in a horizontal plane and is operated on the principal of rigidity in space. Due to the gyroscopic inertia, the spin axis continues to point in the near vertical direction, providing a constant visual reference to the attitude of the airplane relative to pitch and roll axis. A bar across the face of the indicator represents the horizon, and aligning the miniature airplane to the horizon bar simulates the alignment of the airplane to the actual horizon. Any deviation simulates the deviation of the airplane from the true horizon. The Attitude Indicator is marked for different degrees of bank. A. Troubleshooting - see Chart 1. CHART 1 TROUBLESHOOTING ATTITUDE INDICATOR Trouble Bar fails to respond. No power. Faulty instrument. Bar does not settle. Incorrect instrument. Defective instrument. Bar oscillates or shimmies continuously. Instrument does not indicate level flight. Instrument loose in panel. Defective mechanism. Instrument not level in panel. Aircraft out of trim. Bar high after 180 turn. Normal, if it does not exceed 1/16th inch. Cause Remedy Check power. Check/replace instrument. Check part number. Replace. Tighten mounting screws. Replace instrument. Loosen screws and level instrument. Trim aircraft. Self correcting.
B.
Removal and Installation See 39-10-00, Face Mounted Instruments - Removal and Installation.
C.
Emergency Power Supply A 24Vdc battery operated power supply (i.e. - B.F. Goodrich PS-834A) is installed in the aft radar pod compartment to provide emergency power for the standby attitude indicator. The unit is connected to the main electrical bus and its sealed lead-acid cells are automatically charged and recharged by its built-in charging system. (1) System Test. The power supply may be tested locally using its integral test switch and light, or, remotely, using the annunciator (i.e. - STBY ATT IND TEST) and instrument panel mounted remote switch (i.e. - Standby Gyro Test Switch). In either case, place the switch in TEST position for a minimum of five (5) seconds. The test light must remain illuminated the entire time.
4H1
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The built-in-test function checks for operation of the up-converter with an internal load applied. During the built-in-test, the input power is automatically switched off and then the voltage of the battery pack is compared to a temperature compensated reference. If the battery capacity is greater than 50% and the built-in-test monitors are valid, a green TEST LED on the connector end of the unit and the remote test lamp will remain on as long as the unit is in test mode. While in the remote activated built-in-test mode, the 28 Vdc output will maintain 0.24 0.1 Amp at 24 0.2 Vdc for 4.0 1.0 seconds. Six seconds after remote activation, the 28 Vdc output will time-out and drop to 24 - 0.1, + 0.5 Vdc and less than 0.1 Amp. If the test light fails to illuminate as required during the test, one or more of the following conditions may exist: 1 2 3 the power supply batteries are less than 50% charged; the test lamp is burned out; or, the power supply unit is defective.
To determine which condition(s) exist(s), first check the test lamp and then proceed to the Capacity Test, below. (2) Capacity Test. Each twelve months, verify the B.F. Goodrich PS-834A Emergency Power Supply battery capacity as follows: (a) Required Equipment Power Supply - variable, 0-32 Vdc @ 6.0 amps continuous output. Voltmeter - Fluke 8050A or equivilent Load Resistors - 100.0 ohm 2%, 10.0 W (28.0 V load) - 13.0 ohm (or equivilent) 2%, 5.0 W (5.0 V load) (b) Procedure 1 2 Disconnect and remove power supply from radar pod. Ground J1 pin E or F. NOTE: Connect directly to the pin(s) or via a test harness equipped with a MS3106F20-27S (or equivilent) connector. 3 4 5 6 Apply 28.0 0.5 Vdc to J1 pin A for two (2) hours. After two (2) hours, remove 28 Vdc input. Apply 100.0 ohm 2%, 10.0 W, load resistor to J1 pin C. Apply 13.0 ohm 2%, 5.0 W, load resistor to J1 pin H. NOTE: The 13 ohm resistor can consist of two five (5) watt resistors whose series ohm value is equal to 13 ohms. 7 8 Ground J1 pin I to turn unit ON. Using the voltmeter: a b 9 10 11 Monitor the output voltage from J1 pin C for a minimum of 45 minutes. Voltage must be 24.0 1.0 Vdc for at least 45 minutes after the load is applied. Check the output voltage from J1 pin H. Verify 5.0 0.3 Vdc.
If the unit meets the standards in step 8, proceed to step 10. If the unit fails the standards in step 8, replace it. Disconnect all loads (i.e. - J1 pin C and J1 pin H) and the ground from J1 pin I. Repeat step 3. When the unit is fully charged, disconnect it from the test set-up and reinstall it.
PAGE 2 Mar 6/03
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Electronic Flight Information System (EFIS) - Standard A.
2.
Electronic Attitude Director Indicator (EADI) [i.e. - Meggitt MAGIC EFIS Primary Flight Display (PFD)] The Primary Flight Display (PFD) is a microprocessor-based color, liquid crystal (LCD) display system. Information displayed includes Airspeed, Altitude, Attitude, Vertical Speed, Heading and Instrument Landing System data. The information is conveyed via predefined display formats. In addition, the PFD includes built-in test, performance and health monitoring functions and display brightness control. The PFD provides Gillam Code Altitude Output for the transponder (Mode C altitude). WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) Descriptions of the operator controls and basic operating modes and screens are in the appropriate Pilots Operating Handbook. (1) Troubleshooting See Chart 2. See also Appendix 1 (grid 6I21). (2) Basic Functional Test CAUTION: IF, DURING THE FOLLOWING TEST, ANY COMPONENT DOES NOT PRODUCE THE EXPECTED RESULTS, THAT COMPONENT MUST NOT BE USED IN FLIGHT UNTIL THE PROBLEM IS CORRECTED. (a) Before applying power, verify proper voltage inputs and ground connections as well as all system interfaces. (b) Start the PFD in Test Mode by pressing and holding the Baro Pushbutton while applying power until the Initialization page is shown. Verify that the Initialization page displays 'MERIDIAN PRIMARY FLIGHT DISPLAY' at the top of the screen and is replaced by the Configuration Data page after approximately 5 seconds. (c) Verify that the Configuration Data page Configuration Discrete Parity Status and Power On Self Test results both show results of Pass. If the result is FAIL, further diagnostic effort is required to determine if the failed indication is the result of improper installation, a faulty PFD, or both. (d) Verify that the Configuration Data page displays the correct installation location (primary or secondary). (e) Remove power from the PFD to terminate Test Mode. Re-apply power to the PFD and start the display in Mission Operational Mode. (f) Verify that the PFD displays the Initialization page for approximately 5 seconds prior to displaying the PFD Screen Format. If power has not been applied to the ADAHRS then the PFD screen format will be replaced by failure indications.
(g) Apply power to the Air Data Attitude Heading Reference System (ADAHRS) (i.e. - AHRS) providing serial data to the PFD. (h) Verify that the PFD Screen Format is displayed (if the ADAHRS is performing initialization then the ADAHRS Initialization screen will replace the attitude sphere). If any of the failure indications are displayed refer to Chart 2. (i) Verify that the ADAHRS has completed initialization by observing that the attitude sphere replaces the ADAHRS Initialization screen. If the ADAHRS has not completed initialization within 180 seconds after application of power to the ADAHRS refer to Chart 2.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (j)
Apply power to the Navigation Display (ND) (i.e. - EHSI) providing serial data to/from the PFD.
(k) Apply power to the Radar Altimeter. Perform a functional test on the Radar Altimeter system and verify that the PFD Rad Alt Indication and Decision Height Annunciation are displayed correctly. (l) Apply power to the VOR radio. Perform a functional test on the VOR Radio system and verify that the PFD Localizer/Glideslope and Backcourse/Localizer Sensing Indications are displayed correctly.
(m) Apply power to the Marker Beacon system. Perform a functional test on the Marker Beacon system and verify that the PFD Marker Beacon indications are displayed correctly. (n) Apply power to the Autopilot system. Place the Autopilot Master Switch in the Flight Director position and verify that the flight director bars are displayed correctly. (o) Press the Baro pushbutton and verify that the barometric correction displays 'STD'. Rotate the Baro Rotary Control clockwise and verify that the barometric correction increases. Rotate the Baro Rotary Control counter-clockwise and verify that the barometric correction decreases. (p) On the pilots side unit only: 1 Press the ADAHRS 2 Select switch to change the data source to ADAHRS No. 2. Verify that the PFD screen format and the ADAHRS Source warning are displayed correctly. Press the ADAHRS 2 Select switch again to change the data source back to ADAHRS No. 1. Verify that the PFD screen format is displayed correctly and the ADAHRS Source warning has been removed.
(q) On the overhead switch panel, decrease the Panel LCDs dimmer switch and verify that the PFD brightness decreases. (r) On the overhead switch panel, increase the Panel LCDs dimmer switch and verify that the PFD brightness increases.
(s) Press the EADI Display Down switch. Verify that the PFD screen blanks and that the PFD screen format is displayed on the Navigation Display (ND) (i.e. - EHSI) . (t) Press the EADI Display Down switch again. Verify that the PFD screen format is displayed on the PFD and that the PFD screen format is removed from the ND.
(3) Removal and Installation See 39-10-00.
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PILOT
Air Data Attitude - Heading Reference System ADAHRS 2 Sel Sw Primary Flight Display Altitude Alerter ATC Transponder GPS1 and GPS2 Overspeed Aural Warning Device
CO-PILOT
Air Data Attitude - Heading Reference System
Primary Flight Display
Navigation Flight Display
Navigation Flight Display
EADI Display Down Sw
VOR1
GPS1
GPS2
VOR2
EADI Display Down Sw Key Arinc 429
Auto Pilot
Marker System
Rad Alt (Optional)
Analogue/Discrete DME (Optional) ADF1 (Optional) ADF2 (Optional) RS422 Gillam Code
Standard EFIS Functional Schematic Figure 1
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CHART 2 (Sheet 1 of 3) TROUBLESHOOTING EADI (i.e. - PFD) Trouble No display visible at power up. Cause +28 VDC power missing. +28 VDC Return missing. Failed PFD. EADI Display Down mode selected. Test mode visible at power up. Stuck Baro pushbutton. PFD failed self test. Display brightness does not change when PFD brightness control operated. 28 VDC lighting bus not connected or not functional. Brightness control not functional. Failed PFD. Barometric correction does not change when BARO Rotary control is rotated. Barometric correction does not change to standard setting when Baro pushbutton is pressed. Unable to enter test mode when Baro pushbutton is pressed. PFD in test mode. Remedy Check wiring & bus voltage. Check wiring. Replace PFD. Check EADI Display Down switch. Check Baro pushbutton. Replace PFD. Check wiring and 28 VDC lighting bus. Check Brightness control. Replace PFD. Ensure PFD in mission operational mode. Replace PFD. Ensure PFD in mission operational mode. Replace PFD. Ensure airspeed is less than 40 knots. Ensure unit is powered off before Baro Pushbutton is pressed. Ensure Baro Pushbutton is pressed and held until initialization page displays. Replace PFD. Ensure PFD in test mode. Replace PFD. Replace PFD.
Failed PFD. PFD in test mode.
Failed PFD. Airspeed equal to or greater than 40 knots detected. Unit not powered off before Baro Pushbutton is pressed. Baro Pushbutton pressed and held for insufficient time. Failed PFD. Test page does not change when Baro Rotary Control is rotated. Power on self test status on Configuration Data page is indicated as FAIL. PFD in mission operational mode. Failed PFD. Failed PFD.
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CHART 2 (Sheet 2 of 3) TROUBLESHOOTING EADI (i.e. - PFD) Trouble Configuration discrete parity status on Configuration Data page is indicated as FAIL. Cause Parity input (Configuration Discrete 7) not wired correctly. Remedy Check configuration discrete setting. Check wiring. Failed PFD. Installation location on Configuration Data page incorrect. Configuration discretes 0 and 1 not wired correctly. Replace PFD. Check configuration discrete setting. Check wiring. Failed PFD. ADAHRS initialization screen is not removed from the display after 3 minutes have elapsed since ADAHRS power on. Rad Alt indication and/or decision height annunciation are not displayed correctly. Localiser/Glideslope and/or Backcourse/Localiser sensing indications not displayed correctly. Marker beacon indications not displayed correctly. ADAHRS not completing initialization. Replace PFD. Perform ADAHRS test.
Failed Radar Altimeter. Failed PFD. Failed VOR radio. Failed PFD. Failed marker beacon system. Failed PFD.
Perform Rad Alt test. Replace PFD. Perform VOR radio test. Replace PFD. Perform marker beacon system test. Replace PFD. Perform Autopilot system test. Check FD/AP switch and wiring. Replace PFD. Replace PFD.
Flight director bars not displayed correctly.
Failed Autopilot system. FD/AP switch not functional/wired correctly. Failed PFD.
Full Field Red, Green, Blue, Black, and White pages are not displayed correctly. ND Interface Data page shows valid data is not being transmitted. ND Interface Data page shows valid data is not being received.
Failed PFD.
Failed PFD. RS422 Receive A and B lines are not connected or are wired incorrectly. Failed ND.
Replace PFD. Check wiring.
Replace ND.
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CHART 2 (Sheet 3 of 3) TROUBLESHOOTING EADI (i.e. - PFD) Trouble ADAHRS Interface Data pages show valid data is not being received. Cause ARINC IN A and B lines are not connected or are wired incorrectly. Failed ADAHRS. Failed PFD. ADAHRS select switch has no effect on the PFD. ADAHRS select switch not functional/wired correctly. Failed PFD. Selecting the EADI Display Down switch to EADI Display Down does not remove the PFD display. PFD screen format not displayed on the PFD when the EADI Display Down switch selected to normal. EADI Display Down switch not functional/wired correctly. Failed PFD. EADI Display Down switch not functional/wired correctly. Failed PFD. Remedy Check wiring.
Replace ADAHRS. Replace PFD. Check ADAHRS select switch and wiring. Replace PFD. Check EADI Display Down switch and wiring. Replace PFD. Check EADI Display Down switch and wiring. Replace PFD.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL B.
Electronic Horizontal Situation Indicator (EHSI) [i.e. - Meggitt MAGIC EFIS Navigation Display (ND)] The Navigation Display (ND) is, like the Meggitt Primary Flight Display (PFD), a microprocessorbased color, liquid crystal (LCD) display system. Information displayed includes Navigation Data, Autopilot Data, Radio Tuning, Airspeed, Altitude, Attitude, Vertical Speed, Heading and Instrument Landing System data. The information is displayed via a series of predefined display formats (HSI, ARC, MAP). In addition, the ND includes built-in test, performance and health monitoring functions and display brightness control. WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) Descriptions of the operator controls and basic operating modes and screens are in the appropriate Pilots Operating Handbook. (1) Troubleshooting See Chart 3. See also Appendix 1 (grid 6I21). (2) Basic Functional Test The following test procedure should be performed with the aircraft in a suitable position to receive valid VOR/ILS/GPS/DME signals. If this is not possible, then use the appropriate test sets to simulate the signals as required. CAUTION: IF, DURING THE FOLLOWING TEST, ANY COMPONENT DOES NOT PRODUCE THE EXPECTED RESULTS, THAT COMPONENT MUST NOT BE USED IN FLIGHT UNTIL THE PROBLEM IS CORRECTED. (a) Before applying power, verify proper voltage inputs and ground connections as well as all system interfaces. (b) Start the ND in Test Mode by pressing and holding the MNU Pushbutton while applying power until the Initialization page is shown. Verify that the Initialization page displays 'MERIDIAN NAVIGATION DISPLAY' at the top of the screen and is replaced by the Configuration Data page after approximately 5 seconds. (c) Verify that the Configuration Data page Configuration Discrete Parity Status and Power On Self Test results both show results of Pass. If the result is FAIL, further diagnostic effort is required to determine if the failed indication is the result of a fault in the wiring, a faulty ND, or both. (d) Verify that the Configuration Data page displays the correct installation location (primary or secondary). (e) Remove power from the ND to terminate Test Mode. Re-apply power to the ND and start the display in Mission Operational Mode. (f) Verify that the ND displays the Initialization page for approximately 5 seconds prior to displaying the HSI Screen Format. If power has not been applied to the ADAHRS then the HSI screen format will display the heading failure indication.
(g) Apply power to the Air Data Attitude Heading Reference System (ADAHRS) (i.e. - AHRS) providing serial data to the ND. (h) Apply power to the Primary Flight Display (PFD) (i.e. - EADI) providing serial data to/from the ND. (i) (j) Verify that the HSI Screen Format is displayed and the installation specific defaults as shown in Chart 4 apply. If any of the failure flags are displayed refer to Chart 3. Enable the Mission Operational Mode/Rev Mode menu by pressing the bezel mounted 'MNU' button. Verify that the menu is displayed correctly.
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CHART 3 (Sheet 1 of 3) TROUBLESHOOTING EHSI (i.e. - ND) Trouble No display visible at power up. Cause +28 VDC power missing. +28 VDC Return missing. Failed ND. Display powers-up in EADI Display Down mode. EADI Display Down mode selected. Failed ND. Test mode visible at power up Stuck MNU button ND failed self test Display brightness does not change when Panel LCDs dimmer switch operated 28 VDC lighting bus not connected or not functional Panel LCDs dimmer module not functional Panel LCDs dimmer switch not functional Failed ND Menu does not appear when MNU button is pressed Menu cursor does not change when and/or buttons are pressed Unable to select menu options when SEL button is pressed Unable to enter Test mode when MNU button is pressed Stuck MNU button Failed ND Stuck and/or buttons Failed ND Stuck SEL button Failed ND Airspeed equal to or greater than 40 knots detected Unit not powered off before MNU button is pressed MNU button pressed and held for insufficient time Failed ND Test menu does not change when the and/or buttons are pressed ND in mission operational mode Stuck and/or buttons Failed ND Unable to select Test pages when the SEL button is pressed Stuck SEL button Failed ND Remedy Check wiring & bus voltage. Check wiring. Replace ND. Check EADI Display Down switch. Replace ND. Check MNU button Replace ND Check wiring and 28 VDC lighting bus Check/replace module Check/replace switch. Replace ND Check MNU button Replace ND Check and buttons Replace ND Check SEL button Replace ND Ensure airspeed is less than 40 knots Ensure unit is powered off before MNU button is pressed Ensure MNU button is pressed and held until initialization page displays Replace ND Ensure ND in test mode Check and/or buttons Replace ND Check SEL button Replace ND
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CHART 3 (Sheet 2 of 3) TROUBLESHOOTING EHSI (i.e. - ND) Trouble Barometric setting does not change in EADI Display Down mode when the and/or buttons are pressed Selected CRS does not change when CSR knob rotated Selected HDG does not change when HDG knob rotated Selected CRS does not align with present heading when CSR knob pushed Selected HDG does not align with present heading when HDG knob pushed Failure flags present on display Cause Stuck and/or buttons Failed ND Stuck CRS knob Failed ND Stuck HDG knob Failed ND Stuck CRS knob Failed ND Stuck HDG knob Failed ND Equipment supplying relevant data to ND failed Failed ND Power on self test status on Configuration Data page is indicated as FAIL Configuration discrete parity status on Configuration Data page is indicated as FAIL Failed ND Remedy Check and buttons Replace ND Check CRS knob Replace ND Check HDG knob Replace ND Check CRS knob Replace ND Check HDG knob Replace ND Check status of equipment supplying data to ND Check data on relevant ND test page Replace ND
Parity input (Configuration Discrete 7) not wired correctly
Check configuration discrete setting Check wiring
Failed ND Installation location on Configuration Data page incorrect Configuration discretes 0 and 1 not wired correctly
Replace ND Check configuration discrete setting Check wiring
Failed ND PFD Interface Data Page shows valid data is not being received/transmitted RS422 Receive and/or Transmit lines are not connected or wired correctly Failed ND Failed PFD ADAHRS Interface Data pages show valid data is not being received ARINC IN A and B Bus 1 lines are not connected or are wired incorrectly Failed ADAHRS Failed ND
Replace ND Check wiring
Replace ND Replace PFD Check wiring
Replace ADAHRS Replace ND
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CHART 3 (Sheet 3 of 3) TROUBLESHOOTING EHSI (i.e. - ND) Trouble NAV Interface Data Page shows valid data is not being Received Cause ARINC In A and B Bus 2 lines are not connected or are wired incorrectly Failed ND Failed Nav radio GPS Interface Data Pages show valid data is not being Received ARINC In A and B Bus 4A and/or 4B lines are not connected or are wired incorrectly Failed ND Failed GPS Receiver Cross Side Input Interface Data Page shows valid data is not being Received ARINC In A and B Bus 3 lines are not connected or are wired incorrectly Failed ND Failed cross-side ND Cross Side Output Interface Data Page shows valid data is not being Transmitted ARINC Out A and B Bus 2 lines are not connected or are wired incorrectly Failed ND NAV/GPS Output Interface Data Page shows valid data is not being transmitted ARINC Out A and B Bus 1 lines are not connected or are wired incorrectly Failed ND Analog Interface Data Page shows valid data is not being Received or Transmitted Failed ND Failed Autopilot Input Failed DME Input Failed Audio Panel Input Failed Rad Alt Input Failed ADF Input Failed Autopilot outputs Discrete Interface Data Page shows valid data is not being Received or Transmitted Failed ND Failed Autopilot Input Failed DME Input Failed Rad Alt Input Failed DAU output Failed Autopilot output Remedy Check wiring
Replace ND Replace Nav radio Check wiring
Replace ND Replace GPS Receiver Check wiring
Replace ND Test cross-side ND Check wiring
Replace ND Check wiring
Replace ND Replace ND Perform Autopilot Test Perform DME Test Perform Audio Panel Test Perform Rad Alt Test Perform ADF Test Check ND inputs Replace ND Perform Autopilot Test Perform DME Test Perform Rad Alt Test Check GPS inputs Check Nav inputs
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CHART 4 NAVIGATION DISPLAY (ND) DEFAULT SETTINGS Pilot Screen Format Element CDI RMI1 RMI2 RANGE GPS SEL APORTS NAVAIDS WPTS NDB Selected Heading Selected Course / Desired Track Barometric Setting VOR1 OFF OFF 2.5NM GPS1 Disabled Disabled Disabled Disabled Last Known Setting Last Known Setting Last Known Setting HSI Setting VOR2 OFF OFF 2.5NM GPS2 Disabled Disabled Disabled Disabled Last Known Setting Last Known Setting Last Known Setting Co-Pilot HSI
CHART 5 NAVIGATION DISPLAY (ND) COLOR CODING Display Parameter Color White Mission Operational Mode A/C Symbol, Scales, Range Rings, Digital Readouts, RMI1 Pointer and Annunciation N/A N/A Failures and Annunciation's N/A N/A N/A N/A Deviation Bar, Sel HDG/CRS Bugs, CDI Pointer and Annunciation RMI2 Pointer and Annunciation EADI Display Down Mode Scales, Digital Readouts Scale Tapes Aircraft Symbol, Lubber Line Stall Warning, Failures and Annunciation's Airframe Limits Sky Ground and Radar Altimeter ground reference Baro Correction Flight Director Command Bars and Deviation Pointers N/A
Grey A/C Symbol Amber Red Sky Ground Green Magenta Cyan
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(k) Ensure that the Nav Radios are selected off. Use the bezel mounted , and SEL buttons to navigate through the menu, selecting RMI1 to display VOR1 and RMI2 to display VOR2. Verify that the RMI1 and RMI2 second level menus are displayed correctly and the RMI1 and RMI2 source annunciations match the selections. (l) Verify that the RMI1, RMI2 and CDI source annunciations are amber in color. Verify that the associated frequency annunciations are replaced with amber dashes. Verify that both RMI pointers and the CDI pointer are removed from the display.
(m) Apply power to the Nav radios. Select valid VOR frequencies on the Nav Radios and verify that the RMI1, RMI2 and CDI source and frequency annunciations are displayed in the correct colors (see Chart 5). Verify that the ND displayed frequencies match the Nav radio frequencies (i.e. RMI1 frequency matches Nav Radio 1 and RMI2 frequency matches Nav Radio 2. The CDI frequency should match the currently selected CDI source frequency). Verify that both RMI pointers and the CDI pointer are displayed correctly. (n) Select valid ILS frequencies on the Nav Radios and verify that the RMI1, RMI2 and CDI source annunciations display VOR1, VOR2 and ILS1/ILS2 (dependent on current selected CDI source) respectively in the correct colors (see Chart 5). Verify that the ND displayed frequencies match the Nav radio frequencies (i.e. RMI1 frequency matches Nav Radio 1 and RMI2 frequency matches Nav Radio 2. The CDI frequency should match the currently selected CDI source frequency). Verify that both RMI pointers are removed and the CDI pointer is displayed correctly. (o) Apply power to the GPS Receivers. Use the bezel mounted , and SEL buttons to navigate through the menu, selecting RMI1 and RMI2 to display GPS and CDI (verify that the CDI second level menu is displayed correctly) to display GPS (GPS1 or GPS2 will be available dependent on GPS source selection). Verify that the RMI1, RMI2 and CDI source annunciations reflect the selections. (p) Refer to the GPS Installation Maual and display the self test page on the on-side GPS. Verify that the applicable ND parameters display the correct self test values as listed in the GPS Installation Manal during the display of the self test page. (q) Verify that the GPS source annunciation displays the currently selected GPS source in white. Use the bezel mounted , and SEL buttons to navigate through the menu, selecting the GPS source to the off-side GPS. Verify that the GPS second level menu is displayed correctly. Verify that the GPS source annunciation displays the currently selected GPS source in white. (r) Refer to the GPS Installation Manul and display the self test page on the off-side GPS. Verify that the applicable ND parameters display the correct self test values as listed in the GPS Installation Manua during the display of the self test page.
(s) Press the EADI Display Down switch to select EADI Display Down mode and verify that the ND displays the PFD (i.e. - EADI) screen format. Verify that the PFD screen blanks. (t) Apply power to the Radar Altimeter. Perform a functional test on the Rad Alt system and verify that the ND Rad Alt Indication and Decision Height Annunciation are displayed correctly.
(u) Perform a functional test on the VOR Radio system and verify that the ND Localizer / Glideslope and Backcourse / Localizer Sensing indications are displayed correctly. (v) Apply power to the Marker Beacon system. Perform a functional test on the Marker Beacon system and verify that the ND Marker Beacon indications are displayed correctly. (w) Apply power to the Autopilot system. Place the Autopilot Master Switch in the Flight Director position and verify that the flight director bars are displayed correctly.
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(x) Press the bezel mounted button once and verify that the barometric correction increases by 0.01inHg/1hPa. Press and hold the bezel mounted button and verify that the barometric correction continuously increases in increments of 0.01inHg/1hPa until the button is released or the maximum barometric correction is reached. (y) Press the bezel mounted button once and verify that the barometric correction decreases by 0.01inHg/1hPa. Press and hold the bezel mounted button and verify that the barometric correction continuously decreases in increments of 0.01inHg/1hPa until the button is released or the minimum barometric correction is reached. (z) Press the ADAHRS 2 Select switch to select ADAHRS 2 and verify that the PFD screen format and the ADAHRS Source warning are displayed correctly. (aa) Press the ADAHRS 2 Select switch again to select ADAHRS 1 and verify that the PFD screen format is displayed correctly and the ADAHRS Source warning has been removed. (bb) Press the EADI Display Down switch to shift back to normal mode and verify that the HSI screen format is displayed on the ND. Verify that the PFD screen format displays on the PFD. (cc) Use the bezel mounted , and SEL buttons to navigate through the menu, selecting the Arc screen format. Verify that the Arc screen format is displayed correctly. (dd) Use the bezel mounted , and SEL buttons to navigate through the menu, selecting the Map screen format. Verify that the Map screen format is displayed correctly. (ee) Use the bezel mounted , and SEL buttons to navigate through the menu, selecting the HSI screen format. Rotate the CRS Rotary Control clockwise and verify that the selected CRS pointer rotates clockwise around the compass card and the selected course digital readout increases and mirrors the pointer heading. Rotate the CRS Rotary Control anti-clockwise and verify that the selected CRS pointer rotates anti-clockwise around the compass card and the selected course digital readout decreases and mirrors the pointer heading. Push the CRS Pushbutton and verify that the selected course pointer and digital readout align to the current aircraft heading. (ff) Rotate the HDG Rotary Control clockwise and verify that the selected HDG bug rotates clockwise around the compass card and the selected heading digital readout increases and mirrors the bug heading. Rotate the HDG Rotary Control anti-clockwise and verify that the selected HDG bug rotates anti-clockwise around the compass card and the selected heading digital readout decreases and mirrors the bug heading. Push the HDG Pushbutton and verify that the selected heading bug and digital readout align to the current aircraft heading. (gg) On the overhead switch panel, decrease the Panel LCDs dimmer switch and verify that the ND brightness decreases. (hh) On the overhead switch panel, increase the Panel LCDs dimmer switch and verify that the ND brightness increases. (3) Removal and Installation See 39-10-00.
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C.
Air Data & Attitude Heading Reference System (ADAHRS) [i.e. - Attitude Heading Reference System (AHRS)]. The two (2) ADAHRS units are located on the aft equipment shelf behind the cabin rear closeout panel. NOTE: When installing an ADAHRS unit; first, level the airplane per 8-20-00; and then, use NAS 1149FN816P washers as required to level the ADAHRS unit. (1) Magnetic Heading Compensation / Calibration Perform the Magnetic Heading Compenstation/Calibration proceedure in Magnetic Heading Systems, Standard EFIS Installation, below, whenever an ADAHRS unit is installed or replaced. NOTE: Re-calibrate both Pilot and Copilot systems at the same time, even if only one unit was installed or replaced. (2) Ground Test Proceedure This test procedure (included as Appendix 1 - grid 6I21) verifies the integrity and accuracy of the air data and pitot-static systems and shows that these systems comply with the applicable airworthiness regulations. Perform this procedure: (a) each 24-months, (b) to proof test the static system in accordance with FAR 23.1325 each time any connections in static system are opened for maintnenance, or (c) following installation or maintenance on either ADAHRS unit, the primary flight display (PFD), or the transponder Mode C interface.
3.
Electronic Flight Information System (EFIS) - Optional WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS. The Avidyne FlightMax Entegra Electronic Flight Information System (EFIS) is available as an option in S/Ns 4697198 and up. See 28-40-00, 34-10-00, and 77-10-00 for more info. A. Description (See Figures 2 and 5.) This system uses two large 10.4-inch diagonal, high-resolution, sunlight-readable full color displays (PFD and MFD), to provide primary flight and engine information as well as a wide variety of other data. Standard primary flight instruments (i.e. - airspeed, electric attitude indicator, and altimeter) provide redundancy. The EFIS installation consists of the following components: Primary Flight Display (PFD), Multifunction Display (MFD), Data Acquisition Unit (DAU), mini-DAU, and associated sensors, and Magnetometer/OAT Sensor Assembly. B. Maintenance The Instructions for Continued Airworthiness (ICA) published by Avidyne provide the necessary information for maintaining this system as installed in Piper airplanes, except as noted below. (1) Primary Flight Display (PFD) Use 700-00006-0XX PFD & 700-00011-000 Mag/OAT ICA, Avidyne Document No. AVPFD174, latest revision, with the following exceptions: (a) In para 6, Troubleshooting Information, in the chart where it says OAT (Optional), cross out optional. The OAT is standard in the Piper installation.
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Optional EFIS Component Locator Figure 2 (Sheet 1 of 2)
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INSTRUMENT PANEL (REF)
DATA ACQUISITION UNIT (DAU)
STALL AND GEAR WARN HORN ASSY (REF)
DE-ICE TIMER (REF) DEICE LIGHT (REF) MINI DATA ACQUISITION UNIT (DAU) F.S. 100.00
ADF VOLTAGE CONVERTER (REF)
DME TRANSCEIVER (REF)
WX-500 STORMSCOPE PROCESSOR (REF)
KMH-820 PROCESSOR (REF)
F.S. 265.80 VIEW LOOKING AFT (ELECTRICAL EQUIPMENT SHELF)
105123 A
Optional EFIS Component Locator Figure 2 (Sheet 2 of 2)
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(b) In para 7.2 and Figure 7, where the standard Avidyne installation describes alignment pins and retaining clips on the sides of the PFD, the Piper installation uses a single alignment pin on the top of the PFD engaging a slot in the upper rear cross bracket. (c) In para 7.5.2.2, in the Main RS232 Configuration Page table, for CHNL 3 under GNS-430 No 2, both Input and Output should read Crossfill instead of Off. (d) In para 7.5.4.3, below the heading Autopilot Unit - STEC Autopilots, insert the following: If the PFD is replaced, the IRU calibration and Magnetometer calibration must be completed before continuing with the following steps. (2) Multifunction Display (MFD) Use 700-00004-0XX-() Multifunction Display ICA, Avidyne Document No. AVMFD-167, with the following exceptions: In para 2, items 7 and 8 are standard in the Piper installation. (3) Data Acquisition Unit (DAU) (a) The DAU installed with the Avidyne EFIS option is the same unit used in the standard Meggit EFIS installation. Maintenance is on condition. Configuration/calibration procedures are in 28-40-00 and 77-10-00. (b) Removal and Installation The DAU is mounted underneath the instrument panel on the right aft side of the forward pressure bulkhead (F.S. 100.00) (see Figure 2). (4) Mini-Data Acquisition Unit (DAU) (a) The mini-DAU provides the MFD with the data required to populate the Electrical and Rudder Trim sections of the MFD Engine Page display. Maintenance is on condition only. (b) Removal and Installation The mini-DAU is mounted on the right side of the upper aft equipment shelf at F.S. 265.80 (see Figure 2). Remove the rear seats (if desired) and aft cabin closeout panel for access. (5) Magnetometer/OAT Sensor Assembly See information under Primary Flight Display, above. Removal and installation instructions are provided under Magnetic Heading Systems, Optional EFIS Installation, below. C. Component Locator See Figures 2 and 5.
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4.
Magnetic Heading Systems A. Standard EFIS Installation (1) Flux Detectors (See Figure 3.) Two flux detectors are used to provide heading data to the ADAHRS. They are installed in the leading edge of the vertical fin. CAUTION: PERFORM MAGNETIC HEADING COMPENSATION / CALIBRATION, BELOW, WHENEVER A FLUX DETECTOR IS CHANGED. (a) Removal 1 2 3 Remove the dorsal fairing to expose the flux detectors. Disconnect the wiring harness(es) from the top of the flux detector(s) to be removed. Unscrew and remove the three brass screws and washers and remove the flux detector.
(b) Installation CAUTION:THE FLUX DETECTORS ARE SECURED TO THE MOUNTING BRACKET WITH BRASS SCREWS. ENSURE ONLY BRASS SCREWS ARE USED WHEN REINSTALLING. 1 2 3 4 Place the flux detector into position on its mounting bracket and secure with brass screws and washers (3 ea.) Connect wiring harness to the connector on top of the flux detector. Seal the connector backshell and base (see Figure 3, view A) with DOW Corning 4 Electrical Insulating Compound. Reinstall the dorsal fairing. NOTE: Ensure correct hardware is used when reinstalling vertical fin dorsal fairing over flux detector. (2) Magnetic Heading Compensation / Calibration
(PIR-PPS 60189, Rev. D.)
The two (2) Air Data & Attitude Heading Reference System (ADAHRS) units mounted on the aft equipment shelf provide the other components of the Meggitt Magic EFIS system with magnetic heading data derived from two flux detectors installed in the leading edge of the vertical fin. The ADAHRS units should be swung (checked for changes in deviation) whenever any ADAHRS unit, flux detector, or cabin recirculation blower is changed, and at least once a year. Use the following procedure to compensate and calibrate the magnetic heading indication portion of the Meggitt Magic EFIS installation: NOTE: Always re-calibrate both the Pilot and Copilot EFIS Systems whenever this procedure is performed. (a) Flux Detector Indexing 1 The aircraft should be configured in the following manner: Generator/Alternator - ON Day/Night Switch - DAY Strobe Lights - ON Windshield Heat - OFF Cabin Blower Fan - LOW Avionics - ON Navigation Lights - ON Pitot Heat - OFF Air conditioning - ON Vent Blower - OFF
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL SEE VIEW A BRASS SCREW (MS 35214-27) BRASS WASHER (AN960-B6) (3 EACH)
FAIRING - DORSAL
FLUX DETECTOR LH #1 UP FORWARD

F.S. 282.372 W.L. 91.446
FLUX DETECTOR RH #2
VIEW LOOKING INBOARD (LEFT HAND SIDE)
Flux Detector Installation Figure 3
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CAUTION: THE TEST CABLE P/N 101453-002 IS REQUIRED EQUIPMENT. NO OTHER TEST CABLE IS AUTHORIZED. SEE PIPER SERVICE LETTER 1085. 2 Install the ADAHRS interface test cable (Piper P/N 101453-002) between the ADAHRS and the existing production harness assembly. Verify that the ADAHRS test cable calibration switch is in the open (off) position. Initialize the Navigation Display (ND) in the "TEST MODE" by applying power with the "MNU" button held in the depressed position until the initialization page is displayed. Select the ADAHRS interface test page 2 from the Navigation Display (ND) menu selection. The ADAHRS must be in the "INITIALIZATION" mode for the indexing procedure. Place the ADAHRS interface test cable calibration switch in the closed (calibration) position. Insure that the heading system flag comes into view on the PFD replacing the heading scale. Position the aircraft on the NORTH heading of the compass rose and record the indicated MAGHDG as displayed on the ND. Record both pilot and copilot side heading indications in Chart 6. (This is the raw data output from the flux values.) Repeat this step for EAST, SOUTH and WEST headings. After recording the above heading information, calculate the index heading errors in Chart 6. Refer to Figure 4 to calculate errors. The following logic applies to calculating heading errors:
N + W + S
Figure 4
+ E + -
For N, if indication is +, then error is +. For N, if indication is -, then error is -. For E, if indication is less than 90 then error is -. For E, if indication is greater then 90, then error is +. For S, if indication is less than 180, then error is -. For S, if indication is greater than 180, then error is +. For W, if indication is less then -90, then error is -. For W, if indication is greater then -90, then error is +.
Add up the errors for both pilot and copilot (Total Error) side and enter the sum in Chart 6. Divide the Total Error by 4 and enter in Chart 6. The result is the Index Error of the flux valve. 8 9 If the index error is greater than 1 degree, loosen the flux detector and adjust out the index error by rotating the flux valve. Repeat steps (6) through (8), above, until the index error is less than 1 degree.
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CHART 6 ADAHRS MAGNETIC HEADING COMPENSATION / CALIBRATION INDEXING DATA Aircraft Serial No.: Pilots Side EFIS Error (+/-) Heading Compass Rose N E S W = Total Error (N+E+S+W) = Index Error (Total Error 4) Total Error = (N+E+S+W) Index Error = (Total Error 4) Aircraft Registration No.: Co-Pilots Side EFIS Heading Error (+/-)
CHART 7 ADAHRS MAGNETIC HEADING COMPENSATION / CALIBRATION VERIFICATION Pilot-Side Heading Compass Rose N 30 60 E 120 150 S 210 240 W 300 330 Co-Pilot-Side Heading
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Upon achieving an index error of less than one degree, ensure that the differences in raw data errors for the flux detectors at each respective cardinal heading are less than three degrees between the two EFIS Systems, Pilot and Copilot. Additionally, the raw data errors between reciprocal cardinal headings, N to S and E to W, should also be less than or equal to three degrees. Repeating the indexing process in a different direction, ex. +1 direction to -1 direction, may decrease the reciprocal heading errors. If not, the flux detector must be replaced. It is highly desirable that the index errors on pilot and copilot side be in the same direction. (Both positive or both negative.) NOTE: Upon completion of flux detector indexing procedure, apply torque stripe to each of the flux detector mounting screws.
11
This completes indexing of the flux values.
(b) Heading System Calibration / Compensation The heading system calibration / compensation should be performed upon completion of the flux detector indexing, above, and using the same aircraft configuration specified in the flux detector indexing procedure, above. 1 2 Place the Navigation Display (ND) in the normal or mission operational mode (normal power-up). With the ADAHRS test cable calibration switch in the closed (calibration) position, slowly taxi the aircraft in two complete 360-degree turns. The direction of the turn does not matter; however, a minimum time of 1 minute for 360 degree turn (two minutes for the full 720 degrees) is required for the calibration process. The slow turn rate permits the ADAHRS to generate more data point samples for constructing the compensation curve. Make sure the turns are continued until the heading flag is replaced by normal heading indication. Upon completing the two turns, the ADAHRS will automatically disengage from the calibration mode, and enter the normal / operational mode. Place the ADAHRS test cable calibration switch in the open (off) position and perform a complete heading system swing. A settling time of 2 minutes must be used at each heading to ensure heading stabilization. After 2 minutes of settling, record the indicated heading against the known compass rose heading for all twelve compass rose points in Chart 7. The heading system error should not exceed 3 degrees on any compass point. Upon completion, remove test cable.
3 4
5 B.
Optional EFIS Installation - Magnetometers In S/Ns 4697198 & up, when equipped with the optional Avidyne FlightMax Entegra EFIS, two Magnetometer / OAT Sensor Assemblies (Mag/OAT) feed magnetic heading information to the Primary Flight Displays (PFDs) and the Multifunction Display (MFD). The Mag/OATs are mounted under the dorsal fairing atop the aft fuselage at F.S. 282.372. See Figure 5. NOTE: The OAT sensors in the Mag/OAT assemblies are not used. See Outside Air Temperature in 34-10-00. (1) Removal (a) Remove the dorsal fairing to expose the magnetometers. (b) Disconnect the wiring harness(es) from the aft fuselage harness. (c) Unscrew the three screws securing the OAT probe mounting plate to the mounting bracket.
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Magnetometer / OAT Sensor Assemblies Figure 5
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(d) Remove the OAT probe mounting plate and unscrew and remove the OAT probe nut(s) from the bottom of the mounting plate and remove the OAT probe(s). (e) Unscrew and remove the three brass screws and washers securing the magnetometer to its mounting bracket and remove the magnetometer(s). (2) Installation CAUTION: THE MAGNETOMETERS ARE SECURED TO THE MOUNTING BRACKET WITH BRASS SCREWS. ENSURE ONLY BRASS SCREWS ARE USED WHEN REINSTALLING. (a) Place the magnetometer(s) into position on its mounting bracket, with the arrow on the magnetometer pointing forward, and secure with brass screws and washers (3 ea). (b) Place the OAT probe(s) into position on its mounting plate and secure with nut(s) from bottom. (c) Place OAT probe mounting plate into position on mounting bracket and secure with brass screws and washers (3 ea.) (d) Connect wiring harness(es) to the aft fuselage harness. (e) Reinstall the dorsal fairing. NOTE: Ensure correct hardware is used when reinstalling vertical fin dorsal fairing over flux detector. C. Magnetic Compass The magnetic compass is a self-contained instrument. This instrument has an individual light which is connected to the instrument lighting circuit. The compass correction card is located in the card holder mounted on the instrument. The compass should be swung (checked for changes in deviation) whenever instruments or radios are changed, and at least once a year. (1) Troubleshooting - see Chart 8. (2) Adjustment Before attempting to compensate compass, every effort should be made to place the aircraft in simulated flight conditions; check to see that the doors are closed, flaps in retracted position, engine running, throttle set at cruise position and aircraft in level flight attitude. Aircraft master switch, alternator switch, and all radio switches should be in the ON position. All other cockpit controlled electrical switches should be in the OFF position. (a) Set adjustment screws of compensator on zero. Zero position of adjusting screws is when the dot of the screw is lined up with the dot of the frame. (b) Head aircraft on a magnetic North heading. Adjust N-S adjustment screw until compass reads exactly North. (c) Head aircraft on a magnetic East heading and do the same as (b), above, adjusting E-W adjusting screw. (d) Head aircraft on a magnetic South heading and note resulting South error. Adjust N-S adjusting screw until one-half of this error has been removed. (e) Head aircraft on magnetic West and do same as (d), above, adjusting E-W adjustment screw. (f) Head aircraft in successive magnetic 30 degree headings and record compass readings on appropriate deviation card. Deviations must not exceed +10 on any heading.
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CHART 8 TROUBLESHOOTING MAGNETIC COMPASS Trouble Excessive card error. Cause Compass not properly compensated. External magnetic interference. Excessive card oscillation. Card sluggish. Insufficient liquid. Weak card magnet. Excessive pivot friction or broken jewel. Liquid leakage. Loose bezel screws. Broken cover glass. Defective sealing gaskets. Discolored markings. Defective light. Card sticks. Card does not move when compensating screws are turned. Compass swings erratically. when radio transmitter is keyed. Age. Burned out lamp or broken circuit. Altitude compensating diaphragm collapsed. The gears that turn compensating magnets are stripped. Normal. Remedy Compensate instrument. Locate magnetic interference and eliminate if possible. Replace instrument. Replace instrument. Replace instrument. Replace instrument. Replace instrument. Replace instrument. Replace instrument. Check and replace lamp. Check continuity of wiring. Replace instrument. Replace instrument.
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5.
Turn Coordinator (Not installed with Optional EFIS.) Unlike the conventional turn and slip indicator, the electrically operated gyroscope in the turn coordinator is canted. However, like conventional turn and slip indicator, it works on the principal of precession. By canting the gyro, the instrument not only measures rate of turn, but also measures rate of roll. With this indicator, if the aircraft is rolled right and left rapidly, the indicator will move, measuring the rate at which the airplane is rolled by indicating a turn in the direction of the roll. If the aircraft is held in a bank, and rudder is applied (such as when slipping), the needle indicator will come back to neutral, indicating no turn.The slip/skid portion of the indicator is a ball sealed in a curved glass tube filled with damping fluid. In the previous example, It would indicate the airplane is slipping. By utilizing rudder and aileron to establish the airplane in a desired rate of turn will eventually establish the airplane in a coordinated turn at the desired rate. A. B. Troubleshooting - see Chart 9. Removal and Installation See 39-10-00, Face Mounted Instruments - Removal and Installation. CHART 9 TROUBLESHOOTING TURN COORDINATOR Trouble Instrument fails to respond when power is being applied to instrument. Incorrect sensitivity. Incorrect turn rate. Ball sticky. Ball not in center when aircraft is correctly trimmed in wings level flight. Instrument will not run Cause Foreign matter lodged in instrument. Out of calibration. Out of calibration. Flat spot on ball. Instrument not level in panel. Remedy Replace instrument.
Replace instrument. Replace instrument. Replace instrument. Level instrument.
No power to instrument.
Check appropriate circuit breaker on pilot's circuit breaker panel. Check circuit and repair.
Instrument malfunction.
Replace instrument.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL INDEPENDENT POSITION DETERMINING
Color Weather Radar Maintenance instructions included in the manual are limited to description, removal, replacement, and self-test. Work exceeding this scope should be conducted by a qualified avionics repair facility in accordance with the component manufacturers maintenance instructions. WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) AlliedSignals Bendix/King RDR 2000 Vertical Profile Radar system is installed as standard equipment. It consists of the IN-182A radar display indicator in the center of the instrument panel and the ART 2000 antenna transceiver, AA2010H antenna array, and CM 2000 configuration module mounted in a teardrop shaped pod hung from the right wing at the joint between the outboard and center wing sections. (See Figure 1.) The antenna transceiver and antenna array are assembled as a single unit and are mounted to the forward side of the bulkhead inside the radar pod. The configuration module is separately mounted to the pod bulkhead. The antenna transceiver and array assembly are covered by a removable radome secured to the circumference of the pod bulkhead with screws. A door in the right rear of the pod provides access to the void aft of the bulkhead, which can be used for miscellaneous lightweight storage, such as the ground protection equipment.
Color Weather Radar Pod Figure 1
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WARNING: AIRBORNE WEATHER RADAR SHOULD BE OPERATED ON THE GROUND ONLY BY QUALIFIED PERSONNEL. WARNING: THIS INSTRUMENT GENERATES MICROWAVE RADIATION. -- DO NOT ALLOW PERSONNEL TO STAND NEAR OR CROSS IN FRONT OF A TRANSMITTING RADAR ANTENNA. -- DO NOT ALLOW PERSONNEL TO LOOK INTO A WAVEGUIDE, OR INTO THE OPEN END OF A COAXIAL CONNECTOR OR LINE CONNECTOR TO A RADAR TRANSMITTER OUTPUT. WARNING: DO NOT OPERATE RADAR WHILE AIRCRAFT IS IN A HANGAR OR OTHER ENCLOSURE UNLESS THE RADAR TRANSMITTER IS NOT OPERATING OR THE ENERGY IS DIRECTED TOWARD AN ABSORPTION SHIELD WHICH DISSIPATES THE RADIO FREQUENCY (RF) ENERGY. A. Removal (1) Remove screws (13) and remove the radome. (2) Disconnect ground wires, antenna transceiver connector, and configuration module connector. (3) Remove screws (4) and remove the antenna transceiver / array assembly. (4) Remove screws (2) and remove the configuration module. B. Installation (1) Position the configuration module and secure with screws (2). (2) Position the antenna transceiver / array assembly and secure with screws (4). (3) Connect ground wires, antenna transceiver connector, and configuration module connector. (4) Position the radome and secure with screws (13). C. Self-test The following displays basic system fault information and tests antenna clearance. Use the GAIN, TILT, and function knobs and the RNG and mode buttons on the IN-182A indicator. (1) Set the radar function knob to TST. (2) Turn GAIN knob to minimum. (3) Set antenna TILT to full up and select a range (RNG) of 240 NM. (4) At the same time, depress the Wx/WxA and VP mode buttons to display the maintenance menu. (See Figure 2.) (5) Press the range up (RNG ^ ) to display the RT CALIBRATION DATA page. (See Figure 3.) (6) As the RT CALIBRATION DATA page comes up, all fault fields will flash briefly. When the display stabilizes, the only fault field displayed should be XMITTER. If any other fault fields are displayed, further investigation is required. (7) To initiate the antenna clearance test, rotate the GAIN knob to obtain a GAIN POT %2 value of -26.5 to -28. The antenna will then move to each of its extreme positions to verify that there are no physical interference and to ensure that all scan motors are working properly.
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BRT
BENDIX/KING
SELECT TEST Wx WxA VP MAP
LOG ON TST SBY OFF
RETURN
R/T CALIB
RNG RNG
GATE ARRAY TEST SWITCHES
TRK
NAV
NAV DATA
CROSS HATCH
UP
TRK
TILT
GAIN
DN PULL STAB OFF
IN-182A Maintenance Menu Figure 2
BRT
BENDIX/KING
RT CALIBRATION DATA (PRESS Wx TO RETURN) Wx WxA VP MAP GAIN POT %2: PITCH ANGLE: TILT SETTING: ROLL ANGLE: ROLL TRIM: 400 HZ REF: AZIMUTH COUNT: ANTENNA ELEVATION: L = 0.0U 31.00.0U 0.0U 0.0R 0.0R 0.0+ +45 FAULTS: 400 REF GYRO H.V. AFC AGC XMITTER ELV R = 0.0U
LOG ON TST SBY OFF
RNG RNG
TRK
NAV C = 0.0U
UP
TRK
TILT
GAIN
DN PULL STAB OFF
IN-182A RT Calibration Data Display Figure 3
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL DEPENDENT POSITION DETERMINING
1.
COM/NAV/GPS WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) Dual Garmin GNS-530 COM/NAV/GPS systems are installed as standard equipment. Each installation consists of the GNS-530 transceiver/display unit, associated wiring, and antennas. Maintenance of the GNS-530 is on condition only and, with the exception of swapping complete units, should be performed only by a qualified avionics shop in accordance with the GARMIN Series 500 Maintenance Manual (Garmin P/N - TBD). Information provided in this manual is intended solely to aid the removal and installation of the GNS-530 transceiver/display units, their associated wiring and antennas. In addition, a detailed electrical schematic for each unit is provided in 91-34-50. A. Removal and Installation See Figures 1 & 2 and 39-10-00 - Avionics, Removal and Installation. B. Post-Installation Lighting Set-up See 33-10-00, Post-Installation Lighting Set-up.
102301 D
GNS-530 NO.2 HARNESS ASSY (SEE 91-34-50, FIGURE 2) GPS2 FROM GPS 2 ANT GPS/ENC 2 TO TRANSPONDER HARNESS J602 TO DME HARN. (P602) AUDIO HARNESS (REF) SEE 91-34-50, FIGURES 1& 2 FOR P1 PIN CONNECTIONS
GPS2/DAU TO EFIS HARNESS GPS2/DAU TO DATA ACQUISITION UNIT GPS1 FROM GPS 1 ANT J601 TO DME HARN.(P601) GNS-530 NO.1 HARNESS ASSY (SEE 91-34-50, FIGURE 1) NAV1-EFIS TO EFIS HARNESS GPS1/DAU TO DATA ACQUISITION UNIT GPS/ENC 2 TO TRANSPONDER HARNESS J1 J2 NAV INDICATOR
P1
J1
P1002 COM GPS GS NAV COM P1001 GPS P1006 GS NAV
P1002
P1001 P1006
GI 106 COOLING HOSES (REF)
COOLING HOSES (REF)
S342
14 2 5 36
R I G H T N O S E L E F T
COM1 FROM COM 1 ANT COM2 FROM COM2 ANT COM-1 TO P387 PIN 20 GPS/N-1 TO P317 PIN 11 COM-2 TO P6-A1 & P6-A2 GPS/N-2 TO P6-B1 & P6-B2 NAV2 FROM NAV/GS COUPLER GS2 FROM NAV/GS COUPLER TO DIM BUS (BLU) TO GND (BLK) NAV1 FROM NAV/GS COUPLER GS1 FROM NAV/GS COUPLER TO DIM BUS (BLU) TO GND (BLK)
VIEW LOOKING AFT
Dual GNS-530 Installation Figure 1
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102329 M
GPS 1 & 2 FS 150.25 RBL 2.56 (GPS 2) LBL 2.56 (GPS 1)
COMM 1 FS 200.86 RBL 2.62
NAV FS 324.288 WL 135.135
NAV ANTENNA COUPLER FS 108.00 WL 79.950

VOR 2 G/S 2 VOR 1 G/S 1
ANT
VIEW LOOKING FWD
MARKER BEACON FS 236.500 RBL 1.750
COMM 2 FS 141.81 RBL 3.00
TRANSPONDER FS 103.76 LBL 5.86
Antenna Installations Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Transponder
2.
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) A Garmin GTX-327 Transponder is installed as standard equipment. Maintenance of the GTX-327 is on condition only and, with the exception of swapping complete units, should be performed only by a qualified avionics shop in accordance with the GARMIN GTX-327 Maintenance Manual (Garmin P/N - 190-00187-05). Information provided in this manual is intended solely to aid the removal and installation of the GTX-327 transceiver/display unit, its associated wiring and antenna. In addition, a detailed electrical schematic is provided in 91-34-50. A. Removal and Installation See Figures 2 & 3 and 39-10-00 - Avionics, Removal and Installation. B. Post-Installation Lighting Set-up See 33-10-00, Post-Installation Lighting Set-up.
SUPP. TO DME HARN. IDENT WIRES TO CONTROL WHEEL CONN. CW7H22 TO PIN 13, CW8H22 TO PIN 14 GPS-ENC2 TO GPS2 HARNESS GPS-ENC1 TO GPS1 HARNESS ALT/ENC TO A/P HARNESS TRANSPONDER
J1 J2
102304 C
GTX-327 TRANSPONDER HARNESS (SEE 91-34-50, FIGURE 3) XPNDR-EFIS TO EFIS HARNESS
#1
EADI ELECT ALTITUDE IND
MULTIFUNCTION DISPLAY
P372
EADI
ELECT ALTITUDE IND
ALT PRE
J1 J2
J1
P373
J1 J2
ANNUN
9V CLOCK
J2
EHSI ELECT HEADING SIT IND
NAV/COM/GPS
NAV/COM/GPS
EHSI
TURN & BANK
J1 J2 RADAR
ELECT HEADING SIT IND
(STORMSCOPE)
(NAV 2) CONTROL WHEEL CONTROL
CABIN PRESS
P385
WHEEL
DME450
HOUR METER M310
FLAP INDICATOR
(OPTION)
S342
14 25 36
R I G H T N O S E L E F T
CABIN PRESS CONTROL
ELT
REF CO-PILOT
TO DIM BUS (BLU) WIRE "XPNDR" TO CKT BKR CONN P4C-6 GB3-K (BLK) TO GND BUS WIRE "J317-33" TO CONN J317-33 UNDER CO-PILOTS FLOOR ACCESS PANEL VIEW LOOKING AFT
REF PILOT
ANT. COAX (REF) ORANGE TY-RAP (REF) TO TRANSPONDER ANTENNA
GTX-327 Transponder Installation Figure 3
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CHAPTER
35
OXYGEN
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4
CHAPTER SECTION
PAGE
DATE
35-10-00
35-20-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 35 - OXYGEN TABLE OF CONTENTS
SUBJECT CREW
SECTION 35-10-00
PAGE 1 1 1 4 4 5 5 6 6 7 7 8 9 9 10 11 1 1 1 1 3 3
GRID NO. 4I19 4I19 4I19 4I22 4I22 4I23 4I23 4I24 4I24 4J1 4J1 4J2 4J3 4J3 4J4 4J5 4J7 4J7 4J7 4J7 4J9 4J9
Fixed Oxygen Cylinder System Safety Precautions 300 Hour Inspection Removal Disassembly Pressure Gauge Cylinder Assembly Installation Servicing Refilling Oxygen System Cleaning and Purging Oxygen System Components Application of Teflon Tape Thread Sealant Leak Tests Mask Fixed Oxygen Generator System PASSENGER Description Fixed Oxygen Generator System 100 Hour Inspection Removal Installation 35-20-00
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35 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CREW
The crew compartment is equipped with two independent oxygen systems. A quick-donning mask hooked to a fixed oxygen cylinder is provided for the pilot. A solid-state oxygen generator system is provided for the copilot / front seat passenger. WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) 1. Fixed Oxygen Cylinder System The pilots oxygen system is in the pyramid cabinet behind the copilots seat. The oxygen cylinder, regulator, and gauge are mounted in a drawer at the top of the cabinet. The quick-donning mask is in a stowage box just below the oxygen cylinder drawer. NOTE: Remove the cylinder drawer assembly from the aircraft as a unit for routine servicing (including filling), as well as for inspection or replacement of the cylinder, regulator or gauge. A. Safety Precautions WARNING: DO NOT USE GREASE OR ANY TYPE OF GREASE FITTING ON ANY OXYGEN SYSTEM. WHEN WORKING WITH AN OXYGEN SYSTEM MAKE SURE HANDS, CLOTHING, TOOLS, AND IMMEDIATE AREA ARE FREE OF GREASE. CAUTION: DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS WHILE THE SYSTEM IS CHARGED. CAUTION: CYLINDERS WHICH HAVE BEEN EVACUATED TO FIFTY (50) PSI FOR A SIGNIFICANT LENGTH OF TIME, OR THOSE THAT DO NOT PRODUCE AN AUDIBLE HISSING SOUND WHEN THE VALVE IS CRACKED, SHOULD BE REMOVED AND HYDROSTATICALLY TESTED. IF EITHER OF THESE CONDITIONS HAS EXISTED FOR A SIGNIFICANT LENGTH OF TIME, PURGE THE SYSTEM. CAUTION: MAKE SURE THERE IS NO OIL, GREASE, HYDRAULIC FLUID, OR FUEL IN THE VICINITY OF ANY FITTINGS BEING SERVICED. CAUTION: DO NOT USE THREAD LUBRICANTS OF ANY KIND. USE TEFLON TAPE (3M NO. 48) ON TAPERED PIPE THREADS, WITHOUT TAPE EXTENDING BEYOND THE FIRST THREAD. SEE APPLICATION OF TEFLON TAPE THREAD SEALANT LATER IN THIS SECTION. CAUTION: BEFORE WORKING WITH THE SYSTEM, MAKE SURE AIRCRAFT IS ELECTRICALLY GROUNDED AND YOUR HANDS TOOLS, AND CLOTHES ARE FREE OF OIL, GREASE AND DIRT. CAUTION: KEEP FIRE AND HEAT AWAY FROM OXYGEN EQUIPMENT. DO NOT SMOKE WHEN WORKING WITH OR NEAR OXYGEN EQUIPMENT. DO NOT GENERATE SPARKS WHEN USING TOOLS. CAUTION: NEVER ALLOW ELECTRICAL EQUIPMENT TO CONTACT OXYGEN CYLINDER. CAUTION: DO NOT ATTEMPT TO REPAIR OR REPAINT OXYGEN EQUIPMENT.
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Fixed Oxygen Cylinder System Installation Figure 1 (Sheet 1 of 2)
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Fixed Oxygen Cylinder System Installation Figure 1 (Sheet 2 of 2)
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CHART 1 TROUBLESHOOTING OXYGEN CYLINDER SYSTEM Trouble No indication of pressure on pressure gauge. Cause Cylinder empty or leak in system has exhausted pressure. Pressure gauge or regulator defective. Pressure indication normal but no oxygen flowing. Offensive odors in oxygen. Oxygen cylinder regulator assembly defective. Cylinder pressure below 50 psi. Foreign matter has entered the system during previous servicing. Remedy Purge, charge, and check system for leaks. Replace gauge. Remove tank and have check/replace regulator. Purge the oxygen system.
B.
300 Hour Inspection NOTE: Oxygen cylinders are identified by the ICC or DOT identification stamped on the cylinder. The standard weight cylinder (ICC or DOT 3AA1800) used in this airplane must be hydrostatically tested every 5 years. The month and year of the last test is stamped beneath the ICC/DOT identification. (1) Check the high pressure gauge for accuracy by comparing its indicated pressure with that of a gauge of known accuracy connected to the fill port. (2) Inspect tank for dents, bulges, corrosion, and major strap chaffing marks. Should any of these problems exist, the tank should be removed and hydrostatically tested by a DOT or manufacturer approved facility. (3) Test the oxygen for odor. Pure oxygen is odorless and tasteless. Any system having a significant odor present in the gas should be purged and the bottle replaced or removed and purged. (4) Any fittings, connectors, lines and hoses which have imperfect threads, pitted or disfigured cones, or other damage should be replaced. (5) Check lines and hoses for kinking, cracks, gouges, dents, deep scratches, or other damage. Replace as necessary. (6) Clean components as necessary per Servicing - Cleaning and Purging Oxygen System Components, below.
C.
Removal CAUTION: OPENING CONTROL VALVE DURING REMOVAL OF OXYGEN LOW PRESSURE LINE FROM CYLINDER WILL RESULT IN AN UNCHECKED FLOW OF OXYGEN INTO CABIN UNTIL VALVE CAN BE CLOSED. (1) Reaching under drawer, to the right of the quick-donning mask stowage box, pull down the drawer locking pin and slide the drawer out to the limit of the low pressure line/post light electrical lead. (2) Safety the ON / OFF valve at the regulator in the OFF position. (3) Disconnect low pressure line from cylinder. Cap line and port immediately after removal. (4) Disconnect post light electrical lead.
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CHART 2 FIXED OXYGEN CYLINDER SYSTEM COMPONENT LIMITS Part Regulator Pressure Gauge High Pressure Line Low Pressure Line Fill Valve Mask Inspection 300 Flight Hours 300 Flight Hours 300 Flight Hours 300 Flight Hours Each Use At least once per year Overhaul 5 Years Replace on Condition Replace on Condition Replace on Condition Every 5 Years 1 Every 6 Years
1. If the screen in front of valve is dirty, replace valve. Valve replacement is recommended every 5 years.
(5) Release catches on drawer slides and remove the drawer, oxygen cylinder, regulator, and pressure gauge from the aircraft as an assembly. (6) If further disassembly is required, it can be accomplished at the bench. D. Disassembly (1) Pressure Gauge The oxygen cylinder pressure gauge is installed in the top of the cylinder drawer assembly. (See Figure 1.) The pressure gauge is fed by a high pressure capillary line from the regulator. Prior to any work on the pressure gauge, remove cylinder assembly drawer per Fixed Oxygen Cylinder System, Removal, above. (a) Removal At the bench: 1 Disconnect high pressure capillary line from the port on the regulator. Cap line and port immediately after removal. NOTE: Continuous pressure is applied to high pressure line until it is disconnected from regulator. A check valve will close when high pressure line is disconnected. The closing of this valve is frequently accompanied by a loud popping sound. 2 3 Disconnect high pressure capillary line from gauge and cap line and gauge immediately. Remove nuts (2) securing gauge to bracket and remove gauge from the top.
(b) Installation At the bench: 1 2 3 4 Place gauge in position on the drawer assembly and secure with nuts (2). Ensure gauge is positioned so that it can be read by the pilot. Connect high pressure capillary line to gauge. Connect high pressure capillary line to the port on the regulator. Install cylinder assembly drawer per Fixed Oxygen Cylinder System, Installation, below.
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(2) Cylinder Assembly The oxygen cylinder assembly (i.e. - regulator and cylinder) is installed in the top of the cylinder drawer assembly. (See Figure 1.) and is retained by a quick release cam clamp. The pressure gauge HP line is attached to the regulator. Prior to any work on the cylinder assembly, remove cylinder assembly drawer per Fixed Oxygen Cylinder System, Removal, above. (a) Removal At the bench: 1 Disconnect high pressure capillary line from the port on the regulator. Cap line and port immediately after removal. NOTE: Continuous pressure is applied to high pressure line until it is disconnected from regulator. A check valve will close when high pressure line is disconnected. The closing of this valve is frequently accompanied by a loud popping sound. 2 3 Remove lock wire and release cam clamp around cylinder neck. Remove cylinder and regulator from drawer assembly.
(b) Installation At the bench: 1 2 3 4 E. Installation (1) Check pressure and refill cylinder as necessary, at the bench, before installing cylinder drawer assembly in airplane. (2) Inspect for leaks. (3) Slide cylinder drawer assembly into drawer slides in the pyramid cabinet and ensure that drawer slide catches have engaged. (4) Connect low pressure line to cylinder. Tighten the nut by hand and then one quarter turn with a wrench. If fitting is relatively new the nut might be turned 3/4 of a turn. Follow up by snugging the nut slightly with a wrench. (5) Connect post light electrical lead. (6) Unsafety valve on cylinder. Check that valve remains in OFF position. (7) Inspect for leaks, especially at fittings that have been separated. Place cylinder assembly into the mounting brackets in the cylinder assembly drawer. Engage cam clamp around cylinder neck and close lever. Lock wire lever. Connect high pressure capillary line to the port on the regulator. Install cylinder assembly drawer per Fixed Oxygen Cylinder System, Installation, below.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL F. Servicing
CHART 3 NOTE: Oxygen cylinders are identified by the ICC or DOT FILLING PRESSURE VS. identification stamped on the cylinder. The standard weight AMBIENT TEMPERATURE cylinder (ICC or DOT 3AA1800) used in this airplane must be hydrostatically tested every 5 years. The month and year Ambient Filling of the last test is stamped beneath the ICC/DOT Temperature Pressure identification. F / C (PSI) (1) Refilling Oxygen System CAUTION: BEFORE SERVICING THE OXYGEN SYSTEM, MAKE SURE THE AIRCRAFT IS SECURELY GROUNDED ELECTRICALLY. CAUTION: DO NOT OPERATE ELECTRICAL EQUIPMENT WHILE SERVICING OXYGEN SYSTEM. CAUTION: DO NOT ATTEMPT TO TIGHTEN ANY CONNECTIONS WHILE THE SYSTEM IS CHARGED. Refilling of oxygen systems should be done only by qualified personnel. For comparison of filling pressures to ambient temperatures refer to Chart 2. Proceed as follows: (a) Only aviators breathing oxygen (MIL-0-27210) and appropriate filling equipment should be used to fill the system. (b) If a cylinder has less than fifty (50) psi pressure or has insufficient pressure to produce an audible hissing sound when the valve is cracked, it should be removed and/or purged, and if the condition has existed for a significant length of time, hydrostatically test cylinder. (c) Make sure both the charge valve and recharge cart fittings are clean and free of contamination. WARNING: BE CERTAIN NO OIL OR OTHER PETROLEUM BASED MATERIAL IS ON THE FITTINGS OR IN THE IMMEDIATE VICINITY. 0 / -17.78 10 / -12.22 20 / -6.67 30 / -1.11 40 / 4.44 50 / 10 60 / 15.56 70 / 21 80 / 27 90 / 32 100 / 38 110 / 43 120 / 49 130 / 54 NOTE Filling pressures are for 1850 PSI at 70F (21.11C). Chart assumes 25F (11.8C) rise due to heat of compressor with max. fill rate. 1650 1700 1725 1775 1825 1875 1925 1975 2000 2050 2100 2150 2200 2250
(d) Attach service cart hose to recharge port. Fill the system at a rate not exceeding 200 psig per minute proceeding as follows: 1 To obtain the correct filling pressure for the oxygen system at various ambient temperatures, a table is included for your convenience. The pressures given are not exact, but sufficiently accurate for practical purposes of working pressures between 1800 and 2400 psig cylinders. The cylinder should be allowed to cool to a stabilized temperature after filling before checking against the values in Chart 2. When using a recharge unit consisting of one supply cylinder, slowly open the valve of the supply unit and allow the oxygen to transfer.
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When using a recharge unit consisting of two or more supply cylinders (cascade storage system), it is recommended that the following procedure be used: a Before opening any valves, check the pressure remaining in the airplane's oxygen cylinder. If it is still partly charged, note the pressure indicated on the cylinder gauge. Then open and close each valve on the cascade storage system and determine which cylinder has the lowest pressure. When found, if this cylinder has a pressure lower than the oxygen cylinder in the aircraft, do not attempt using it for filling; use the storage cylinder that has a pressure higher than the aircraft's cylinder but lower than the others. Open the valve on only the one storage cylinder with the lowest pressure. When the pressures indicated on the aircraft's oxygen gauge and on the charging stand gauge have equalized, close the valve of the storage cylinder, then go to the storage cylinder with the next higher pressure and repeat the procedure. If after using the last storage cylinder the aircraft's oxygen system is still not fully charged, a full storage cylinder should be put in place of a cylinder with the lowest pressure and used in the same manner. A good amount of oxygen will remain in the large cylinders used in the cascade system after filling only one of the cylinders. This remaining oxygen will be at a pressure something less than the 1850 psi. This is not sufficient pressure to completely refill another aircraft cylinder, although it will refill several small cylinders. It is not economical, even on a three or four cylinder cascade system, to begin recharging with oxygen at less than 300 psi pressure in the 300 cubic foot bank of cylinders. So use 300 cubic foot cylinders down to approximately 300 psi; then return for refilling. In two cylinder systems use to approximately 100 psi; then return for filling.
(e) When the pressure gauge on the recharge unit or in the aircraft reaches 1800 to 1850 psi, close the pressure regulator valve on the recharge unit. Disconnect the filler hose from the filler valve and replace the protective cap on the filler valve. Check the cylinder pressure according to Chart 2 after the cylinder temperature stabilizes. (f) After detaching the service cart, cap hose and fittings to prevent contamination. (g) Perform a leak check of the high pressure lines and clean off solution afterwards. If solution is not properly cleaned off, corrosion may result. (2) Cleaning and Purging Oxygen System Components CAUTION: CARE MUST BE EXERCISED TO PREVENT CONTAMINATION OF COMPONENTS BY OIL, GREASE, WATER, OR FOREIGN MATTER. COMPRESSED AIR USED IN CLEANING AND FLUSHING TUBES AND HOSES MUST BE CLEAN, DRY, FILTERED (OIL FREE) AIR ONLY. Three methods are recommended for cleaning oxygen system components: (a) Method I. 1 2 1 2 3 Vapor degrease part(s) with trichlorethylene. Blow part(s) dry with a stream of compressed air or dry nitrogen. For tubing, flush with naptha per specification TT-N-95. Blow clean and dry off all solvent with clean, dry, filtered air. Flush with isopropyl alcohol.
(b) Method II.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL 4 5 Rinse thoroughly with fresh water.
Dry with air as described in previous caution or by heating at a temperature of 250 to 300F for one-half hour. NOTE: Solvents can be reused provided they do not become badly contaminated with oil. This condition can be determined by thoroughly evaporating 100 millimeters of the liquid in a glass dish of a determined weight. Evaporation may be accomplished by heating the dish at 200F (93C) for one-half hour. If after evaporation and cool down, the residue exceeds 100 milligrams in weight, the solvent cannot be reused for this purpose.
(c) Method III. 1 2 3 Flush with hot inhibited alkaline cleaner until free from oil and grease. Rinse thoroughly with fresh water. Dry thoroughly with a stream of clean air as described in the previous caution or by heating 250F to 300F (121C to 149C) for one-half hour minimum.
CAUTION: DO NOT USE ADHESIVE TAPE FOR ATTACHING OR SECURING PROTECTIVE COVERINGS ON OXYGEN COMPONENTS. USE WAXED LACING TWINE OR TIE RAPS. (d) After cleaning, all tubing must be protected by caps, plugs and/or plastic bags. (e) Before installation, make sure fitting, tube, and fixture threads are in good condition and that the cones do not exhibit pitting or disfigurement. (3) Application of Teflon Tape Thread Sealant All male pipe (tapered) threads of the oxygen system should be sealed with 3M No. 48 teflon tape. Teflon tape should not be used on straight threads. Do not use any other lubricants in place of the teflon or on any other threads. (a) Wrap tape on the threads, starting with those farthest from the opening, in the direction of the thread spiral. Circle the threads, making sure that each side of the tape has a slight overlap. (b) Wrap the tape such that it does not extend beyond the last thread on the fitting at the opening. The tape should then be pulled till it separates. Do not cut tape, it will not stick properly. (4) Leak Tests Leak-Tec Formula #16-OX is the solution recommended for leak testing and is available from Scott Aviation. NOTE: Whenever a leak check is performed, all fitting connections as well as other questionable areas, should be inspected. (a) The following can be tested with the cylinder drawer assembly removed from the aircraft and the cylinder fully charged: (all are high pressure) 1 2 3 cylinder to regulator connection capillary line to regulator connection capillary line to pressure gauge
(b) The low pressure hose and its connection to the mask / stowage box assembly can be checked in two ways: 1 2 by pressurizing the hose to 100 PSI with dry nitrogen from a gauged regulated source, or by setting the pilots oxygen valve to ON when the cylinder is fully charged and the cylinder drawer assembly is installed in the airplane.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (c) Procedure: 1 2 3 4 5 6
As described in (a) or (b), above, ensure the component/connection to be tested is pressurized. Apply the leak detector solution to the test surface and watch for indication of leakage. Large leaks will produce bubbles immediately, but small leaks will form a white foam in 5 to 60 seconds. If leaks are evident, remove pressure, correct any leaks and retest. When no leaks are evident, wipe off excess leak detector solution. If a low pressure hose test, close the valve on the nitrogen gas tank or the pilots oxygen valve and use the mask Press to Test and Reset and mask regulator Press to Test control knob to vent line to ambient. Disconnect the gauged regulated nitrogen source, if used. If the oxygen cylinder is not to be hooked up or installed immediately, cap and cover the exposed fittings with new clean plastic bags. Make sure caps and coverings are as clean as possible.
(5) Mask (a) Complete System Test At least once a year perform the following test. 1 2 Remove the mask from the stowage box by firmly grasping the red tabs and pulling. Depress the inflation control valve (red tab) with thumb and forefinger and hold to inflate the harness. NOTE: Make sure the blinker on the stowage box turns yellow and then black, within a few seconds. This indicates harness is leak-tight when inflated. 3 4 Position the mask onto the head and release the inflation control valve to deflate the harness. While breathing with the mask set in the N (normal) position and also in the 100% position, check the blinker to see that it turns first yellow and then black within a few seconds of operation. This indicates the regulator demand mechanism is operating properly and that there are no leaks in the regulator. If the yellow light remains on, the system needs to be checked by a Scott Aviation approved repair facility. On the mask, rotate the Press to Test control knob counter-clockwise (i.e. - in the direction of the arrow). Take a few breaths. Breathing should be unrestricted. Rotate the Press to Test control knob clockwise back to its original position. Test the microphone. a b c 7 (b) Cleaning CAUTION: DO NOT CLEAN THE MASK FACE PIECE WITH SOLVENT. 1 2 Disinfect the mask face piece by wiping quickly and lightly with the cleaner disinfectant swab EROS SAN 50, available from Scott Aviation. Air dry completely before restowing in stowage box. Set the Mic Select switch to Mask. Energize a radio. Conduct a radio check with a cooperating station.
Stow the mask per the instructions below.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (c) Restowing Mask 1 2 3 4 5 6 7 8 9 10 11 Open the stowage box doors.
Ensure pneumatic lines and electrical connectors from the mask are properly connected to receptacles in the stowage box. Make sure the harness is relaxed and positioned behind the face piece. Holding the mask by the red tabs, coil the hose and position it at the back of the stowage box. Gather the harness and push it into the stowage box, back of the harness first. Center the remainder of the hose and feed it into the stowage box underneath the face piece. Place the mask-regulator into the stowage box, ensuring it is fully seated against the stop in the top of the stowage box. Shut the left stowage box door. Note that the OXY ON flag is extended. Press the Press to Test and Reset control lever and release. Check that the OXY ON flag retracts. Insert the door pin into the mating hole in the left red tab on the mask. Close the right stowage box door.
2.
Fixed Oxygen Generator System The oxygen generator system will deliver constant flow upon demand for approximately 15 minutes, or long enough for the airplane to be flown to an altitude of 10,000 feet or less. The copilots oxygen generator is located in a tray under the seat. A drawer containing two masks opens inboard. The basic system is the same as that installed for the passengers. See 35-20-00 for detailed information on removal, installation, and inspection.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL PASSENGER
1.
Description The chemical oxygen generator system used in this airplane is a single-use system, which will deliver constant flow upon demand for approximately 15 minutes (i.e. - long enough for the airplane to be flown to an altitude of 10,000 feet or less) after ignition. Passenger oxygen is installed in the cabin under the passenger seat directly behind the copilots seat, and contains four masks and two oxygen generators. The generators are activated individually by removing a mask from the storage drawer and pulling the lanyard attached to the mask. This action pulls the firing pin allowing the hammer to strike the percussion cap and ignites the generator. Once activated, the oxygen will continue to flow until the particular generator is expended. An indicator light is located in the annunciator panel and illuminates whenever any one of the generators has been activated.
2.
Fixed Oxygen Generator System (See Figures 1 and 2.) WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) Take care when handling the oxygen generators. Even though they are not under high pressure, they do generate very high tempertures. Inadvertant ignition due to careless handling is to be avoided. The generators have a percussion cap igniter on one end which must be protected with a plastic cover when the generator(s) are removed from the mounting tray/drawer. Do not remove this plastic protective cover until the generator is installed/reinstalled in the mounting tray/drawer and the system is rearmed. NOTE: Installed generators are normally removed only when expended, damaged, or at the end of their twelve (12) year service life (as indicated by the date of manufacture on the individual unit dataplate). A. 100 Hour Inspection (1) Turn master switch ON. Inspect the annunciator panel display to ensure Oxygen warning light remains OFF. If warning light is ON, check first for an expended generator. If no generator is expended, check that the hammer has properly captured the microswitch at each generator location. (2) Inspect each firing pin and hammer. If firing pin has been pulled and hammer is in contact with percussion cap, consider the generator to be expended and replace. (3) Inspect each percussion cap: (a) Verify that the plastic protective cover has been removed from each percussion cap. If not, remove plastic protective cover. (b) If the normally smooth surface of the percussion cap exhibits any evidence of indentation, replace the generator. (4) Check each generator for security within its mounting points. (5) Check each generator for any obvious physical damage (i.e. - punctures, dents, deep scratches, etc.). If damage present, replace generator. CAUTION: DO NOT PULL ON THE LANYARD. THE GENERATOR MAY IGNITE IF THE LANYARD IS PULLED. (6) Check lanyard cords for fraying and security at both ends.
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Fixed Oxygen Generator System Installation Figure 1
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(7) Check oxygen lines for security of connections to mask and generator outlet fitting. Verify that each mask lanyard and oxygen line are connected to the same generator. (8) Check the manufacturers data plate on each oxygen generator for date of manufacture. If date is twelve (12) years or older, replace generator. B. Removal WARNING: WHEN ACTIVATED, THE EXTERIOR SURFACE OF THE GENERATOR WILL REACH VERY HIGH TEMPERATURES (UP TO 500 F) UNTIL DEPLETION. IF REMOVING AN UNEXPENDED GENERATOR, TAKE CARE TO AVOID INADVERTANT ACTIVATION. (1) Disconnect the wiring harness and remove the mounting tray/drawer from the aircraft. (2) Remove the screws (3) securing the heat shield over the generator. (3) Disconnect the oxygen lines from the generator outlet fitting. (4) Untie the lanyards from the masks. Retain the sleeves installed over the knots for reuse. (5) If generator has not been expended, place a plastic protective cover over the percussion cap and coil and secure the lanyard to ensure the firing pin is not pulled during removal and handling. (6) Remove generator from mounting tray/drawer. C. Installation NOTE: New generators are delivered from the factory with the lanyards and firing pin installed and the hammer armed. A plastic protective cover protects the percussion cap from being ignited if the firing pin is inadvertantly pulled during handling. If the firing pin has been pulled during handling, verfify that the generator has not been expended and then rearm the generator by pulling the hammer back and inserting the firing pin attached to the end of the lanyard in front of the hammer. Ensure the firing pin covers at least 2/3 of the hammer. (1) Place a new generator into position in the mounting tray/drawer, ensuring proper indexing of locator pins to the mounting brackets - i. e. - two down, one up. (2) Ensure that the hammer is in contact with the micro switch. (3) Connect the oxygen lines to the generator outlet fitting. (4) Place the heat shield over the generator. Verify insertion of the indexing pin in the heat shield and secure with screws (3). CAUTION: ENSURE THAT THE LANYARD AND TUBE FROM EACH MASK ARE CONNECTED TO THE SAME GENERATOR. (5) Trim lanyard lengths to 30 inches 1. Using a square knot, tie lanyards to the appropriate masks and cover knots with sleeves.
New Generator Fresh from the Box Figure 2
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(6) Coil up each mask and related oxygen line and lanyard and install in the storage compartment of the mounting tray/drawer. CAUTION: FAILURE TO REMOVE THE PLASTIC PROTECTIVE COVER FROM THE PERCUSSION CAP WILL PREVENT THE GENERATOR FROM IGNITING WHEN THE LANYARD IS PULLED. (7) Remove the plastic protective cover (see Figure 2) from the percussion cap on the newly installed generator. (8) Install mounting tray/drawer in aircraft. (9) Connect the wiring harness, turn ON the master switch, and verify the annunciator panel warning light remains out. If not recheck that the hammer has properly captured the microswitch.
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CHAPTER
37
VACUUM
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
CHAPTER SECTION
PAGE
DATE
37-10-00
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CHAPTER 37 - VACUUM TABLE OF CONTENTS
SUBJECT DISTRIBUTION Vacuum System Description Troubleshooting Service Tips Vacuum Regulator Valve Removal Installation Adjustment INDICATING
SECTION 37-10-00
PAGE 1 1 1 6 8 8 8 8 9
GRID NO. 4J17 4J17 4J17 4J22 4J24 4J24 4J24 4J24 4K1
See 77-40-00
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37 - CONTENTS
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1.
Vacuum System (See Figure 1.) A. Description The vacuum system functions by bleed air being forced through a venturi device called an ejector. As the primary bleed air flow is forced through the ejector, a decrease in pressure develops providing the secondary flow. The secondary flow acts as the source of air to the system. An ambient pressure reference is located between the firewall and the forward pressure bulkhead. The vacuum is controlled on the vacuum side of the system by a vacuum regulator and check valve. The regulator maintains vacuum at a nominal 5.0 inches mercury, relative to ambient pressure. On the vacuum side of the regulator, a check valve is built into the line, preventing reverse flow. The vacuum system operates the cabin pressurization controller, safety outflow valve, and pneumatic deice system. The vacuum gauge has been incorporated into the Meggit Engine Instrument Display System (EIDS) (see 77-40-00). A transducer mounted on the aft side of the forward pressure bulkhead provides input to the EIDS Data Acquisition Unit which then transmits the data to the EIDS Engine Display Unit. Nominal pressure is 5.0 in. hg. See also 21-30-00 and 30-10-00. B. Troubleshooting See Chart 1.
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VACUUM SYSTEM SCHEMATIC (POST FLIGHT INTO KNOWN ICING)

10. EMERGENCY BLEED AIR SOLENOID VALVE (I.E. - EMERG. PRESSURE VALVE) BLEED AIR SYSTEM (TO CABIN) (REF) 1. PRESSURE REGULATOR P3 AIR FROM 2. PRECOOLER 3. EJECTOR 4. LOW VACUUM SWITCH 12. TO DE-ICE (PRESSURE)
(TORQUE AN818 NUT TO 350-375 FT-LBS TAKING CARE TO HOLD ELBOW BULKHEAD FITTING TO PREVENT DAMAGE TO DEICE TUBE AFT OF FIREWALL.)
11. WATER SEPARATOR VACUUM LOW ANNUNCIATOR
5. CHECK VALVE 6. VACUUM REGULATOR 7. AMBIENT PRESSURE REFERENCE 8. PRESSURE BULKHEAD (REF) FLOW
RESTRICTORS
13. TO CABIN PRESSURE CONTROL SYSTEM
14. TO DE-ICE (VACUUM)
9. VACUUM TRANSDUCER S/N'S 4797100 & UP AND S/N'S 4797001 THRU 4797099 WITH KIT# 767-313 INSTALLED Effectivity 4697001 & up Vacuum System Installation (Post Flight Into Known Icing) Figure 1 (Sheet 1 of 2)
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Vacuum System Installation (Post Flight Into Known Icing) Figure 1 (Sheet 2 of 2)
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VACUUM SYSTEM SCHEMATIC (PRE FLIGHT INTO KNOWN ICING)

10. EMERGENCY BLEED AIR SOLENOID VALVE (I.E. - EMERG. PRESSURE VALVE) BLEED AIR SYSTEM (TO CABIN) (REF) 1. PRESSURE REGULATOR P3 AIR FROM 2. PRECOOLER 3. EJECTOR 4. LOW VACUUM SWITCH 11. WATER SEPARATOR
12. TO DE-ICE (PRESSURE)

(TORQUE AN818 NUT TO 350-375 FT-LBS TAKING CARE TO HOLD ELBOW BULKHEAD FITTING TO PREVENT DAMAGE TO DEICE TUBE AFT OF FIREWALL.)
VACUUM LOW ANNUNCIATOR
5. CHECK VALVE 6. VACUUM REGULATOR 7. AMBIENT PRESSURE REFERENCE 8. PRESSURE BULKHEAD (REF) FLOW
RESTRICTORS
13. TO CABIN PRESSURE CONTROL SYSTEM
14. TO DE-ICE (VACUUM)
9. VACUUM TRANSDUCER S/N'S 4797001 THRU 4797099 AS BUILT
Vacuum System Installation (Pre Flight Into Known Icing) Figure 2 (Sheet 1 of 2)
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B
UP AFT LEFT 8
102581 G
B
10
14 12 2
11
( SEE SHEET 1 FOR LEGEND )
13 VIEW A S/N'S 4697001 THRU 4697014 AS BUILT
6 4
9 5
7 14
1 VIEW A S/N'S 4697015 & UP AND S/N'S 4697001 THRU 4697014 WITH KIT# 766-680 INSTALLED
VIEW B-B
Vacuum System Installation (Pre Flight Into Known Icing) Figure 2 (Sheet 2 of 2)
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CHART 1 (Sheet 1 of 2) TROUBLESHOOTING VACUUM SYSTEM (see also Chart 1 in 77-40-00) Trouble No vacuum indication and cabin dump works, deice boots hold down, and Vacuum Low annunciator is not illuminated. Low vacuum system pressure indicated by low reading on vacuum display. Cause Faulty transducer. Remedy Replace transducer.
Vacuum regulator valve incorrectly adjusted.
Adjust regulator valve in accordance with Adjustments in this section. Check lines, fittings and check valve. Repair or replace, as required. Remove ejector and blow out nozzle. Check lines and fittings. Repair or replace, as required. Adjust regulator valve in accordance with Adjustments in this section. Check lines and fittings. Repair or replace, as required. Replace switch. Remove ejector and blow out nozzle. Check lines and fittings. Repair or replace, as required. Adjust regulator. Clean and check operation of regulator. Check ambient reference line and transducer for contamination by cabin air.
Line from transducer to ejector restricted or leaking.
Blocked bleed air nozzle in ejector. Line between ejector and precooler restricted or Ieaking. Low vacuum system pressure indicated by Vacuum Low annunciator. Vacuum regulator valve incorrectly adjusted.
Line from low vacuum switch to ejector restricted or leaking. Low vacuum switch faulty. Blocked bleed air nozzle in ejector. Line between ejector and precooler restricted or Ieaking. High system pressure. Vacuum regulator incorrectly adjusted. Vacuum regulator sticking or dirty screen.
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CHART 1 (Sheet 2 of 2) TROUBLESHOOTING VACUUM SYSTEM (see also Chart 1 in 77-40-00) Trouble Regulator cannot be adjusted to produce correct pressure. Cause Lines leaking or blocked. Remedy Check lines and fittings. Repair or replace, as required. Replace check valve. Remove ejector and blow out nozzle. Clean regulator. Check ambient reference line and transducer for contamination by cabin air. Regulator sticky. Clean regulator.
Check valve faulty (i.e. - closed). Blocked bleed air nozzle in ejector. Vacuum correct on ground, but will not maintain pressure at altitude. Regulator sticky.
Vacuum correct, but pilot reports pressure erratic or shows complete loss in flight. Pressure can only be maintained at full throttle on ground.
Leak in system.
Check lines and fittings. Repair or replace, as required. Clean or replace regulator. Raise regulator diaphragm with thin, blunt tool (tongue depresser). Remove the contaminant. Reset regulator. If no foreign matter is present on the regulator seat, test regulator function. Remove ejector and blow out nozzle. Replace check valve. Replace regulator and/or clear inlet. Check lines and fittings. Repair or replace, as required.
Stuck regulator. Vacuum display indication follows engine rpm. Foreign matter on regulator seat.
Vacuum display shows pressure drop. (Cabin pressure gauge may show increase.)
Blocked bleed air nozzle in ejector. Check valve faulty (i.e. - closed). Vacuum regulator faulty or secondary flow inlet is blocked. Lines from ejector to vacuum regulator blocked or leaking.
4J23
PAGE 7 37-10-00 Dec 31/04
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C.
Service Tips (1) Hoses and Clamps: (a) These items should be examined periodically, and inspected carefully whenever engine maintenance activities cause a hose disconnection to be made at the ejector, regulating valve, or other system component. (b) The ends of the hoses should be examined for rubber separation and slivers of rubber on the inside diameter of the hoses. These slivers can and do become detached. CAUTION: PIPE DOPE OR ANY OTHER ANTI-SEIZE TAPE OR COMPOUND CAN CLOG VACUUM SYSTEM COMPONENTS. IF REQUIRED, WHEN REPLACING ANY OF THE THREADED FITTINGS, SPRAY THE MALE THREADS WITH SILICONE LUBRICANT ONLY. (c) Hose clamps and fittings should be replaced when broken, damaged or corroded. (2) Vacuum Regulator: (a) The vacuum regulating valve seldom needs replacement. Symptoms that suggest replacement are: 1 2 Chatter as indicated by rapid fluctuation of the EIDS vacuum reading or an audible sound. Non-repeatability of the EIDS vacuum reading when the EIDS is not suspect or has been checked (cruise rpm only).
(b) All modes of regulator malfunction tend to increase the vacuum power. Thus, although excess vacuum is applied, a loss of vacuum does not occur. NOTE: If the EIDS has been checked and found OK and the vacuum reading does not repeat within the normal operating range, then the regulating valve should be changed. Observe the usual precautions for maintaining system cleanliness to avoid premature component service. 2. Vacuum Regulator Valve A. Removal (1) Remove inlet hose from top side of valve. (2) Remove outlet hose from bottom side of valve. (3) Remove nut that secures valve to bracket. (4) Pull valve up out of bracket. B. Installation (1) Insert valve into hole in bracket from top. (2) Secure valve to bracket with nut. (3) Attach outlet hose to bottom fitting of valve. (4) Attach inlet hose to top fitting of valve.
PAGE 8 Dec 31/04
37-10-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Adjustment
WARNING: DO NOT OPERATE ENGINE WITHOUT A QUALIFIED PILOT OR OTHER RESPONSIBLE PERSON AT THE CONTROLS OF THE AIRPLANE. NOTE: Do not reset the regulator until the lines have been checked. (1) Start engine and turn ON bleed air switch. (2) Set engine at 75% Ng. Check vacuum reading. If reading is less than 4.5 in. Hg., shut down the engine and adjust the valve. (Turn the valve adjustment screw clockwise to increase pressure and counterclockwise to decrease pressure.) (3) Start the engine and repeat the check until not less than 4.5 in. Hg. is obtained at 75% Ng. (4) Advance power on engine to a minimum 90% and ensure vacuum gauge reads 5.4 in. Hg minimum. If not, shut down the engine and adjust the valve. (Turn the valve adjustment screw clockwise to increase pressure and counterclockwise to decrease pressure.) (5) Start the engine and repeat the check until not less than 5.4 in. Hg. is obtained at 90% Ng. (6) After establishing above parameters, apply sufficient power to obtain a pressure gauge reading of 16-20 psig. Cycle deicer boots and ensure vacuum indicates a steady 4.5 in. Hg, after deicer boot cycle is turned OFF. (7) After the system has been properly adjusted, bend the locking tabs on the valve down over the adjustment screw.
4K1
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37-10-00
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CHAPTER
39
ELECTRICAL / ELECTRONIC PANELS
4K3
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4K4
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CHAPTER SECTION 39 - List of Effective Pages 39 - Table of Contents
PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
CHAPTER SECTION
PAGE
DATE
39-10-00
39-20-00
4K5
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PAGE 2 Dec 31/04
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CHAPTER 39 - ELECTRICAL / ELECTRONIC PANELS TABLE OF CONTENTS SUBJECT INSTRUMENT AND CONTROL PANELS General Face-Mounted Instruments Removal Installation Rack-Mounted Avionics Removal Installation Volt-Amp/Rudder Trim Indicator Post-Installation Set-Up Circuit Breaker Panels Switches Overhead Switch Panel Rocker-type Switches Push ON - Push OFF Switches ELECTRICAL & ELECTRONIC EQUIPMENT 39-20-00 SECTION 39-10-00 PAGE 1 1 1 1 1 1 1 1 2 2 2 2 2 4 4 1 GRID NO. 4K9 4K9 4K9 4K9 4K9 4K9 4K9 4K9 4K10 4K10 4K10 4K10 4K10 4K12 4K12 4K21
4K7
39 - CONTENTS
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PAGE 2 Dec 31/04
39 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL INSTRUMENT AND CONTROL PANELS
1.
General A. Face-Mounted Instruments Most instruments are face-mounted and secured to the instrument panel by screws from the front of the panel. Most instruments are removed out the back of the panel, but a few are removed through the front of the panel. Take special care when any operation pertaining to the instruments is performed. (1) Removal (a) Disconnect the plumbing and / or electrical connectors from the back of the instrument. Where two or more lines connect to an instrument, identify and tag each line to facilitate installation. Attach a dust cap to each fitting. NOTE: For those instruments which remove through the front of the panel, disconnecting and tagging plumbing and / or electrical connectors can be done after the instrument retaining screws are removed and the instrument is slid gently forward to expose the connections at the rear. (b) Remove the screws that secure the instrument in the panel cutout. (c) Remove the instrument from the panel. (2) Installation (a) Place the instrument in its proper panel cutout and secure with screws. NOTE: For those instruments which install through the front of the panel, connecting plumbing and / or electrical connectors can be done from the front of the panel before the instrument retaining screws are installed. After the connections are secure, slide the instrument into place and install the retaining screws. (b) Connect the plumbing and/or electrical connectors to back of instrument. (c) Check instrument operation. B. Rack-Mounted Avionics Most avionics are rack-mounted front-removable units generally secured to the instrument panel tray/rack by a single jackscrew located in the center of their faceplate. (1) Removal (a) Insert an appropriate size (generally 3/32 inch) allen wrench into the jackscrew access hole in the faceplate. (b) Unscrew the jackscrew in a counterclockwise direction. (c) Slide the avionics unit aft and out of the instrument panel tray/rack. (2) Installation NOTE: Inspect the front of the panel-mounted avionics tray/rack to verify it is not significantly inset from the panel. If so, correct the tray/rack installation before proceeding. NOTE: The high insertion forces required to seat a unit with high density connectors tend to limit the effectiveness of the first seating attempt. Accordingly, the following procedure requires sequential applications of force, and subsequent tightening of the jackscrew, to ensure all connectors seat properly. (a) Slide the avionics unit into the instrument panel rack and forward applying a moderate insertion force.
4K9
39-10-00
PAGE 1 Dec 31/04
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(b) Insert an appropriate size (generally 3/32 inch) allen wrench into the jackscrew access hole in the faceplate and tighten to remove any slack, but do not try to pull unit into place with the jackscrew. (c) Apply additional insertion force to front of unit. (d) Tighten jackscrew again. (e) Apply additional insertion force to front of unit. (f) 2. Finish tightening jackscrew. (g) Ensure that unit bezel is tight against panel. Volt-Amp/Rudder Trim Indicator - Standard EFIS Only (See Figure 1.) NOTE: In S/Ns 4697001 thru 4697155, when replacing the original factory installed Volt-Amp/Rudder Trim Indicator (P/N 602-264), you must also replace the original factory installed rudder trim actuator assembly (P/N 102345-004). Order Kit No. 767-342. The Volt-Amp/Rudder Trim Indicator is located in the center of the instrument panel just above the engine control pedestal. When installing a new unit, the following post-installation set-up procedure must be performed. Post-Installation Set-Up (1) Verify rudder and rudder trim tab are rigged as specified in 27-20-00. (2) Cycle rudder trim tab to full left and full right travel and note the reading on the Volt-Amp/Rudder Trim Indicator. If both read 13 degrees, no adjustment is required. If not, proceed with steps (3) and (4). (3) Set rudder trim tab to full left travel: adjust ZERO pot for 13 degree indication. (4) Set rudder trim tab to full right travel: adjust GAIN pot for 13 degree indication. 3. Circuit Breaker Panels (See Figures 1 and 2.) Circuit breakers are installed on both the pilots and copilots side. Should a circuit breaker be replaced or added, exercise extreme caution ensuring the breakers are in proper mechanical alignment, any insulators that are called out are installed correctly, and all electrical wiring and connections meet aviation standards. Do not deviate from the parts manual requirements when replacing circuit breakers. 4. Switches A. Overhead Switch Panel Most switches are located in the overhead switch panel. When working on the overhead switch panel, remove it from the aircraft first. (1) Removal (a) Remove panel retaining screws (8). (b) Slide the switch panel down to gain access to the electrical connectors at the back of the panel. (c) Disconnect the electrical connectors and remove panel from aircraft. (2) Switch Replacement Switches in the overhead switch panel are not replaceable. If one switch fails, the entire switch panel must be replaced.
PAGE 2 Dec 31/04
39-10-00
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1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
PILOTS AFT CB PANEL PILOTS FWD CB PANEL ECS (BLEED AIR) CONTROL PANEL COLOR WEATHER RADAR VOLT/AMP/RUDDER TRIM METER ENVIRONMENTAL (A/C) CONTROL PANEL COPILOTS AFT CB PANEL COPILOTS FWD CB PANEL BUS TIE CB PANEL EHSI (I.E. - MEGGITT NAV DISPLAY)*
11. EADI (I.E. - MEGGITT PRIMARY FLIGHT DISPLAY)* 12. ENGINE DISPLAY UNIT* 13. ANNUNCIATOR 14. STANDBY INSTRUMENTS 15. GARMIN GMA-340 AUDIO PANEL 16. GARMIN GNS-530 COM/NAV/GPS* 17. OVERHEAD SWITCH PANEL * = Installed on both sides.
Flight Deck View (Standard EFIS Shown) Figure 1
4K11
39-10-00
PAGE 3 Dec 31/04
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(3) Installation NOTE: The overhead switch panel is lighted with electroluminescent placards. The left and right placards bear part of the load exerted by the panel retaining screws. Take care not to overtighten the panel retaining screws when installing the switch panel or you may damage the placards. (a) Holding the switch panel below the opening in the headliner, connect the electrical connectors to the rear of the panel. (b) Slide the panel into position and secure with screws (8). B. Rocker-type Switches A few rocker-type switches are used in the instrument panel. CAUTION: ALTHOUGH SMALL SWITCH ASSEMBLIES ARE EASIER TO REMOVE IF WIRING IS FIRST DISCONNECTED, THE LIMITED WORK SPACE BEHIND THE PANEL CAN RESULT IN BURNED WIRE INSULATION. DO NOT ATTEMPT TO UNSOLDER THESE SMALL ELECTRICAL CONNECTIONS BEHIND THE INSTRUMENT PANEL UNDER ANY CONDITIONS. IF NECESSARY, CUT WIRES AT POINT OF CONNECTION. IN ANY CASE, ITS BETTER TO DAMAGE THE SWITCH AND REPLACE IT, RATHER THAN DAMAGE THE WIRING HARNESS LEADS. (1) Removal (a) Gain access to the switch from behind the instrument panel. (b) Squeeze retainer blades on top and bottom of the switch together and push switch from the panel. (c) Make note of the placement of, and / or tag, wires on the switch to facilitate installation. (d) Disconnect wires from the switch. Remove switch. (2) Installation (a) Connect wires to the switch. (b) Squeeze retainer blades on top and bottom of the switch together and push switch into panel until retainer blades engage the panel. C. Push ON - Push OFF Switches A few Push ON - Push OFF switches are used in the instrument panel. (1) Removal (a) Gently pry off the switch cap. (b) With a small screwdriver, rotate the two retaining tabs until they disengage. (c) Slide the switch out. (2) Installation (a) Slide the switch into place. (b) With a small screwdriver, rotate the two retaining tabs until they engage. (c) Press on the switch cap.
PAGE 4 Dec 31/04
39-10-00
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4K13
39-10-00
PAGE 5 Dec 31/04
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Circuit Breaker Panels (Typical) Figure 2 (Sheet 1 of 2)
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39-10-00
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Circuit Breaker Panels (Typical) Figure 2 (Sheet 2 of 2)
4K15
39-10-00
PAGE 7 Dec 31/04
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Electronic Control Module and Terminal Junction Module Identification Figure 3 (Sheet 1 of 2)
PAGE 8 Dec 31/04
39-10-00
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102228 AA
VENT DEFOG 688-498 AIR CONDITIONING 688-499 PITOT HEAT ANNUNCIATOR RELAY * 102247-004 PITOT HEAT ANNUNCIATOR RELAY * 102247-005 2001 2002 2003 2004 HI BLOWER 688-498
LO BLOWER 688-498
AVIONICS DIMMING 688-493 LEFT PITOT HEAT 688-492 RIGHT PITOT HEAT 688-492 2005 2006 2008 2009 TJ BLOCK 6 602-254 TJ BLOCK 5 602-253 TJ BLOCK 4 592-659 TJ BLOCK 3 602-254 TJ BLOCK 2 602-254 TJ BLOCK 1 602-254 * SEE DETAIL A, 39-20-00 FIGURE 2, SHEET 3, FOR RELAY PIN IDENTIFICATION. TJ RAIL 602-252
COPILOT'S
Electronic Control Module and Terminal Junction Module Identification Figure 3 (Sheet 2 of 2)
4K17
39-10-00
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PAGE 10 Dec 31/04
39-10-00
4K18
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102221 AD
P17B6R P17B6L P4B4 P1D2 LINE CONTACTOR (K405)

P55ZZ20 TO TERMINAL 87y
P6A4 P5A4
RP1A8R RP1A8L
FROM TERMINAL 87b TO MOUNTING SCREW (GND)
#1 AVIONICS BUS CB304 (35 A) BATTERY CB301 (150 A) #2 AVIONICS BUS CB305 (35 A)
ALTERNATOR CB302 (150 A) #2 MAIN BUS P5B2 CB306 (80 A) TO GENERATOR SHUNT #1 MAIN BUS CB307 (80 A)
NON-ESSENTIAL BUS CB308 (100 A)
LOOKING AFT AT RIGHT SIDE INSTRUMENT PANEL Tie Bus Panel Connections Figure 4
4K19
39-10-00
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PAGE 12 Dec 31/04
39-10-00
4K20
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL ELECTRICAL AND ELECTRONIC EQUIPMENT
102223 Z
GEAR INDICATION
COMM
BATTERY BUS
VIEW A-A
EMER. LIGHTS AUDIO MKR COURTESY
STEREO
CLOCK
LIGHTS
(RP10A18) (EL1A20) (ST1A20)
(G5E20) (RP7A20) (CL1A20) (L60A20)
AUXILIARY POWER CONTACTOR (K403) BATTERY CONTACTOR (K401)
START CONTACTOR (K402)
102221 AB
Master Electrical Panel Figure 1
4K21
39-20-00
PAGE 1 Dec 31/04
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PAGE 2 Dec 31/04

1N4719 DIODE TO K2-2 3.3K RESISTOR RC07GF332J TO J317-10 2 3 4 8 TO GND TO J317-11 6 7 1 5 291 TERMINAL BOARD
Effectivity 4697115, 4697117, 4697119 thru 4697124, 4697126 & up; and 4697001 thru 4696114, 4697116, 4697118, and 4697125 with Kit# 766-697 installed
39-20-00
TB1 TERMINAL BOARD ASSY K1A K20
GEAR WARN MUTE DIMMING (SEE DETAIL A ON SHEET 3) GEAR WARN MUTE DEACTIVATE
K3 K4
ANNUN. INOP. SQUAT SW NO. 2
2 3 4 TB1 1
K9
ANNUN. TEST
K1
5 6 7 8
Relay Installation Figure 2 (Sheet 1 of 4)

STALL COMPUTER FAIL LOGIC
K2
ANNUN. DAY/NIGHT
J317
THIS AREA MUST REMAIN FREE OF COMPONENTS & WIRING TO PROVIDE CLEARANCE FOR THE EMERGENCY GEAR CABLE.
102252 V
4K22
N53238
4K23
S/N'S 4697120, 4697122, 4697124, AND 4697126 & UP ONLY TO TB1 PIN 1 RESISTOR RC07GF682J 6.8 OHM 6 14 7 10 11 12 24 26 15 16 17 29 31 3 4 5 33 34 1 28 23 22 2 8 32 13 5
2 6 1 4 6 B A 3 5 A 1 5 9 2
102252 V
J317
25
27
8 TO TB1 (SEE SHEET 1)
2 2 4 6 B A B 1 3 5 A 4 1 2 3 5 6 7 8 9 10 11 12
1 3
3 7 10 11
4 8 12 B
B2
A2
N.C. N.O. COM. COIL
K10
B3 B1 A3 A1 X1
B2
A2
K10
X2 B3 B1 A3 A1 X1 X2
K4
K3
K9
K1
K2
K1A
RESISTOR 1K OHM, 1/4 WATT
K20
1N2071A DIODE (7 PLACES) 1N4002
RESISTOR 560 OHM, 1/2 WATT, 10%
39-20-00
Effectivity 4697115, 4697117, 4697119 thru 4697124, 4697126 & up; and 4697001 thru 4696114, 4697116, 4697118, and 4697125 with Kit# 766-697 installed
PAGE 3 Dec 31/04
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PAGE 4 Dec 31/04

102252 V
39-20-00
K 6 A
GNS 530 NAV/COM/GPS 1 DIMMING EMER / GND CLEARANCE GROUND CLEARANCE SQUAT SW NO. 1
K8 K7
K6
(SEE DETAIL A)
FEATHER ANNUNCIATOR
K 10
J387
A1 B2 X1 B3 BLUE BEAD 1N2071A DIODE (5 PLACES)
A3 X2 A2 B1
DETAIL A (RELAY PIN IDENT)
4K24
N53238
4L1
31 32 21 34 6 37 29
16
J387
B2 B2 A2
A2
K6A
X1 X2
EXISTING WIRE TO K6 PIN B TO K6 PIN A
K10
X1 X2
B3 B1 A3 A1 B3 B1 A3 A1
TO K6 PIN 3

23 22 24 26 25 27 16 15 17 19 18 14 20 21 1 1 2 4 6 B 3 5 A 1 3 5 A 2 4 6 B
13
12
10
1 5 9 A
102252 V
2 3 7
4 8 10 11 12 B
39-20-00
K8
1N4719 DIODE
1N4002 DIODE
PAGE 5 Dec 31/04
K6
K7
N53238
PAGE 6 Dec 31/04
39-20-00
4L2
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TM

(S/Ns 4697001 and UP)

PART NUMBER 767-005
5A1
January 9, 2004
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5A2
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5A3
PAGE 1 Jan 9/04
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PAGE 2 Jul 1/00
5A4
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12
CHAPTER SECTION
PAGE
DATE
Introduction
Index
5A5
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PAGE 2 Jul 1/00
5A6
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SUBJECT
PAGE
GRID NO.
1 1 2 2 2 2 3 3 3 3 3 3 4 4 4 9
5B1
5A7
INTRO - CONTENTS
PAGE 1 Jan 9/04
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PAGE 2 Jul 1/00
INTRO - CONTENTS
5A8
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1.
2.
5A9
INTRODUCTION
PAGE 1 Jan 9/04
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3.
4.
46 97 001
5.
B.
C.
PAGE 2 Dec 31/04
INTRODUCTION
5A10
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7.
B.
C.
8.
9.
5A11
INTRODUCTION
PAGE 3 Jan 9/04
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PAGE 4 Jan 9/04
INTRODUCTION
5A12
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PH:
- (626) 813-1234
or
5A13
INTRODUCTION
PAGE 5 Dec 31/04
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Maintenance Manual:
PAGE 6 Dec 31/04
INTRODUCTION
5A14
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PH: - (360) 651-6666
Maintenance Manual:
5A15
INTRODUCTION
PAGE 7 Dec 31/04
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PAGE 8 Jan 9/04
INTRODUCTION
5A16
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5A17
INTRODUCTION
PAGE 9 Mar 6/03
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CHAPTER 21
GRID NO. 2C1
22
2F9
23
2G13
24
2H3
25
2J1
26
2K1
27
3C1
28
3E15
PAGE 10 Dec 31/04
INTRODUCTION
5A18
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CHAPTER 29
GRID NO. 3H5
30
3I1
31 50 32 00 10 20 30 40 50 60 33 10 20 30 40 34 00 10 20 40 50 35 10 20 37 10 20 38
3K7
4C1
4F11
4G7
4I13
4J11
5A19
INTRODUCTION
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CHAPTER 39
GRID NO. 4K3
51
5C1
52 10 20 70 55 10 20 30 40 56 00 10 20 30 57 40 50 61 00 10 20 70 00 71 00 10 20 30 70
PAGE 12 Dec 31/04
INTRODUCTION
5A20
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CHAPTER 72 73
GRID NO. 5K19
74 10 20 75 00 76 00 10 77 00 10 20 40 78 79 20 30 80 91 10 91 (CONT.) 21 & UP
APPENDIX 1
6J1
5A21
INTRODUCTION
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PAGE 14 Jul 1/00
INTRODUCTION
5A22
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A
B
C
5B1
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E
D
PAGE 2 Dec 31/04
INDEX
5B2
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5B3
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F
PAGE 4 Dec 31/04
INDEX
5B4
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I
G
H
5B5
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J
Jacking: 1G1
L
PAGE 6 Dec 31/04
INDEX
5B6
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M
N
5B7
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O
R
P
S
PAGE 8 Dec 31/04
INDEX
5B8
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T
5B9
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Y
V
W
PAGE 10 Dec 31/04
INDEX
5B10
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5B11
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PAGE 12 Dec 31/04
INDEX
5B12
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CHAPTER
51
STRUCTURES
5B17
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5B18
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PAGE 1 2 1 2 1 2 3 4 1 2 3 4 5 6 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
CHAPTER SECTION
PAGE
DATE
51-00-00
51-10-00
51-70-00
51-80-00
5B19
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PAGE 2 Dec 31/04
5B20
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 51 - STRUCTURES TABLE OF CONTENTS
SUBJECT GENERAL INVESTIGATION, CLEANUP AND AERODYNAMIC SMOOTHNESS Corrosion Control Forms of Corrosion Conditions Affecting Corrosion Corrosion Inspections Corrosion Removal and Control Corrosion Prone Areas REPAIRS Fiberglass Repairs Touch-up and Surface Repairs Fracture and Patch Repairs Thermoplastic Repairs Pressure Sensitive Safety Walk Installation Metal Wire Stitch Repair ELECTRICAL BONDING General 100 Hour Inspection On Condition Inspection
SECTION 51-00-00
PAGE 1
GRID NO. 5B23
51-10-00
1 1 1 1 2 3 4
5C3 5C3 5C3 5C3 5C4 5C5 5C6 5C9 5C9 5C9 5C10 5C11 5C18 5C20 5C23 5C23 5C23 5C23
51-70-00
1 1 1 2 3 10 12
51-80-00
1 1 1 1
5B21
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51 - CONTENTS
5B22
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13
7 1 7 12 9 2 9 9 8 9 3 3 10 4 3 3 13 5 10 9 7 7 9 3 10 4 (OIL DOOR) 3
9 3 10 3 4 3 3 8 9 10 9 9 10 7 7 9
1 7 12
NUMBER 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
MATERIAL 2024-0* 2024-0* 2024-0* 2024-0* 2024-0* 2024-T3 2024-T3 2024-T3 2024-T3 2024-T3 2024-T3* 5052-H34 6061-0 6061-0* FIBERGLASS * HEAT TREAT TO T42
THICKNESS .020 .025 .032 .040 .063 .016 .020 .025 .032 .040 .040 .025 .025 .032
Skin Material Specifications Figure 1 (Sheet 1 of 3)
5B23
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4 3 3 4
3 10 3
9 10 9
9 4 9 9 3
8 11 10 8 2 6 8 8 6 10
8 11 TOP 8 2
8 11 10 8 2 6 8 8 6 10
8 11 BOTTOM 8 2
Skin Material Specifications Figure 1 (Sheet 2 of 3)
PAGE 2 Dec 31/04
51-00-00
5B24
N53238
5C1 8 7 9 10 9 9 10 10
WS 82.50 WS 134.00 WS 156.00 WS 182.00 WS 209.00 WS 240.00 WS 61.80 WS 51.542 WS 40.00 WS 107.50 WS WS 116.00 93.00
11
4 10
WS 29.00
Skin Material Specifications Figure 1 (Sheet 3 of 3) 8 9 10 9 10 10 9 4 10
11 7
PAGE 3 51-00-00 Dec 31/04
CENTER WING SECTION
OUTBOARD WING SECTION
N53238
PAGE 4 Dec 31/04
51-00-00
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INVESTIGATION, CLEANUP AND AERODYNAMIC SMOOTHNESS Corrosion Control Corrosion is the deterioration of metal by chemical or electrochemical attack. Water which is allowed to remain on the aircraft and industrial pollution are the major causes of corrosion in aircraft. The two general types of corrosion are: -- Direct chemical attack. (i.e. spilled battery acid) -- Electrochemical attack which requires a medium. (usually water) The latter is the most common and is responsible for most forms of aircraft corrosion. Since corrosion is a constant threat, the only effective method to control it is a routine of regular inspection, cleaning, and surface refinishing. A. Forms of Corrosion The following are the most common forms of corrosion: (1) Surface corrosion appears as a general roughening or pitting on the surface usually accompanied by a powdery deposit of corrosion products. It may spread under the surface and not be recognized until the paint or plating is lifted off the surface in small blisters. (2) Dissimilar metal corrosion may occur when two dissimilar metals are contacting each other. This type may be serious because it usually takes place out of sight. The only way to find it before structural failure is by disassembly and inspection. Insulating is necessary between two contacting dissimilar surfaces (2-3 coats of waterborne, chromated, fluid resistant, epoxy primer (i.e. - PRC Desoto) or a coat of epoxy polyamide on each surface; plus a .003 thick piece of vinyl tape if one of the surfaces is magnesium). (3) Intergranular corrosion is difficult to detect in its early stages. When severe, it causes the surface of the metal to exfoliate (flake or lift). (4) Stress Corrosion is the result of sustained tensile stresses and corrosive environment. It usually occurs in assemblies such as aluminum alloy bellcranks with pressed in bushings; landing gear shock struts with pipe thread grease fittings, clevis pin joints and shrink fit parts. (5) Fretting Corrosion takes place when two parts rub together, constantly exposing fresh active metal to the corrosive effects of the atmosphere (6) Filiform Corrosion is the appearance of numerous meandering thread-like filaments of corrosion on the surface of various types of metal. B. Conditions Affecting Corrosion Some conditions which affect the occurrence of corrosion are: (1) Heat and humidity increase corrosion. (2) Different metal and their relative sizes affect resistance or susceptibility to corrosion. (3) Frequent contributing factors to corrosion are: (a) Soil and atmosphere dust. (b) Oil, grease and exhaust residues. (c) Salt water and salt moisture condensation. (d) Spilled battery acids and caustic cleaning solutions. (e) Welding, brazing and soldering flux residue A clean aircraft will resist corrosion better than a dirty one. Cleaning frequency depends on several factors (such as geographical location, type of operation, etc). Soil should be removed as soon as possible, especially when it is on a high temperature area.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 TYPES OF METAL CORROSION
Type of Material Steel
Type of Corrosion Rust*
Remedy** Complete removal of corrosion by mechanical means. Mechanical polishing or brushing with material softer than aluminum.
Aluminum
White to grey powdery material.
Magnesium (highly susceptible to corrosion) Cadmium (plating)
White powdery snow-like mounds and white spots. White to brown to black mottling of surface (plating is still protecting until iron appears). May pit in chloride environment. Mechanical removal of corrosion should be limited to metal surfaces from which the cadmium has been depleted. Promotes rusting of steel where pits occur in the coating.
Chromium (plating)
* Red rust generally shows on bolt heads, hold-down nuts and other aircraft hardware. Its presence in these areas is generally not dangerous. However, it is indicative of a need for maintenance and also of the possibility of corrosive attack in more critical areas. Any corrosion on the surface of a highly stressed steel part is potentially dangerous. A careful removal of corrosion products using mild abrasives (rough or fine grit aluminum oxide paper) is necessary, using care not to overheat the metal when removing the corrosion. ** For abrasion, do not use dissimilar material (i.e. steel wool on aluminum). Remove only the material required to clean up the affected area.
After cleaning, ensure that no cleaning solution remains in any holes, crevices or joints, as it may lead to increased corrosion. Also, all exposed areas (landing gear, flap tracks, control surface, hinge parts, etc) should be lubricated after cleaning. C. Corrosion Inspections NOTE: Some areas of the airplane have been treated with a corrosion inhibiting compound which requires re-treatment at 5 year intervals. See 5-30-00. Corrosion should be inspected for at every inspection. In trouble areas, the inspection frequency should be increased. In addition to routine inspections: (1) Aircraft operating around a marine environment should be given special checks on a weekly basis. (2) Aircraft operating in a semi-acid condition should be inspected monthly. A semi-acid condition is likely to occur in industrialized areas where sulfur bearing particles in dust, smoke and smog attack painted surfaces.
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(3) Inspections for corrosion should be performed by personnel familiar with corrosive problems and their remedies. (a) Daily and preflight inspections should include the engine frontal areas, all intake vents, engine compartments, gaps, seams, and faying surfaces in the exterior skins, wheel and wheel well areas, battery compartment, fuel cell and all other drains, and any bilge areas not requiring extensive removal of inspection access covers. (b) Detailed inspection should include the above referenced areas along with areas requiring removal of screw attached inspection plates and panels to thoroughly inspect the internal cavities of the aircraft. (4) During inspection remember that paint tends to hide corrosion in its initial stages. However, the results of corrosion can sometimes be seen as blisters, flakes, chips and other irregularities in the paint. D. Corrosion Removal and Control CAUTION: REMOVAL OF SEVERE CORROSION MAY BE CONSIDERED A MAJOR REPAIR. ANY REPAIR OF THIS TYPE MUST BE APPROVED BY THE FAA BEFORE RETURNING THE AIRPLANE TO SERVICE. Corrosion cannot be prevented or eliminated on aircraft; it can only be reduced to an acceptable level by proper control methods. All corrosion products must be removed prior to refinishing. If they are not removed, corrosion will begin again, even though the affected area is refinished. (1) Before beginning any rework: (a) Position the airplane in a wash rack or provide some type of washing apparatus for rapid rinsing of all surfaces. (b) Connect a static ground line to the airplane. (c) Remove the airplane battery if required. (d) Protect the pitot-static ports, engine openings, airscoops, louvers, wheels, tires and other portions of the airplane from moisture and chemical brightening agents. (e) Protect the surfaces next to the rework areas from chemical paint strippers, corrosion removal agents and surface treatment materials. (2) An evaluation of the corrosion damage is necessary to determine the type and extent of repairs required. The following are general guidelines: (a) Light Corrosion: Discoloration or pitting; normally removed by light hand sanding or a small amount of chemical treatment. (b) Moderate Corrosion: Similar to light corrosion except there could be some blistering or evidence of scaling and flaking. Removed by extensive hand sanding or mechanical sanding. (c) Severe Corrosion: Similar to moderate corrosion with severe blistering, exfoliation, scaling and / or flaking, normally removed by extensive mechanical sanding or grinding. NOTE: The depth of material removed should not exceed safe limits.
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E.
Corrosion Prone Areas Certain areas are more prone to corrosion than others. The following list is intended to be a general guide to areas where corrosion is frequently found. (1) Areas around steel fasteners are susceptible to corrosion. The paint on these areas cracks which allows moisture to seep in and corrode the underlying metal. Each time the fastener is removed, it should be coated with zinc chromate before reinstallation. The paint should be wet when the fastener is installed. (2) Fluids tend to seep into faying surfaces, seams and joints due to capillary action. The effect of this type of intrusion is usually detectable by irregularities in the skins surface. (3) Spot welded assemblies are particularly prone to corrosion. The only means to prevent this type of corrosion is by keeping potential moisture entry points in the spot weld filled with a sealant or preservative compound. On an aluminum spot welded assembly, a chromate conversion coating before paint is applied will help prevent corrosion. (4) Areas which are exposed to exhaust gases may have their finish damaged by deposits. These deposits may result in an aggressive attack on the metal by corrosion. Heat from the exhaust may also blister or otherwise damage the paint. Gaps, seams, hinges and fairings are some places where exhaust gas deposits may be trapped and not reached by normal cleaning methods. (5) The wheel well and landing gear are the most exposed parts of the aircraft. Due to the complexity of its shape, assemblies and fittings, maintaining a protective coverage is difficult. The especially troublesome areas are: (a) Magnesium wheels: around bolt heads, lugs and wheel well areas: (b) Exposed rigid tubing, B-nuts, ferrules, under clamps and tubing identification tape: (c) Exposed position indicator switches and other electrical equipment: (d) Crevices between stiffeners, ribs and lower skin surfaces. (6) Flaps, flight control slots and equipment installed in these areas may corrode unnoticed unless a careful surveillance is maintained. (7) Engine frontal areas, air inlet ducts and the leading edge of wings, because they are constantly exposed to abrasion by dirt, dust, gravel and rain, should be checked frequently for the beginning of corrosion. (8) Hinges (piano hinges especially) are extremely vulnerable to corrosion due to the wearing away of their protective coating and their being a natural trap for dirt, salt and moisture. (9) Control cables may have bare spots in their preservative coating which could lead to corrosion. Cables having external corrosion should be checked for internal corrosion. If internal corrosion is present, replace the cable. If only external corrosion is present, remove corrosion with a wire brush and recoat cable with preservative. (10) Any area where water may be trapped is a trouble spot for corrosion. Drain holes should be checked and cleaned regularly. (11) Battery compartment and vent openings are particularly prone to corrosion due to spilled electrolyte. Fumes from overheated battery electrolyte will spread to adjacent areas and cause rapid corrosion of unprotected surfaces. Frequent cleaning and neutralization of deposits will minimize corrosion from this cause. (12) Due to magnesium parts being prone to corrosion, special attention should be given to their surface treatment, proper insulation (due to dissimilar metal corrosion) and paint coatings.
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(13) Electrical components and connectors should be checked. Their inspection frequency should be based on their operational environment and past trouble with them. (14) Skin joints and lap-overs are two areas which may contain moisture. Corrosion in these areas may go unnoticed unless particular attention is paid to them during inspection. (15) Hoses having an internal wire braid which are located in a position where they are frequently water soaked need a protective treatment. (16) Drilled holes and the trimmed end of sandwich panels should be protected. An inhibitor solution and/ or sealant application is recommended. Any gaps or cavities which allow dirt or moisture to enter should be filled with a sealant.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL REPAIRS
Structural repair methods used must be in accordance with regulations set forth in FAA Advisory Circular 43.13-1, latest revision. To assist in making repairs and/or replacements, Figure 1, 51-00-00, identifies type and thickness of various skin material used. WARNING: NO ACCESS HOLES ARE PERMITTED IN ANY CONTROL SURFACE. USE OF PATCH PLATES FOR REPAIRS OF ALL MOVABLE TAIL SURFACES IS PROHIBITED. USE OF ANY FILLER MATERIAL NORMALLY USED FOR REPAIR OF MINOR DENTS AND/OR MATERIALS USED FOR FILLING INSIDE OF SURFACES IS ALSO PROHIBITED ON ALL MOVABLE TAIL SURFACES. Never make a skin replacement or patch plate from material other than type of original skin, or of a different thickness than original skin. Repair must be as strong as original skin. However, flexibility must be retained so surrounding areas will not receive extra stress. 1. Fiberglass Repairs The repair procedure in this section will describe the methods for the repair of fiberglass reinforced structures. This section describes Touch-up and Surface Repairs such as blisters, open seams, delaminations, cavities, small holes and minor damages that have not harmed the fiberglass cloth material. Also covered are Fracture and Patch Repairs such as puncture, breaks and holes that have penetrated through the structure and damaged the fiberglass cloth. A repair kit, Piper P/N 756-729, that will furnish the necessary material for such repairs, is available through Piper Distributors. NOTE: Very carefully follow resin and catalyst mixing instructions furnished with repair kit. A. Touch-up and Surface Repairs (1) Remove wax, oil and dirt from around the damaged area with acetone. Methylethylketone or equivalent and remove paint to gel coat. (2) The damaged area may be scraped with a fine blade knife or a power drill with a burr attachment to roughen the bottom and sides of the damaged area. Feather the edge surrounding the scratch or cavity. Do not undercut the edge. (If the scratch or cavity is shallow and penetrates only the surface coat, continue to step (8). (3) Pour a small amount of resin into a jar lid or on a piece of cardboard, just enough to fill the area being worked on. Mix an equal amount of milled fiberglass with the resin, using a putty knife or stick. Add catalyst, according to kit instruction, to the resin and mix thoroughly. A hypodermic needle may be used to inject gel into small cavities not requiring fiberglass millings mixed with the gel. (4) Work the mixture of resin, fibers and catalyst into the damaged area, using the sharp point of a putty knife or stick to press it into the bottom of the hole and to puncture any air bubbles which may be present. Fill the scratch or hole above the surrounding undamaged area about .062 of an inch. (5) Lay a piece of cellophane or waxed paper over the repair to cut off air and start the cure of gel mixture. (6) Allow the gel to cure 10 to 15 minutes until it feels rubbery to the touch. Remove the cellophane and trim flush with the surface, using a sharp razor blade or knife. Replace the cellophane and allow to cure completely for 30 minutes to an hour. The patch will shrink slightly below the structure surface as it cures. (If wax paper is used, make sure the wax is removed from surface) (7) Rough up the bottom and edges of the hole with the electric burr attachment or rough sandpaper. Feather hole into surrounding gel coat, do not undercut.
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(8) Pour out a small amount of resin, add catalyst and mix thoroughly, using a cutting motion rather than stirring. Use no fibers. (9) Using the tip of a putty knife or fingertips, fill the hole to about .062 of an inch above the surrounding surface with the gel coat mixture. (10) Lay a piece of cellophane over the patch to start the curing process. Repeat step (6), trimming patch when partially cured. (11) After trimming the patch, immediately place another small amount of gel coat on one edge of the patch and cover with cellophane. Then, using a squeegee or the back of a razor blade, level with area surrounding the patch; leave the cellophane on patch for one to two hours or overnight, for complete cure. (12) After repair has cured for 24 hours, sand patched area, using a sanding block with fine wet sandpaper. Finish by priming, again sanding and applying color coat. B. Fracture and Patch Repairs (1) Remove wax, oil and dirt from around the damaged area with acetone, methylethylketone or equivalent. (2) Using a key hole saw, electric saber saw, or sharp knife cut away ragged edges. Cut back to sound material. (3) Remove paint three inches back from around damaged area. (4) Working inside the structure, bevel the edges to approximately a 30 degree angle and roughsand the hole and the area around it, using 80 grit dry paper. Feather back for about two inches all around the hole. This roughens the surface for strong bond with patch. (5) Cover a piece of cardboard or metal with cellophane. Tape it to the outside of the structure, covering the hole completely. The cellophane should face toward the inside of the structure. If the repair is on a sharp contour or shaped area, a sheet of aluminum formed to a similar contour may be placed over the area. The aluminum should also be covered with cellophane. (6) Prepare a patch of fiberglass mat and cloth to cover an area two inches larger than the hole. (7) Mix a small amount of resin and catalyst; enough to be used for one step at a time, according to kit instructions. (8) Thoroughly wet mat and cloth with catalyzed resin. Daub resin on mat first, and then on cloth. Mat should be applied against structures surface with cloth on top. Both pieces may be wet out on cellophane and applied as a sandwich. Enough fiberglass cloth and mat reinforcements should be used to at least replace the amount of reinforcements removed in order to maintain the original strength. If damage occurred as a stress crack, an extra layer or two of cloth may be used to strengthen area. (9) Lay patch over hole on inside of structure, cover with cellophane, and squeegee from center to edges to remove all air bubbles and assure adhesion around edge of hole. Air bubbles will show white in the patch and they should all be worked out to the edge. Remove excess resin before it gels on the part. Allow patch to cure completely. (10) Remove cardboard or aluminum sheet from outside of hole and rough-sand the patch and edge of hole. Feather edge of hole about two inches into undamaged area. (11) Mask area around hole with tape and paper to protect surface. Cut a piece of fiberglass mat about one inch larger than the hole and one or more pieces of fiberglass cloth two inches larger than the hole. Brush catalyzed resin over hole, lay mat over hole and wet out with catalyzed resin. Use a daubing action with brush. Then apply additional layer or layers of fiberglass cloth to build up patch to the surface of structure. Wet out each layer thoroughly with resin. (12) With a squeegee or broad knife, work out all air bubbles in the patch. Work from center to edge pressing patch firmly against the structure. Allow patch to cure for 15 to 20 minutes.
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(13) As soon as the patch begins to set up, but while still rubbery, take a sharp knife and cut away extra cloth and mat. Cut on outside edge of feathering. Strip cut edges of structure. Do this before cure is complete, to save extra sanding. Allow patch to cure overnight. (14) Using dry 80 grit sandpaper on a power sander or sanding block, smooth patch and blend with surrounding surface. Should air pockets appear while sanding, puncture and fill with catalyzed resin. A hypodermic needle may be used to fill cavities. Let cure and resand. (15) Mix catalyzed resin and work into patch with fingers. Smooth carefully and work into any crevices. (16) Cover with cellophane and squeegee smooth. Allow to cure completely before removing cellophane. Let cure and resand. (17) Brush or spray a coat of catalyzed resin to seal patch. Sand patch, finish by priming, again sanding and applying color coat. NOTE: Brush and hands may be cleaned in solvents such as acetone or methylethylketone. If solvents are not available, a strong solution of detergent and water may be used. 2. Thermoplastic Repairs The following procedure will assist in making field repairs to items made of thermoplastic which are used throughout the airplane. Chart 1 lists materials needed to perform these repairs along with suggested suppliers of the material. Common safety precautions should be observed when handling some of the materials and tools used while making these repairs. Refer to Vendor Information, Chapter 91, for supplier addresses. A. Surface Preparation: (1) Surface dirt and paint if applied must be removed from the item being repaired. Household cleaners have proven most effective in removing surface dirt. (2) Preliminary cleaning of the damaged area with perchlorethylene or V M & P Naphtha will generally ensure a good bond between epoxy compounds and thermoplastic. B. Surface Scratches, Abrasion or Ground-in-Dirt: (See Figure 1.) (1) Shallow scratches and abraded surfaces are usually repaired by following directions on containers of conventional automotive buffing and rubbing compounds. (2) If large dirt particles are embedded in thermoplastic parts they can be removed with a hot air gun capable of supplying heat in the temperature range of 300 to 400 F. Use care not to overheat the material. Hold the nozzle of the gun about 1/4 of an inch away from the surface and apply heat with a circular motion until the area is sufficiently soft to remove the dirt particles. (3) The thermoplastic will return to its original shape upon cooling. C. Deep Scratches, Shallow Nicks and Small Holes - Less than 1 inch in diameter: (See Figure 2.) (1) Solvent cements will fit virtually any of these applications. If the area to be repaired is very small, it may be quicker to make a satisfactory cement by dissolving thermoplastic material of the same type being repaired in solvent until the desired paste like consistency is achieved. (2) This mixture is then applied to the damaged area. Upon solvent evaporation, the hard durable solids remaining can easily be shaped to the desired contour by filing or sanding. (3) Solvent adhesives are not recommended for highly stressed areas, or thin walled parts or for patching holes greater than 1/4 inch in diameter. (4) For larger damages, an epoxy patching compound is recommended. This type material is a two part, fast curing, easy sanding commercially available compound. (5) Adhesion can be increased by roughing the bonding surface with sandpaper and by utilizing as much surface area for the bond as possible.
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Surface Scratches - Abrasions or Ground in Dirt Figure 1
Deep Screatches, Shallow Nicks and Small Holes Figure 2
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Mixing of Epoxy Patching Compound Figure 3
Welding Repair Method Figure 4
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(6) The patching compound is mixed in equal portions on a hard flat surface using a figure eight motion. The damaged area is cleaned with perchlorethylene or V M & P Naphtha prior to applying the compound. (See Figure 3.) (7) A mechanical sander can be used after the compound is cured, providing the sander is kept in constant motion to prevent heat buildup. (8) For repairs in areas involving little or no shear stress, the hot melt adhesives, polyamids which are supplied in stick form, may be used. This type of repair has a low cohesive strength factor. (9) For repairs in areas involving small holes, indentations or cracks in the material where high stress is apparent or where thin walled sections are used, the welding method is suggested. (10) This welding method requires a hot air gun and ABS rods. To weld, the gun should be held to direct the flow of hot air into the fusion (repair) zone, heating the damaged area and rod simultaneously. The gun should be moved continuously in a fanning motion to prevent discoloration of the material. Pressure must be maintained on the rod to insure good adhesion. (See Figure 4.) (11) After the repair is completed, sanding is allowed to obtain a surface finish of acceptable appearance. D. Cracks: (See Figure 5.) (1) Before repairing a crack in the thermoplastic part, first determine what caused the crack and alleviate that condition to prevent it from recurring after the repair is made. (2) Drill small stop holes at each end of the crack. (3) If possible, a double plate should be bonded to the reverse side of the crack to provide extra strength to the part. (4) The crack should be V grooved and filled with repair material, such as solvent cement, hot melt adhesive, epoxy patching compound or it should be hot air welded, whichever is preferred. (5) After the repair has cured, it may be sanded to match the surrounding finish. E. Repairing Major Damage: - Larger than 1 inch in diameter (See Figure 6.) (1) If possible, a patch should be made of the same material, and cut slightly larger than the section being repaired. (2) When appearances are important, large holes, cracks, tears, etc, should be repaired by cutting out the damaged area and replacing it with a piece of similar material. (3) When cutting away the damaged area, under cut the perimeter and maintain a smooth edge. The patch and/or plug should also have a smooth edge to ensure a good fit. (4) Coat the patch with solvent adhesive and firmly attach it over the damaged area. (5) Let the patch dry for approximately one hour before any additional work is performed. (6) The hole, etc, is then filled with the repair material. A slight overfill of the repair material is suggested to allow for sanding and finishing after the repair has cured. If patching compound is used, the repair should be made in layers, not exceeding a 1/2 inch thickness at a time. This will allow the compound to cure and ensure a good solid buildup of successive layers as required.
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Repairing of Cracks Figure 5
Various Repairs Figure 6
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Repair of Stress Lines Figure 7
Repair of Impacted Damage Figure 8
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CHART 1 LIST OF MATERIALS (THERMOPLASTIC REPAIRS) Items Buffing and Rubbing Compounds Descriptions Automotive Type - DuPont #7 Ram Chemical #69 x 1 Mirror Glaze #1 Cleaners Fantastic Spray Perchlorethylene V M & P Naphtha (Lighter Fluid ) ABS-Solvent Cements Solvents Solarite #11 Series Methylethylketone Methylene Chloride Acetone Epoxy Patching Compound Hot Melt Adhesives Polyamids and Hot Melt Gun Hot Air Gun Solarite #400 Stick Form 1/2 in. dia. 3 in. long Temp. Range 300 to 400 F Solar Compounds Corp. Sears Roebuck & Co. or Most Hardware Stores Local Suppliers Solar Compounds Corp. Obtain From Local Suppliers Suppliers DuPont Company Ram Chemicals Mirror Bright Polish Co., Inc. Obtain From Local Suppliers
F.
Stress Lines: (See Figure 7.) (1) Stress lines produce a whitened appearance in a localized area and generally emanate from the severe bending or impacting of the material. (See Figure 8.) (2) To restore the material to its original condition and color, use a hot air gun or similar heating device and carefully apply heat to the affected area. Do not overheat the material.
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G.
Painting the Repair: (1) An important factor in obtaining a quality paint finish is the proper preparation of the repair and surrounding area before applying any paint. (2) It is recommended that parts be cleaned prior to painting with a commercial cleaner or a solution made from one-fourth cup of detergent mixed with one gallon of water. (3) The paint used for coating thermoplastic can be either lacquers or enamels, depending on which is preferred by the repair facility or customer. NOTE: It is extremely important that solvent formulations be considered when selecting a paint, because not an lacquers or enamels can be used satisfactorily on thermoplastic. Some solvents used in the paints can significantly affect and degrade the plastic properties (4) Another important matter to consider is that hard, brittle coatings that are usually best for abrasion resistance should not be used in areas which incur high stress, flexing or impact. Such coating may crack, thus creating a weak area.
3.
Pressure Sensitive Safety Walk Installation Each of the steps on the lower cabin door have an 11.75 in. x 7.50 in. piece of pressure sensitive safety walk installed on them. A. Surface Preparation: (1) Allow newly painted surfaces to dry a minimum of 2 hours prior to applying the safety walk. (2) If the paint becomes contaminated, remove the contamination with clean dry rags or paper wipers moistened with MIL-S-18718 Safety Solvent. (3) Prior to applying the safety walk, wipe the applicable surface with a clean dry cloth, ensuring that no moisture remains on the surface. B. Application Procedure: (1) Do not apply when surface temperature is below 50. (2) Peel back the full width of the protective liner leading edge approximately two inches. (3) Adhere this edge of the safety walk to the inboard edge of the step. (4) Remove the remaining protective lines as the safety walk is being adhered to the step. (5) Roll firmly with a long handled cylindrical brush in both lengthwise directions.
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4.
Metal / Wire Stitching Repair (See Figure 9.)
(PIR-PPS20024, Rev. A.)
CAUTION: METAL/WIRE STITCHING (AND THE ALTERNATE METHOD OF JOINING DESCRIBED BELOW) SHALL ONLY BE USED FOR NON-STRUCTURAL, NON-LOAD CARRYING APPLICATIONS. A metal/wire stitching process is used to staple fabric and rubber seal materials to engine baffles and some composite materials. The following alternate method of joining is approved for field use when replacing these fabric and rubber seal materials. Alternate (Rivet) Method of Joining. (1) Substitute two rivets in lieu of each staple where stitching was previoiusly used or is specified. Maintain a minimum of .75 inch spacing between rivets. (2) When materials being joined include Stainless Steel, Galvanized Steel or Steel, use: (a) MS20615M4 Rivet (Monel) and NAS1149CN432R Washer (See Figure 9.) (b) Install with manufactured (factory) head against hardest material. Install washer against opposite side of joint and upset rivet (bucktail) against washer. (3) When materials being joined include only aluminum and nonmetallic materials use: (a) MS20470A4 Rivet and NAS1149DN432H Washer (See Figure 9.) (b) Install with manufactured (factory) head against hardest material. Install washer against opposite side of joint and upset rivet (bucktail) against washer.
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Metal / Wire Stitching Repair Figure 9
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL ELECTRICAL BONDING
1.
General
(PIR-PPS55006, Rev. S.)
All electrical and electronic equipment and specified components shall be installed in such a manner as to provide a continuous low resistance path (bonds) from the equipment enclosure/component to the airplane structure. Bonds must be installed to ensure that the structure and equipment are electrically stable and free from the hazards of lightning, static discharge, electrical shock, etc. A. B. C. D. 2. All parts shall be bonded with as short a lead as possible. All bonding surfaces shall be cleaned prior to the installation of the bonded joint. All nuts used in bonding shall be of the self-locking type. (Do Not use fiber-locking type). All electrical bonding shall be accomplished without affecting the structural integrity of the airframe.
(PIR-AC 43.13-1, Rev. B.)
100 Hour Inspection
Each 100 hours, visually inspect shield and shield terminations of each electrical harness for integrity, condition, and security. If electrical arcing is evident, check for intermittant contact between conducting surfaces. Arcing can be prevented by bonding or insulation, as appropriate. Inspect the components listed in Chart 1 as follows: A. B. C. D. Bond connections shall be secure and free from corrosion. Bonding jumpers installed so as not to interfere in any way with the operation of moveable components of the aircraft. No self-tapping screws used for bonding purposes. Exposed conducting frames or parts of electrical or electronic equipment should have a low resistance bond of less than 2.5 millohms to structure. If the equipment design includes a ground terminal or pin, which is internally connected to such exposed parts, a ground wire connection to such terminal will satisfy this requirement. Parts shall be bonded directly to the primary structure rather than to other bonded parts. Where aluminum or copper is bonded to dissimilar metallic structures, ensure installed hardware (typically washers) is as called out in the parts catalog to minimize electrolytic corrosion and ensure the hardware should corrode first.
E. F.
3.
On Condition Inspection Whenever any electrically bonded component (see Chart 1) is removed and reinstalled, or visual inspection reveals the electrical bonding to be suspect, measure resistance between component and aircraft structure. To ensure proper operation and suppression of radio interference from hazards, electrical bonding of equipment must not exceed the maximum allowable resistance values specified in Chart 1. A. B. C. Measurements should be performed after the grounding and bonding mechanical connections are complete to determine if the measured resistance values meet the basic requirements. A high quality test instrument (AN AN/USM-21A or equivalent) will accurately measure the very low resistance values specified. Another method of measurement is the millivolt drop test as shown in Figure 1.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 ELECTRICAL BONDING RESISTANCE INDEX
Component Engine Mount(s) Generator(s) Ailerons Elevator / Stabliator Rudder Alternator(s) Trim Tab(s) Conventional Hinge Piano Hinge Instrument Panel Inserts Exterior Lights Mounted on Non-Conductive Material Avionics Black Boxes
Maximum Allowable Resistance Value in Ohms .003 .010 .003 .003 .003 .010 .003 .010 .010 .003 .003
NOTE: Harnesses should be installed and connected for this check, internal chassis wiring through the connector to ground is permissible for this grounding. Battery Ground Point Static wick mounting plates (TCO Model B-4) P/N 452-094 NOTE: .010 1.00
Where jumper wires or cables are used to accomplish a proper bond, resistance between the jumper terminal and the component or structure shall not exceed .001 ohms. The controlling points for measuring resistance will be within the limits of the cleaned area to be bonded and within 1/4 inch of the exterior limits of the bonding jumper terminal or material called for in the bill of materials of the drawing. Resistance to ground will be measured from wire terminal to structure for electrical / electronic equipment not internally grounded and from mounting flange to structure for equiment that is internally grounded.
COMPONENT SURFACE
VOLT METER
AIRCRAFT STRUCTURE SURFACE
MV
BONDING STRAP Adjust rheostat (R1) so that ammeter (A) reads 10 Amps. 28 VDC SOURCE
+
A
AMMETER
Resistance in milliohms is then the reading on the volt meter (i.e. - millivolts (MV)) divided by the amps (10) set on the ammeter. For example, where MV equals 30:
R1
Millivolt Drop Test Figure 1
30 MV = .003 OHMS RESISTANCE 10 AMPS
PAGE 2 Dec 31/04
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CHAPTER
52
DOORS
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5D2
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CHAPTER SECTION
PAGE
DATE
CHAPTER SECTION
PAGE
DATE
1 2 1 2 1 2 3 4 5 6 7 8 1 2 1 2 3 4
Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00
52-10-00
52-20-00
52-70-00
5D3
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PAGE 2 Jul 1/00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 52 - DOORS TABLE OF CONTENTS
SUBJECT PASSENGER / CREW Description Cabin Door Upper Half Removal Installation Lower Half Removal Installation Door Support Removal Installation Door Cable Assembly Removal Installation Door Latching Mechanism Description Upper Door Removal Installation Lower Door Removal Installation Door Seal Removal Installation EMERGENCY EXIT Door Removal Installation Seal Removal Installation DOOR WARNING Cabin Door Ajar Warning System Troubleshooting Cabin Door Ajar Switches Removal Installation Adjustment Periodic Checks
SECTION 52-10-00
PAGE 1 1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 3 3 3 6 6 6 6
GRID NO. 5D7 5D7 5D7 5D7 5D7 5D7 5D7 5D7 5D7 5D7 5D7 5D8 5D8 5D8 5D8 5D8 5D8 5D8 5D8 5D9 5D9 5D9 5D12 5D12 5D12 5D12 5D15 5D15 5D15 5D15 5D15 5D15 5D15 5D17 5D17 5D17 5D17 5D17 5D17 5D17 5D18
52-20-00
1 1 1 1 1 1 1
52-70-00
1 1 1 1 1 1 1 2
5D5
52 - CONTENTS
PAGE 1 Mar 6/03
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PAGE 4 Jul 1/00
52 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL PASSENGER / CREW
1.
Description This airplane is provided with a cabin door on the left side of the fuselage between the passenger seats. The cabin door is in two sections, the upper door having a window and the lower door having two boarding steps that assume their proper position when the door is lowered. Signal flags are incorporated in each of the cabin doors locking pins to show the pins position. The emergency exit door is located on the right-hand side of the fuselage at the center seat. NOTE: Refer to 51-00-00, Pressure Sensitive Safety Walk Installation, for instructions on installing the pressure sensitive safety walk strips on the lower cabin door steps.
2.
Cabin Door A. Upper Half (1) Removal (a) Rotate the handle to the unlocked position and open the door. (b) Open the lower door. (c) Disengage the door holder assembly from the door. (d) Hold the door partly open and relieve the weight of the door from the hinge pin to facilitate hinge pin removal. (e) Remove the hinge pin and lift off the door. (2) Installation (a) Align the door hinge with the fuselage hinge and insert the hinge pin. (b) Attach the door holder assembly to the door. B. Lower Half (1) Removal (a) Open both upper and lower doors to full open position. (b) Remove the screw, washers and nut which secures the cable assembly to the lower door. (c) Relieve the weight of the door from the hinge and remove the hinge pin. (d) Lift the door off of the lower hinge. (2) Installation (a) Align the door hinge with the fuselage hinge and insert the hinge pin. (b) Attach the cable assembly to the door with the previously removed screw, washers and nut.
3.
Door Support A. Removal The hydraulic door support is located at the upper left-hand corner of the upper half of the cabin door. The unit is designed to provide 65 to 80 pounds of pressure when fully extended. (1) Open the upper door. Relieve door weight on the door support. (2) Support the door and remove the retaining nuts and washers from both ends of the door support. (3) Remove the door support.
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B.
Installation (1) Position the door support on the door and fuselage. (2) Secure the door support to the door and to the door frame with the previously removed nuts and washers.
4.
Door Cable Assembly A. Removal The door cable assemblies are attached to lugs on the doors frame. (1) Open the lower door. (2) Support the lower door and remove the cable retaining screws, washers, and nuts from the door lug and door frame lug. (3) Remove the cable assembly. B. Installation (1) Attach the eye end of the cable to the door frame lug. (2) Attach the yoke end of the cable to the door lug.
5.
Door Latching Mechanism A. Description The upper door locking mechanism consists of an external and internal handle which actuate two locking pins in the lower corners of the door and two locking hooks which protrude out of the lower edge of the door. When the handle is rotated to the open position, the guide pins and latch hooks are disengaged and withdrawn into the door. An auxiliary lock is installed in the upper door under the interior handle to prevent inadvertent opening of the door. When opening the door from inside the airplane, the auxiliary lock handle must be pulled inboard to allow the door handle to rotate. The lower door locking mechanism is similar to the upper mechanism except that it has no latch hooks and only one handle. Lifting the latch handle up withdraws the two pins into the door. B. Upper Door (1) Removal (a) To remove the door handle bellcrank: (refer to Figure 1) 1 2 3 4 5 1 2 3 4 Remove the pin which retains the interior door handle to the bellcrank assembly. Remove the handle. Remove the bellcrank support from the interior of the door by removing the rivets from the bellcrank support. Remove the pins which attach the bellcrank to the pushrods. Remove the bellcrank retaining screw from the bellcrank. Pull the bellcrank assembly from the door. Remove the pin which connects the pushrod assembly to the bellcrank assembly. Disconnect the pins and washer which secures the pushrod assembly to the door retaining pins. Slide the pushrod and door retaining pin out of the door. Repeat Steps 1, 2, and 3 for the remaining side.
(b) To remove the pushrod assemblies and the door retaining pins:
PAGE 2 Jul 1/00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (2) Installation (a) To install the door handle bellcrank: 1 2 3 4 5 1 2 3 4
Position the bellcrank assembly in the door. Ensure that a washer is at each end of the bellcrank. Secure the bellcrank assembly with the screw, nut and washer. Attach the pushrod clevises to the bellcrank with the pins and washer. Rivet the interior bellcrank support to the door. Attach the door handle to the bellcrank assembly with the pin. Slide the door retaining pin into position. Place the pushrod assembly into position (the threaded section should point towards the door handle). Align the holes in the pushrod clevis, door retaining pin and latch hook. Secure with the pins and washer. Attach the remaining pushrod clevis end to the door handle bellcrank with the pins and washers. NOTE: The door retaining pins should protrude out of the door 1.00 inch with the door handle in the closed position. Make adjustments at the pushrod assembly as required.
(b) To install the door retaining pins and pushrod assemblies:
(3) To check adjustment of door latch hook: (a) Shut and latch both doors. (b) Check gap of hook and latch plate. (c) Hook may be filed .053" max. (maintaining the same ramp contour) to provide engagement with plate on lower door assembly. A gap of up to 0.030" maximum between hook and latch plate (with hook fully engaged and without cabin pressure) is acceptable. C. Lower Door (1) Removal (a) To remove the door handle bellcrank: (refer to Figure 2) 1 2 3 4 5 1 2 3 Disconnect the pushrod clevises from the bellcrank by removing the pins and washer. Remove the bellcrank retaining bolt. Remove the rivets which retain the interior bellcrank support to the door channel. Remove the screws and nuts which retain the handle to the bellcrank. Remove the bellcrank. Disconnect the pushrod clevis from the handle bellcrank by removing the pins and washer. Disconnect the pushrod clevis from the door retaining pin by removing the pins and washer. Slide the retaining pin out of the door and remove the pushrod assembly.
(b) To remove the pushrod assemblies and the door retaining pins:
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Door Locking Mechanism Figure 1 (Sheet 1 of 2)
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Door Locking Mechanism Figure 2 (Sheet 2 of 2)
5D11
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PAGE 5 Mar 6/03
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(2) Installation (a) To install the door handle bellcrank: 1 2 3 4 1 2 3 4 Position the bellcrank in door. Attach the lever to the bellcrank with the screws, washers and nuts. Ensure that washers are positioned at each end of the bellcrank. Insert the bolt through the interior bellcrank support. Rivet the support in place and tighten the bolt. Position the pushrod assembly in the door. The threaded portion of the pushrod should point towards the bellcrank assembly. Secure the pushrod with the pins and washer. Slide the door retaining pin into the door. Attach the door retaining pin to the pushrod with the pins and washer. NOTE: The door retaining pins should protrude from the edge of the door approximately 1.00 inch. Make adjustments to the pushrod assembly as required. After installation mechanism must rotate and operate easily through full cycle without friction and binding. 6. Door Seal A. Removal To remove the door seal, pull the cemented surfaces free of the retainer and / or door edge, applying MEK as needed to help loosen the bond. B. Installation (refer to Figure 2) (1) Remove any traces of the previous seal and cement. (2) Thoroughly clean the areas to be cemented with MEK. (3) Bond the seal to the door and/or angle per Figure 2.
(b) To install the pushrod assemblies and the door retaining pins:
PAGE 6 Mar 6/03
52-10-00
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Door Seal Installation Figure 2
5D13
52-10-00
PAGE 7 Mar 6/03
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PAGE 8 Jul 1/00
52-10-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL EMERGENCY EXIT
1.
Door The airplanes emergency exit door is located on the right-hand side of the airplane at the center seat. A. Removal To remove the emergency exit door, pull down on the release at the top of the door, bring the top of the door slightly down and lift the entire door towards the center of the aircraft. B. Installation To install the door, insert the lower lip of the door on the outboard side of the two stops and push the door outwards until the handle snaps into place on the catch assembly.
2.
Seal A. Removal Remove the seal by pulling it away from the skin. B. Installation (1) Remove any remaining traces of the seal or cement with a clean rag moistened with MEK. (2) Apply a small bead of FAS BOND 10 adhesive or equivalent on the outside radius of the door seal flange and cement the seal in place.
5D15
52-20-00
PAGE 1 Jul 1/00
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PAGE 2 Jul 1/00
52-20-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL DOOR WARNING
1.
Cabin Door Ajar Warning System The cabin door ajar warning system consists of two switches mounted in the W.L. 76.15 and W.L. 71.47 longerons. These switches are activated by the two forward door locking pins pushing on two switch actuating pins. A door ajar light is located on the annunciator panel.
2.
Troubleshooting CHART 1 TROUBLESHOOTING CABIN DOOR AJAR WARNING SYSTEM Trouble Cabin door unsafe light will not go out. Cause Latching relay sticking in the open position. Switch or switches in door frame out of adjustment. Short to ground. Cabin door unsafe light will not come on. Circuit breaker open. Broken wire or loose connection. Remedy Lubricate the mechanical parts (sparingly). Adjust. Check wiring and repair. Reset circuit breaker. Check wiring and repair.
3.
Cabin Door Ajar Switches A. Removal (1) Gain access to the switches. They are located approximately 4 inches in front of each of the forward door locking pins. (2) Disconnect the two electrical leads (per switch). (3) Loosen the jam nut on the switch and turn the switch body out of the pin support tube assembly. B. Installation (1) Turn the switch body into the pin support tube assembly. Do not tighten the jam nut at this time. (2) Adjust the switches per the following paragraph. (3) Reconnect the two electrical leads (per switch). C. Adjustment (1) Ensure that the door retaining pins protrude out the side of the door 1.00 inch when the latch mechanism is in the closed position. (refer to View A of Figure 1, Door Locking Mechanism.) (2) Close the door and turn the latch mechanism to its locked position. (3) Turn the switch body into the pin support tube assembly until the switch activates. (4) Tighten the switch jam nut. (5) Connect the two leads to the switch. (6) Repeat Steps (1) thru (5) for the other switch.
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D.
Periodic Checks Periodically check the action of the cabin door switches as follows: (1) Insert a small blunt object into the pin support tube receptacle. (2) Push on the switch actuating pin until an audible click is heard. Release the pin, noting another audible click. (3) Replace any switch in which the click action and mechanical function is doubtful. (4) Ensure that the door ajar light on the instrument panel comes on when the switch is activated.
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5D19
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GRIDS 5D20 THRU 5D24 INTENTIONALLY BLANK
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CHAPTER
55
STABILIZERS
5E1
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PAGE 1 2 1 2 1 2 3 4 1 2 3 4 1 2 3 4 5 6 1 2 1 2 3 4
DATE Dec 31/04 Jul 1/00 Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
CHAPTER SECTION
PAGE
DATE
55-00-00
55-10-00
55-20-00
55-30-00
55-40-00
5E3
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PAGE 2 Jul 1/00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 55 - STABILIZERS TABLE OF CONTENTS
SUBJECT GENERAL 100 Hour Tailcone Inspection HORIZONTAL STABILIZER Horizontal Stabilizer Removal Installation Attach Fittings Corrosion Control Inspection Vortex Generators ELEVATOR
SECTION 55-00-00
PAGE 1 1
GRID NO. 5E7 5E7 5E11 5E11 5E11 5E11 5E11 5E13 5E15 5E15 5E15 5E15 5E15 5E16 5E18 5E18 5E18 5E21 5E21 5E21 5E21 5E21 5E23 5E23 5E23 5E23 5E23 5F2 5F2 5F2
55-10-00
1 1 1 1 1 3
55-20-00
1 1 1 1 1 2 4 4 4 1 1 1 1 1
Elevator Removal Installation Balancing Balancing Equipment Elevator Trim Tab Elevator Trim Tab Push Rods Attach Brackets Elevator Trim Tab Push Rods Corrosion Control Inspection VERTICAL STABILIZER Vertical Fin Removal Installation Attach Fitting Corrosion Control Inspection RUDDER Rudder Removal Installation Balancing Rudder Trim Tab Removal Installation 55-40-00 55-30-00
1 1 1 1 1 4 4 4
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55 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL GENERAL 100 Hour Tailcone Inspection
In S/Ns 4697001 thru 4697170, for airplanes which have not installed Kit No. 767-356, each 100 hours inspect the tailcone in the immediate area of the horizontal stabilizer (see Figure 1). Look for rivets with cracked paint around the rivet heads and/or trailing dark smear markings. A. B. C. If no working rivets are found, make a logbook entry indicating accomplishment of this inspection. If working rivets are found, install Kit No. 767-356 and make an appropriate logbook entry. Installation of Kit No. 767-356 relieves this repetitive inspection requirement.
100 Hour Tailcone Inspection Figure 1
Effectivity 4697001 thru 4697170 without Kit No. 767-356 installed
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Empennage Installation Figure 2 (Sheet 1 of 2)
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55-00-00
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Empennage Installation Figure 2 (Sheet 2 of 2)
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PAGE 4 Dec 31/04
55-00-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL HORIZONTAL STABILIZER
1.
Horizontal Stabilizer (See Figure 2, 55-00-00.) A. Removal NOTE: At each removal of the horizontal stabilzer, conduct Attach Fittings Corrosion Control Inspection, below. (1) Remove the elevator. (2) Remove the nut, bolt and washer that attaches the stabilizer forward support to the bulkhead (each side). (3) Support the stabilizer and remove the nuts, bolts and washers that attach the stabilizer spar to the bulkhead. Remove the stabilizer. B. Installation (1) Position the horizontal stabilizer on the tail section. (2) Attach the horizontal stabilizer spar to the bulkhead. See 55-00-00, Figure 2, Sheet 2, B. Torque as specified. (3) Attach the two horizontal stabilizer forward supports to the bulkhead. The bolts should be installed with their heads pointing aft. Torque as specified in 55-00-00, Figure 2, Sheet 1. (4) Install the elevator. (See 55-20-00.) (5) Check elevator trim and elevator operation and rigging. (See Elevator Controls Rigging and Elevator Trim Controls Rigging, both in 27-30-00.)
2.
Attach Fittings Corrosion Control Inspection Each five years, inspect the attach fittings shown in Figures 1 and 2 for corrosion and condition. Repair/replace as required. When inspection and repair/replacement are completed, reapply Dinitrol AV 8 (P/N 89500-800) Corrosion Inhibiting Compound. NOTE: For all fittings, inspection of the exposed portion is sufficient unless obvious or extensive corrosion is apparent. NOTE: Any part exhibiting flaking of the metal due to rust must be replaced. NOTE: If aluminum skin or structure is corroded (beyond a light surface oxidation), the area must be repaired or replaced. NOTE: On any part being replaced, dip rivets in waterborne, chromated, fluid resistant, epoxy primer (i.e. - PRC Desoto) or equivilent primer and install wet. A. When inspection and repair or replacement are completed, allow sufficient time for primer to dry, and apply Dinitrol AV 8 to: (1) Forward horizontal stabilizer attach points. Inside and outside fuselage. See Figure 2 to add an access hole. (2) Aft horizontal stabilizer attach points. (3) Entire surface of tail cone interior. CAUTION: READ PRECAUTIONS ON CONTAINER LABEL AND WEAR A CHARCOAL FILTER MASK WHEN APPLYING DINITROL AV 8. B. Apply Dinitrol by spraying or brush. Use an air or airless spray gun if available. A hand aspirator bottle may be used if a sufficient fan spray pattern can be developed. Product should not be thinned.
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C.
Cover safety and outflow valves, air conditioning condenser, and other components on the pressure bulkhead. Cover autopilot servos, electrical connectors, and cable pulleys. WARNING: DO NOT GET DINITROL INTO AUTOPILOT SERVOS OR CLUTCHES.
D. E. F.
Spray directly into faying surfaces and mating points. Ensure entire attach fitting is treated. Spray inside where the fitting is attached to the structure. Apply to approximately .8 mils in thickness. Avoid puddling and running. Allow to dry 1 to 1 1/2 hours before airplane use. Full drying takes 6 to 8 hours.
Horizontal Stabilizer Attach Fittings Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Vortex Generators
3.
S/Ns 4697157 & up and Meridian aircraft with Kit No. 767-360 installed have vortex generators (VG) installed on the upper leading edge of the wing (see 57-50-00) and the lower trailing edge of the horizontal stabilizer. WARNING: A TOTAL OF MORE THAN FIVE (5) VORTEX GENERATORS MISSING FROM THE WING AND/OR THE HORIZONTAL STABILIZER RENDERS THE AIRPLANE UNAIRWORTHY. A spares kit is provided with each aircraft. Replace VGs as required. Use the existing glue footprint from the missing VG and the information in Figure 3 to properly locate the replacement VG. See application instructions in 57-50-00. NOTE: If the aircraft is repainted, the vortex generators must be replaced. Repaint kits are available.
Horizontal Stabilizer Forward Attach Fitting Access Figure 2
5E13
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Actual Page Number 1092 N53238
Vortex Generators - Horizontal Stabilizer Figure 3
PAGE 4 Dec 31/04
55-10-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL ELEVATOR
1.
Elevator CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR EXHIBIT CRACKS. A. Removal (1) Disconnect the elevator trim actuating rods at the clevis on the actuator. (2) Disconnect the elevator actuating arm at the elevator actuating plate. (3) Support the elevator and remove the attaching bolts. (4) Remove the elevator from the airplane. B. Installation WARNING: IF THE ELEVATOR HAS BEEN REPLACED OR REPAINTED OR THE TRIM TAB REPLACED OR REPAINTED, THE ELEVATOR MUST BE BALANCED BEFORE INSTALLATION PER INSTRUCTIONS IN BALANCING, BELOW. (1) Position the elevator in place on the horizontal stabilizer. (2) Attach the elevator to the horizontal stabilizer. See 55-00-00, Figure 2, Sheet 1. Torque as specified. (3) Connect the elevator actuating arm to the elevator actuating plate. (4) Connect the elevator trim actuating rods to the actuator clevis. (5) Check elevator trim and elevator operation and rigging. (See Elevator Controls Rigging and Elevator Trim Controls Rigging, both in 27-30-00.) C. Balancing (refer to Chart 1 and Figures 1 and 2) To balance the elevator, the assembly must be complete including the trim tab (without the tab pushrods), elevator tips and all attaching screws. Before balancing, tape the trim tab in its neutral position with a small piece of tape. Ensure that there are no drafts in the balancing room. Place the complete assembly on the knife edge supports of a balancer with the beam perpendicular to the hinge centerline. Do not place the tool on the trim tab. Calibrate the tool. Read the scale when the bubble level has been centered by adjustment of the movable weight and determine the static balance limit. There are no adjustment provisions on the elevator. See Balancing Equipment, below.
CHART 1 ELEVATOR STATIC BALANCE LIMITS Leading Edge Heavy (Inch-Pounds) Trailing Edge Heavy (Inch-Pounds) -47.0 to -65.0
NOTE: Elevator is balanced with tab installed but without the tab pushrods.
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2.
Balancing Equipment Balancing must be done using a suitable tool capable of measuring unbalance in inch-pounds from the centerline of the control surface hinge pin. See the tool configuration in Figure 2. Other tool configurations may be used if accuracy is maintained and recalibration capability is provided. To use this tool: (1) Insure that the control surface is in its final Flight configuration, static wicks, trim tabs, trim tab push pull rod (unless specifically exempted) and control surface tip (as applicable) should be installed. The surface should be painted and trim/servo tabs should be in the neutral position. NOTE: Because paint is a considerable balance factor, it is recommended that existing paint be removed prior to repainting a control surface. (2) Place hinge bolts through control surfaces and place control surface on a holding fixture. (3) Calibrate the tool. (a) Avoiding rivets, place the balancing tool on the control surface with the tools hinge centerline directly over the hinge line of the control surface. (b) Adjust the movable trailing edge support to fit the width of the control surface. Tighten the set screw on the trailing edge support. (c) Adjust the trailing edge support vertically until the beam is parallel with the control surface chord line. (d) Remove the tool from the control surface and balance the tool itself by adding or removing nuts or washers from the beam balancing bolt. When balancing the tool, the movable weight must be at the bars hinge centerline.
Balancing Elevator Figure 1
PAGE 2 Dec 31/04
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N53238
Control Surfaces Balancing Tool Figure 2
5E17
PAGE 3 55-20-00 Dec 31/04
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(4) After balancing the tool, reattach it to the control surface per Figures 1 and 2. Keep the beam positioned 90 from the control surface hinge line. (5) Determine balance of control surface by sliding movable weight along the balance beam. (6) Read the scale when the bubble level has been centered. Multiply by three to determine inchlbs. (I.E. - Since the movable weight weighs three pounds, every inch it is moved from the center of the beam equals three inch-lbs of force.) 3. Elevator Trim Tab The elevator trim tab is attached to the elevator by three piano hinges along the top forward edge of the trim tab. A. Removal (1) Disconnect the trim tab push rods. (2) Remove the three piano hinge pins. B. Installation (1) Align the two halves of the three piano hinges and secure with pins. (2) Connect the trim tab push rods. 4. Elevator Trim Tab Push Rods Attach Brackets If the elevator trim tab push rods attach brackets are removed and replaced or reinstalled, ensure that a coat of waterborne, chromated, fluid resistant, epoxy primer (i.e. - PRC Desoto) is applied between the tab skin and the brackets to eliminate surface corrosion. 5. Elevator Trim Tab Rods Corrosion Control Inspection Each five years, remove the elevator trim tab rods from the airplane and inspect as shown in Figure 3 for corrosion and condition. Repair/replace as required. When inspection and repair/replacement are completed, reapply Dinitrol AV 8 (P/N 89500-800) Corrosion Inhibiting Compound. NOTE: For all fittings, inspection of the exposed portion is sufficient unless obvious or extensive corrosion is apparent. NOTE: Any part exhibiting flaking of the metal due to rust must be replaced. The elevator trim tab actuator push rods must be replaced if rust is evident extending from inside the tubes. A. When inspection and repair or replacement are completed, apply Dinitrol AV 8 to elevator trim tab actuator push rod tubes. CAUTION: READ PRECAUTIONS ON CONTAINER LABEL AND WEAR A CHARCOAL FILTER MASK WHEN APPLYING DINITROL AV 8. B. Apply Dinitrol by spraying or brush. Use an air or airless spray gun if available. A hand aspirator bottle may be used if a sufficient fan spray pattern can be developed. Product should not be thinned. Spray directly into mating points. Pour inside the lower (curved) elevator trim tab actuator push rod tubes until full and drain. Apply to approximately .8 mils in thickness. Avoid puddling and running. Allow to dry (6 to 8 hours) before reinstalling elevator trim tab rods.
C. D.
PAGE 4 Dec 31/04
55-20-00
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Elevator Trim Tab Rods Figure 3
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55-20-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL VERTICAL STABILIZER
1.
Vertical Fin (See Figure 2, 55-00-00.) A. Removal NOTE: At each removal of the vertical fin, conduct Attach Fittings Corrosion Control Inspection, below. (1) Remove the aft fuselage access panel. (2) Remove the dorsal fairing. (3) Remove the rudder and rudder tab per 55-40-00. (4) Remove the forward vertical fin attaching bolt. (5) Support the fin and remove the aft vertical fin attaching nuts, bolts and washers. Remove the fin from the airplane. B. Installation (1) Position the vertical fin on the airplane. (2) Attach the aft vertical fin spar to the fuselage spar with bolts, nuts and washers. See 55-00-00, Figure 2, Sheet 2, View A. Torque as specified. (3) Attach the forward vertical fin spar to the fuselage spar. See 55-00-00, Figure 2, Sheet 1. Torque as specified. (4) Attach the rudder and rudder tab to the vertical fin per 55-40-00. (5) Check the rigging of the rudder and rudder trim tab control system. (See 27-20-00, Rudder Controls Rigging and Rudder Trim Control Rigging.) (6) Install the dorsal fairing. Seal fairing to skin and fairing recess angle using Bostik Chem-Calk Urethane No. 915 - remove excess sealant. NOTE: Ensure correct hardware is used to install dorsal fairing. (7) Install the aft fuselage access panel.
2.
Attach Fitting Corrosion Control Inspection Each five years, inspect the attach fittings shown in Figure 1 for corrosion and condition. Repair/replace as required. When inspection and repair/replacement is completed, reapply Dinitrol AV 8 (P/N 89500800) Corrosion Inhibiting Compound. NOTE: For all fittings, inspection of the exposed portion is sufficient unless obvious or extensive corrosion is apparent. NOTE: Any part exhibiting flaking of the metal due to rust must be replaced. NOTE: If aluminum skin or structure is corroded (beyond a light surface oxidation), the area must be repaired or replaced. NOTE: On any part being replaced, dip rivets in zinc chromate or equivilnt primer and install wet. A. When inspection and repair or replacement are completed, allow sufficient time for primer to dry, and apply Dinitrol AV 8 to forward vertical fin attach point. CAUTION: READ PRECAUTIONS ON CONTAINER LABEL AND WEAR A CHARCOAL FILTER MASK WHEN APPLYING DINITROL AV 8. B. Apply Dinitrol by spraying or brush. Use an air or airless spray gun if available. A hand aspirator bottle may be used if a sufficient fan spray pattern can be developed. Product should not be thinned.
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C.
Cover safety and outflow valves, air conditioning condenser, and other components on the pressure bulkhead. Cover autopilot servos, electrical connectors, and cable pulleys. WARNING: DO NOT GET DINITROL INTO AUTOPILOT SERVOS OR CLUTCHES.
D. E. F.
Spray directly into faying surfaces and mating points. Ensure entire attach fitting is treated. Spray inside where the fitting is attached to the structure. Apply to approximately .8 mils in thickness. Avoid puddling and running. Allow to dry 1 to 1 1/2 hours before airplane use. Full drying takes 6 to 8 hours.
Vertical Stabilizer Attach Fittings Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL RUDDER
1.
Rudder (See Figure 2, 55-00-00.) CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR EXHIBIT CRACKS. A. Removal (1) Remove the aft fuselage access panel. (2) Remove the rudder cables from the rudder sector or loosen them if the rudder sector is not to be removed. (3) Disconnect the sector from the rudder torque tube by removing three (3) bolts, nuts and washers. (4) If rudder sector is to be removed, remove the retaining nut, bolt and washers and remove rudder sector. (5) Support the rudder and remove the two sets of rudder hinge bolts, nuts and washers. Remove the rudder from the airplane. B. Installation WARNING: IF THE RUDDER OR THE TRIM TAB HAS BEEN REPLACED OR REPAINTED, THEN THE RUDDER MUST BE BALANCED BEFORE INSTALLATION PER BALANCING, BELOW. (1) Position the rudder on the airplane. (2) Install the two sets of rudder hinge bolts. See 55-00-00, Figure 2, Sheet 1. Torque as specified. (3) If previously removed, install the rudder sector, securing it with bolt, nut and washers. See 55-00-00, Figure 2, Sheet 2, View A. Torque as specified. (4) Attach the rudder sector to the rudder torque tube with three (3) bolts, nuts and washers. See 55-00-00, Figure 2, Sheet 2, View A. Torque as specified. (5) If the rudder cabes were previously removed, attach rudder cables to the rudder sector. (6) Check rigging and operation of rudder and rudder trim tab control system per 27-20-00, Rudder Controls Rigging and Rudder Trim Control Rigging. (7) Install the aft fuselage access panel. C. Balancing (See Chart 1 and Figure 1.) To balance the rudder, the assembly must be complete - including the trim tab, but without the trim tab rods attached. Place the complete assembly horizontally on the knife edge support of a balancer. Ensure that there are no drafts in the balancing room. Place the tool on the rudder with the beam perpendicular to the hinge centerline. Calibrate the tool (see Balancing Equipment, 55-20-00). Read the scale when the bubble level has been centered by adjustment of the movable weight and determine the static balance limit. If the static balance is not within the limits given, proceed as follows: (1) Nose Heavy: This condition is highly improbable: recheck calculations and measurements. (2) Nose Light: In this case, the rudder is too heavy because of painting or repairs; it will be necessary to strip the paint and repaint the rudder. If the rudder is too heavy as a result of repairs, the repair must be removed and the damaged parts replaced.
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CHART 1 RUDDER STATIC BALANCE LIMITS Leading Edge Heavy (Inch-Pounds) -Trailing Edge Heavy (Inch-Pounds) -17.0 to -50.0
NOTE: Rudder is balanced with tab installed but without the tab pushrods.
Balancing Rudder Figure 1
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Rudder Trim Tab Installation Figure 2
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2.
Rudder Trim Tab A. Removal
CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR EXHIBIT CRACKS. (1) Remove cotter pin, nut, washers and bolt in two places and disconnect the rudder trim tab push rods from the tab. (2) Swing the tab to one side (to gain access to mounting bolts) and support the bottom. (3) In S/Ns 4697100 and up only, remove screw and washer and disconnect grounding strap from the tab. (4) Remove cotter pin, nut, washers and bolt in three places and remove rudder trim tab. B. Installation WARNING: IF THE TRIM TAB BEING INSTALLED HAS BEEN REPAINTED OR IS NEW, THEN THE ELEVATOR MUST BE REBALANCED IT IS INSTALLED ON THE AIRPLANE. (1) Place the tab in position and secure with bolt, washers, nut, and cotter pin in three places. (2) Connect the rudder trim tab push rods to the tab in two places with bolt, washers, nut, and cotter pin in three places. (3) In S/Ns 4697100 and up only, swing the tab to one side and reconnect the grounding strap to the tab with screw and washer. (4) If rudder is installed on the airplane, verify rudder trim tab rigging per 27-20-00, Rudder Trim Control Rigging.
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CHAPTER
56
WINDOWS
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 1 2 1 2
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00
CHAPTER SECTION
PAGE
DATE
56-00-00
56-10-00
56-20-00
56-30-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 56 - WINDOWS TABLE OF CONTENTS
SUBJECT GENERAL
SECTION 56-00-00
PAGE 1 1 1 2 2 4 6 8 8 12 1 1 1 1 1 1 1 5
GRID NO. 5F9 5F9 5F9 5F10 5F10 5F12 5F14 5F16 5F16 5F20 5G1 5G1 5G1 5G1 5G1 5G1 5G1 5G5 5G7 5G7 5G7 5G7 5G9 5G9 5G9 5G9
Limitations Definitions Inspection and Repair Heated Glass Windshield Acrylic Windshield Acrylic Window (Cockpit) Acrylic Window (Cabin) Crack Inspection Window / Windshield Repair / Rework Procedure FLIGHT COMPARTMENT Windshield Removal Installation Pilots / Copilots Window Removal Installation Storm Window CABIN Passenger Windows Removal Installation DOOR Door Window Removal Installation 56-30-00 56-20-00 56-10-00
1 1 1 1 1 1 1 1
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56 - CONTENTS
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The airplane is equipped with a two piece windshield and eight cabin windows (one is in the door and one is the emergency exit window). The pilots windshield is made of two-ply laminated glass and is heated. The co-pilots windshield and windows are made of two-ply laminated clear stretched acrylic. They are installed with sealant and fasteners as necessary to retain them and prevent water or air leaks. 1. Limitations A. B. If this airplane must be flown with a cracked or crazed window or windshield it must not be flown in a pressurized condition. Pressurized flights with discoloration or haze should be avoided but, if absolutely necessary while awaiting replacement, flights may be made if careful inspection for crazing is implemented before each flight.
2.
Definitions. The following apply to all cockpit and cabin windows and windshields. Critical Semi-Critical Non-Critical Distortion Crack Craze Crazing The viewing area of the windshields used for taxiing, takeoff, climb, cruise, and landing. The viewing area used for general flight vision. Viewing areas not normally used for flight operations. Lines in windows or windshields that cause waviness in objects when looking through the window or windshield. Critical narrow break, fissure, or separation extending through the entire thickness of the transparent material. Fissure on the surface of the transparent material that does not penetrate the full thickness of the material. Mesh of fine hairline cracks that do not penetrate the full thickness of the material, located on the surface or within the structure of the transparent material. A condition where several fissures radiate from a central point. A condition in a piece of optical glass having a progressive variation in thickness or absorption from one side to the other. An abrasion on the surface of the material caused by contact with rough abrasives or sharp objects. Visible scratch undetectable when passing a fingernail over the scratch. Considered non-critical other than being an appearance defect. A scratch measuring less than 0.010 inch (0.254 mm) deep. Can be detected when passing a fingernail over the scratch. Considered non-critical except for appearance. A scratch measuring more than 0.010 inch (0.254 mm) deep. Can be detected when passing a fingernail over the scratch. This type of scratch may be accompanied by chipping along the edge. Considered critical when occurring to inner glass ply. Considered semi-critical when occurring to outer glass ply within certain limitations. Considered non-critical within certain limitations when occurring to acrylic surfaces. A chip is considered a small scratch.
Star Craze Wedge Scratch Hairline Scratch Light Scratch
Heavy Scratch
Chip
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Peel Chip
Peel chips, also known as adhesion chips or cold chips, occur on the laminated surface of a glass ply when the vinyl interlayer pulls a chip of glass out of the glass ply. A foggy appearance located on the surface of the transparent material. Speck, air bubble, or other minor imperfection imbedded in the transparent material. An almost nonexistent shallow depression on the surface possessing practically no depth. Discernible only due to a noticeable rim or roughened surface caused by mold surface defects transferred to the surface during the forming operation. Visible evidence of a physical break of the bond between the plastic interlayer and either glass ply. Delamination may be caused by laminating stresses, preload on installation, or excessive heat. Cloudy or milky appearance in the delamination indicates moisture or solvent penetration.
Haze Blemish Mark-Off
Delamination
3.
Inspection and Repair CAUTION: DAMAGE LIMITS AND REPAIRS STATED HEREIN MUST BE APPLIED CONSERVATIVELY. REWORK OF MULTIPLE CHIPS OR SCRATCHES SHOULD NOT BE ATTEMPTED IN ANY CASE WHERE, WHEN FINISHED, A LINEAR PATTERN WILL HAVE BEEN CREATED. A. Heated Glass Windshield (Pilots Side) Inspection CAUTION: PRESSURIZED FLIGHT PROHIBITED WITH CRACKED OR CRAZED WINDSHIELD. The pilots windshield is a two-ply laminated glass containing a heating element. (1) Critical Area Inspection. The area of the laminated glass windshield used for taxiing, takeoff, climb, cruise, and landing. (a) Cracks can occur in either the inner, outer, or both glass plies. Cracking in either ply is critical and cause for immediate replacement. (b) Blemishes. 1 2 3 4 Blemishes in windshields form in the vinyl plastic interlayer bonding the two glass plies together. Blemishes in the critical or semi-critical portion of the windshield are not acceptable unless 0.062 inch (1.575 mm) or smaller in circumference, including distorted area. No more than two blemishes, at least 12 inches (30.48 cm) apart are acceptable in the windshield. No more than two blemishes within a two inch (5.08 cm) area along the upper portion of the windshield are acceptable.
(c) Haze or foggy appearance on the glass is not acceptable if the amount of haze/fog causes an obstruction of vision in the area used for operation of the aircraft. (d) Scratches. 1 2 3 Scratches in the outboard surface of the outer glass ply no longer than 0.062 inch (1.575 mm) and no deeper than 0.020 inch (0.508 mm) are allowable. Scratches in the inboard surface of the inner glass ply with a depth less than or equal to 0.002 inch (0.05 mm) are allowable. Scratches which obstruct vision required for safe operation of the aircraft or exceed the above limits are cause for immediate windshield replacement.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (e) Delamination.
Delamination is primarily a vision issue. Cloudy or milky appearance in the critical area (i.e. - obstructing vision required for safe operation of the aircraft) is cause for immediate replacement. (f) Peel Chips 1 Delaminated areas characterized by irregular or jagged boundaries indicate uneven separation of the vinyl and glass. This condition may cause the vinyl to pull chips from the inner glass ply, resulting in failure of the glass ply. Conduct periodic inspections to determine if the damage is progressive or if chipping of the inner glass ply is present. Replace windshield if any of the following conditions are noted: a b c Evidence of chipping of inner glass ply. Area of vision required for safe operation is affected. Windshield heat system inoperative.
(g) Mark-Off of such low intensity that vision quality is not impaired and that is not visible when looking through the windshield is acceptable. (h) Distortion. Slight horizontal distortion is acceptable, if: there are no more than two lines; they do not occupy more than 25 percent of the windshield area, and; they are separated by a minimum of six inches (15.24 cm). (2) Semi-Critical Area Inspection. The perimeter area of the heated glass windshield used for general flight vision. (a) Blemishes. 1 2 3 4 Blemishes in windshields form in the vinyl plastic interlayer bonding the two glass plies together. Blemishes in the critical or semi-critical portion of the windshield are not acceptable unless 0.062 inch (1.575 mm) or smaller in circumference, including distorted area. No more than two blemishes, at least 12 inches (30.48 cm) apart are acceptable in the windshield. No more than two blemishes within a two inch (5.08 cm) area along the upper portion of the windshield are acceptable.
(b) Haze or foggy appearance on the glass is not acceptable if the amount of haze/fog causes an obstruction of vision in the area used for operation of the aircraft. (c) Scratches. 1 2 3 Scratches in the outboard surface of the outer glass ply no longer than 0.062 inch (1.575 mm) and no deeper than 0.020 inch (0.508 mm) are allowable. Scratches in the inboard surface of the inner glass ply with a depth less than or equal to 0.002 inch (0.05 mm) are allowable. Scratches which obstruct vision required for safe operation of the aircraft or exceed the above limits are cause for immediate windshield replacement.
(d) Delamination. Delamination is primarily a vision issue. 1 2 Delamination is allowable up to two inches along the perimeter of the daylight opening of the windshield. In the corners, up to four inches is allowable. Windshields exhibiting delamination must be monitored as the condition is usually progressive.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL 3 Replace windshield if any of the following condition are noted: a b c 1 Delamination exceeds allowable limts. Area of vision required for safe operation is affected. Windshield heat system inoperative.
(e) Peel Chips Delaminated areas characterized by irregular or jagged boundaries indicate uneven separation of the vinyl and glass. This condition may cause the vinyl to pull chips from the inner glass ply, resulting in failure of the glass ply. Conduct periodic inspections to determine if the damage is progressive or if chipping of the inner glass ply is present. Replace windshield if any of the following condition are noted: a b c (f) Evidence of chipping of inner glass ply. Area of vision required for safe operation is affected. Windshield heat system inoperative.
Mark-Off of such low intensity that vision quality is not impaired and that is not visible when looking through the windshield is acceptable. 1 2 3 A moderate amount of distortion is acceptable along the lower portion of the windshield if no more than 1.5 inches (3.81 cm) above the windshield retrainer strip. Distortion may not be so severe that it restricts vision or diverts runway lines or section lines more than 45. Slight horizontal distortion is acceptable, if: there are no more than two lines; they do not occupy more than 25 percent of the windshield area, and; they are separated by a minimum of six inches (15.24 cm).
(g) Distortion.
B.
Acrylic Windshield (Co-Pilots Side) Inspection CAUTION: PRESSURIZED FLIGHT PROHIBITED WITH CRACKED OR CRAZED WINDSHIELD. The co-pilots windshield is two-ply laminated stretched acrylic 0.325 inch thick. (1) Critical Area Inspection. The area of the acrylic windshield used for taxiing, takeoff, climb, cruise, and landing. (a) Cracking in the windshield is critical and cause for immediate replacement. (b) Crazing. 1 2 3 4 Crazing in the windshield is critical. Determine depth of craze using a calibrated depth gauge or scale (see Figure 1). A craze of 0.065 inch (1.651 mm) depth is cause for immediate replacement. A craze of 0.032 inch (0.813 mm) depth is cause for replacement at the earliest opportunity. Crazing in any portion of the windshield requires replacement.
(c) Haze or foggy appearance is not acceptable if the amount of haze/fog causes an obstruction of vision in the area used for operation of the aircraft. (d) Scratches. 1 Limits: 1.5 inch (38.1 mm) long 0.032 inch (0.813 mm) deep 0.2 inch (5.080 mm) wide 0.25 in2 (1.613 cm2) total area
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Determining Depth of Craze Figure 1
2 3
No more than two allowed per 10 in 2 (64.516 cm 2 ) of area (i.e. - an area approximately 3.16 inch by 3.16 inch). Scratches exceeding these limits are cause for immediate windshield replacement / rework (see Window / Windshield Repair / Rework Procedure, below).
(e) Delamination. Delamination is primarily a vision issue. Cloudy or milky appearance in the critical area (i.e. - obstructing vision required for safe operation of the aircraft) is cause for immediate replacement. (f) Mark-Off of such low intensity that vision quality is not impaired and that is not visible when looking through the windshield is acceptable.
(g) Distortion. Slight horizontal distortion is acceptable, if: there are no more than two lines; they do not occupy more than 25 percent of the windshield area, and; they are separated by a minimum of six inches (15.24 cm). (2) Semi-Critical Area Inspection. The perimeter area of the acrylic windshield used for general flight vision. (a) Crazing. 1 2 Crazing in the windshield is critical. Determine depth of craze using a calibrated depth gauge or scale (see Figure 1).
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL 3 4
A craze 0.032 inch (0.813 mm) deep is cause for replacement at the earliest opportunity. Crazing in any portion of the windshield requires replacement.
(b) Haze or foggy appearance is not acceptable if the amount of haze/fog causes an obstruction of vision in the area used for operation of the aircraft. (c) Scratches. 1 Scratches in acrylic windshields may be reworked per Window / Windshield Repair / Rework Procedure, below, if: a b c 2 They are less than 0.030 inch (0.762 mm) deep. Windshield is a minimum of 0.279 inch (7.087 mm) thick after rework. No vision distortions in critical and semi-critical areas as a result of rework.
Replace acrylic windshields with scratches that cannot be reworked in accordance with these standards.
(d) Delamination. Delamination is primarily a vision issue. 1 2 3 Delamination is allowable up to two inches along the perimeter of the daylight opening of the windshield. In the corners, up to four inches is allowable. Windshields exhibiting delamination must be monitored as the condition is usually progressive. Replace windshield if any of the following condition are noted: a b Delamination exceeds allowable limts. Area of vision required for safe operation is affected.
(e) Mark-Off of such low intensity that vision quality is not impaired and that is not visible when looking through the windshield is acceptable. (f) Distortion. 1 2 3 A moderate amount of distortion is acceptable along the lower portion of the windshield if no more than 1.5 inches (3.81 cm) above the windshield retrainer strip. Distortion may not be so severe that it restricts vision or diverts runway lines or section lines more than 45. Slight horizontal distortion is acceptable, if: there are no more than two lines; they do not occupy more than 25 percent of the windshield area, and; they are separated by a minimum of six inches (15.24 cm).
C.
Acrylic Window (Cockpit) Inspection CAUTION: PRESSURIZED FLIGHT PROHIBITED WITH CRACKED OR CRAZED WINDOW. (1) The cockpit windows are two-ply laminated stretched acrylic 0.275 inch thick. (2) Semi-Critical Area Inspection. The areas of cockpit acrylic windows used for general flight vision. (a) Cracks. Inspect for cracks as directed in paragraph 6, below: Crack Inspection - Acrylic Windows. (b) Crazing. 1 2 3 4 Crazing in the windows is critical. Determine depth of craze using a calibrated depth gauge or scale (see Figure 1). A craze 0.055 inch (1.397 mm) deep is cause for immediate replacement. A craze 0.027 inch (0.686 mm) deep is cause for replacement at the earliest opportunity. Crazing in any portion of a window requires replacement.
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(c) Haze or foggy appearance is not acceptable if the amount of haze/fog causes an obstruction of vision in the area used for operation of the aircraft. (d) Scratches. 1 Limits: 1.5 inch (38.1 mm) long 0.027 inch (0.686 mm) deep 0.2 inch (5.080 mm) wide 0.25 in2 (1.613 cm2) total area 2 3 4 No more than two allowed per 10 in 2 (64.516 cm 2 ) of area (i.e. - an area approximately 3.16 inch by 3.16 inch). Scratches exceeding these limits are cause for immediate windshield replacement / rework (see Window / Windshield Repair / Rework Procedure, below). Scratches in acrylic cockpit windows may be reworked per Window / Windshield Repair / Rework Procedure, below, if: a b c 5 They are less than 0.027 inch (0.686 mm) deep. Window is a minimum of 0.248 inch (6.3 mm) thick after rework. No vision distortions in critical and semi-critical areas as a result of rework.
Replace acrylic windows with scratches that cannot be reworked in accordance with these standards.
(e) Delamination. Delamination is primarily a vision issue. 1 2 3 Delamination is allowable up to two inches along the perimeter of the daylight opening of the window. In the corners, up to four inches is allowable. Windows exhibiting delamination must be monitored as the condition is usually progressive. Replace window if any of the following condition are noted: a b (f) Delamination exceeds allowable limts. Area of vision required for safe operation is affected.
Mark-Off of such low intensity that vision quality is not impaired and that is not visible when looking through the windshield is acceptable. 1 2 3 A moderate amount of distortion is acceptable along the lower portion of the windshield if no more than 1.5 inches (3.81 cm) above the windshield retrainer strip. Distortion may not be so severe that it restricts vision or diverts runway lines or section lines more than 45. Slight horizontal distortion is acceptable, if: there are no more than two lines; they do not occupy more than 25 percent of the windshield area, and; they are separated by a minimum of six inches (15.24 cm).
(g) Distortion.
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D.
Acrylic Window (Cabin) Inspection CAUTION: PRESSURIZED FLIGHT PROHIBITED WITH CRACKED OR CRAZED WINDOW. (1) The cabin windows are two-ply laminated stretched acrylic 0.225 inch thick. (2) Non-Critical Area Inspection. Any portion of a window not used for flight vision. (a) Cracks. Inspect for cracks as directed below: Crack Inspection - Acrylic Windows. (b) Crazing. 1 2 3 4 Crazing in the windows is critical. Determine depth of craze using a calibrated depth gauge or scale (see Figure 1). A craze of 0.045 inch (1.143 mm) depth is cause for immediate replacement. A craze 0.022 inch (0.559 mm) deep is cause for replacement at the earliest opportunity. Crazing in any portion of a window requires replacement.
(c) Haze or foggy appearance on the glass is not acceptable if the amount of haze/fog causes an obstruction of vision in the area used for operation of the aircraft. (d) Mark-Off in moderate amounts is acceptable provided that visibility is not impaired. (e) Distortion. 1 2 Distortion along the sides of the window within 0.5 inches (12.70 mm) or less of the retainer is acceptable. Distortion along the upper portion of the window is acceptable if distortion does not extend downward more than 2.00 inches (50.8 mm) from the top and does not impair vision. Distortion of the main body of the side window is acceptable providing the distorted area does not exceed 25 percent of the winddow area.
3 E.
Crack Inspection - Acrylic Windows and Windshields. CAUTION: PRESSURIZED FLIGHT PROHIBITED WITH CRACKED OR CRAZED WINDOW/WINDSHIELD. (1) Perform this inspection annually or each 1,000 hours, whichever occurs first. NOTE: This inspection should also be performed after repainting when any chemical stripping agent was used. Use the prism method described in step (3) to inspect the entire circumference of the window for stripper damage/etching; especially in areas concealed by window frames, retainers, plates, or collars. (2) Inspect window panes as follows: (a) Inspect sealant for signs of wear, deterioration, and positive contact with mounting surfaces. (b) Inspect window frames, retainers, plates, and collars for cracks, loose rivets or screws, corrosion, and structural defects. (3) Inspect bolt holes in windows and co-pilots windshield as follows, using Window Inspection Kit - P/N 766-294. (A 45 acrylic prism and glycerin may be used if kit not available.) (a) Clean area to be inspected with soap and water to ensure surface is free of oil, dirt, and wax. (b) Determine which immersion oil to use: Type A in cold weather; Type B in hot weather. (c) Apply a small amount of oil to the surface of window adjacent to bolt hole. On initial application, use a small amount of oil applied directly to one 90 face of inspection prism in contact with glass or acrylic (see Figure 2).
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Visual Inspection Figure 2
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Crack Limitations Figure 3
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(d) Press oiled face of prism to glass or acrylic. Slide prism around until a constant film of oil extends across prism face and window surface. (e) Look into 90 face of prism (see Figure 2). The image of an unfractured fastener hole will appear as a frosty cylinder. (f) If hole is countersunk, cylinder will appear to have a cone setting on one end as seen in Figure 2.
(g) The image of a cracked hole will appear as a frosty or reflective projection extending from the hole (see detail A-A, Figure 3). (h) The image of a crack from one hole to another will appear as a frosty or reflective irregular surface (see detail B-B, Figure 3). (4) Crack Limitation. (a) The maximum acceptable length of a crack from any single screw hole is 0.300 inch (7.62mm). (b) The maximum combined length of multiple cracks into the space between two adjacent bolt holes is 0.300 inch (7.62mm) (see Figure 3). (c) If a crack less than 0.300 inch (7.62mm) is left unrepaired, reinspect the window each additional 25 hours of aircraft operation. (d) A maximum of three bolt holes with cracks less that 0.299 inch (7.59mm) long are acceptable in any one window pane before that window pane must be replaced. (e) Replace window pane if a single crack or combination of adjacent facing cracks exceed 0.300 inch (7.62mm) in length. (5) Chips, Scratches, and Crazing Limitations. CAUTION: DAMAGE LIMITS AND REPAIRS STATED HEREIN MUST BE APPLIED CONSERVATIVELY. REWORK OF MULTIPLE CHIPS OR SCRATCHES SHOULD NOT BE ATTEMPTED IN ANY CASE WHERE, WHEN FINISHED, A LINEAR PATTERN WILL HAVE BEEN CREATED. (a) Scratches in acrylic windows and the co-pilots windshield may be reworked (see Window / Windshield Repair / Rework Procedure, below) as follows: 1 2 3 4 Co-pilots windshield - scratch is less than 0.030 inch (0.762 mm) deep and windshield is a minimum of 0.279 inch (7.087 mm) thick after rework. Cockpit side windows - scratch is less than 0.027 inch (0.686 mm) deep and window is a minimum of 0.248 inch (6.3 mm) thick after rework. Cabin side windows - scratch is less than 0.022 inch (0.589 mm) deep and window is a minimum of 0.203 inch (5.156 mm) thick after rework. No vision distortions in critical and semi-critical areas as a result of rework.
(b) Replace acrylic windows with scratches that cannot be reworked in accordance with these standards.
5F19
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F.
Window / Windshield Repair / Rework Procedure (Acrylic Windows / Co-Pilots Windshield Only). The following methods should be used for repairs: CAUTION: ANY ACRYLIC WINDOW WHICH MAY HAVE BEEN DAMAGED BY PAINT THINNER, PAINT REMOVER OR OTHER SOFTENING AGENT MUST BE REPLACED. NO REPAIR IS PERMITTED FOR THIS TYPE OF DAMAGE. CAUTION: DAMAGE LIMITS AND REPAIRS STATED HEREIN MUST BE APPLIED CONSERVATIVELY. REWORK OF MULTIPLE CHIPS OR SCRATCHES SHOULD NOT BE ATTEMPTED IN ANY CASE WHERE, WHEN FINISHED, A LINEAR PATTERN WILL HAVE BEEN CREATED. Rework the damaged area to the depth of the damage, approximately twice the length and three times the width, removing all sharp edges. (1) Areas with small scratches: (a) Clean the window, using generous amounts of water and a mild detergent. (b) Polish the window with an approved compound and soft cloth. (c) Clean and wax the polished area. (2) Areas with large scratches, gouges, and nicks: Areas with damages exceeding .003 of an inch depth or those with less than .003 of an inch in depth, having sharp edges which cause hanging of fingernail should be locally rounded out or buffed. (a) Clean the window using generous amounts of water and a mild detergent. (b) Use a scratch removal kit, such as the type supplied by Micro-Surface Finishing Products Inc., P.O. Box 456, Wilton, Iowa, to remove the defective area, blend and buff. (c) Using 400A wet or dry abrasive paper wrapped around a smooth rubber block and generous amounts of water, lightly sand over and around the defected area in a circular motion, extending in a diameter equal to two or three times the defected area. (d) Continue sanding until the initial defect is no longer apparent. Thoroughly flush the area with water. (e) Using 600A wet or dry abrasive paper, repeat step (c). Continue sanding only until the hairline scratches caused by the coarse sanding are no longer apparent. Sand a larger area than that covered by the original sanding operation. Thoroughly wash the area. (f) Finish the repair using instructions given in paragraph (1), above.
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5F20
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5F21
56-00-00
PAGE 13 Dec 31/04
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GRIDS 5F22 THRU 5F24 INTENTIONALLY BLANK
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56-00-00
5F22
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1.
2.
Windshield A. Removal (1) If removing the pilots windshield (i.e. - heated), disconnect the battery and remove external power connections, if any. (2) Remove all screws which attach the windshield to the retainer and the retainer to the fuselage. (3) If removing heated windshield, disconnect black ground wire from tooling hole near instrument panel support clip. (4) Remove the retainer. (5) Remove the windshield. B. Installation (1) If the old retainer is being reused, remove all traces of the old sealant from its inside surface. (2) Remove all traces of the old sealant from the shims, windshield mounting angles and retainer mating surfaces. (3) All corners must be broken and all edges smooth and free of tool marks. (4) Check fit the windshield to the fuselage to ensure that it will fit the contour of the fuselage. If replacing the co-pilots windshield (i.e. - acrylic), trim excess material as required. (5) If using a new retainer: (a) Check fit and trim to fit as required. The areas most likely to require trimming are the lower left outboard side and along the bottom edge near the center post. (b) Using the old retainer as a template, drill .191 inch screw holes. Countersink the screw holes .380 in. dia. x 100 degrees. NOTE: For the pilots heated glass windshield, apply a parting agent (Polyvinyl Alcohol, P/N 915-936, or equivilent) to the faying surface of the retainer and do not install silicone rubber tubes in the screw holes as described in step (6), below. (6) Apply sealant per Figure 1 and install windshield insuring that a silicone rubber tube is installed in each tooling hole in the windshield. Torque any fasteners which penetrate the windshield from 19 to 22 in. - lbs. (7) If installing glass heated windshield, connect black ground wire to tooling hole near instrument panel support clip with a MS35206-215 screw, AN960-4 washer, MS35338-41 lock washer, and a MS21044N04 nut. (8) Install the retainer. (9) Conduct the Pressurization System Test, 21-30-00. (10) Reconnect the battery and, if desired, external power. (11) Conduct the Heated Windshield Test, 30-40-00. (12) Prime and paint as desired. (13) Make a proper logbook entry documenting this installation. Pilots / Copilots Window A. Removal (1) Remove the screws, nuts, washers and strap that retain the window to the fuselage. (2) Remove the window. B. Installation (1) Remove all traces of old sealant from the outboard side of the strap and the inboard side of the fuselage window frame. (2) All corners must be broken and all edges smooth and free of tool marks. (3) Check fit the window to the fuselage window frame to ensure that it will fit. Trim excess material as required. (4) Apply sealant to the inboard side of the fuselage window frame. (5) Position the window in its frame, apply sealant to the outboard side of the strap. Secure the window to the frame and strap with the previously removed nuts, bolts and washers. Torque any fasteners which penetrate the window from 19 to 22 inch - pounds.
5G1
56-10-00
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C C D A A NOTES: 1. APPLY SEALANT HERE. 2. TORQUE ALL FASTENERS WHICH PENETRATE THE WINDSHIELD FROM 19 TO 22 INCH POUNDS. 3. TUBING NOT REQUIRED WHEN GLASS HEATED WINDSHIELD IS INSTALLED. D
SILICONE RUBBER TUBES
WINDSHIELD SEE NOTE 1 SHIM SHIM (RIGHT AND LEFT SIDE) SILICONE RUBBER TUBE SEE NOTE 1 SHIM (RIGHT AND LEFT SIDE)
SEE NOTE 1
SECTION A - A
SEE NOTE 1
SECTION B - B SECTION C - C
SILCONE RUBBER TUBE WINDSHIELD SEE NOTE 1 PILOTS WINDOW (REF) TYPICAL VIEW OF SILCONE RUBBER TUBE IN WINDSHIELD (SEE NOTE 3) TUBE
SHIM (RIGHT AND LEFT SIDE)
LENGTH OF TUBING TO EQUAL THICKNESS OF WINDSHIELD
SECTION D - D
FASTENER HOLE
Windshield Installation Figure 1
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B
100877 A 100879 D
A A
C
REFER TO FIGURE 3 STORM WINDOW
D
WINDSHIELD (REF) SEE NOTE 1 STRAP SEE NOTE 1 SHIM (RIGHT AND LEFT SIDE)
STRAP SILICONE RUBBER TUBE SILICONE RUBBER TUBE
SECTION A - A
SEE NOTE 1
SILICONE RUBBER TUBE TYPICAL VIEW OF TUBE IN WINDSHIELD (REFER TO FIGURE 1 FOR DETAILS)
SEE NOTE 1
SILICONE RUBBER TUBE
SECTION C - C
SECTION D - D
NOTES:
1. APPLY PR1422-B4 SEALANT HERE. 2. ALL FASTENERS WHICH PENETRATE THE WINDOW SHALL BE TORQUED TO 19-22 INCH POUNDS.
Pilots / Copilots Window Installation Figure 2
5G3
56-10-00
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100877 G 100879 D
STORM WINDOW ASSY. - BOND HINGE TO WINDOW PRIOR TO BONDING LATCH PIN ASSY. - MAINTAIN .030 INCH MINIMUM GAP BETWEEN STORM WINDOW RETAINER AND PILOT'S SIDE WINDOW.
FWD A
NOTE 2
FILL GAP BETWEEN WINDOW AND HINGE HALF WITH DEXTER HYSOL 9446 ADHESIVE
NOTE 2
THIS SURFACE OF HINGE HALF MUST BE BONDED FLUSH AGAINST WINDOW NOTE 1
A VIEW OUT
WASHER(S) NOTE 1
APPLY PR1422-B4 SEALANT HERE
INSTALL MS 20470AD3-3 RIVET IN EACH END OF HINGE WITH LOCTITE 290 TO RETAIN HINGE PIN
LATCH PIN ASSY. NOTE 2
.06/.12 INCH FILLET SEAL WITH PR-1422 SECTION
B-B
NOTES: 1. BOND WITH DEXTER HYSOL 9446. 2. BOND WITH PR-1422.
SECTION
A-A
Storm Window Figure 3
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56-10-00
5G4
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Storm Window (see Figure 3) A. Replacing the storm window in an existing pilots side window. (1) Removal
3.
(a) Push button on latch and pull latch to open the storm window. (b) Remove hinge pin. (c) Remove storm window. (2) Installation (a) Align storm window hinge half with hinge half on the pilots window. (b) Install hinge pin. (c) Push latch onto latch pin to close the storm window. B. Installing a storm window in a new pilots side window. (1) Position the hinge in the notch at the base of the storm window cut-out. With the storm window in a closed position, center the storm window in the cut-out and mark the pilots window to indicate the outer edges of the hinge. (2) Bond the hinge half to the pilots side window with Dexter Hysol 9446 (see A-A, Figure 3). Take care to ensure the inside edge of the hinge half is bonded flush to the pilots window. Also, ensure that a .030 inch gap is left between the bottom edge of the cut-out and the inside of the hinge half and that the gap is filled with adhesive. (3) When the hinge to window bond is cured, slide the latch pin assembly over the rear upper edge of the storm window cut-out and push the storm window to a closed and latched position. Mark the position of the latch pin assembly on the pilots side window. (4) Bond the latch pin assembly to the pilots side window with Dexter Hysol 9446 (see B-B, Figure 3). Ensure that the latch pin assembly is aligned to the markings previously made on the pilots side window. NOTE: The storm window retainer is bonded to the storm window with PRC PR-1422 Sealant. The latch pin assembly and hinge are bonded to the pilots window with Dexter Hysol 9446.
5G5
56-10-00
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56-10-00
5G6
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CABIN
Passenger Windows A. Removal (1) Drill out the rivets which fasten the window retainer to the fuselage skin. (2) Push the window and retainer inward until it is free of the fuselage skin. (3) Remove the retainer from the window. (4) Save the old window for a template if a new window is to be installed. B. Installation (1) Remove all traces of old sealant from the retainer, inboard edge of the window opening, and old window. (2) All corners must be broken and all edges smooth and free of tool marks. (3) If a new window is being installed, ensure that it is the same dimensions as the old window. (4) Apply PRC 1422-B4 sealant to the outboard surface of the window where it mates with the inboard edge of the window opening. Also apply sealant to the outboard surface of the retainer where it mates with the inboard edge of the window opening and where it mates with the inboard edge of the window. (5) Line up the rivet holes and rivet the retainer to the skin and to the window.
5G7
56-20-00
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56-20-00
5G8
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL DOOR
Door Window A. Removal (1) Drill out the rivets which fasten the window retainer to the inner frame of the door. (2) Remove the retainer. (3) Remove the door window. B. Installation (1) Remove all remaining traces of a sealant from the inner surface of the door window frame and outboard-facing side of the retainer. (2) Fit-check the new window before applying sealant. (3) Apply PRC1422-B4 sealant to the inner surface of the frame and outboard-facing side of the retainer. Rivet the retainer to the frame.
RETAINER
CABIN DOOR WINDOW
SEALANT (PR1422-B4)
Section View of Cabin Door Window Figure 1
5G9
56-30-00
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56-30-00
5G10
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CHAPTER
57
WINGS
5G11
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5G12
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1 2 3 4 5 6
DATE Dec 31/04 Jul 1/00 Dec 31/04 Jul 1/00 Mar 6/03 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Dec 31/04 Jul 1/00 Jul 1/00 Dec 31/04 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Jul 1/00 Mar 6/03 Mar 6/03
CHAPTER SECTION
PAGE
DATE
57-40-00
57-50-00
5G13
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5G14
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 57 - WINGS TABLE OF CONTENTS
SUBJECT ATTACH FITTINGS General Outboard Wing Removal Installation HI-LOK Removal and Installation Inboard Wing General Removal Installation Attach Fitting Corrosion Control Inspection FLIGHT SURFACES Aileron Removal Installation Balancing Wing Flaps Removal Installation Vortex Generators
SECTION 57-40-00
PAGE 1 1 1 1 1 6 10 10 10 15 18
GRID NO. 5G17 5G17 5G17 5G17 5G17 5G22 5H2 5H2 5H2 5H7 5H10 5H13 5H13 5H13 5H13 5H14 5H16 5H16 5H16 5H17
57-50-00
1 1 1 1 2 4 4 4 5
5G15
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57 - CONTENTS
5G16
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL ATTACH FITTINGS
1.
General This chapter contains removal and installation procedures for the wing and related components. The wing is comprised of three separate sections. The center section is comprised of the inboard portion of each wing joined by a continuous main spar. The outboard edges of the inboard wing assembly are fitted with an outer panel splice. The outboard wing assemblies have mating splice plates and splice angles.
2.
Outboard Wing NOTE: Order Piper Kit No. 767-344 (Right Outboard Wing Replacement) or 767-345 (Left Outboard Wing Replacement), as appropriate, when replacing an outboard wing section. A. Removal (refer to Figure 1) (1) Drain the fuel from both wings. (refer to 12-10-00, Draining Fuel System) (2) Remove the flap per Wing Flaps - Removal, 57-50-00. (3) Remove the aileron per Aileron - Removal, 57-50-00. (4) Remove aileron cable, sector assembly, and pulley assemblies from the outboard and inboard wing sections stopping at the pulley assembly nearest the wing root. Gather the cable and secure it out of the way. (5) Carefully remove the wing splice skin (W.S. 107.50 - W.S. 116.00) that covers the inboard / outboard wing splice. This old skin may be used as a template for the new skin. (6) Remove the screws from the fuel tank access panels in the outboard and inboard fuel tanks. Carefully remove the fuel tank access panels and set them aside for reuse. NOTE: The fuel access panels are installed with low adhesive sealant and will not come off without some method of separating them from the wing. Use of a fabricated laminated fiberglass wedge is recomended.
Wing Installation Figure 1
5G17
57-40-00
PAGE 1 Mar 6/03
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(7) (8) (9) (10) (11)
Disconnect the fuel lines by removing clamps and cutting the flexible connections. Disconnect the fuel quantity probe lead. Disconnect the taxi/recognition and navigation/strobe light leads. Support the outboard wing. Free the main spar splice plate and angles by drilling out the rivets and removing the Hi-Lok pins and collars from the inboard ends of the splice plate and angles (i.e. - inboard of W.S. 107.50). (See Figure 2.) NOTE: The 22 Hi-Loks securing the inboard section of the main spar splice plate penetrate the aft wall of the inboard fuel tank and their collars must be accessed through that fuel tanks outboard access panel.
(12) Free the aft spar splice plate and angles by drilling out the rivets securing their inboard ends (i.e. - inboard of W.S. 107.50). (See Figure 1.) NOTE: The rivets securing the inboard section of the aft spar splice angles also retain nutplates for an aileron cable pulley bracket. As these rivets are drilled out, reach inside the wing access which doubles as the pitot head mount and capture and remove the three nutplates. Set them aside for reuse. (13) Carefully remove the outboard wing, being certain that all electrical leads, fuel and vent lines, and control cables are disconnected. B. Installation NOTE: When installing a replacement wing or wing section, perform Stall Warning Flight Test Procedure, 27-30-00, upon completion of wing installation. (1) Carefully position the outboard wing, aligning its splice plates and angles with the holes in the inboard wing main and rear spars. (2) Use a string of suitable length extended from the inboard wing leading edge next to the fuselage out to the outboard wing tip to help maintain true alignment of the wing sections. Also, extend a string from the wing tip to the stabilizer, marking its length and checking this with the opposite wing and stabilizer, using the same reference points on both wings and stabilizers. (3) While maintaining proper alignment of the wing, install the Hi-Lok pins and rivets into the spars and splice plates per Figure 2. Refer to the PA-46-500TP Illustrated Parts Catalog for correct rivet part numbers and locations. NOTE: When riveting the the aft spar splice angles, be sure to reinstall the three aileron cable bracket nutplates drilled out during Removal, above. (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) Seal the inboard fuel tank. Connect the leads from the taxi/recognition and navigation/strobe lights. Connect the fuel and vent lines, using new flexible connections. Connect the fuel quantity probe lead. Install the wing splice skin at W.S. 107.50 - 116.00. Install the aileron cable pulley assemblies, sector assembly, and aileron cable. Install the flap per Wing Flaps - Installation, 57-50-00. Install the aileron per Aileron - Installation, 57-50-00. Check operation of the taxi/recognition lights and navigation/strobe lights. Check fuel system for leaks and flow. (refer to 28-10-00, Fuel System Leakage Inspection.) Calibrate fuel quantity indicator per Fuel Quantity Indication Calibration, 28-40-00. Fill the fuel system per 12-10-00. Make appropriate logbook entry.
PAGE 2 Dec 31/04
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5G18
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83000 U
W.S. 107.50
W.S. 116.00
SPLICE SKIN AREA (REF)
HL18-6-6 (20 PLACES)
HL18-8-7 (2 PLACES)
SPLICE ANGLE IS PART OF OUTBOARD WING ASSY.
SPLICE PLATE IS PART OF OUTBOARD WING ASSY.
A B B
STRAP
OUTBOARD
FWD
SPLICE ANGLES ARE PART OF OUTBOARD WING ASSY.
STRAP
HL18-6-4 (22 PLACES) VIEW A-A (LOOKING INBOARD)
Outboard Wing Installation Figure 2 (Sheet 1 of 2)
5G19
57-40-00
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89640 AP
SKIN
W.S. 107.50
HL19-6-10 HL19-6-9 HL19-6-8
SPLICE ANGLE IS PART OF OUTBOARD WING ASSY.
FWD
SKIN VIEW B-B (ROTATED 90) LOOKING DOWN
OUTBOARD
Outboard Wing Installation Figure 2 (Sheet 2 of 2)
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5G21
57-40-00
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3.
HI-LOK Removal and Installation NOTE: Refer to Hi Shear Catalogs for further information and a complete list of power and hand tools to aid in removal and installation of the Hi-Lok fasteners. A. B. Hi-Lok pins and collars are used at various points in the wing installation. Refer to the Parts Catalog for locations and proper pin and collar part numbers. To remove the Hi-Lok pin and collar: (1) Grasp the collar with pliers. (2) Insert an Allen hex wrench in the hex in the end of the pin. (3) Turn the collar with pliers. (4) Remove the collar and pin. (5) If not damaged during removal, the Hi-Lok pin can be reused. C. To install the Hi-Lok pin and collar: (1) Insert the Hi-Lok pin in the hole (after hole has been deburred if new). (2) Manually turn the Hi-Lok collar onto the pin. (3) If using Hi-Lok power tools, insert the hex wrench tip of the power driver into the pins hex recess, and the socket over the collar hex. Press the power driver against the collar and operate the power driver until the collars wrenching device has been torque off. (4) If using shop tools, insert an Allen wrench into the pins hex recess and turn the collar hex with an open end wrench until the collars wrenching device has been turned off. (5) Check the protrusion of the threaded end for the limits given in Figure 3. Hi-Lok Protrusion Gauges (P/N 2-1522) offer a convenient method to check the pin protrusion limits.
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5G22
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DEBURR HERE (SEE NOTE) (R) HEAD RADIUS (R) HEAD RADIUS
DEBURR IF COUNTERSINK TOOL DOES NOT HAVE THIS FEATURE (SEE NOTE)
TYPE OF HI-LOK PIN HL18-5 SERIES HL18-6 SERIES HL18-8 SERIES HL18-10 SERIES HL19-6 SERIES
(R) .025 .015
NOTE: The HI-LOK pin has a slight radius under its head. After drilling, deburr the edge of the hole. This permits the head to fully seat in the hole. See the list in this figure for head radius dimensions. For example, the 3/16 protruding head (HL 18-6 series) has a .015/.025 radius while the 3/16 flush head (HL 19-6 series) has a .025/.030 radius.
.030 .020
HI-LOK PROTRUSION GAUGE (HI-SHEAR P/N 2-1522) MAY BE USED WITH OR WITHOUT COLLAR INSTALLED EXAMPLE
P1 (.572)
EXAMPLE
MIN 1/16 P (.490)
MAX
i.e. 5/16
i.e. 5/16
MINIMUM THICKNESS MINIMUM GRIP (MAXIMUM PROTRUSTION) EXAMPLE HL18-10-10 MAXIMUM GRIP (MINIMUM PROTRUSTION)
MAXIMUM THICKNESS
MAXIMUM GRIP LENGTH OF PIN IN 1/16ths (10/16" OR 5/8" GRIP LENGTH FOR THIS EXAMPLE)
STANDARD HI-LOK PIN FIRST DASH NOMINAL NUMBER DIAMETER -5 -6 -8 -10 5/32 3/16 1/4 5/16 MINIMUM PROTRUSION P .302 .315 .385 .490 MAXIMUM PROTRUSION P1 .384 .397 .467 .572
HI-LOK Fasteners Installation Figure 3
5G23
57-40-00
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5G24
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5H1
57-40-00
PAGE 9 Jul 1/00
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4.
Inboard Wing NOTE: Order Kit No. 767-374 when replacing the inboard wing section or the entire wing. A. General If it is necessary to replace the entire wing structure, you will need special equipment. Allow time for setting up as follows: (1) Determine whether wing will be lowered or fuselage raised to remove wing. Equipment will vary accordingly. (2) Fabricate the following special equipment prior to starting the procedure. (See Figure 4.) (a) Cradle to support fuselage: Create slings from industrial nylon lifting strap, six (6) inches wide. Lifting capability needed only if raising fuselage away from wing. (b) Dolly to cradle wing: A single jack may be specially adapted for this procedure in order to lower wing away from fuselage. (c) Hoist assembly: To be attached to ceiling, with sufficient weight-bearing capacity. Position clamps so that straps will cradle fuselage at bulkheads (see Figure 4) for best support. (d) Lifting pins (left and right) and cable: Suitable to attach to engine mount for additional steadying. (e) Tools for removing rivets and cutting sealant: May be standard or fabricated. B. Removal NOTE: Whenever the inboard wing section is removed, conduct Attach Fittings Corrosion Control Inspection, below. (1) Remove all fuel from the airplane. (2) Prepare hoist and fuselage supports. (3) Set up dolly under wing. (4) Remove interior furnishings as follows: NOTE: Perform steps (4) thru (6) inside airplane. (a) Forward and center seats, left and right. (b) Cabinets, left and right. (c) Floor carpet. (d) Forward side panels below window line, left and right. (5) Remove floor panels from forward cockpit area to entrance door (F.S. 117.00 to F.S. 89.60). (6) Remove lines and cables as follows: (a) Remove relief tube, located under center left floorboard. (b) Derig aileron, rudder, and stabilator cables. Remove from below spar. NOTE: Do not disconnect hydraulic lines at this time. (7) Remove wing to fuselage fairings, left and right wing roots. Remove bottom fuselage skin panels at wing spar, left, center, and right. Remove tee channels and angles below spar. NOTE: Perform steps (7) and (8) outside airplane. (8) Disconnect/remove lines as follows (Figure 5, Detail A): (a) Disconnect flap drive. Remove rods, left and right. (See Figure 6.) (b) Pull aileron cables through wing root and secure cables (refer to 27-00-00). (c) Disconnect and clear fuel lines from wing root area. (d) Disconnect electrical cannon plugs, left and right.
PAGE 10 Dec 31/04
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Special Equipment for Wing Removal and Installation Figure 4
5H3
57-40-00
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Removal and Installation of Inboard Wing Figure 5 (Sheet 1 of 2)
(9) Remove rivets and hardware (see Figure 5, Detail B). NOTE: Perform step (9) with one man inside airplane at wing spar and one outside assisting. Use special tools to remove rivets and Hi-Loks. (a) Remove pilot seat belt supports, each side of forward spar (b) Remove six forward and six aft Hi-Loks, each side above spar. (c) Remove five rivets thru fuselage skin and angle each side above spar. (d) Remove sealant between fuselage, frame, and angle each side above spar. (e) Remove floor board clips attached to aft spar. NOTE: It may be necessary to cut sealant several times to get complete separation. Sealant after 28 days has 260 psi adhesion. (10) Break sealant loose forward and aft of spar each side. (a) Use a sharp putty knife and cut away excess sealant top and bottom of spar. (b) Use piano wire between spar and frame pulling from inside and outside thru seals like a saw. The wire will cut the sealant but not the aluminum. Drip PSS solvent on piano wire as you cut and this will help separation. CAUTION: PROTECT AIRPLANE FINISH BY PLACING CLOTH OR PADDING UNDER STRAPS. (11) Attach straps, as shown in Figure 4, at indicated fuselage stations. NOTE: This and the following steps support the fuselage for wing removal. Use fabricated hoist, cradle, and lifting pin.
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5H4
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INBOARD WING ATTACH FITTINGS
DETAIL A FS 100.00 FS 95.00

FWD PRESSURE BULKHEAD FIREWALL MAIN SPAR
FUEL ELECTRICAL ELECTRICAL (RIGHT SIDE ONLY) BRAKES PNEUMATIC (RIGHT SIDE ONLY) PNEUMATIC
FS 150.58
AILERON CABLES FLAP PUSHRODS
FS 132.00
FS 146.47
FS 171.43
HYDRAULIC
Removal and Installation of Inboard Wing Figure 5 (Sheet 2 of 2)
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Rod End Installation Method Figure 6
WARNING: DO NOT ENTER AIRPLANE BEFORE ATTACHING LIFTING PINS TO KEEP FUSELAGE FROM ROTATING IN SLINGS. (12) Anchor fabricated lifting pins to engine mount tubes to secure nose and prevent fuselage from rotating. (See Figure 5.) (13) Suspend fuselage with hoist. Attach cable to lifting pins. (14) Retract landing gear and disconnect/remove hydraulic lines as follows: NOTE: Dolly should already be in place under wing. NOTE: Perform step (14) both inside and outside airplane. (a) Using hydraulic pressure, release gear down locks. (b) Retract and tie back main landing gear. (c) Drain off hydraulic pressure. (d) Disconnect/remove hydraulic lines (Figure 5). (15) Remove forward and aft wing attach bolt or Hi-Lok at glove spar, forward spar, and aft spar, on each side. If sealant is completely free, wing will be ready to remove. WARNING: MAKE CERTAIN THAT FUSELAGE LIFTING DEVICE AND LIFTING STRAPS ARE STRONG AND POSITIONED PROPERLY. SPAR FITS TIGHTLY IN CANTED SPAR BOX IN FUSELAGE. EVEN AFTER SEALANT HAS BEEN CUT, A HEAVY AMOUNT OF LIFTING PRESSURE (TO BREAK SEALANT GRIP) MAY BE REQUIRED. TAKE EXTREME CARE NOT TO DAMAGE FUSELAGE AND WING. NOTE: These final steps may require additional manpower.
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(16) Additional pressure will be necessary to separate wing from fuselage. Proceed as follows: (a) Have one man on each wing tip to steady the airplane and apply downward pressure. (b) Observe spar area inside airplane. (c) Strike spar with dead blow mallet until wing is completely released. (17) With wing resting on dolly, lift fuselage to clear spar or lower wing. (18) Remove wing. C. Installation WARNING: FUSELAGE MUST BE CRADLED. NOTE: When installing a replacement wing or wing section, perform Stall Warning Flight Test Procedure, 27-30-00, upon completion of wing installation. (1) Clean surfaces and all parts to be installed using PSS or other suitable solvent. Pay special attention to frame area inside airplane where sealant was broken or rivets removed. Remove all old sealant residue. Remove all corrosion inhibiting surface paint. This will ensure good sealant grip. (2) Place new wing on dolly and position under fuselage. (3) Raise wing or lower fuselage over wing. (4) Secure wing attach fittings with bolt (forward spar) or Hi-Lok (glove spar and aft spar), as required, on both sides. (5) Align spar with frames. Drill holes. Align angles with top of spar and with frames each side. Mark holes thru angles in top of spar each side. CAUTION: KEEP SURFACES FREE OF METAL SPLINTERS. (6) Remove wing attach bolts and separate fuselage from wing. Move wing away from fuselage to work on each independently. (7) Drill wing spar top each side for angles that attach to fuselage and frame. (8) Use a vacuum or air hose to clean away all metal splinters in both wing spar and fuselage. (9) Apply sealant to top spar and angles each side. Use R4 sealant. (10) Attach angles to top spar each side with cherry rivets. CAUTION: PROPER SEALING IS CRITICAL TO MAINTAIN PRESSURIZATION OF COCKPIT. BE GENEROUS WITH SEALANT PARTICULARLY IN CORNERS WITH WIDE GAPS. USE B4 SEALANT. (11) Apply sealant to wing spar aft, forward, left and right plates and angles as shown in Figures 6 and 7. (12) Apply sealant to canted frames as shown in Figure 8. (13) Position wing under fuselage for installation. (14) Lower fuselage onto wing spar. Some sealant will squeeze out. (15) Secure wing with wing attach bolts. Install forward spar bolts, then aft spar Hi-Loks with nuts forward, and finally the glove spar Hi-Loks with nuts forward. (16) Tighten forward spar nuts to a torque of 550 inch - pounds. Tighten glove spar and aft spar nuts (Hi-Loks) till they shear off. (17) Clean off excess sealant with PSS solvent. (18) Rivet canted frames to left and right aft spar. NOTE: Two people are needed to buck and shoot rivets. (19) Rivet floorboard clips to aft spar. (20) Rivet canted frame at left forward spar.
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Hole and Slot Fillets Figure 7
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (21) Rivet canted frame to spar at right forward spar.
(22) Install five (5) rivets in angle on top of spar each side thru fuselage skin from outside fuselage. (23) Install four (4) Hi-Lok bolts thru each intercostal, frame, angle and two (2) thru frame and wing spar, just under intercostal. All four locations are left, right, fwd and aft of top wing spar. See Figures 5 and 8. (24) Install four (4) angles that form two (2) tees in bottom of fuselage. Tap with a plastic mallet thru aft channels in the frame under wing spar until they clear the fwd frame under spar. Then using small vise grips attach to angles and tap thru fwd frame channels an equal amount. (25) Inside fuselage align angles evenly with Kleco fasteners to existing holes one on each side of stringer. (26) Below fuselage place short tee angles between floor angles and rivet together with four (4) rivets on top. Then go inside and rivet both ends to bottom stringer. (27) Ensure there are no metal splinters on chips between skins prior to installing close outs. (28) Apply sealant to all skins and close out skins on bottom of aircraft. See Figure 7. Apply sealant 1/4" each side of rivets. (29) Install close outs in place with Kleco fasteners and insert rivets from bottom. (30) Inspect rivets. (31) Install fwd pilots seat belt brackets with bolts. (32) Install cat grommets on all passage holes in bottom spar. (33) Inside fuselage at spar all newly installed rivets and Hi-Loks must be brush sealed with A-4 sealant. (34) Reinstall all lines and cables removed in steps B.(6), B.(8), and B(14). First, reinstall electrical, fuel, and hydraulic lines -- then, reinstall control cables. (35) Make adjustments as follows: (a) Control cables (refer to 27-10-00, Aileron Control Rigging and Adjustment). (b) Hydraulic lines (refer to 29-10-00, Hydraulic System Testing and Bleeding Hydraulic System). 1 2 3 4 5 1 2 Put pressure on system. Allow gear to extend. Test and bleed system. Perform gear cycle test (refer to 32-30-00, Landing Gear Retraction System Functional Test). Be sure that all three landing gear are down and locked. Perform Fuel System Leakage Inspection, 28-10-00. Calibrate fuel quantity indicator per Fuel Quantity Indication Calibration, 28-40-00.
(c) Fuel System.
(36) Remove support straps. (37) Remove dolly. (38) Install wing to fuselage fairings and bottom skin panels. (39) Install interior furnishings. (Refer to Removal, above.)
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Application of Sealant Figure 8 5. Attach Fittings Corrosion Control Inspection Each five years, inspect the attach fittings shown in Figure 9 for corrosion and condition. Repair/replace as required. When inspection and repair/replacement is completed, reapply Dinitrol AV 8 (P/N 89500800) Corrosion Inhibiting Compound. NOTE: For all fittings, inspection of the exposed portion is sufficient unless obvious or extensive corrosion is apparent. NOTE: Any part exhibiting flaking of the metal due to rust must be replaced. NOTE: If aluminum skin or structure is corroded (beyond a light surface oxidation), the area must be repaired or replaced. NOTE: On any part being replaced, dip rivets in zinc chromate or equivilnt primer and install wet. A. When inspection and repair or replacement are completed, allow sufficient time for primer to dry, and apply Dinitrol AV 8 to: (1) Forward wing spar attach fittings. (2) Aft wing spar attach fittings. NOTE: Includes wing and fuselage fittings. CAUTION: READ PRECAUTIONS ON CONTAINER LABEL AND WEAR A CHARCOAL FILTER MASK WHEN APPLYING DINITROL AV 8. B. Apply Dinitrol by spraying or brush. Use an air or airless spray gun if available. A hand aspirator bottle may be used if a sufficient fan spray pattern can be developed. Product should not be thinned.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Cover autopilot servos, electrical connectors, and cable pulleys.
WARNING: DO NOT GET DINITROL INTO AUTOPILOT SERVOS OR CLUTCHES. D. E. F. Spray directly into faying surfaces and mating points. Ensure entire attach fitting is treated. Spray inside where the fitting is attached to the structure. Apply to approximately .8 mils in thickness. Avoid puddling and running. Allow to dry 1 to 1 1/2 hours before airplane use. Full drying takes 6 to 8 hours.
Attach Fittings Corrosion Control Figure 9
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL FLIGHT SURFACES
1.
Aileron (refer to Figure 1) CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR EXHIBIT CRACKS. A. Removal (1) Remove the nut and bolt which secures the aileron drive sector to the yoke in the aileron. (2) Support the aileron and remove the three aileron hinge bolts. (3) Remove the aileron. B. Installation WARNING: ALL CONTROL SURFACES THAT HAVE BEEN REPLACED OR REPAINTED MUST BE BALANCED PER BALANCING, BELOW, BEFORE INSTALLATION. (1) Position the aileron on the trailing edge of the wing. (2) Install the attaching nuts, bolts and washers. (3) Attach the aileron drive sector to the yoke in the aileron with the previously removed nut, bolt and washers. (4) Actuate the aileron controls to insure freedom of movement.
Aileron Installation Figure 1
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C.
Balancing (See Figures 2 and 3.) To balance the aileron, the assembly must be complete, including the trim tab and all attaching screws. Before balancing, bend the trim tab into its neutral position. Place the aileron assembly on the knife edge supports in a draft free room with the beam perpendicular to the hinge centerline. Do not place the tool on the trim tab. Calibrate the tool (see Balancing Equipment, 55-20-00). Read the scale when the bubble level has been centered by adjustment of the movable weight and determine the static balance limit. There is no adjustment provision for the ailerons. CHART 1 AILERON BALANCE LIMITS Leading Edge Heavy (Inch-Pounds) 0 Trailing Edge Heavy (Inch-Pounds) -4.8
Balancing Aileron Figure 2
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Control Surfaces Balancing Tool Figure 3
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2.
Wing Flaps (refer to Figure 4) A. Removal (1) Extend the flap and disconnect the flap drive push rods (2 places each flap). (2) Support the flap and remove the flap hinge bolts, nuts and washers. (3) Pull the flap straight back off the wing. B. Installation (1) Position the flap on the trailing edge of the wing. (2) Insure that spacers are in place in the flap tracks. (3) Insert bolts, washers and nuts. Torque the nuts from 38 - 43 inch pounds and safety with cotter pins. Install the teflon faced washers on the center tracks so that the teflon side faces the flap track. (4) Connect the two flap drive push rods to the aileron. (5) Cycle the flaps several times to make sure that they are operating freely. (refer to 27-50-00 for Flap Rigging and Adjustment)
Wing Flap Installation Figure 4
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Vortex Generators
3.
S/Ns 4697157 & up and Meridian aircraft with Kit No. 767-360 installed have vortex generators installed on the upper leading edge of the wing and the lower trailing edge of the horizontal stabilizer (see 55-10-00.) WARNING: A TOTAL OF MORE THAN FIVE (5) VORTEX GENERATORS MISSING FROM THE WING AND/OR THE HORIZONTAL STABILIZER RENDERS THE AIRPLANE UNAIRWORTHY. NOTE: If the aircraft is repainted, the vortex generators must be replaced. Repaint kits are available. A spares kit (containing extra VGs and Loctite 330 adhesive) is provided with each aircraft. Replace VGs as required. A. Use the existing glue footprint from the missing VG(s) and the information in Figure 5 to properly locate the replacement VG(s). (1) All measurements are in inches. (2) Chordwise meassurements are made at a 90 degree angle to the trailing edge of the wing forward of the aileron and flap. (3) 62 inches is measured from the skin located at the trainling edge of the wing nearest the outboard edge of the flap. (4) If a vortex generator location falls on a skin seam, rivet line, or other obstacle, move the VG spanwise the shortest distance possible to clear the obstacle. B. Application Instructions. (1) Lightly sand the glue footprint to scuff the surface. Remove sanding dust/residue by wiping with a clean lint-free cloth moistened with isopropyl alcohol. (2) Apply activator to the glue footprint. (3) Spread one (1) drop of adhesive evenly over the base of the VG. CAUTION: THE ADHESIVE SETS UP VERY QUICKLY. ENSURE PROPER ALIGNMENT OF EACH VG BEFORE MOVING TO THE NEXT, IF ANY. (4) Install the VG in place. (5) Clean up excess adhesive with cotton swabs.
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Vortex Generator Installation - Wing Figure 5
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CHAPTER
61
PROPELLER
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DATE Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00
CHAPTER SECTION
PAGE
DATE
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 61 - PROPELLER TABLE OF CONTENTS
SUBJECT GENERAL Description PROPELLER ASSEMBLY Spinner Removal Installation Propeller Removal Installation Blade Track Cleaning, Inspection, and Repair Propeller Blade Inspection and Repair All-Metal Blades CONTROLLING Propeller Governor Removal Installation Rigging and Adjustment Overspeed Governor Removal Installation Operational Check
SECTION 61-00-00
PAGE 1 1
GRID NO. 5I1 5I1 5I3 5I3 5I3 5I3 5I5 5I5 5I5 5I6 5I6 5I7 5I7 5I9 5I9 5I9 5I9 5I11 5I13 5I13 5I13 5I13
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1 1 1 1 3 3 3 4 4 5 5
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL GENERAL Description
The propeller is a Hartzell model number HC-E4N-3Q/E8501K-3.5, 82.5 inch diameter, four blade, metal, constant speed unit with reversing and full feathering capabilities. The propeller is deiced with electrically heated boots (see 30-60-00). The propeller governor pressurizes and regulates the flow of the propeller gearbox oil to a piston in the propeller dome. The piston is linked by a sliding rod and fork arrangement to the propeller blades. Governor oil pressure against the piston works to decrease propeller blade pitch. Centrifugal twisting moments on the propeller blades work to decrease propeller blade pitch and increase rpm. Governing of the interaction of these and other forces to maintain constant rpm is provided by the propeller governor. The propeller governor maintains a constant propeller speed and is not pilot controlled, but rather fixed at a maximum propeller speed of 2000 RPM. Propeller feather is selected by moving the condition lever to the cutoff position. Beta and reverse blade angles are controlled by power lever movement. Movement of the power lever into the beta and reverse range of operation is only possible on the ground via a squat switch controlled solenoid. An additional overspeed governor is also provided to protect against propeller and power turbine overspeed.
Propeller Installation Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL PROPELLER ASSEMBLY
1.
Spinner A. Removal (1) Mark spinner dome and spinner bulkhead to enable reassembly in the same orientation. (2) Remove screws (20) around the circumference of the spinner / spinner bulkhead and remove the spinner dome, cylinder bulkhead unit and spinner mounting spacers from the propeller. B. Installation (1) Assemble spinner dome, cylinder bulkhead unit and spinner mounting spacers as shown in Figure 1. (2) Use a sufficient number of spinner mounting spacers to obtain 25% preload as defined in Figure 1. (3) Align index marks on spinner dome and spinner bulkhead. Press spinner dome into place and secure with screws (20).
Spinner Installation Figure 1
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Propeller Assembly Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Propeller A. Removal. (1) Ensure master switch is OFF. (2) Remove spinner assembly per Spinner - Removal, above. (3) Remove upper forward and lower cowlings. (See 71-10-00.) (4) Place a drip pan under the propeller to catch oil spillage.
2.
(5) Remove propeller heat brush block assembly. (See Figure 1 and Brush Module Replacement, both in 30-60-00.) (6) Disconnect and remove beta linkage (i.e. - reversing lever) and carbon block from propeller governor and beta control unit (i.e. - beta ring). (7) Using Hartzell Special Tool No. CST-2987 (or CST-2834 with mod kit CST-2834-1), compress the beta system and pull the beta control unit forward to permit access to the propeller mounting bolts. (8) Support propeller with a hoist. Remove safetywire and eight propeller mounting bolts and washers. (9) Carefully remove propeller from the aircraft. (10) Decompress the beta system and remove the special tool. (11) Remove and discard the propeller mounting O-ring. B. Installation. (1) Ensure master switch is OFF. (2) Clean propeller and engine flanges. (3) Lubricate and install a new propeller mounting O-ring. (4) Using Hartzell Special Tool No. CST-2987 (or CST-2834 with mod kit CST-2834-1), compress the beta system and pull the beta control unit forward to permit access to the propeller mounting bolts. (5) Carefully place propeller into position on engine flange and secure with bolts and washers (8 ea.). (6) Torque propeller mounting bolts as shown in Figure 3. Remove hoist and safetywire bolts.
Torquing Propeller Mounting Bolts Figure 3
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(7) Decompress the beta system and remove the special tool. (8) Install and connect beta linkage (i.e. reversing lever) and carbon block on propeller governor and into beta control unit (i.e. - beta ring). Safety beta linkage. (9) Check carbon block clearance per Figure 4. On a new installation it may be necessary to dress the sides of the block to obtain minimum clearance required. (10) Install propeller heat brush block assembly. (See Figure 1 and Brush Module Replacement, both in 30-60-00.) (11) Check slip ring run out with dial indicator per Slip Ring Assembly - Alignment, 3060-00. (12) Check propeller blade track per Blade Track, below. (13) Grease propeller hub. (14) Install spinner per Spinner - Installation, above. (15) Install cowlings. (See 71-10-00.) C. Blade Track Blade track is the ability of one blade tip to follow the other, while rotating, in almost the same plane. Excessive difference in blade track - more than 0.0625 inch - may be an indication of bent blades or improper propeller installation. Check the blade track as follows: (1) With the engine shut down and blades vertical, secure a smooth board to the airplane just under the tip of the lower blade. Move the tip fore and aft through its full blade-shake travel, making small marks with a pencil at each position. Then center the tip between these marks and scribe a line on the board for the full width of the tip. (2) Carefully rotate the propeller by hand to bring the opposite blade down. Center the tip and scribe a pencil line as before and check that the lines are not separated more than 0.0625 inch. (3) Propellers having excess blade track should be removed and inspected for bent blades, or for parts of sheared O-rings, or foreign particles, which have lodged between the hub and crankshaft mounting faces. Bent blades will require repair and overhaul of assembly. D. Cleaning, Inspection, and Repair (1) Check for oil and grease leaks. (2) Clean the spinner, propeller hub interior, exterior, and blades with a non-corrosive solvent. (3) Inspect the hub parts for cracks. (4) Steel hub parts should not be permitted to rust. Use aluminum paint to touch up if necessary, or replate during overhaul. (5) Check all visible parts for wear and safety. (6) Check the blades to determine whether they turn freely on the hub pivot tube. This can be done by rocking the blades back and forth through the slight freedom allowed by the pitch change mechanism. If they appear tight and are properly lubricated, remove the pitch change mechanism so that each blade can be checked individually. If the blades are tight, the propeller should be disassembled. Carbon Block Clearance Figure 4
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Typical Nicks and Removal Method for All-Metal Blades Figure 5
3.
Propeller Blade Inspection and Repair All-Metal Blades (1) Inspect the blades for damage or cracks. Nicks in the leading edges of the blades should be filed out and all edges rounded, to prevent formation of cracks. Use fine emery cloth for finishing. (2) Refer to Figure 2 for all-metal propeller blade care.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CONTROLLING
1.
Propeller Governor A. Removal The propeller governor is mounted on the upper portion of the propeller gearbox. Remove the governor as follows: (1) Remove the upper forward cowling to gain access to the governor. (2) Disconnect electrical leads. (3) Disconnect propeller speed control rod at the governor control lever. (4) Disconnect topping governor (Nf) link from governor reset arm. (5) Disconnect propeller beta linkage (i.e. - reversing lever) from beta control valve clevis and pull forward to clear clevis. (6) Disconnect pneumatic (Py) line from left rear of governor. (7) Remove the governor mounting nuts and washers and withdraw the governor from the mounting pad. Cover the mounting pad to prevent foreign material from entering the engine. B. Installation (1) Clean the mounting pad and the governor drive shaft thoroughly. (2) Install the mounting pad gasket with raised side up. (3) Install governor over mounting studs. Rotate propeller shaft slightly to engage governor drive splines. (4) Making sure governor and gasket are mounted flush, secure with nuts and washers. Torque as shown in Figure 1. (5) Connect beta control valve clevis to propeller beta linkage (i.e. - reversing lever). (6) Connect topping governor (Nf) link to governor reset arm. (7) Connect propeller speed control rod to the governor control lever. (8) Connect pneumatic (Py) line to left rear of governor. Torque coupling nut 90 to 100 in. lbs. and safety. (9) Connect electrical leads. (10) Check system rigging per Rigging and Adjustment, below. (11) Install cowling and check engine operation.
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VIEW A
Propeller Governor Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Rigging and Adjustment
CAUTION: DO NOT ALLOW STABILIZED PROPELLER OPERATION BELOW 1200 RPM (NP). DAMAGE TO THE PROPELLER COULD RESULT. The propeller speed control rod is designed to act as a propeller control lever set at full fine pitch (i.e. - maximum). Accordingly, adjust it to hold the governor propeller speed control arm full against its stop. (1) With engine static, disconnect pneumatic (Py) line from left rear of governor. Blank off nipple with suitable cap. (2) Perform pre-start check. (3) Start engine and allow it to warm up in idle setting until normal operating oil temperature is reached. (60C (140F) minimum.) (4) Advance power control lever to obtain 80% Ng. Perform two feathering cycles to purge air from system. To reduce feathering time, turn feathering adjuster (Figure 2) counterclockwise. NOTE: Two complete turns (counterclockwise from the nominal setting) is the maximum permitted adjuster range. (5) Advance power control lever to allow constant propeller speed. Temporarily mark position of lever on quadrant and record Ng. (6) Adjust governor maximum speed adjuster (Figure 2) as necessary to obtain 2000 RPM propellor speed. Turn screw counterclockwise to increase speed and clockwise to decrease speed. (7) Record Ng, torque, and fuel flow. (8) Shutdown engine and reconnect pneumatic (Py) line to left rear of governor. Torque coupling nut 90 to 100 in. lbs and safety. Restart engine. CAUTION: DO NOT ADJUST PNEUMATIC MAXIMUM ADJUSTMENT (FIGURE 2). (9) Advance power lever to position previously marked. Compare Ng with previously recorded figure. Maximum permissible Ng drop is 100 RPM. If previous Ng is exceeded, check topping governor (i.e. - air bleed) linkage is contacting the maximum stop, adjust link rod as necessary. (10) Repeat step (9). (11) Shutdown engine, disconnect topping governor link rod (Figure 2) at air bleed link. Secure link to minimum stop. (12) Restart engine. Advance power control lever to maximum stop and record Np. Check that Np is 86% 1% of maximum speed set in step (6). Adjust pneumatic minimum eccentric adjuster (Figure 2), in increments, to meet this requirement. (13) Shutdown engine and reconnect air bleed link to topping governor link rod. (14) Restart engine and check reverse power setting. Reverse propeller Np should not exceed 1900 10 RPM.
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Propeller Governor Adjustment Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Overspeed Governor A. Removal (1) Remove upper forward and lower cowlings. (2) Disconnect electrical leads from overspeed governor.
2.
(3) Remove nuts and washers securing overspeed governor to propeller gearbox. Withdraw assembly from mounting studs and discard mounting gasket. B. Installation (1) Install new mounting gasket over studs. (2) Install overspeed governor on mounting pad. Ensure drive shaft is properly engaged, secure with washers and self-locking nuts. (3) Connect electrical leads to overspeed governor. (4) Check overspeed governor operation per Operational Check, below. (5) Reinstall cowlings. C. Operational Check (1) Start engine and allow engine instruments to stabilize. (2) Set power levers for 1900 rpm propeller speed. (3) Push Overspeed Governor Test switch (in overhead switch panel) and observe drop in propeller rpm. The drop must be approximately 20 to 50 rpm. (4) Release switch and prop rpm must increase to original rpm.
(PIR-PPS60187, Rev. C.)
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CHAPTER
70
STANDARD PRACTICES - ENGINE
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CHAPTER SECTION
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CHAPTER SECTION
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1 2 1 2 1 2
70-00-00
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CHAPTER 70 - STANDARD PRACTICES - ENGINE TABLE OF CONTENTS SUBJECT GENERAL Basic Procedures Additional Information SECTION 70-00-00 PAGE 1 1 2 GRID NO. 5I23 5I23 5I24
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1.
Basic Procedures Use the following procedures whenever applicable: A. B. To facilitate and ensure proper installation, tag and/or mark all parts and hardware as to their location before they are removed or disassembled. When removing any tubes or engine parts, look for indications of scoring, burning or other undesirable conditions. Tag any unserviceable parts or units for investigation and possible repair. CAUTION: DUST CAPS USED TO PROTECT OPEN LINES SHOULD ALWAYS BE INSTALLED OVER THE TUBE ENDS AND NOT IN THE TUBE ENDS. FLOW THROUGH THE LINES MAY BE BLOCKED OFF IF LINES ARE INADVERTENTLY INSTALLED WITH THE DUST CAPS IN THE TUBE ENDS. C. Take extreme care to prevent foreign matter (lockwire, nuts, washers, dirt, etc.) from entering the engine whether it is on or off the aircraft. Make use of protective caps, plugs, and covers to ensure openings are not exposed. If anything is dropped into the engine, work should be stopped immediately and the item removed even if considerable time and labor is required. Ensure all parts are thoroughly clean before assembling, especially during engine build-up. Never reuse any lockwire, lock washers, tablocks, tab washers, or cotter pins. All lockwire and cotter pins must fit snugly in holes drilled in specific hardware. On castellated nuts, the cotter pin head must fit into a recess of the nut with the other end bent such that one leg is back over the stud and the other is down flat against the nut. Use only corrosion resistant steel for cotter pins or lockwire. Safety wire bushing plugs to the assembly boss or case - do not safety wire bushing plugs to the bushing. Replace gaskets, packings, or rubber parts with parts at reassembly. Use the same type or composition as that of the part that was removed. Make sure replacement nonmetallic parts show no sign of storage deterioration. Protect critical areas of engine parts (such as compressor and turbine disks) from scratches and nicks by tools. Tool surfaces contacting these areas must be covered with a protective material. CAUTION: BEFORE USING TOOLS ON THE ENGINE, ENSURE THAT SUFFICIENT PROTECTIVE MATERIAL IS PRESENT TO PREVENT DAMAGE TO ENGINE PARTS. K. Use only a mallet of plastic or rawhide when installation of a part requires such force. CAUTION: ENSURE THAT ANTI-SEIZE COMPOUNDS ARE APPLIED IN THIN EVEN COATS AND THAT EXCESS COMPOUND IS COMPLETELY REMOVED TO AVOID CONTAMINATION OF ADJACENT PARTS. L. M. Loose fitting spline drives external to the engine which have no means of lubrication should be lubricated with an anti-seize lubricant such as molybdenum disulfide. Do not leave adhesive tape or tape residue on engine parts. If adhesive tape has been applied to any part, the tape must be removed and any adhesive residue completely removed with petroleum solvent before being subjected to high temperature during engine run. Tape/adhesive residue can cause surface attack and/or reduction in tensile ductility as temperature increases. Remove any corrosion-inhibiting compounds from all parts before reassembly. Ensure all traces of such compounds and any accumulated foreign material have been thoroughly removed.
D. E. F. G.
H. I. J.
N.
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2.
Additional Information Engine standard practices presented herein are general in nature. Additional, more detailed, information should be reviewed in Chapter 70 of Pratt & Whitney Canadas Maintenance Manual - Turboprop Gas Turbine Engine Model(s) PT6A-38/-40/-41/-42/-42A - Part No. 3021442.
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CHAPTER
71
POWER PLANT
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 1 2 3 4 5 6 1 2 3 4 1 2
DATE Dec 31/04 Jul 1/00 Dec 31/04 Jul 1/00 Jul 1/00 Jan 9/04 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Mar 6/03 Jul 1/00 Jul 1/00 Mar 6/03 Dec 31/04 Mar 6/03 Mar 6/03 Mar 6/03 Dec 31/04 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03 Mar 6/03
PAGE 1 2 3 4 5 6 7 8
DATE Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04 Jan 9/04
71-00-00
71-10-00
71-20-00
71-30-00
71-60-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 71 - POWER PLANT TABLE OF CONTENTS
SUBJECT GENERAL Description and Operation Troubleshooting Engine Removal Buildup Installation Depreservation Engine Wet Motoring Run Engine Ground Test and Safety Precautions COWLING Engine Cowling Removal Forward Upper Lower Rear Upper Cleaning, Inspection, and Repair Installation Rear Upper Lower Forward Upper MOUNTS
SECTION 71-00-00
PAGE 1 1 2 8 8 9 9 10 10 11
GRID NO. 5J7 5J7 5J8 5J14 5J14 5J15 5J15 5J16 5J16 5J17 5J19 5J19 5J19 5J19 5J19 5J19 5J19 5J22 5J22 5J22 5J22 5J23 5J23 5K1 5K3 5K3 5K5 5K5 5K6 5K8 5K9 5K9 5K9 5K11 5K12 5K13
71-10-00
1 1 1 1 1 1 1 4 4 4 4
71-20-00
1 1 3 5 5 1 1 2 4
100 Hour Engine Mount Special Inspection Engine Shock Mount Replacement Engine Mount - Installation Engine Mount Corrosion Inspection, Immersion in Water FIRE SEALS Fire Seals 100 Hour Firewall Inspection 1000 Hour Firewall Special Inspection AIR INTAKES 71-60-00 71-30-00
1 1 1 1 2 3
Mass Flow Control and Accessory Cooling Intake Drain Hose Routing Inspection DRAINS EPA Drain Tank Fuel Purge System 71-70-00
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71 - CONTENTS
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71 - CONTENTS
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WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) This chapter supplements Pratt & Whitney Canadas Maintenance Manual - Turboprop Gas Turbine Engine Model(s) PT6A-38/-40/-41/-42/-42A - Part No. (P/N) 3021442 and consists of removal and installation of external components and engine accessories. Repairs beyond this level should be accomplished by an approved Pratt & Whitney Canada overhaul facility. In the interest of maintaining efficient engine performance, an Engine Condition Trend Monitoring System has been established by Pratt & Whitney Canada. This is not a mandatory procedure, but is highly recommended by Pratt & Whitney Canada and Piper. Introduction of the monitoring system when engines are new or newly overhauled enables the establishment of a performance baseline before any deterioration of components takes place within the engine. Engine condition can then be observed without actual teardown of components. The complete procedure can be found in the Engine Condition Trend Monitoring Analytical Guide (EAG) Manual P/N 3043607, latest revision, available from Pratt & Whitney Canada. 1. Description and Operation The PA-46-500TP is powered by a lightweight, reverse-flow free turbine, Pratt & Whitney Canada PT6A-42A gas turbine engine rated at 500 shaft horsepower at 2000 propeller RPM for takeoff and flat-rated at 400 SHP at 2000 propeller RPM for maximum continous power. The PT6A-42A uses two independent turbine sections: one drives the compressor in the gas generator section and the second drives the propeller shaft through a reduction gearbox. Accessories include a starter/generator and a belt driven alternator and air conditioning compressor. Engine intake air is provided through dual, symmetric air inlets located on the forward portion of the cowling at the four and eight o'clock positions. The inlets are of fixed geometry such that no moving ice vanes or doors are utilized. The inlets are designed such that the dynamics of icing conditions do not allow the inlet to ice closed. Both inlets supply air to an inertial separator, which in turn supplies a common engine inlet plenum and intake screen. The inertial separator functions by preventing foreign objects from making an abrupt turn into the plenum and instead exit through the bypass outlet. As air enters through the intake screen, it is ducted into a three-stage axial and single-stage centrifugal compressor driven by a single-stage reaction turbine. A dual turbine, counter-rotating with the first, drives the propeller through a two-stage reduction gear box. Exhaust is provided through dual exhaust ports located on either side of the engine just behind the propeller. A single annular combustion chamber, containing 14 removable fuel nozzles and two igniter plugs, comprises the combustion system. Only seven of the fuel nozzles are used for starting; the remaining nozzles activate as the engine accelerates. A hydropneumatic fuel control unit schedules fuel flow to maintain the power set by the gas generator power lever. The ignition system consists of one exciter box, two ignition leads and two spark igniters. Both igniters are engaged simultaneously. DC power is delivered to the exciter box from the essential bus through an ignition mode selector switch in the engine control switch panel and a torque pressure switch. While in the Automatic ignition mode, the ignition system will activate when the torque is less than or equal to approximately 275 ft. lbs., and deactivate when the torque is greater than or equal to approximately 375 ft. lbs. Continuous ignition, at any torque setting, is provided in the Manual ignition mode.
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In serial numbers 4697001 thru 4697173, residual fuel remaining in the lines at shutdown drains into an EPA-compliant collection tank. The EPA tank in turn is drained through an external quick-drain under the engine compartment. See 71-70-00, Figure 2. In serial numbers 4697174 and up, residual fuel remaining in the lines at shutdown is blown into the combustion chamber and consumed. See Fuel Purge System, 71-70-00. The engine incorporates an oil lubrication system with a 12 quart total capacity including propeller, integral engine oil system, and oil cooler. The oil tank is an integral part of the compressor inlet case in front of the accessory gearbox and contains a filler neck with calibrated dipstick. The filler neck incorporates a ball check valve to ensure oil does not migrate out of the filler neck in the event the dipstick is not properly secured. In addition, an oil level sight glass is provided to indicate the oil level in the gearbox without having to remove the dipstick. Adequate oil level for engine operation is indicated by an oil level within the green area of the sight glass. Engine instruments, located on the center panel, are displayed on the two EDU's (engine display unit). The standard display on the primary, pilot side, EDU displays torque, ITT (interstage turbine temperature), propeller (Np) RPM, gas generator (Ng) RPM, and fuel flow (during engine start). The standard display on the secondary, copilot side EDU displays vacuum level, fuel flow, oil temperature, oil pressure, outside air temperature, estimated time enroute, fuel at destination, and fuel quantity. Fire detection is provided by a heat sensitive fire cable, which passes a current at approximately 540 F. This current alerts the fire detection computer, which then actuates the ENGINE FIRE warning light on the annunciator display system. When switched to test mode, an electrical current is passed to the fire detection computer, which should sense the current and illuminate the ENGINE FIRE warning light in the annunciator panel. The engine is completely enclosed by cowlings consisting of two upper and one lower section. The rear upper cowling contains an oil filler door, a cooling inlet for the starter generator and alternator, and left and right gull-wing access doors. The lower cowling incorporates the engine air inlets, the oil cooler air inlet, and the forward portion of the inertial separators. 2. Troubleshooting Troubles concerning the power plant are listed in Chart 1 along with their probable causes and suggested remedies. Before attempting to locate the difficulty, consult all available sources for any pertinent information which might assist in diagnosing the trouble. Perform the Minimum Checks Required Before Troubleshooting as listed in the Pratt & Whitney Canada Maintenance Manual No. P/N 3021442, Chapter 71.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 1 of 3) TROUBLESHOOTING ENGINE Trouble Cause No fuel supply to engine. Air in fuel system. Open ignition circuit. Defective engine driven fuel pump. Defective fuel control unit.
Remedy Check for clean fuel supply at firewall shutoff valve. Perform motoring run. Check wiring and connections. Check for flow from pump while motoring engine. If no flow, replace pump. Check for flow from FCU outlet tube to starting flow control while motoring engine. If no flow, remove FCU, check bypass valve by applying 5 psi max. to bypass return port and check for air leakage from FCU inlet. If leakage is evidenced, replace fuel control unit and fuel pump. If no leakage, replace only FCU. Clean and check nozzles. (Refer to P&WC Engine Maintenance Manual.) Adjust idle speed and minimum flow as required. Check all pneumatic tubes and connections for leakage. Check all connections for leakage. Check for dirt in P3 metering orifice. (Refer to P&WC Engine Maintenance Manual for cleaning instructions.) Replace fuel control unit. Adjust linkage. Replace fuel control unit.
Engine fails to start.
Restricted fuel nozzles. Engine does not idle properly. Idle speed setting incorrect. Leak or restriction in FCU pneumatic system. Engine does not accelerate properly. Leak or restriction in fuel control pneumatic system. P3 filter plugged. Defective fuel control unit. Engine does not decelerate. Power control linkage adjusted incorrectly. Defective fuel control unit.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 2 of 3) TROUBLESHOOTING ENGINE Trouble Cause Faulty engine instrumenation.
Remedy Check instrument system. Replace or recalibrate as necessary. If torquemeter system defect is established, return power section to overhaul facility for repair. Check adjustment. Adjust. Check all tubes for restrictions and connections for leakage. Check adjustment settings. Replace fuel control unit. Clean and check nozzles. (Refer to P&WC Engine Maintenance Manual.) Replace propeller. Return disc to an overhaul facility. (Refer to P&WC Engine Maint. Manual.) Check system and repair as necessary. Fill oil tank as required. Replace engine. Check cooling system. Refill oil tank as required. Check instrumentation, repair or replace as required. Check system and clean cooler if required. Replace engine.
Engine does not develop full power.
Control linkage adjusted incorrectly. Propeller governor pneumatic section adjusted incorrectly. Leak or restriction in fuel control pneumatic system. Engine power settings not adjusted correctly. Defective fuel control unit. Restricted fuel nozzles.
Excessive vibration.
Propeller out of balance. Compressor or compressor turbine disc out of balance.
Low oil pressure.
Oil pressure indicating system defective. Insufficient oil. Excessive hot air leakage through faulty heat shielding. High oil temperatures.
High oil temperature.
Insufficient oil supply. Faulty instrumentation.
Cooling system defective. Excessive hot air leakage through faulty heat shielding.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 (Sheet 3 of 3) TROUBLESHOOTING ENGINE Trouble Cause Leakage or restriction in pressure or scavenge oil tubes. Oil level too high. Defective Labyrinth seals.
Remedy Visually inspect all tubes and connections. Repair as required. Maintain correct oil level. Check inlet and exhaust areas for collections of oil. If evident, replace engine. Pressure check heater. (Refer to P&WC Engine Maintenance Manual.) Check P-Y line connections for leakage. Check P-3 line for restriction. Replace if required. Check wiring and connections of electrically heated P-3 line. Repair or replace as required.
Excessive oil consumption.
Defective oil to fuel heater (internal leakage). Engine drops below idle (min. flow) in flight. P-Y line leaking. Leak or restriction in P-3 line.
Ice accumulation in P-3 line.
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ALTERNATOR IGN UNIT EMERGENCY PRESSURE VALVE ENGINE HARNESS
A
MASS FLOW SENSOR OVERSPEED GOVERNOR FIRE DETECT CHIP DETECTOR DUCT TEMP SENSOR FEATHER SOLENOID CHIP DETECTOR A/C COMPRESSOR LOCAL GND
VACUUM SWITCH FUEL FILTER LEFT HAND SIDE ELECTRICAL COMPONENT LOCATOR
Engine Installation Figure 1 (Sheet 1 of 2)
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OIL PRESS XDCR PLENUM STARTER GENERATOR OIL PRESS SW PY HEATER BLEED AIR FLOW CONTROL VALVE
IGN TORQUE SW
A
PROP TACH GEN. TORQUE XDCR
CHIP DETECTOR ENGINE HARNESS ENGINE HARNESS FUEL PRESS SW TURBINE % RPM FUEL FLOW XDCR RIGHT HAND SIDE ELECTRICAL COMPONENT LOCATOR CHIP DETECTOR OIL TEMP SENSOR BLEED AIR TEMP CONTROL VALVE PROP HEAT RELAY (REF)
Engine Installation Figure 1 (Sheet 2 of 2)
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3.
Engine A. Removal WARNING: PLACE A TAIL STAND UNDER THE TAIL OF THE AIRPLANE BEFORE REMOVING THE ENGINE. NOTE: All hoses, lines, and wires should be tagged (identified) to facilitate installation. Open fuel, oil, and vacuum lines and fittings should be covered to prevent contamination. (1) Place a tail stand under the aircraft. (2) Turn off all cockpit switches and disconnect battery. (3) Pull the fuel shutoff (i.e. - valve closed). (4) Remove the engine cowling per 71-10-00. (5) Drain the engine oil. (Refer to P&WC Maintenance Manual, P/N 3021442, 72-00-00, Engine, Turboprop - Servicing.) (6) Remove the propeller. (Refer to 61-10-00.) (7) Disconnect all fluid hoses, bleed air lines, A/C lines, clamps, and electrical leads attached to the engine, engine-mounted accessories, and/or engine mount from the firewall (cap all fluid lines). (8) Disconnect the electrical leads from the rear engine lifting bracket. (9) Disconnect and cap oil cooler lines at the oil cooler. NOTE: The oil cooler system remains attached to the bulkhead. (10) Disconnect all drain lines attached to the engine and engine-mounted accessories. CAUTION: DO NOT BEND THE POWER CONTROL CABLE IN THE DIRECTION OFFERING THE GREATEST RESISTANCE, AS DAMAGE WILL BE DONE TO THE CABLE. (11) Disconnect the power control cable from the fuel control unit actuating lever and remove the cable from the support bracket. Disconnect and remove the support bracket. (12) Disconnect the condition cable from the condition lever arm and remove the cable clamp from the cable support bracket. Disconnect and remove the support bracket. (13) Disconnect the manual override cable from the manual metering actuating lever arm and remove the cable clamp from the cable support bracket. Disconnect and remove the support bracket. (14) Attach lifting sling to the engine suspension points and using a one-half ton hoist, support the engine to allow the engine mount bolts to be removed at the firewall. (15) Swing the engine and mount free from the firewall; check to be certain no attachments remain to obstruct its removal. (16) Move the engine away from the aircraft and place on a suitable stand. (17) Remove the accessories and equipment to be installed on the new engine (or this one when overhaul is complete) and tag or identify all items removed to facilitate installation. NOTE: If the engine removed is expected to be inactive for a period of time, refer to the Pratt & Whitney Canada Maintenance Manual, P/N 3021442 for the necessary preservation schedule.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL B. Buildup
CAUTION: REFER TO PRATT & WHITNEY CANADA MAINTENANCE MANUAL, P/N 3021442 BEFORE ATTEMPTING TO REMOVE A NEW ENGINE FROM THE SHIPPING CONTAINER. Reinstall (or transfer) the necessary accessories and equipment when the engine overhaul is complete (or from the engine removed for overhaul to a new engine). Replace safety wire, lockwashers, gaskets, and rubber hoses when needed to complete the engine assembly ready for installation in the aircraft. C. Installation Before installing the engine, be certain all engine-mounted accessories are properly installed, torqued and safetied. This includes the engine mount and plenum. NOTE: Refer to Figure 2, 71-20-00 for the arrangement of the shock mount assemblies. The top shock mounts are assembled so the silver shocks are aft and the gold shocks are forward. The bottom shock mounts are installed opposite of the top shock mounts. NOTE: Prior to installing the engine, install all items that were removed from the engine after the engine was removed from the aircraft. Remove any protective caps and identification tags as each item is installed. NOTE: All engine nuts, bolts, and screw torque settings will be obtained using a thread lubricant (i.e. - engine oil or equivilent). Torque limits are defined in Chart 2. (1) Attach a one-half ton (minimum) hoist to the engine and swing the engine into alignment with its attaching points. CHART 2 ENGINE TORQUE LIMITS Thread Size .190-32 .250-28 .3125-24 .375-24 .437-20 Torque Limits (IN. LBS.) Min. Max. 20 65 125 225 450 30 85 170 300 500
(2) With the engine suspended from a one-half ton hoist, carefully swing the engine assembly into position. Use caution not to damage any engine components, plumbing or wiring. (3) Install the engine mount to the attachment points at the firewall and torque the mounting bolts to the specifications shown in Chart 2. NOTE: Apply an anti-seize compound to all male tubing threads; be certain the compound does not enter the system. Prior to installing compressor bleed air line fitting to engine, make sure the correct length bolts are used, and coat the bolt threads which secure the fitting to the compressor case with Fel-Pro C5-a Hi-Temp. thread compound. Torque the bolts 65 to 85 inch-pounds and safety with MS20995-C41 safety wire. (4) Route and reconnect all previously disconnected fluid hoses, bleed air lines, A/C lines, and electrical leads from the firewall to the respective connections on the engine, engine-mounted accessories, and/or engine mount and secure with the appropriate clamps. (5) Install the manual overide cable support bracket. Connect the manual override cable to the manual metering actuating lever arm and attach the cable clamp to the cable support bracket. (6) Install the condition cable support bracket. Connect the condition cable to the condition lever arm and attach the cable clamp to the cable support bracket. (7) Install the power control cable support bracket and connect the power control cable to the fuel control unit power lever.
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(8) Install the propeller per 61-10-00. (9) Adjust the engine and propeller controls. (See 76-10-00 and 61-20-00.) (10) Refill the oil tank with the specified type and amount of oil. (See Filling Oil Sump, 12-10-00.) (11) Connect the battery. (12) Reinstall the cowling per 71-10-00. (13) Perform the post installation procedures described in Pratt & Whitney Canada Maintenance Manual, P/N 3021442, 71-00-00, Table 501. (14) Check for fuel and oil leaks and security of the engine components. D. Depreservation (See also Pratt & Whitney Canada Maintenance Manual, P/N 3021442, 72-00-00, Engine, Turboprop - Servicing - Depreservation.) After completion of a new engine installation and before the first engine start, the following procedure should be followed to clear the engine: (1) Fill the engine oil tank with the recommended oil. (See Filling Oil Sump, 12-10-00.) NOTE: When filling the oil tank, it is recommended that the oil be strained before entering the engine to eliminate the possibility of foreign material in the engine. (2) Motor the engine to circulate the oil. (3) Recheck the oil level and refill as necessary. Normal oil level is one U.S. quart below the maximum level mark. (4) Disconnect fuel line at flow divider inlet to permit drainage into a suitable container. (5) With ignition switch OFF, set power control to MAX and condition lever to RUN. (6) Select MANUAL on the start mode switch. CAUTION: DO NOT EXCEED STARTER TIME LIMITS (30 SECONDS ON, 1 MINUTE OFF, 30 SECONDS ON, 1 MINUTE OFF, 30 SECONDS ON, 30 MINUTES OFF). (7) With the starter switch, motor engine until clean fuel flows from line. Move power control lever to IDLE and back to MAX and condition lever to CUT-OFF and back to RUN during the motoring run. NOTE: Check for proper operation of oil pressure, fuel flow, fuel pressure, and check that the Ng percent indicator moves in the proper direction during initial motoring run. (8) Reconnect fuel inlet line to flow divider. (9) Return power control lever to IDLE and condition lever to CUT-OFF. 4. Engine Wet Motoring Run A wet motoring run is used to check for fuel system leaks after component replacement. CAUTION: AFTER A WET MOTORING RUN, A DRY MOTORING RUN (SEE PILOTS OPERATING HANDBOOK, PARA. 4.15) MUST BE PERFORMED BEFORE STARTING ENGINE. (1) Set the condition lever at CUT-OFF. (2) Set the power control lever at IDLE. (3) Set ignition switch OFF. (4) Master switch ON (to supply electrical power to starter). (5) Fuel shutoff pushed in (i.e. - valve open). (6) Fuel pump switch ON (to provide lubrication for engine driven fuel pumping elements). (7) Select MANUAL on the start mode switch.
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CAUTION: DO NOT EXCEED STARTER TIME LIMITS (30 SECONDS ON, 1 MINUTE OFF, 30 SECONDS ON, 1 MINUTE OFF, 30 SECONDS ON, 30 MINUTES OFF). (8) Operate starter. Observe stabilized Ng and positive oil pressure and then set condition lever to RUN for 10 seconds. (9) Set condition lever back to CUT-OFF. Release engine starter switch. (10) During rundown, check that flow divider, dump valve, and gas generator case drain valves are functioning. (11) Fuel pump switch OFF, after Ng has stopped. (12) Master switch OFF. (13) Check oil lines, fuel lines, and connections for leaks. No leaks allowed, except at normal seepage drains. 5. Engine Ground Test and Safety Precautions A. Prior to ground testing the engine, the following safety precautions should be adhered to: (1) Position the airplane into the wind. (2) Set the parking brake and chock the wheels. NOTE: The importance of placing chocks in front of the wheels cannot be overstressed. It is possible for the airplane to move with just the brakes applied when the power being applied exceeds 600 foot-pounds of torque. (3) Be certain a fire extinguisher is readily available. (4) Be certain the area around the airplane is free of loose objects. (5) Check that the engine intakes and exhausts are free from foreign objects. (6) Ascertain that the danger areas around the airplane are clear of personnel. B. C. Ascertain the engine indicating systems are properly calibrated. Install and secure the cowling, if not already installed. CAUTION: BEFORE ATTEMPTING TO START THE ENGINE, PERSONNEL SHOULD BE CHECKED OUT BY A QUALIFIED PILOT OR OTHER RESPONSIBLE PERSON ON THE ENGINE STARTING AND SHUTDOWN PROCEDURES, AND ANY OTHER SYSTEM FUNCTIONS WHICH MAY BE REQUIRED TO PROPERLY AND SAFELY OPERATE THE POWER PLANT. THE USE OF THE PILOTS OPERATING HANDBOOK FOR THIS INFORMATION IS MANDATORY. CAUTION: DO NOT ALLOW STABILIZED PROPELLER OPERATION BELOW 1200 RPM (NP). DAMAGE TO THE PROPELLER COULD RESULT. D. E. F. G. Start the engine and idle three to five minutes. Cycle the propeller while running. Check the interturbine temperature and torque indicators for proper operation. Shutdown the engine and check the oil level. Refill if necessary to proper level (one (1) quart below the full mark). Restart the engine. Check the overspeed governor operation as follows: (1) Start engine and allow engine instruments to stabilize. (2) Set power levers for 1900 rpm propeller speed. (3) Push Overspeed Governor Test switch (in overhead switch panel) and observe drop in propeller rpm. The drop must be approximately 30 to 40 rpm. (4) Release switch and prop rpm must increase to original rpm.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL COWLING
Engine Cowling (Refer to Figure 1) The engine cowling consists of two upper and one lower sections. The one-piece forward upper cowling extends from FS 73.00 to FS 24.63 The rear upper cowling consists of a hatchback containing an oil filler door and the left and right gull-wing access doors. The rear upper cowling extends from the firewall (FS 94.25) to FS 73.00. The lower cowling incorporates the engine air inlets, the oil cooler air inlet, and the forward portion of the inertial separators, and extends from FS 55.00 to FS 24.63. A. Removal (1) Forward Upper (a) Remove the screws (5) that attach the forward upper cowling to the rear upper cowling hatchback. (b) Release the rotary latches (three (3) each side) that attach the forward upper cowling to the fuselage and the lower cowling. (c) Remove the upper cowling. (2) Lower NOTE: Support lower cowling before removing any attaching hardware. (a) Remove the forward upper cowling, if not done already. (b) Remove the camloc fasteners (seven (7) each side) that attach the lower cowling to the fuselage (c) Disconnect the bleed air precooler intake hose. (d) Remove the lower cowling. (3) Rear Upper (i.e. - hatchback) (a) Remove the forward upper cowling, if not done already. (b) Remove the camloc fasteners (5) that attach the hatchback to the brackets on the firewall. (c) Open the gull-wing access doors. (d) Disconnect the following hoses from the hatchback air inlet: alternator cooling, starter-generator cooling, mass flow control valve ambient air, and drain. (e) Remove the bolts, nuts, and washers (two (2) sets each side) that attach the hatchback frame to the flanges on the motor mount. (f) B. Remove the rear upper cowling. Cleaning, Inspection, and Repair (1) Clean the cowling with a suitable solvent and then wipe dry with a clean cloth. (2) Inspect the cowling for dents, cracks, loose rivets, damaged or missing fasteners, and damaged areas. (3) Repair all defects to prevent further damage.
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102410
Engine Cowling Figure 1 (Sheet 1 of 2)
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RIGHT GULL-WING ACCESS DOOR
OIL FILLER DOOR
LEFT GULL-WING ACCESS DOOR UPPER COWLING
LOWER COWLING
UPPER COWLING
ENGINE CENTERLINE
LOWER COWLING
Engine Cowling Figure 1 (Sheet 2 of 2)
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C.
Installation (1) Rear Upper (i.e. - hatchback) (a) Set the rear upper cowling in place (with the gull-wing access doors open) and secure the hatchback frame to the flanges on the motor mount with two (2) bolts, nuts and washers on each side. (b) Secure the hatchback to the brackets on the firewall with camloc fasteners (5). CAUTION: ENSURE AIR INLET DRAIN HOSE IS ROUTED AS SHOWN IN FIGURE 1, 71-60-00. (c) Connect the following hoses to the hatchback air inlet: alter nator cooling, starter-generator cooling, mass flow control valve ambient air, and drain. (2) Lower (a) Place the lower cowling in position and connect the bleed air precooler intake hose. (b) Secure the lower cowling to the fuselage with camloc fasteners (seven (7) each side). (3) Forward Upper (a) Set the forward upper cowling in place and secure it to the rear upper cowling hatchback with camloc fasteners (5). (b) Secure the forward upper cowling to the fuselage and lower cowling with rotary latches (three (3) each side).
PAGE 4 Mar 6/03
71-10-00
5J22
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL MOUNTS
1.
100 Hour Engine Mount Special Inspection In serial numbers 4697001 through 4697071; 4697075 through 4697096; 4697100; 4697101; 4697103 through 4697112; 4697114 and 4697116 with the original factory-installed engine mount, each 100 hours time-in-service: NOTE: Installation of a current production engine mount (see Figure 1, Sheet 2) will relieve the requirement for this repetitive inspection. A. B. C. Clean the nose gear actuator attach feet. (See Figure 1.) Remove protective coating (paint or Dinitrol AV8) from the actuator attach feet. Inspect the welded area of the nose gear actuator attach feet (see Figure 1, Sheet 2) for cracks: (1) First inspect visually. If no cracks are detected using that method; then, (2) Perform a liquid penetrant inspection per latest revision of AC 43.13-1. CAUTION: WHEN INSTALLING A REPLACEMENT ENGINE MOUNT ASSEMBLY, ENSURE IT CONFORMS TO THE LATEST DESIGN AS SHOWN IN FIGURE 1, SHEET 2. D. If cracking is detected in either of the actuator attach feet, the entire engine mount assembly must be replaced before further flight. NOTE: If installing a new engine mount, see Engine Mount - Installation, below. E. If no cracks are found, the engine mount can continue in service until the next 100 hour inspection.
FS 94.13 NOSE GEAR ACTUATOR ATTACH FEET (SEE SHEET 2 FOR DETAIL) RBL 20.79 LBL 20.79
VIEW LOOKING DOWN (ENGINE REMOVED FOR CLARITY)
ENGINE MOUNT ASSEMBLY
100 Hour Engine Mount Special Inspection Figure 1 (Sheet 1 of 2)
5J23
71-20-00
PAGE 1 Dec31/04
N53238
F. G.
Clean the actuator attach feet and apply Dinitrol AV8 (P/N 89500-800) to the area where the protective coating was previously removed. Make an appropriate logbook entry documenting this inspection.
100 Hour Engine Mount Inspection Figure 1 (Sheet 2 of 2)
PAGE 2 Mar 6/03
71-20-00
5J24
N53238
2.
Engine Shock Mount Replacement The engine vibration isolators may be replaced with the engine installed as well as removed from the airplane. Refer to Figure 2 for the arrangement of the vibration isolator assemblies. The procedure described in this paragraph is with the engine installed. A. Remove the engine cowling: forward upper, rear upper, and lower sections (see 71-10-00). CAUTION: CARE SHOULD BE TAKEN NOT TO INTRODUCE ADVERSE STRESSES ON THE CONTROL CABLES, ELECTRICAL CABLES, HOSES AND OTHER ITEMS ATTACHED TO THE ENGINE, WHILE HOISTING THE ENGINE. B. C. D. E. F. Attach a one-half ton (minimum) hoist to the engine lift points and relieve tension on the shock mounts. Remove all four (4) nuts, washers, and bolts that attach the shock mounts to the tubular engine mount. (see A, Figure 1) Remove the safety wire from the mounting pad bolts; remove the bolts (four (4) each pad) and remove the vibration isolator assemblies from the engine. (see Figure 2) Install the mount assembly in reverse order of removal. Torque the pad mounting special bolts to 225 inch-pounds and safety with MS20995-C41 safety wire. Torque the tubular engine mount bolt to 450 inch-pounds.
WL 78.522
(C/L ENGINE)
B B B-B
WL 49.500 WL 47.240 BL 0.000
Engine Shock Mount Attach Points (View Aft) Figure 2
5K1
71-20-00
PAGE 3 Mar 6/03
N53238
102400
AN7-27A BOLT NAS1149F0763P WASHER
GASKET
NAS1149F0732P WASHER NAS1149F0763P WASHER 32FE-720 NUT VIEW
C-C
NAS6206-3H BOLT NAS1149F0663P WASHER (4 PLCS)
MS20995-C41 SAFETY WIRE
WASHER
ENGINE VIBRATION ISOLATION INSTL (4 PLCS)
Engine Shock Mounts Figure 3
PAGE 4 Mar 6/03
71-20-00
5K2
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Engine Mount - Installation
3.
Pay close attention to the nose gear actuator / engine mount connecting hardware to ensure the correct locknut is used (i. e. - P/N 404-891, MS 20365-720C). Additionally, check for proper thread engagement between the bolt and nut by ensuring at least one thread of the bolt protrudes through the nut per AC 43.13-1, latest revision. If there are not sufficient threads exposed after the lock nut, replace the bolt with a longer bolt, P/N 401-509 (AN7-15A). Torque to the standard torque value (91-10-00, Chart 6) for a 7/16-20 AN7 bolt/MS 20365 nut. 4. Engine Mount Corrosion Inspection, Immersion in Water The following inspection and corrosion prevention procedure is required whenever all or part of the tubular engine mount has been immersed in water. Proceed as follows: A. Inspection (1) Level the aircraft in accordance with 8-20-00 in the maintenance manual. (2) In the two lower tubes as indicated in Figure 3; drill a 3/16 inch hole in each tube, at the approximate mid-point. (3) Visually inspect the interior surface of each tube through the 3/16 inch hole for evidence of internal corrosion. (5) Should evidence of corrosion be detected in step (3), above, replace the engine mount. If no corrosion is detected, proceed with corrosion prevention, paragraph B, below. B. Corrosion Prevention If no evidence of corrosion is detected in step (3), above, proceed as follows: (1) Place a drip pan below the inspection holes in each engine mount tube. (2) Insert a plastic tube thru each inspection hole and feed it up to the high point of the engine mount tube. (3) Using a syringe inserted into the end of the plastic tube, pump linseed oil into the upper end of the engine mount tube while rotating the syringe / plastic tube assembly to assure maximum coverage. Continue pumping until the lower end of the engine mount tube is filled with linseed oil to the level of the inspection hole. (4) Now, draw the plastic tube out of the upper end of the engine mount tube and reinsert it in the opposite direction, feeding it to the lower end of the engine mount tube. (5) Suck excess linseed oil out of the engine mount tube with the syringe / plastic tube assembly. (6) When linseed oil can no longer be picked up by the syringe / plastic tube assembly, remove it and allow the engine mount tube to drain into drip pans for approximately two hours. (7) Purge excess oil from tubes by applying air pressure to each 3/16 inch inspection hole, one at a time. (8) Insure that roughly the same amount of linseed oil that was pumped in is retrieved in the drip pans. (9) Apply a liberal coating of an approved fuel tank sealant (see Chart 3, 91-10-00) to each inspection hole and seal the hole with an appropriate blind rivet. After installing the rivet, apply a liberal coating of the approved fuel tank sealant over the head of the rivet.
5K3
PAGE 5 71-20-00 Dec 31/04
N53238
102460
FW D
D FW
DRILL HERE
Engine Mount Corrosion Inspection Points Figure 4
PAGE 6 Mar 6/03
71-20-00
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N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL FIRE SEALS
1.
Fire Seals (See Figure 1.) The engine fire seals are bolted to the engine fire seal flanges forward and aft of the gas generator case and engine compressor air intake. The fire seals are constructed in semi-circular sections and are designed to form a fire seal between the engine and air intake plenum assembly.
Engine Fire Seal Installation Figure 1
5K5
71-30-00
PAGE 1 Mar 6/03
N53238
2.
100 Hour Firewall Inspection (See Figure 2.) The 100 Hour Firewall Inspection is a general visual inspection for cracks, stress, and condition. This inspection is accomplished from the rear and underside of the firewall through the use of inspection mirrors and a borescope inserted via access plates. Access points are shown in Figure 2. A. Through the right and left gull-wing engine access doors: Remove the ECS crossover tube, the circular fire blanket insert and the access plate behind it (Figure 2, Sheet 2). Inspect the rear of the firewall. Remove the fuel filter access plate (see 12-10-00, Figure 2) and inspect the underside of the firewall. Remove the battery access panel and interior access plate (shown in Figure 2, Sheet 2) and inspect the underside and rear of the firewall. Aircraft with Piper Kit No. 767-326 installed can also remove the wing root covers and insert a borescope to inspect the rear of the firewall (Figure 2, Sheet 1).
B. C. D.
100 Hour Firewall Inspection - Access Points Figure 2 (Sheet 1 of 2)
PAGE 2 Mar 6/03
71-30-00
5K6
N53238
100 Hour Firewall Inspection - Access Points Figure 2 (Sheet 2 of 2)
5K7
71-30-00
PAGE 3 Mar 6/03
N53238
3.
1000 Hour Firewall Special Inspection Each 1000 hours time-in-service: A. B. C. Remove heat blankets and inspect forward and upper sides of firewall for cracks, stress, and condition. Repair or replace, as required. Reinstall heat blankets
PAGE 4 Mar 6/03
71-30-00
5K8
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL AIR INTAKES Mass Flow Control and Accessory Cooling Intake
Ambient air for the mass flow control valve is provided by an air inlet in the rear upper cowling hatchback. In addition, this air inlet provides engine accessory cooling for the starter-generator and alternator. The open-top design of the air inlet demands proper drainage for correct operation. Accordingly, a drain hose is attached on the right side. CAUTION: THE AIR INLET DRAIN HOSE (A) MUST BE ROUTED AS SHOWN IN FIGURE 1. On several occasions, after the removal and reinstallation of the rear upper cowling hatchback and/or the air inlet duct assembly itself, the drain hose (A) has been inadvertently re-routed as shown in Figure 2. Additionally, the electrical connector (B), can also be reinstalled in the wrong location. The configuration of the hose and the connector shown in Figure 2 could interfere with the fuel control arm (C) on the fuel control unit, which could result in an inability to reduce engine power. NOTE: Item callouts (i.e. - (A), (B), (C), etc.) are keyed to Figures 1 and 2. Drain Hose Routing Inspection. Each 100 hours and whenever the rear upper cowling hatchback, the air inlet duct assembly or drain hose, or the engine overboard breather drain tube are removed, replaced, or reinstalled: (1) Open Gull Wing door on right side on the engine compartment. (2) Inspect air inlet drain hose routing. If the air inlet drain hose (A) is routed as shown in Figure 1, the electrical connector (B) is installed as shown in Figure 1, and the area around the fuel control arm (C) is clear, no further action is required - proceed to step (4). (3) If air inlet drain hose (A) is improperly routed and/or the electrical connector (B) is improperly installed (see Figure 2 for examples), re-route and resecure the air inlet drain hose (A) and/or reinstall the electrical connector (B) in the configuration shown in Figure 1. Install new clamps and hardware as required: (see Figure 1) (a) For the drain hose add (D) two (2) clamps (one (1) P/N 554-906 and one (1) P/N 454-977) with one (1) each screw MS35207-263, washer NAS1149F0332P and nut MS21042-3. (b) For the electrical connector add (E) two (2) clamps (one (1) MS21919-WH8 and one (1) MS21919-WH16) with one (1) each screw MS35206-245, washer NAS1149GFN816P and nut MS21045-08. (4) Close Gull Wing door on right side on the engine compartment.
5K9
71-60-00
PAGE 1 Mar 6/03
N53238
Air Inlet Drain Hose - Correct Routing Figure 1
Air Inlet Drain Hose - Incorrect Routing Figure 2
PAGE 2 Mar 6/03
71-60-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL DRAINS
Engine Drains Installation Figure 1
5K11
71-70-00
PAGE 1 Jan 9/04
N53238
1.
EPA Drain Tank In serial numbers 4697001 thru 4697173, residual fuel remaining in the lines at shutdown drains into an EPA-compliant collection tank. The EPA tank in turn is drained through an external quick-drain under the engine compartment. See 71-70-00, Figure 2.
CAUTION: EXCESS FUEL DRAINING FROM DRAIN MAST AFTER ENGINE SHUTDOWN IS INDICATIVE OF EPA DRAIN VALVE STOPAGE OR TANK OVERFLOW.
EPA Drain Installation Figure 2
PAGE 2 Jan 9/04
71-70-00
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N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Fuel Purge System
2.
In serial numbers 4697174 and up, residual fuel remaining in the lines at shutdown is blown into the combustion chamber and consumed. The system consists of a bleed air purge tank, lines, filter and check valves. Engine pressure bleed air accumulates in the purge tank and is released during shutdown, as the fuel pressure drops, forcing residual fuel back into the burner. The fuel is then completely consumed. The upper check valve allows bleed air into the purge tank until pressure in the tank reaches equilibrium with the bleed air system. The lower check valve keeps fuel out of the purge tank when the fuel system is pressurized and as fuel pressure drops during shutdown allows the air in the purge tank to force the residual fuel into the combustion chamber. The air filter insures that any particles found in the bleed air system cannot contaminate the fuel system. A. Removal. (See Figure 4.) The purge tank, clamp, air filter, upper check valve, and inlet tube are removed together and disassembled on the bench. The outlet hose and lower check valve/union assembly are removed individually. (1) Remove upper forward and lower cowlings as described in 71-10-00. (2) Purge tank, clamp, upper check valve, air filter, and inlet tube: (a) Disconnect the inlet tube from the bleed air tube. (b) Disconnect the outlet hose from the purge tank. (c) Remove clamp retaining screw and remove components. (d) See Bench Disassembly, below.
P3 AIR (SEE 21-20-00, FIGURE 1)
AIR FILTER
UPPER CHECK VALVE
FUEL PURGE TANK
LOWER CHECK VALVE
FLOW DIVIDER
Fuel Purge System Functional Schematic Figure 3
5K13
71-70-00
PAGE 3 Jan 9/04
N53238
INLET TUBE MS9387-04 O-RING AIR FILTER MS9387-04 O-RING
CHECK VALVE
CLIP MS21919DG64 CLAMP MS35207-264 SCREW NAS 679A3W NUT
PURGE TANK
BLEED AIR TUBE
FWD
OUTLET HOSE
LEFT
MS9387-04 O-RING CHECK VALVE MS9387-04 O-RING AN815-4 UNION
102400 7.1 W+
Fuel Purge System Installation Figure 4
PAGE 4 Jan 9/04
71-70-00
5K14
N53238
(3) Outlet hose - disconnect the fittings at each end and remove outlet hose and O-ring. (4) Lower check valve/union assembly: (a) Disconnect the fitting at the upper end, if not already disconnected, and unscrew and remove the check valve/union assembly from the flow divider. (b) Remove remaining O-ring(s). B. Installation. (See Figure 4.) The purge tank, clamp, upper check valve, air filter, and inlet tube are pre-assembled on the bench and installed as a unit. The outlet hose and lower check valve/union assembly are installed individually. (1) Lower check valve/union assembly: (a) Check arrow on check valve for proper flow direction. NOTE: If union was disassembled from check valve, ensure it is (was) reassembled on outlet side. (b) Ensure O-rings (2) are positioned as shown in Figure 4. (c) Screw union end of check valve/union assembly into flow divider and tighten. (d) If outlet hose is already installed, connect lower outlet hose fitting to check valve and tighten. (2) Outlet hose: (a) If purge tank is already installed, connect upper outlet hose fitting to outlet port of purge tank and tighten. (b) Ensure O-ring is positioned on the check valve as shown in Figure 4. (c) Connect lower outlet hose fitting to check valve and tighten. (3) Purge tank, clamp, upper check valve, air filter, and inlet tube: (a) See Bench Assembly, below. (b) Place components in position, with inlet tube aft, and secure clamp to clip with screw and tighten. (b) Connect the inlet tube to the bleed air tube and tighten. (c) Connect the outlet hose to the outlet port of the purge tank and tighten. (4) Install lower and upper forward cowlings as described in 71-10-00. C. Bench Disassembly. The purge tank, clamp, upper check valve, air filter, and inlet tube are removed together and disassembled on the bench. (1) Inlet tube - disconnect the tube from the air filter and remove. NOTE: Mark the tube end that connects to the air filter to ensure proper reassembly. (2) Air filter: (a) Remove the inlet tube, see above. (b) Unscrew the air filter from the check valve and remove air filter and O-rings. (3) Upper check valve: (a) Remove the inlet tube, see above. (b) Remove the air filter, see above. (c) Unscrew the check valve from the purge tank and remove.
5K15
71-70-00
PAGE 5 Jan 9/04
N53238
D.
Bench Assembly. The purge tank, clamp, upper check valve, air filter, and inlet tube are pre-assembled on the bench and installed as a unit. (1) Upper check valve: (a) Check arrow on check valve for proper flow direction. (b) Screw outlet end of check valve into inlet port on purge tank and tighten. See Figure 4. (2) Air filter: (a) Assemble the check valve to the purge tank, see above. (b) Ensure O-rings (2) are positioned as shown in Figure 4. (c) Check arrow on air filter for proper flow direction. (d) Screw outlet end of air filter into inlet port of check valve and tighten. (3) Inlet tube: (a) Assemble the check valve to the purge tank, see above. (b) Assemble the air filter to the check valve, see above. (c) Connect the marked tube end to the air filter and tighten.
E.
Inspection and Cleaning. Each 400 hours or two (2) years, whichever comes first, clean and inspect the purge tank, check valves, air filter, and flow divider/purge valve as described below. Replace O-rings. (1) Remove components per Removal, above. (2) Purge tank: (a) Flush tank with Stoddard solvent and blow dry with shop air. (b) Visually inspect for condition, damage, and evidence of leaks. Replace as required. (3) Air filter: (a) Visually inspect for rust and corrosion. Evidence of either is cause for replacement. (b) Check arrow on air filter for flow direction. (c) Backflush with Stoddard solvent and shop air. Blow dry with shop air. (4) Check valves: (a) Visually inspect for foreign material and corrosion. Evidence of corrosion is cause for replacement. (b) Check arrow on check valve for flow direction. (c) Pressure flush check valve with methyl eythel ketone (MEK) solvent to remove carbon particles or other residue. (d) Allow solvent to drain and then blow dry with shop air. (e) Leak test as follows: 1 2 3 Connect a filtered, regulated (40-100 psi), air source to the outlet end of the check valve. Hold check valve with inlet end up and fill with water. Apply regulated air to outlet end of check valve and observe water in inlet end for evidence of leakage (i.e. - bubbles). If leakage detected, repeat steps (a) thru (d), above and then repeat leak test. If leak still detected, replace check valve.
(f)
Disconnect, drain water, and blow dry with shop air.
PAGE 6 Jan 9/04
71-70-00
5K16
N53238
(5) Reinstall components per Installation, above, but do not install the engine cowlings. (6) Flow divider/purge valve leak test: (a) Disconnect lower check valve/union assembly from flow divider/purge valve. (b) Connect a length of clear fuel resistant hose to the flow divider/purge valve and route it down to an empty collection bottle/jar on the ground behind the nose wheel. (c) Start engine and allow engine temperature to stabilize. (d) Observe clear hose and collection bottle/jar for fuel leakage. Any evidence of fuel leakage from flow divider/purge valve while engine is running is cause for flow divider/purge valve replacement. (e) Shutdown engine. NOTE: Some fuel may exit the flow divider/purge valve during or after engine shutdown. This is normal. (f) Disconnect the clear hose and collection bottle and remove.
(g) Connect lower check valve/union assembly to flow divider/purge valve and tighten. (h) Perform a dry motoring run (see Pilots Operating Handbook (POH), paragraph 4.15) prior to next engine start. (7) Install lower and upper forward cowlings as described in 71-10-00.
5K17
71-70-00
PAGE 7 Jan 9/04
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PAGE 8 Jan 9/04
71-70-00
5K18
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CHAPTER
72
ENGINE
5K19
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PAGE 1 2 1 2 1 2 1 2 3 4
DATE Dec 31/04 Jan 9/04 Dec 31/04 Jan 9/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
CHAPTER SECTION
PAGE
DATE
72-00-00
72-60-00
5K21
PAGE 1 Dec 31/04
N53238
PAGE 2 Jan 9/04
5K22
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 72 - ENGINE TABLE OF CONTENTS
SUBJECT GENERAL Preservation ACCESSORY DIRVES Accessory Drive Removal Installation
SECTION 72-00-00
PAGE 1 1
GRID NO. 5L1 5L1 5L3 5L3 5L3 5L3
72-60-00
1 1 1 1
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PAGE 2 Jan 9/04
72 - CONTENTS
5K24
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL GENERAL Preservation
If airplane has been, or is to be, inactive for more than seven (7) days, see Pratt & Whitney Canada Maintenance Manual No. 3021442, 72-00-00, Engine, Turboprop - Servicing, paragraph 6 - Preservation and Depreservation.
5L1
PAGE 1 72-00-00 Dec 31/04
N53238
PAGE 2 Dec 31/04
72-00-00
5L2
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL ACCESSORY DRIVES Accessory Drive (See Figure 1.)
The airplane is provided with an accessory drive assembly mounted on the engine dual drive pads. The accessory drive powers the alternator and the air conditioning compressor. A. Removal (a) Remove alternator and belt per 24-30-00, Alternator - Removal. (b) Remove air conditioning compressor and belt per 21-50-00, Compressor - Removal. (c) Disconnect drain line from bottom of accessory drive housing. (d) Remove cotter pin, nut, and washer, and remove pulley and key from aft end of accessory drive shaft. (e) Remove seven bolts and washers securing housing assembly to engine dual drive pads. (f) Remove housing assembly and gasket from engine dual drive pads. (g) Remove cap and bushing from aft end of housing. (h) Remove spacer from forward end of accessory drive housing. B. Installation (a) Insert spacer into forward end of accessory drive housing. (b) Insert bushing into aft end of housing. (c) Lubricate accessory drive shaft spline with a thin even coat of Molykote G. Remove excess. (d) Place cap onto aft end of housing, aligning holes in cap with holes in housing. (e) Install gasket and housing assembly onto engine dual drive pads. Take care to ensure accessory drive shaft spline meshs with engine drive spline. (f) Secure housing assembly to engine dual drive pads with bolts and washers (7 ea. - four long (P/N 691-383) and three short (P/N 691-382)). Torque bolts (oiled) to 65 - 85 in. lbs and safety.
(g) Connect drain line to bottom of accessory drive housing. (h) Install pulley onto aft end of accessory drive shaft and secure with key, washer, nut, and cotter pin. (i) (j) Install air conditioning compressor and belt per 21-50-00, Compressor - Installation. Install alternator and belt per 24-30-00, Alternator - Installation.
5L3
PAGE 1 72-60-00 Dec 31/04
N53238
ALTERNATOR DRIVE BELT TENSION ADJUSTMENT TURNBUCKLE STARTER / GENERATOR (REF)
102431 H
FWD
ALTERNATOR WITH COOLING SHROUD
A A
ACCESSORY DRIVE ASSEMBLY
ACCESSORY DRIVE PULLEY A/C COMPRESSOR A/C COMPRESSOR BELT TENSION ADJUSTMENT TURNBUCKLE Accessory Drive Installation Figure 1 (Sheet 1 of 2)
PAGE 2 Dec 31/04
72-60-00
5L4
N53238
FWD
GASKET
ACCESSORY DRIVE HOUSING
ACCESSORY DRIVE SHAFT SPLINE
SPACER
CAP
BUSHING KEY
PULLEY
ENGINE DUAL DRIVE MOUNTING PAD
AN310-8 NUT NAS1149F0863P WASHER MS24665-285 COTTER PIN DRIVE BELTS P/N 691-383 BOLT NAS1149C0463R WASHER (4 PLACES) P/N 691-382 BOLT NAS1149C0463R WASHER (3 PLACES, NOT SHOWN)
VIEW A-A
Accessory Drive Installation Figure 1 (Sheet 2 of 2)
5L5
PAGE 3 72-60-00 Dec 31/04
N53238
PAGE 4 Dec 31/04
72-60-00
5L6
N53238
TM

(S/Ns 4697001 and UP)

PART NUMBER 767-005
6A1
January 9, 2004
N53238
6A2
N53238
6A3
PAGE 1 Jan 9/04
N53238
PAGE 2 Jul 1/00
6A4
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12
CHAPTER SECTION
PAGE
DATE
Introduction
Index
6A5
N53238
PAGE 2 Jul 1/00
6A6
N53238
SUBJECT
PAGE
GRID NO.
1 1 2 2 2 2 3 3 3 3 3 3 4 4 4 9
6B1
6A7
INTRO - CONTENTS
PAGE 1 Jan 9/04
N53238
PAGE 2 Jul 1/00
INTRO - CONTENTS
6A8
N53238
1.
2.
6A9
INTRODUCTION
PAGE 1 Jan 9/04
N53238
3.
4.
46 97 001
5.
B.
C.
PAGE 2 Dec 31/04
INTRODUCTION
6A10
N53238
7.
B.
C.
8.
9.
6A11
INTRODUCTION
PAGE 3 Jan 9/04
N53238
PAGE 4 Jan 9/04
INTRODUCTION
6A12
N53238
PH:
- (626) 813-1234
or
6A13
INTRODUCTION
PAGE 5 Dec 31/04
N53238
Maintenance Manual:
PAGE 6 Dec 31/04
INTRODUCTION
6A14
N53238
PH: - (360) 651-6666
Maintenance Manual:
6A15
INTRODUCTION
PAGE 7 Dec 31/04
N53238
PAGE 8 Jan 9/04
INTRODUCTION
6A16
N53238
6A17
INTRODUCTION
PAGE 9 Mar 6/03
N53238
CHAPTER 21
GRID NO. 2C1
22
2F9
23
2G13
24
2H3
25
2J1
26
2K1
27
3C1
28
3E15
PAGE 10 Dec 31/04
INTRODUCTION
6A18
N53238
CHAPTER 29
GRID NO. 3H5
30
3I1
31 50 32 00 10 20 30 40 50 60 33 10 20 30 40 34 00 10 20 40 50 35 10 20 37 10 20 38
3K7
4C1
4F11
4G7
4I13
4J11
6A19
INTRODUCTION
PAGE 11 Dec 31/04
N53238
CHAPTER 39
GRID NO. 4K3
51
5C1
52 10 20 70 55 10 20 30 40 56 00 10 20 30 57 40 50 61 00 10 20 70 00 71 00 10 20 30 70
PAGE 12 Dec 31/04
INTRODUCTION
6A20
N53238
CHAPTER 72 73
GRID NO. 5K19
74 10 20 75 00 76 00 10 77 00 10 20 40 78 79 20 30 80 91 10 91 (CONT.) 21 & UP
APPENDIX 1
6J1
6A21
INTRODUCTION
PAGE 13 Dec 31/04
N53238
PAGE 14 Jul 1/00
INTRODUCTION
6A22
N53238
A
B
C
6B1
N53238
E
D
PAGE 2 Dec 31/04
INDEX
6B2
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6B3
N53238
F
PAGE 4 Dec 31/04
INDEX
6B4
N53238
I
G
H
6B5
N53238
J
Jacking: 1G1
L
PAGE 6 Dec 31/04
INDEX
6B6
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M
N
6B7
N53238
O
R
P
S
PAGE 8 Dec 31/04
INDEX
6B8
N53238
T
6B9
N53238
Y
V
W
PAGE 10 Dec 31/04
INDEX
6B10
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6B11
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PAGE 12 Dec 31/04
INDEX
6B12
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CHAPTER
74
IGNITION
6C1
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6C2
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CHAPTER SECTION
PAGE
DATE
CHAPTER SECTION
PAGE
DATE
1 2 1 2 1 2 1 2 3 4 1 2 3 4 5 6
Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00
74-00-00
74-10-00
74-20-00
6C3
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6C4
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 74 - IGNITION TABLE OF CONTENTS
SUBJECT GENERAL Description and Operation ELECTRICAL POWER SUPPLY Checking Ignition System Ignition Exciter Removal Installation DISTRIBUTION Igniter Plugs Removal Cleaning and Inspection Installation Ignition Cables Removal Cleaning Inspection Installation
SECTION 74-00-00
PAGE 1 1
GRID NO. 6C7 6C7 6C9 6C9 6C10 6C10 6C10 6C13 6C13 6C13 6C13 6C15 6C15 6C15 6C15 6C15 6C17
74-10-00
1 1 1 1 1
74-20-00
1 1 1 1 3 3 3 3 3 5
6C5
74 - CONTENTS
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74 - CONTENTS
6C6
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL GENERAL Description and Operation
The ignition system consists of one exciter box, two ignition leads and two spark igniters. Both igniters are engaged simultaneously. DC power is delivered to the exciter box from the essential bus through an ignition mode selector switch in the engine control switch panel and a torque pressure switch. While in the Automatic ignition mode, the ignition system will activate when the torque is less than or equal to approximately 275 ft. lbs., and deactivate when the torque is greater than or equal to approximately 375 ft. lbs. Continuous ignition, at any torque setting, is provided in the Manual ignition mode. The exciter is a sealed unit consisting of electronic components encased by an epoxy resin. When energized, a capacitor in the unit is progressively charged until it reaches a predetermined value, when the energy stored is sufficient to ionize a spark gap in the unit and discharge the capacitor across two spark igniters. The design of the system permits continued operation of one spark igniter if the other stops functioning. The high tension cable assemblies carry an electrical charge from ignition exciter to spark igniters. The cable consist of an electrical lead contained in a flexible metal braiding, with coupling nuts on each end and mounting flanges for attachment to engine fire seals. The spark igniters are located at the 4 and 9 oclock positions on the gas generator case adjacent to fuel manifold.
6C7
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL ELECTRICAL POWER SUPPLY
WARNING: VOLTAGE IN IGNITION EXCITER CAN BE DANGEROUSLY HIGH. USE EXTREME CAUTION WHEN WORKING AROUND THIS SYSTEM. ENSURE IGNITION IS SWITCHED OFF AND SYSTEM IS INOPERATIVE FOR AT LEAST SIX (6) MINUTES, BEFORE REMOVING IGNITION COMPONENTS. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS. ALWAYS DISCONNECT COUPLING NUTS AT IGNITION EXCITER END FIRST. CAUTION: DO NOT ALLOW LUBRICANT TO CONTACT CONDUCTOR OF CONNECTORS WHICH COULD RESULT IN HIGH RESISTANCE PATH, GENERATING HEAT AND OXIDATION. For additional information regarding items installed on engines and functional check of system, refer to Pratt & Whitney Canadas Maintenance Manual - Turboprop Gas Turbine Engine Model(s) PT6A-38/-40/41/-42/-42A - Part No. (P/N) 3021442, 74-10-00. 1. Checking Ignition System A common ignition problem is a low battery. Before inspecting ignition system, start engine with an auxiliary power unit. If engine does not start, proceed with ignition system check. During following procedure, an auxiliary power unit for dry motoring runs can eliminate possibility of low voltage at exciter box and excessive battery drain. WARNING: RESIDUAL VOLTAGE IN THE EXCITER CAN BE VERY HIGH. ENSURE IGNITION IS OFF AND SYSTEM IS INOPERATIVE FOR AT LEAST SIX (6) MINUTES BEFORE REMOVING COMPONENTS. ALWAYS USE INSULATED TOOLS AND REMOVE COUPLING NUTS AT EXCITER END FIRST. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS. CAUTION: PERFORM DRY MOTORING RUN PRIOR TO SWITCHING IGNITION ON TO ENSURE NO FUEL REMAINS IN GAS GENERATOR CASE. (REFER TO PILOTS OPERATING HANDBOOK, PARAGRAPH 4.15.) A. B. C. D. E. F. G. H. Switch ignition system OFF. Disconnect coupling nut of one ignition cable from output connector on exciter box. Switch battery master and ignition switches ON. At gas generator case, listen for snapping sound with frequency of approximately one snap per second. If snapping is audible, ignition is satisfactory. Secure engine by switching ignition and battery master switches OFF. Reconnect coupling nut of ignition cable to exciter box. Remove other cable coupling nut and repeat steps C thru E. If snapping sound is not heard after one check, replace proper spark igniter or ignition cable. Repeat steps C thru E. If no snapping sound is heard on either check, replace ignition exciter box and repeat steps C thru E.
6C9
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2.
Ignitinon Exciter The ignition exciter is located on a bracket mounted to the left upper engine mount tube at FS 73.00. The unit is non-serviceable other than cleaning, and must be replaced if defective. Observe all safety precautions when handling this unit. WARNING: RESIDUAL VOLTAGE IN THE EXCITER CAN BE VERY HIGH. ENSURE IGNITION IS OFF AND SYSTEM IS INOPERATIVE FOR AT LEAST SIX MINUTES BEFORE REMOVING COMPONENTS. ALWAYS USE INSULATED TOOLS AND REMOVE COUPLING NUTS AT EXCITER END FIRST. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS. A. Removal (1) Remove forward upper cowling and open left engine access gull-wing door. (2) Remove power from ignition system. (3) Disconnect power supply cable from exciter box input connector. CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN REMOVING COUPLING NUTS. (4) Disconnect two ignition cable couplings from output connectors on exciter. (5) Remove four bolts, washers, and self-locking nuts securing unit to bracket. (6) Remove ignition exciter unit. B. Installation (1) Install ignition exciter unit to bracket with four bolts, washers, and nuts. (2) Connect coupling nuts of supply cable and two ignition cables to proper connectors on exciter. CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN SCREWING ON COUPLING NUTS. (3) Tighten coupling nuts finger tight, plus 45 degrees; safety with lockwire. (4) Replace forward upper cowling and close left engine access gull-wing door.
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6C10
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6C11
74-10-00
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1.
Igniter Plugs The spark igniters are located at 4 and 9 oclock positions on gas generator case, adjacent to fuel manifold. Observe all safety precautions when working on ignition system. See also Pratt & Whitney Canadas Maintenance Manual - Turboprop Gas Turbine Engine Model(s) PT6A-38/-40/-41/-42/-42A Part No. (P/N) 3021442, 74-20-00. WARNING: RESIDUAL VOLTAGE IN THE EXCITER CAN BE VERY HIGH. ENSURE IGNITION IS OFF AND SYSTEM IS INOPERATIVE FOR AT LEAST SIX (6) MINUTES BEFORE REMOVING COMPONENTS. ALWAYS USE INSULATED TOOLS. REMOVE COUPLING NUTS AT EXCITER END FIRST. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS. A. Removal (1) Remove power from ignition system. (2) Disconnect coupling nut from igniter. CAUTION: WHEN UNSCREWING COUPLING NUTS, DO NOT ALLOW BRAIDING, FERRULES, OR IGNITER PLUG TO TURN AT SAME TIME. (3) Remove igniter plug and copper gasket from gas generator case. B. Cleaning and Inspection (1) Cap cable end of igniter plug to prevent foreign material from entering during cleaning. NOTE: Never clean electrode end (firing) of igniter. Do not remove carbon from electrode or annular gap area as carbon deposits in gap area aid igniter operation. (2) Using felt swab soaked in solvent (i.e. - Varsol or isopropyl alcohol); clean inside surface of terminal well. (3) Dry igniter with dry, compressed air. CAUTION: IF IGNITER PLUG IS DROPPED, INTERNAL DAMAGE, NOT DETECTABLE BY TEST, CAN OCCUR AND IGNITER PLUG MUST BE REPLACED. (4) After cleaning igniter, inspect electrode end for erosion limits. (Refer to Chart 1.) CAUTION: SHOULD AN IGNITER PLUG BE DROPPED, INTERNAL DAMAGE, POSSIBLE NOT DETECTABLE BY TEST, CAN OCCUR. RECOMMENDATION IS TO REPLACE THE IGNITER PLUG. CAUTION: IF IGNITER PLUG IS DROPPED, INTERNAL DAMAGE, NOT DETECTABLE BY TEST, CAN OCCUR, AND IGNITER PLUG MUST BE REPLACED. (5) Inspect exterior cylindrical area of igniter shell electrode end for chaffing wear. (Wear is acceptable to a depth of 0.015 inch.) (6) If erosion equals or exceeds amounts shown in Chart 1 for igniter; replace igniter. (7) Check air cooling holes are clear and unobstructed.
6C13
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N53238
Spark Igniter Plug Wear Figure 1
CHART 1 SPARK IGNITER Erosion Limits P&WC Part No. 3014986 ** 3014985 ** 3024706 ** 3027280*** 3032213 *** * = See Figure 1. ** = Ordered under P&WC P/N 3014981. *** = Ordered under P&WC P/N 3032096. **** = Not applicable to air-cooled igniters. Vendor Name and Part No. Champion: FHE-182 Bendix: 10-380700-1 A.C.:5611760 Champion: CH34055 Bendix: 10-390667-1 Dimension in Inches * 'A' 'B' 0.3437 0.2500 0.2750 0.3000 0.3000 0.0312 0.0310 0.1000 N/A **** N/A ****
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Installation
CAUTION: USE ONLY P&WC-APPROVED ANTI-SEIZE COMPOUND (I.E. - NEVER-SEEZ OR SILVER GOOP) DURING REINSTALLATION. TAKE CARE TO APPLY COMPOUND ONLY TO IGNITER THREADS OR BOSS THREADS. (1) Install new copper gasket and igniter into gas generator case. Tighten igniter and torque to 300 inch-pounds. Loosen to 0 inch-pounds and retorque to 300-360 inch-pounds. CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING, FERRULE OR IGNITER PLUG TO TURN WHEN SCREWING ON COUPLING NUT. (2) Reconnect ignition cable to igniter plug. Tighten coupling nuts fingertight plus 45 degrees. 2. Ignition Cables (See Figure 2.) The two ignition cable assemblies consist of electrical leads contained in flexible metal braiding with coupling nuts at each end. Observe all safety precautions when working on ignition system. See also Pratt & Whitney Canadas Maintenance Manual - Turboprop Gas Turbine Engine Model(s) PT6A-38/-40/41/-42/-42A - Part No. (P/N) 3021442, 74-20-00. NOTE: Ignition cable routing on the Meridian does not penetrate the fireseals or plenum. The cables run outside the plenum, along its left side, and then down or across the forward side of the plenum to their respective igniters. A. Removal (1) Remove forward upper cowling. (2) Remove power from ignition system. WARNING: RESIDUAL VOLTAGE IN THE EXCITER CAN BE VERY HIGH. ENSURE IGNITION IS OFF AND SYSTEM IS INOPERATIVE FOR AT LEAST SIX (6) MINUTES BEFORE REMOVING COMPONENTS. ALWAYS USE INSULATED TOOLS AND REMOVE COUPLING NUTS AT EXCITER END FIRST. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS. (3) Disconnect ignition cable coupling nuts from ignition exciter and spark igniters. CAUTION: WHEN UNSCREWING COUPLING NUTS, DO NOT ALLOW BRAIDING, FERRULES OR IGNITER TO TURN AT THE SAME TIME. (4) Remove the retaining screws, nuts and washers on the P-clamps supporting the ignition cables. (5) Remove ignition cables. B. Cleaning (1) Remove all corrosion residue with a stainless steel wire brush. (2) Clean affected areas with an isopropyl alcohol or acetone dampened cloth. CAUTION: DO NOT ALLOW LUBRICANT TO CONTACT CONDUCTOR OF CONNECTORS WHICH COULD RESULT IN HIGH RESISTANCE PATH, GENERATING HEAT AND OXIDATION. (3) After cleaning, apply light film of fluorocarbon spray lubricant to cleaned area. C. Inspection (1) Inspect cables for signs of damage to braiding and for general condition. (2) Inspect cable coupling nuts for signs of corrosion. (3) Inspect central conductor and insulation for damage.
6C15
74-20-00
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N53238
Ignition Cable Installation Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL D. Installation
CAUTION: NEVER USE LUBRICANT CONTAINING GREASE OR SILICONE, OR LUBRICANTS SUCH AS PETROLATUM ON ANY IGNITION COMPONENT. CAUTION: DO NOT APPLY LUBRICATION TO ANY CABLES WITH TEFLON INSULATED SLEEVES. (1) Install the ignition cables in their respective P-clamps, working from their igniters to the exciter box. Loosely install the retaining screws, washers and nuts. (2) Connect coupling nuts of ignition cables to proper connectors on exciter and to their respective igniters. CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN SCREWING ON COUPLING NUTS. (3) Tighten coupling nuts fingertight, plus 45 degrees. On the exciter box only, safety with lockwire. (4) Secure cables in P-clamps with retaining screws, washers and nuts. (5) Gather any excess cable and and neatly secure it to itself with cable ties at the forward left corner of the plenum. (6) Reinstall forward upper cowling.
6C17
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6C18
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CHAPTER
75
AIR
6C19
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6C20
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CHAPTER SECTION
PAGE
DATE
CHAPTER SECTION
PAGE
DATE
1 2 1 2 1 2
75-00-00
6C21
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6C22
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 75 - AIR TABLE OF CONTENTS
SUBJECT GENERAL
SECTION 75-00-00
PAGE 1
GRID NO. 6D1
6C23
75 - CONTENTS
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75 - CONTENTS
6C24
N53238
The PT6A-42A engine contains three separate air systems. One provides air for bearing compartment sealing, one provides cooling air, and the last provides air for the compressor bleed valves and airframe environmental control. Refer to Chapter 75 of Pratt & Whitney Canada Maintenance Manual - Turboprop Gas Turbine Engine Model(s) PT6A-38/-40/-41/-42/-42A - Part No. 3021442 for information on servicing these systems. See also Chapter 21, in this manual, for information on airframe environmental control.
6D1
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CHAPTER
76
ENGINE CONTROLS
6D3
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6D4
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PAGE 1 2 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14
DATE Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Mar 6/03 Mar 6/03 Jul 1/00 Jul 1/00 Dec 31/04 Jul 1/00 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04
CHAPTER SECTION
PAGE
DATE
76-00-00
76-10-00
6D5
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6D6
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 76 - ENGINE CONTROLS TABLE OF CONTENTS
SUBJECT GENERAL POWER CONTROL Engine Performance Check Power Lever Cable Removal Installation Adjustment Condition Lever Cable Removal Installation Adjustment Manual Override Lever Cable Removal Installation Adjustment
CHAPTER 76-00-00 76-10-00
PAGE 1 1 1 8 8 8 9 12 12 12 13 13 13 14 14
GRID NO. 6D9 6D11 6D11 6D18 6D18 6D18 6D19 6D22 6D22 6D22 6D23 6D23 6D23 6D24 6D24
6D7
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The engine is controlled by power, condition, and manual override levers, located on the control quadrant of the lower central instrument panel. The controls utilize Teflon-lined control cables to reduce friction and binding. The power lever is used to actuate the engine fuel control unit as well as propeller beta and reverse settings. The gear-up warning horn is activated by an idle power setting or flap extension beyond 10 degrees combined with the landing gear not in a down and locked position. The horn will continue to sound until the gear is down and locked, the power setting is increased, or the flaps are retracted to less than 10 degrees. This is a safety feature to warn the pilot of an inadvertent gear-up landing. The condition lever controls the run and cut-off function of the fuel control unit as well as propeller feather. The full forward position sets the run fuel flow and full aft position cuts off fuel flow while feathering the prop. The manual override lever is used to directly control fuel flow to the engine in the event of a fuel control unit failure. The friction adjustment lever, located in the middle of the control quadrant, may be adjusted to increase or decrease the friction holding the power lever.
6D9
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6D10
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL POWER CONTROL
1.
Engine Performance Check
(PIR-PPS60187, Rev. C.)
WARNING: BEWARE PROPELLER BLAST AND ROTATING PROPELLER BLADES DURING ENGINE OPERATION. EXERCISE CAUTION TO AVOID DAMAGE TO PERSONNEL AND EQUIPMENT. WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) CAUTION: BEFORE ATTEMPTING FULL POWER CHECKS, BE SURE THAT THE BRAKES ARE PROPERLY MAINTAINED AND SET, AND THAT THE GROUND CONDITIONS WILL NOT PERMIT THE WHEELS TO SLIP DURING FULL POWER CHECK. See also Pratt & Whitney Canadas Maintenance Manual - Turboprop Gas Turbine Engine Model(s) PT6A-38/-40/-41/-42/-42A - Part No. (P/N) 3021442, 71-00-00. A. B. Remove cowlings, including the rear upper cowling (i.e. - hatchback) (see 71-10-00). Start engine (1) Manual override lever - OFF (i.e. - full aft and locked.) (2) Power lever - IDLE. (3) Condition control - CUTOFF/FEATHER. (4) Electrical master switch - ON. (5) Verify proper operation of engine gages. (6) Bleed air - OFF. (7) Firewall fuel shutoff valve - OPEN (i.e. - handle pushed in and cover closed.) (8) Fuel Pumps switch - ON. (9) Verify that the low fuel pressure annuniciator extinguishes. (10) Engine ignition switch - AUTO. (11) Engine start mode switch - AUTO (i.e. - light extinguished.) (12) Check prop area clear, lift cover on engine start switch and push. CAUTION: WHENEVER THE GAS GENERATOR FAILS TO LIGHT UP WITHIN 10 SECONDS AFTER MOVING THE CONDITION LEVER TO THE RUN POSITION, SHUT OFF FUEL, STARTER AND IGNITION. ALLOW A 30SECOND FUEL DRAINING PERIOD FOLLOWED BY A 15-SECOND DRY MOTORING RUN (SEE PILOTS OPERATING HANDBOOK, PARA. 4.15) BEFORE ATTEMPTING ANOTHER START. ALLOWING A RUNDOWN AFTER THE 15-SECOND DRY RUN IS NOT NECESSARY IF STARTER LIMITS PERMIT. IF, FOR ANY REASON, A STARTING ATTEMPT IS DISCONTINUED, ALLOW THE ENGINE TO COME TO A COMPLETE STOP AND THEN ACCOMPLISH A DRY MOTORING RUN. REPEAT THE COMPLETE STARTING SEQUENCE, OBSERVING THE STARTER LIMITS. (13) Condition lever - RUN -- WHEN Ng REACHES 12% - 18%. (14) Verify that starter disengages at 56% Ng. (15) Engine ignition switch - AUTO. (16) Verify that ignition annuniciator extinguishes.
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N53238
(17) Ensure that the engine accelerates normally to idle speed and the maximum I.T.T. starting limit is not exceeded (i.e. - 800 to 1000 C for no more than five seconds). CAUTION: DO NOT ALLOW STABILIZED PROPELLER OPERATION BELOW 1200 RPM (NP). DAMAGE TO THE PROPELLER COULD RESULT. C. D. Idle engine for 5 minutes. Observe all engine gages for proper operation. Shut down engine (1) Power lever - IDLE. (2) Condition lever - CUTOFF/FEATHER. (3) Fuel Pumps - OFF. (4) Electrical master - OFF E. F. G. H. Check for fuel and oil leaks. Check oil level. Refill if necessary to proper level. (Oil level should be centered in sight glass.) Install cowlings (see 71-10-00). Repeat step B (i.e. - start engine), above. Overspeed governor test - (HTG test) (1) Start engine and allow engine instruments to stabilize. (2) Set power levers for 1900 rpm propeller speed (Np). (3) Push Overspeed Governor Test switch (in overhead switch panel) and observe drop in propeller rpm. The drop should be approximately 20 to 50 rpm. (4) Release switch and prop rpm (Np) must increase to original rpm (i.e. - 1900). I. Auto Ignition (1) Set ignition switch to AUTO. (2) Check ignition off with increasing torque at 450 ft-lbs or greater. (3) Check ignition on with decreasing torque at 240 ft-lbs minimum. J. Manual Override Check (1) Place power lever in IDLE. (2) Advance manual override lever slowly. (3) Verify that full power can be achieved (i.e. - 1310 to 1370 ft.-lbs. torque at Np of 2000 RPM). K. Torque Limiter Check NOTE: Perform the torque limiter check only after hot section inspection or engine change. The torque limiter is set at 565 shp (1484 ft. lbs.). (1) Advance power lever to its full max travel (i.e. - beyond the normal full power range). (2) Verify that the engine torque is limited to 1480 to 1500 ft. lbs. (3) Placing the power lever at full max travel, above, will cause an exceedance. Make an engine logbook entry to document the Exceedance caused by torque limiter check.
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76-10-00
6D12
N53238
Fuel Control Unit Adjustments Figure 1
6D13
PAGE 3 76-10-00 Dec 31/04
N53238
L.
Adjustments Required (See Figures 1, 2, & 3.) (1) Idle Adjustment CAUTION: DO NOT ALLOW STABILIZED PROPELLER OPERATION BELOW 1200 RPM (NP). DAMAGE TO THE PROPELLER COULD RESULT. (a) Adjust F.C.U. idle (i.e. - minimum governing adjustment, Figure 1) to give 63 to 64 % Ng (1 flat = 2%). NOTE: If the minimum governing adjustment range is insufficient to acheive specified Ng, then reset the FCU control arm one (1) serration and try again. See also Power Lever Cable, Adjustment, and Detail C, Figure 3. (b) Bleed Air, Generator, and Air Conditioning should be ON. (2) Maximum Power Verify torque of 1310 to 1330 ft.-lbs. at Np of 2000 RPM. Use view-thru Tach to verify. (3) Forward Ng Pickup Dead Band Adjust F.C.U. Control Rod (attached to FCU control arm, Figure 1) to obtain .25 in. to .312 in. deadband from power lever idle stop in pedestal. See also Power Lever Cable, Adjustment, and Detail C, Figure 3. NOTE: Shortening rod will decrease Ng pickup dead band. (4) Reverse Ng Pickup Dead Band Adjust deadband adjustment screw on beta cam box. Delay Ng pickup in reverse until prop RPM drops slightly. The gap should be approximately 0.312 in. NOTE: Place power lever in IDLE. When you pull power lever up to go into BETA, no decrease in Ng should be noted. (5) Maximum Reverse Power Verify torque of 310 to 360 ft-lbs. at 1810 to 1890 RPM. Use view-thru Tach to verify. If not as specified, repeat step (4), above. NOTE: Reverse propeller Np should be 1900 10 RPM. (6) Np Maximum Propeller Speed (See 61-20-00, Figure 2.) Adjust max. speed screw to achieve 2000 RPM max. governing speed.
PAGE 4 Dec 31/04
76-10-00
6D14
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6D15
76-10-00
PAGE 5 Mar 6/03
N53238
Engine Controls Installation Figure 2 (Sheet 1 of 2)
PAGE 6 Mar 6/03
76-10-00
6D16
N53238
Engine Controls Installation Figure 2 (Sheet 2 of 2)
6D17
76-10-00
PAGE 7 Jul 1/00
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2.
Power Lever Cable A. Removal (1) Remove pedestal cover (i.e. - in cockpit) and open right engine access gull-wing door. (2) At each end of cable, measure distance from center of clevis or rod end, respectively, to cable mounting clip. These measurements are critical to reinstallation. Additionally, take note of which hole the cable assembly is connected to, if the actuating lever provides more than one option. (3) In the engine compartment: (a) Remove cotter pin, nut and bolt and disconnect cable assembly rod end from cam assembly lever. (b) Slide cable assembly from cable assembly end retaining clip and, working towards the pressure bulkhead, free the cable from all additional mounting clamps, clips or brackets. (4) In the cockpit: (a) Remove cotter pin, washer and clevis pin and disconnect cable assembly clevis from power lever assembly. (b) Slide cable assembly from cable assembly end retaining clip and, working towards the pressure bulkhead, disconnect the cable from all additional mounting clamps, clips or brackets. (c) At the pressure bulkhead, open the pressure bulkhead feed-thru by removing eight nuts and washers and three screws and six washers. (d) Pull the cable through the pressure bulkhead and remove it from the airplane. B. Installation (1) Set the cable end lengths to the dimensions measured in Removal, above. (2) In the cockpit: (a) Slide the rod end of the cable assembly through the pressure bulkhead feed-thru into the engine compartment. (b) Take the clevis end of the cable assembly and route it up through the pedestal to the power lever assembly. Fit the cable loosely into its mounting clamps, clips or brackets along the way. (c) Slide the cable assembly into the cable assembly end retaining clip and secure the clevis to the power lever assembly with pin, washer and cotter pin. (3) In the engine compartment: (a) Take the rod end of the cable assembly and route it up through the engine compartment to the cam assembly. Fit the cable loosely into its mounting clamps, clips or brackets along the way. (b) Slide the cable assembly into the cable assembly end retaining clip and secure the rod end to the cam assembly lever with bolt, nut and cotter pin. Refer to removal notes and be sure to connect the rod end to the same hole in the actuating lever previously used. (4) With both cable ends secured, secure all mounting clamps, clips or brackets along the remainder of the cable length. (5) From the cockpit side of the pressure bulkhead, secure the pressure bulkhead feed-thru with three screws, six washers and eight nuts and washers. Take care to ensure that the feed-thru seal is in good condition and properly installed. (6) Replace pedestal cover (i.e. - in cockpit) and close right engine access gull-wing door. (7) Adjust power lever control per Adjustment, below. (8) Verify engine performance per Engine Perfomance Check, above. (9) Before pressurized flight, perform a Pressurization System Test per 21-30-00.
PAGE 8 Jul 1/00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. Adjustment
(PIR-PPS60186, Rev. New.)
(1) If a new or used cable has been installed with the cable ends adjusted to pre-removal measurements (see Removal, above) and no other adjustments were made to the fuel control unit, cam assembly or propeller beta control, no further adjustment is required. (2) If a new or used cable has been installed without cable ends adjusted to pre-removal measurements, and/or additional adjustments or replacements were made to either the fuel control unit, cam assembly or propeller beta control, proceed as follows: (a) At the forward end of the engine: (See Figure 3, Detail A.) 1 2 3 4 1 2 1 The beta collar must be flush with the beta valve. The terminal block must be parallel to the ground. The Nf lever must rest against the Nf stop. Verify that the witness hole in the terminal block is covered by the wire rope. Verify that there is a gap between the cable sleeve and the housing. Verify that the witness hole in the push-pull terminal is covered by the wire rope. In the cockpit, set the power lever at IDLE. a b Adjust cam assembly as shown in Figure 3, Detail C. Adjust the FCU control rod to obtain .25 to .3125 inch Forward Ng Pickup Dead Band from the power lever idle stop in the cockpit pedestal. NOTE: Shortening rod decreases Ng pickup dead band. 2 In the cockpit, set the power lever at FULL POWER. Adjust cam assembly as shown in Figure 3, Detail D.
(b) At the aft end of the engine: (See Figure 3, Detail B.)
(c) At the cam assembly:
Power Lever Cable Adjustment Figure 3 (Sheet 1 of 3)
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL 3 4 In the cockpit, set the power lever at BETA. Adjust cam assembly as shown in Figure 3, Detail E. In the cockpit, set the power lever at REVERSE. a b Adjust cam assembly as shown in Figure 3, Detail F.
Adjust dead band adjustment screw on beta cam box to set Reverse Ng Pickup Dead Band so that Ng pickup in reverse is delayed until RPM drops slightly. The gap should be approximately .312 inch.
3.
Condition Lever Cable A. Removal (1) Remove pedestal cover (i.e. - in cockpit) and open right engine access gull-wing door. (2) At each end of cable, measure distance from center of clevis or rod end, respectively, to cable mounting clip. These measurements will simplify reinstallation. Additionally, take note of which hole the cable assembly is connected to, if the actuating lever provides more than one option. (3) In the engine compartment: (a) Remove cotter pin, nut and bolt and disconnect cable assembly rod end from fuel control unit (FCU) cut-off and idle reset linkage. (b) Slide cable assembly from cable assembly end retaining clip and, working towards the pressure bulkhead, free the cable from all additional mounting clamps, clips or brackets. (4) In the cockpit: (a) Remove cotter pin, washer and clevis pin and disconnect cable assembly clevis from condition lever assembly. (b) Slide cable assembly from cable assembly end retaining clip and, working towards the pressure bulkhead, disconnect the cable from all additional mounting clamps, clips or brackets. (c) At the pressure bulkhead, open the pressure bulkhead feed-thru by removing eight nuts and washers and three screws and six washers. (d) Pull the cable through the pressure bulkhead and remove it from the airplane. B. Installation (1) Set the cable end lengths to the dimensions measured in Removal, above. (2) In the cockpit: (a) Slide the rod end of the cable assembly through the pressure bulkhead feed-thru into the engine compartment. (b) Take the clevis end of the cable assembly and route it up through the pedestal to the condition lever assembly. Fit the cable loosely into its mounting clamps, clips or brackets along the way. (c) Slide the cable assembly into the cable assembly end retaining clip and secure the clevis to the condition lever assembly with pin, washer and cotter pin. (3) In the engine compartment: (a) Take the rod end of the cable assembly and route it up through the engine compartment to the FCU cut-off and idle reset linkage. Fit the cable loosely into its mounting clamps, clips or brackets along the way. (b) Slide the cable assembly into the cable assembly end retaining clip and secure the rod end to the FCU cut-off and idle reset linkage with bolt, nut and cotter pin. Refer to removal notes and be sure to connect the rod end to the same hole in the actuating lever previously used. (4) With both cable ends secured, secure all mounting clamps, clips or brackets along the remainder of the cable length.
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(5) From the cockpit side of the pressure bulkhead, secure the pressure bulkhead feed-thru with three screws, six washers and eight nuts and washers. Take care to ensure that the feed-thru seal is in good condition and properly installed. (6) Replace pedestal cover (i.e. - in cockpit) and close right engine access gull-wing door. (7) Adjust condition lever control per Adjustment, below. (8) Verify engine performance per Engine Perfomance Check, above. (9) Before pressurized flight, perform a Pressurization System Test per 21-30-00. C. Adjustment
(1) If a new or used cable has been installed with the cable ends adjusted to pre-removal measurements (see Removal, above) and no other adjustments were made to the fuel control unit no further adjustment is required. (2) If a new or used cable has been installed without cable ends adjusted to pre-removal measurements, and/or additional adjustments or replacements were made to the fuel control unit, proceed as follows: (a) Working at either or both cable ends, as required, adjust cable length so that the FCU cutoff and idle reset linkage moves stop to stop when the condition lever is moved stop to stop in the pedestal. (b) In the cockpit, place the condition lever in the CUTOFF position. Verify that the engine condition input lever (Figure 1) is against the cutoff stop. If the lever is not on the stop, adjust control cable clevis rod end to achieve contact with the stop. (c) In the cockpit, place the condition lever in the RUN position. Adjust the run stop (Figure 1) at the engine condition input lever so that the lever contacts the run stop. (d) In the cockpit, return the condition lever in the CUTOFF position. 4. Manual Override Lever Cable A. Removal (1) Remove pedestal cover (i.e. - in cockpit) and open right engine access gull-wing door. (2) At each end of cable, measure distance from center of clevis or rod end, respectively, to cable mounting clip. These measurements will simplify reinstallation. Additionally, take note of which hole the cable assembly is connected to, if the actuating lever provides more than one option. (3) In the engine compartment: (a) Remove cotter pin, nut and bolt and disconnect cable assembly rod end from fuel control unit (FCU) manual metering actuating lever. (b) Slide cable assembly from cable assembly end retaining clip and, working towards the pressure bulkhead, free the cable from all additional mounting clamps, clips or brackets. (4) In the cockpit: (a) Remove cotter pin, washer and clevis pin and disconnect cable assembly clevis from manual override lever assembly. (b) Slide cable assembly from cable assembly end retaining clip and, working towards the pressure bulkhead, disconnect the cable from all additional mounting clamps, clips or brackets. (c) At the pressure bulkhead, open the pressure bulkhead feed-thru by removing eight nuts and washers and three screws and six washers. (d) Pull the cable through the pressure bulkhead and remove it from the airplane.
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B.
Installation (1) Set the cable end lengths to the dimensions measured in Removal, above. (2) In the cockpit: (a) Slide the rod end of the cable assembly through the pressure bulkhead feed-thru into the engine compartment. (b) Take the clevis end of the cable assembly and route it up through the pedestal to the manual override lever assembly. Fit the cable loosely into its mounting clamps, clips or brackets along the way. (c) Slide the cable assembly into the cable assembly end retaining clip and secure the clevis to the manual override lever assembly with pin, washer and cotter pin. (3) In the engine compartment: (a) Take the rod end of the cable assembly and route it up through the engine compartment to the FCU manual metering actuating lever. Fit the cable loosely into its mounting clamps, clips or brackets along the way. (b) Slide the cable assembly into the cable assembly end retaining clip and secure the rod end to the FCU manual metering actuating lever with bolt, nut and cotter pin. Refer to removal notes and be sure to connect the rod end to the same hole in the actuating lever previously used. (4) With both cable ends secured, secure all mounting clamps, clips or brackets along the remainder of the cable length. (5) From the cockpit side of the pressure bulkhead, secure the pressure bulkhead feed-thru with three screws, six washers and eight nuts and washers. Take care to ensure that the feed-thru seal is in good condition and properly installed. (6) Replace pedestal cover (i.e. - in cockpit) and close right engine access gull-wing door. (7) Adjust manual override lever control per Adjustment, below. (8) Verify engine performance per Engine Perfomance Check, above. (9) Before pressurized flight, perform a Pressurization System Test per 21-30-00.
C.
Adjustment
(1) If a new or used cable has been installed with the cable ends adjusted to pre-removal measurements (see Removal, above) and no other adjustments were made to the fuel control unit no further adjustment is required. (2) If a new or used cable has been installed without cable ends adjusted to pre-removal measurements, and/or additional adjustments or replacements were made to the fuel control unit, proceed as follows: (a) Working at either or both cable ends, as required, adjust cable length so that the FCU manual metering actuating lever moves stop to stop when the manual override lever is moved stop to stop in the pedestal. (b) In the cockpit, place the manual override lever in the OFF position. The knob should be down and locked behind the detent. (c) Verify that the engine manual override input lever is against the shutoff stop (i.e. - in the OFF position - see Figure 1). If not, adjust the control cable clevis rod end to achieve contact with the stop. (d) In the cockpit, place the manual override lever in the FULL POWER position. Set the engine manual override input lever to have a .125 inch gap between the lever and the maximum speed stop (Figure 1). NOTE: Final adjustment of the manual override maximum speed stop must be checked with the engine running. See Engine Perfomance Check - Manual Override Check, above. (e) In the cockpit, return the manual override lever to the OFF position.
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CHAPTER
77
ENGINE INDICATING
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DATE Dec 31/04 Jul 1/00 Dec 31/04 Jul 1/00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
CHAPTER SECTION
PAGE
DATE
77-00-00
77-10-00
77-40-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 77 - ENGINE INDICATING TABLE OF CONTENTS
SUBJECT GENERAL Standard EFIS (i.e. - Meggitt) Optional EFIS (i.e. - Avidyne) POWER Engine Torque - Meggitt EFIS - (Standard) Description Engine Torque Indication Calibration Engine Torque - Avidyne EFIS - (Optional) Description Engine Torque Indication Calibration Tachometer Generators Removal Installation TEMPERATURE
SECTION 77-00-00
PAGE 1 1 1
GRID NO. 6E7 6E7 6E7 6E11 6E11 6E11 6E11 6E16 6E16 6E16 6E20 6E20 6E20
77-10-00
1 1 1 1 6 6 6 10 10 10
77-20-00
See Pratt & Whitney Canadas Maintenance Manual - Turboprop Gas Turbine Engine Model(s) PT6A-38/-40/-41/-42/-42A - Part No. (P/N) 3021442, 77-20-00. INTEGRATED ENGINE INSTRUMENT SYSTEMS
77-40-00
1 1 1 3 3 4 9 9 10 10
6F1 6F1 6F1 6F3 6F3 6F4 6F9 6F9 6F10 6F10
Meggitt Engine Instrument Display System (EIDS) - (Standard) Troubleshooting Modes of Operation Mission Operational Mode Test Mode EIDS Flags EIDS Colors Avidyne FlightMax Entegra EFIS - (Optional) Engine Condition Trend Monitoring (ECTM)
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1.
Standard EFIS (i.e. - Meggitt, see 77-10-00, Figure 1.) The PA-46-500TP Malibu Meridian employs the Meggitt Avionics next Generation Integrated Cockpit (MAGIC) Engine Instrument Display System (EIDS) as the primary engine instrumentation. The MAGIC EIDS consists of two primary components: A. B. Engine Display Unit (EDU) and Data Acquisition Unit (DAU). NOTE: Whenever a DAU is replaced, perform Engine Torque Indication Calibration, 77-10-00; Fuel Quantity Indication Calibration, 28-40-00; and, Fuel System Functional Test, 28-00-00. WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) Line maintenance of this system is limited to basic troubleshooting and that is addressed in 77-40-00.
2.
Optional EFIS (i.e. - Avidyne, see Figure 1.) In S/Ns 4697198 and up, when the optional Avidyne FlightMax Entegra EFIS is installed, primary engine instrumentation is provided in the Primary Flight Display (PFD). Detailed engine information is provided on the engine page of the Multi-Function Display (MFD). The Data Acquisition Unit (DAU) collects and processes the raw sensor input and provides a refined data stream to the PFD and MFD which actually display the data. NOTE: Whenever a DAU is replaced, perform Engine Torque Indication Calibration, 77-10-00; Fuel Quantity Indication Calibration, 28-40-00; and, Fuel System Functional Test, 28-00-00. WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) Line maintenance of this system is limited to basic troubleshooting and that is addressed in vendor publications referenced in 34-20-00.
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Engine Instrument Displays Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL POWER
1.
Engine Torque - Meggitt EFIS - (Standard) NOTE: The Meggitt Engine Instrument Display System (EIDS) is installed as standard equipment. Refer to 77-40-00 for more information. A. Description The engine torque indicating system consists of a torque pressure transducer at the propeller reduction gearbox and the Meggitt Engine Instrument Display System (EIDS). The engine torque indicator is incorporated into the Meggitt Engine Instrument Display System (EIDS). The EIDS consists of two main components, the Data Acquistion Unit (DAU) and the Engine Display Unit (EDU). The DAU collects and processes the raw sensor input and provides a refined data stream to the EDU which actually displays the data. (See Figure 1.) B. Engine Torque Indication Calibration
During calibration, switches on the bottom of the DAU are manipulated to select which phase of the calibration process is being performed. All data relating to calibration is displayed on the EDU. NOTE: The DAU is located on the right aft side of the forward pressurization bulkhead and is accessed by reaching under the instrument panel on the right side. (1) Requirements (a) Calibrate whenever a DAU is replaced. (b) Calibrate whenever a torque pressure transducer is replaced.
TQ
LB - FT
I TT
1 100
155
NP
RPM
NG
57 0
3 7 .3
ECTM:
C RU IS E 1
EDU Pilots Engine Instrument Display Figure 1
M A IN T
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(2) Procedure CAUTION: DO NOT PERFORM TORQUE CALIBRATION WHEN THE ENGINE IS HOT. LET THE ENGINE COOL DOWN FOR A MINIMUM OF ONE (1) HOUR PRIOR TO PERFORMING TORQUE CALIBRATION. (a) Prior to applying power to the Engine Display Unit (EDU), depress the "PAGE" switch on the bezel of the primary EDU. While continuing to hold the "PAGE" switch depressed, apply power to the EDU. Continue to hold the "PAGE" switch depressed until the EDU displays the "Exceedance Data Page" in Test Mode. Release the "PAGE" switch. (b) Depress and release the EDU "PAGE" switch until the "DAU/FQP DATA" page is displayed (refer to Figure 2). (c) Pull both "DATA ACQUISITION" circuit breakers. (d) Hold the SW-3 and SW-4 toggle switches on the DAU to either the "MIN MAX" or the "CAL" position (refer to Figure 3). Push in both "DATA ACQUISITION" circuit breakers and keep holding the SW-3 and SW-4 toggle switches for a minimum of 5 seconds. (e) On the "DAU/FQP DATA" page, verify that the mode is set to "CAL" (refer to Figure 2).
DAU - FQP DATA

DAU SOFTWARE KE Y / REV: MODE: E QUI P ID : CHANNE L ID : FAI L F L AGS: FQP SOFTWARE KE Y / RE V: MODE: 1 C10 CH 1 PA SS L EF T 1 A CAL A 1 C10 CH 2 PA S S R IGH T 1 A CAL A T E ST T E ST
T E ST MOD E
EDU DAU-FQP DATA Page Figure 2
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DAU Switches Figure 3
CALIB RATIO N
TORQUE CH A CH B
68
NOT READY UNCAL HI CAL LO VALID LEFT
68
READY CAL HI VALID UNCAL LO
FUEL
RIGHT
63.0150
N OT READY CAL HI VALI D UNCAL LO
100.000
EDU Calibration Page Figure 4
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Calibrated Pressure Source Test Set-up Figure 5
(f)
Depress and release the EDU "PAGE" switch until the "CALIBRATION" page is displayed (refer to Figure 4).
(g) Observe and verify that the calibration display on the EDU shows "READY", "UNCAL HI" and "UNCAL LO" for "TORQUE", "CH A" and "CH B". (h) Connect the Torque Transducer to a calibrated pressure source (refer to Figure 5). (i) (j) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to zero (0) LBS-FT of torque to the torque transducer. Hold the SW-3 toggle switch on the DAU in either the "CAL" or "MIN" position for a minimum of 3 seconds. Verify that the EDU display shows "CAL LO VALID" for "CH A", "CH B" for "TORQUE". Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 1313 LBS-FT of torque to the torque transducer.
(k) Verify that the rectangles below "CH A" and "CH B" contain the value "0". (l)
(m) Hold the SW-4 toggle switch on the DAU in either the "CAL" or "MAX" position for a minimum of 3 seconds. Verify that the EDU display shows "CAL HI VALID" for "CH A", "CH B" for "TORQUE". (n) Verify that the rectangles below "CH A" and "CH B" contain the value "100". (o) Calibration of the Engine Torque is completed, turn aircraft main power off and disconnect the calibrated pressure source.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 TORQUE CALIBRATION Torque Transducer Pressure (PSID) 0 6.5 10.0 13.1 19.6 26.2 32.7 35.0 39.3 42.9 43.2 EDU Torque Indication (LB-FT) 0 200.0 305.7 400.0 600.0 800.0 1000.0 1070.0 1200.0 1313.0 1320.0
Transducer Output (Vdc) 0.25
1.20
3.58
(3) Full Range Check A full range check provides a more detailed test of the engine torque indicating system calibration. (a) Apply power to the aircraft. (b) Connect the Torque Transducer to a calibrated pressure source. (See Figure 5.) (c) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to zero (0) LBS-FT of torque to the torque transducer. (d) Verify that the Torque reading on the EDU reads zero (0). (e) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 200 LBS-FT of torque to the torque transducer. (f) Verify that the Torque reading on the EDU reads 200 10 LBS-FT. (g) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 400 LBS-FT of torque to the torque transducer. (h) Verify that the Torque reading on the EDU reads 400 10 LBS-FT. (i) (j) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 600 LBS-FT of torque to the torque transducer. Verify that the Torque reading on the EDU reads 600 10 LBS-FT.
(k) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 800 LBS-FT of torque to the torque transducer. (l) Verify that the Torque reading on the EDU reads 800 10 LBS-FT. (m) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 1000 LBS-FT of torque to the torque transducer. (n) Verify that the Torque reading on the EDU reads 1000 10 LBS-FT. (o) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 1200 LBS-FT of torque to the torque transducer.
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(p) Verify that the Torque reading on the EDU reads 1200 10 LBS-FT. (q) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 1320 LBS-FT of torque to the torque transducer. (r) 2. Verify that the Torque reading on the EDU reads 1320 10 LBS-FT. (s) Full range check of the engine torque indication is completed, turn aircraft power off. Engine Torque - Avidyne EFIS - (Optional) In S/Ns 4697198 and up, when the optional Avidyne FlightMax Entegra EFIS is installed, primary engine instrumentation is provided in the Primary Flight Display (PFD). Detailed engine information is provided on the engine page of the Multi-Function Display (MFD). A. Description The engine torque indicating system consists of a torque pressure transducer at the propeller reduction gearbox, the Primary Flight Display (PFD), the Multi-Function Display (MFD), and the Data Acquisition Unit (DAU). Torque and ITT data are provided in the Primary Flight Display (PFD). Torque, ITT, Np, Ng, Oil Temperature, and Oil Opressure data are provided on the engine page of the Multi-Function Display (MFD). The Data Acquisition Unit (DAU) collects and processes the raw sensor input and provides a refined data stream to the PFD and MFD which actually display the data. B. Engine Torque Indication Calibration
During calibration, switches on the bottom of the DAU are manipulated to select which phase of the calibration process is being performed. All data relating to calibration is displayed on the MFD. NOTE: The DAU is located on the right aft side of the forward pressurization bulkhead and is accessed by reaching under the instrument panel on the right side. (1) Requirements (a) Calibrate whenever a DAU is replaced. (b) Calibrate whenever a torque pressure transducer is replaced. (2) Procedure CAUTION: DO NOT PERFORM TORQUE CALIBRATION WHEN THE ENGINE IS HOT. LET THE ENGINE COOL DOWN FOR A MINIMUM OF ONE (1) HOUR PRIOR TO PERFORMING TORQUE CALIBRATION. (a) Turn ON the Multi-Function Display (MFD). Select the "AUX" page using the outer right knob. Enter Maintenance Mode by pressing buttons "L1" and "L3" simultaneously. When in the maintenance mode, depress and release the "Engine Setup" button. Verify the Engine Instruments Setup Page appears on the MFD and the 2nd bezel button from the top on the left side is labeled "Torque Cal" (see Figure 6). (b) Depress and release the "Torque Cal" button. Verify the "DAU Torque Calibration" page appears on the MFD (see Figure 7). (c) Pull both "DATA ACQUISITION" circuit breakers. (d) Hold the SW-3 and SW-4 toggle switches on the DAU to either the "MIN MAX" or the "CAL" position (see Figure 3). Push in both "DATA ACQUISITION" circuit breakers and keep holding the SW-3 and SW-4 toggle switches for a minimum of 5 seconds.
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Engine Instruments Setup Page - (MFD) Figure 6
(e) On the MFD "DAU Torque Calibration" page (see Figure 7), observe and verify: 1 2 3 "Mode" is "Calibrating" "Low" Calibration Status is "Uncalibrated" for both "Channel 1 (PFD)" and "Channel 2 (MFD)" "High" Calibration Status is "Uncalibrated" for both "Channel 1 (PFD)" and "Channel 2 (MFD)" NOTE: The "Low" and "High" Calibration Status will be "Uncalibrated" only if the DAU has never been calibrated. If the DAU was already calibrated at least once, "Calibrated" will be displayed for "Low" and "High" Calibration Status. (f) Connect the Torque Transducer to a calibrated pressure source (see Figure 5). (g) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to zero (0) LBS-FT of torque to the torque transducer.
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(h) Verify that torque calibration status displays show "Ready" (see Figure 7). (i) Hold the SW-3 toggle switch on the DAU in either the "CAL" or "MIN" position for a minimum of 3 seconds. Verify the MFD shows "Calibrated" for "Low" Calibration Status for both Channel 1 and Channel 2. Verify that the Channel 2 rectangle on the MFD shows the value "0". Use a calibrated pressure source and apply the pressure corresponding to 1313 LBS-FT of torque (see Chart 1) to the torque transducer.
(j) (l)
(k) Verify that the Pilot's PFD shows the Torque value "0".
(m) Hold the SW-4 toggle switch on the DAU in either the "CAL" or "MAX" position for a minimum of 3 seconds. Verify the MFD shows "Calibrated" for "Low" Calibration Status for both Channel 1 and Channel 2. (n) Verify that the Channel 2 rectangle on the MFD shows the value "1313" (or, rarely, 1312 or 1314 - see Note, below). (o) Verify that the Pilot's PFD shows the Torque value "1313" (or, rarely, 1312 or 1314 - see Note, below). NOTE: In rare instances, the DAU will display the value 1312 or 1314 on the MFD when the calibrated pressure corresponding to 1313 LBS-FT of torque is first applied to the torque transducer (i.e. - before the DAU is calibrated in step M, above). In those cases, the displayed value 1312 or 1314 will remain after calibration is complete. In any other case, the value initally displayed will change to 1313 after calibration is complete.
DAU Torque Calibration Page - (MFD) Figure 7
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(p) Calibration of Engine Torque is complete. Turn aircraft main power OFF. (q) Disconnect the calibrated pressure source and reconnect the torque transducer lines. (3) Full Range Check of the Engine Torque Indication (a) Apply power to the aircraft. (b) Verify the MFD is operating in normal operational mode, not Maintenance Mode (see 77-00-00, Figure 1). Restart it if necessary. Turn the right outer knob to bring up the Engine Page, if necessary. (c) Connect the Torque Transducer to a calibrated pressure source as shown in Figure 5. (d) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to zero (0) LBS-FT of torque to the torque transducer. (e) Verify the Torque display on the MFD reads 0. Verify that the Torque value of the PFD reads the same value as the torque value of the MFD. (See 77-00-00, Figure 1.) (f) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 200 LBS-FT of torque to the torque transducer.
(g) Verify the Torque display on the MFD reads 200 10 LBS-FT. Verify that the Torque value of the PFD reads the same value as the torque value of the MFD. (h) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 400 LBS-FT of torque to the torque transducer. (i) (j) Verify the Torque display on the MFD reads 400 10 LBS-FT. Verify that the Torque value of the PFD reads the same value as the torque value of the MFD. Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 600 LBS-FT of torque to the torque transducer.
(k) Verify the Torque display on the MFD reads 600 10 LBS-FT. Verify that the Torque value of the PFD reads the same value as the torque value of the MFD. (l) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 800 LBS-FT of torque to the torque transducer.
(m) Verify the Torque display on the MFD reads 800 10 LBS-FT. Verify that the Torque value of the PFD reads the same value as the torque value of the MFD. (n) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 1000 LBS-FT of torque to the torque transducer. (o) Verify the Torque display on the MFD reads 1000 10 LBS-FT. Verify that the Torque value of the PFD reads the same value as the torque value of the MFD. (p) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 1200 LBS-FT of torque to the torque transducer. (q) Verify the Torque display on the MFD reads 1200 10 LBS-FT. Verify that the Torque value of the PFD reads the same value as the torque value of the MFD. (r) Referring to Chart 1 and using the calibrated pressure source, apply the pressure corresponding to 1320 LBS-FT of torque to the torque transducer.
(s) Verify the Torque display on the MFD reads 1320 10 LBS-FT. Verify that the Torque value of the PFD reads the same value as the torque value of the MFD. (t) Full range check of the engine torque indication is completed, turn aircraft power OFF. (u) Disconnect the calibrated pressure source and reconnect the torque transducer lines.
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3.
Tachometer Generators The propeller (Np) and gas generator (Ng) tachometer-generators produce an electric current which is proportional to gas generator and propeller speed. The electric current is monitored and the tach speeds are displayed by the Meggitt Engine Instrument Display System (EIDS); or the optional Avidyne MFD when installed in S/Ns 4697198 and up. The gas generator tachometer generator is mounted on the backside of the accessory gearbox and rotates counterclockwise. The propeller tachometer generator is mounted on the right side of the reduction gearbox case and rotates clockwise. A. Removal (1) Disconnect the electrical connector from the tachometer generator unit. (2) Remove the four mounting nuts at the base of the tachometer generator. CAUTION: IMMEDIATELY AFTER REMOVING EACH TACHOMETER GENERATOR UNIT, COVER THE TACH GENERATOR MOUNTING PAD TO PREVENT FOREIGN MATERIAL FROM ENTERING THE ENGINE. (3) Pull the unit straight out and away from the mounting lugs. B. Installation (1) To install the tachometer generator unit, place a new gasket on the mounting pad. (2) Lubricate the tachometer generator unit shaft splines with Molybdenum Disulfide, Type G, paste form lubricant (MIL-G-21164). (3) With the electrical socket pointing down, slide the tachometer generator into place over the mounting studs. (4) Secure the unit in place with the four mounting nuts and torque to 65 to 85 inch-pounds.
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6E21
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GRIDS 6E22 THRU 6E24 INTENTIONALLY BLANK
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INTEGRATED ENGINE INSTRUMENT SYSTEMS 1. Meggitt Engine Instrument Display System (EIDS) - (Standard) Meggitt Avionics next Generation Integrated Cockpit (MAGIC) Engine Instrument Display System (EIDS) is the primary engine instrumentation. The MAGIC EIDS consists of two primary components: z z Engine Display Unit (EDU) and Data Acquisition Unit (DAU). NOTE: Whenever a DAU is replaced, perform Engine Torque Indication Calibration, 77-10-00; Fuel Quantity Indication Calibration, 28-40-00; and, Fuel System Functional Test, 28-00-00. WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) As installed in the Meridian, a single Data Acquisition Unit (DAU) and its associated sensors feed two Engine Display Units (EDU) (a primary and a secondary). Torque (TQ), fuel flow (FF), inter-turbine temperature (ITT), propeller speed (Np), and gas generator speed (Ng) are acquired by the DAU through dual redundant channels. In addition, vacuum pressure (VAC), oil temperature (OT), outside air temperature (OAT), and oil pressure (OP) are acquired by the DAU on a single channel and then crossfed to dual redundant channels. The left, right, and total fuel level is also determined by the DAU. Engine instrumentation display is provided by the primary and secondary EDU. The primary EDU is located on the pilots side to the left of the standby airspeed indicator and the secondary EDU is located on the co-pilots side to the right of the standby altimeter. The information displayed is primarily derived from signal conditioned, digital data provided by the DAU, which is located behind the instrument panel, mounted to a bracket on the right side of the forward pressure bulkhead. The only data not provided by the DAU is the estimated time enroute (ETE) and fuel at destination (FAD) displays which both require Garmin GPS data and an active flight plan. The primary EDU indicates torque, ITT, Np, and Ng in both analog and digital format. During engine start, fuel flow is also digitally indicated on the primary EDU. The secondary EDU indicates vacuum pressure, fuel flow, remaining useable fuel, oil temperature, and oil pressure in both analog and digital format. Additional secondary EDU digital indications are OAT, ETE, and FAD, accompanied by the appropriate GPS 1 or 2 data source label. The system also includes exceedance, engine condition trend monitoring (ECTM), and instrumentation fault detection features. Parameter exceedance data is recorded by the DAU for display on the EDU and subsequent download to a laptop. A parameter exceedance is alerted by an aural alarm and visual warning consisting of digital indications highlighted with a red background and analog indications with a red pointer. The aural alarm is cancelable by pressing the mute switch, located below the glare shield on the pilot side. Engine condition trend monitoring data is automatically recorded by the DAU for subsequent download to a laptop. Recording of ECTM data is signified by a CRUISE1 or CRUISE2 indication on the primary EDU. In addition, the EDU is constantly searching for instrumentation faults caused by a failure in the EDU, DAU, or its associated sensors. Should a system fault occur, a MAINT indication is displayed on the primary and secondary EDU. Upon completion of the flight, all MAINT indications should be investigated by a qualified technician and the necessary repairs made prior to further flight. Line maintenance of this system is limited to basic troubleshooting. A. Troubleshooting See Chart 1.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 1 TROUBLESHOOTING EIDS (i.e. - EDU / DAU) Trouble Cause +28 VDC power missing. +28 VDC Return missing. Failed EDU.
Remedy Check wiring and bus. Check wiring. Replace EDU. Check wiring and 28 VDC. Replace EDU. Check EDU and DAU DATA Pages. Replace EDU. Check wiring. Check wiring.
No display visible at power up voltage.
Display does not dim lighting bus. Display page does not change when PAGE button is pressed. SYSTEM STATUS on Exceedance page is indicated as FAIL. FAIL FLAG on EDU DATA page is indicated as FAIL. Installation Location not correctly indicated. Switch inputs not functional.
28 VDC lighting bus not connected or not functional. Failed EDU. Failed EDU or DAU.
Failed EDU. Configuration Discrete 0-7 not wired properly. Switch inputs (Configuration Discrete 8 and 9) not wired properly. Output Discrete 0 - 5 not wired properly. ARINC IN A and B lines are backwards. Failed DAU.
Output advisories not functional. DAU on DAU/FQP DATA page indicated as "----". This indicates that invalid data is being received. DAU data on DAU/FQP DATA page indicated as "ND". This indicates that no data is being received. DAU FAIL FLAG shows FAIL.
Check wiring. Check wiring.
Replace DAU. (See Note.) Check wiring. Replace DAU. (See Note.) Replace DAU. (See Note.) Check sensors and wiring. Check wiring.
ARINC inputs not connected. Failed DAU. Failed DAU. Faulty Engine Sensor or Wiring.
FQP data on DAU/FQP DATA page indicated as "----". This indicates that invalid data is being received. FQP data on DAU/FQP DATA page indicated as "ND". This indicates that invalid data is being received
RS422 RECEIVE A and B lines are backwards. Failed DAU. RS422 inputs not connected. Failed DAU.
Replace DAU. (See Note.) Check wiring. Replace DAU. (See Note.)
NOTE: Whenever a DAU is replaced, perform Engine Torque Indication Calibration, 77-10-00; Fuel Quantity Indication Calibration, 28-40-00; and, Fuel System Functional Test, 28-00-00.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL B. EIDS Modes of Operation
The EDU is the operator interface to the EIDS. It has two modes of operation: Mission Operational Mode and Test Mode. (1) Mission Operational Mode is the default mode and provides the following displays in sequence: Pilots EDU Initialization Page Primary Display Reversionary Display Exceedence Display Copilots EDU Initialization Page Exceedence Display Secondary Display Reversionary Display
NOTE: See the Pilots Operating Handbook, paragraph 7.8a for graphic examples of these displays. (a) These displays are accessed by repeatedly pressing the EDU Page button on the bottom center of the EDU bezel until the desired page appears. (b) The following parameters are included in each display: 1 Exceedance Data Display - DATE - TIME - PARAM - PEAK - DUR - The date of the exceedance event1. - The GMT time of the exceedance event2. - Identifies the physical measurement which caused the exceedance event. - The maximum value attained by the parameter during the exceedance event. - The duration (DUR) is the elapsed time of the exceedance event.
NOTES: 1. If there is no GPS input available at the time of the exceedance event, then the DATE field will display the default value of "----". 2. The time display is based upon a 24 hour clock; i.e. 1 PM is displayed as 13:00. If a GPS input is not available, the TIME field will be blank. 2 Primary Display - TQ - ITT - NP - NG% - FF - ECTM - MAINT - Engine Torque in LB-FT. - Inter Turbine Temperature in degrees Celsius - The propeller rotational rate in RPM - The turbine rotational rate as compared with the maximum turbine rotational rate, expressed as a percentage. - The Fuel Flow in Pounds Per Hour (PPH) (shown only during engine start) - The ECTM cruise mode flag is illuminated when one of the ECTM cruise modes is achieved. - The MAINT indicator is illuminated when a maintenance action is required.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL 3 Secondary Display - VAC - FF - OIL C - OIL PSI
- Vacuum Pump pressure in inches of mercury - Fuel Flow in PPH - Oil Temperature in degrees Celsius. - Oil Pressure in Pounds per Square Inch (PSI)
- TOTAL FUEL - The sum of the fuel remaining in the left and right fuel tank groups in pounds. -L -R - OAT - ETE - FAD - MAINT - GPS - The fuel remaining in the left tank group of the aircraft in pounds. - The fuel remaining in the right tank group of the aircraft in pounds. - The Outside Air Temperature in degrees Celsius. - Estimated Time En Route is the GPS calculated value.3 - Fuel At Destination is the calculated fuel at destination value, in pounds. 4 - The MAINT indicator is illuminated when a maintenance action is required. - The GPS flag identifies the GPS unit which is on-line5
NOTES: 3. If a GPS is not available this display will show "ND". 4. If a GPS is not available this display will show "---". 5. If no GPS unit is on-line, this flag will not be displayed. (d) Reversionary Display - TQ - ITT - NP - NG% - OIL C - OIL PSI - OAT - FF - LT - RT - MAINT - Engine Torque in LB-FT. - Inter Turbine Temperature in degrees Celsius - The propeller rotational rate in RPM - The turbine rotational rate as compared with the maximum turbine rotational rate, expressed as a percentage. - Oil Temperature in degrees Celsius. - Oil Pressure in Pounds per Square Inch (PSI) - The Outside Air Temperature in degrees Celsius. - The Fuel Flow in Pounds Per Hour (PPH) - The fuel remaining in the left tank group of the aircraft in pounds. - The fuel remaining in the right tank group of the aircraft in pounds. - The MAINT indicator is illuminated when a maintenance action is required.
(2) Test Mode is the maintenance mode and is entered only if the Page button is held during power-up until the intialization page is displayed. It provides the following displays in sequence: Initialization Page Exceedence Display -- Test Mode Primary Display -- Test Mode Secondary Display -- Test Mode Reversionary Display -- Test Mode EDU Data Page Calibration Page DAU / FQP Test Data Page
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(a) These displays are accessed by repeatedly pressing the EDU Page button on the bottom center of the EDU bezel until the desired page appears. (b) The following displays are the same as in mission operation mode, except for the addtion of a TESTMODE flag: Exceedence Display -- Test Mode (See Figure 1.) Primary Display -- Test Mode Secondary Display -- Test Mode Reversionary Display -- Test Mode
DATE
EXCEEDANCE DATA
TIME PARAM PEAK
DUR
SYSTEM STATUS: PASS PRESS PAGE TO RESUME

Exceedance Data Page Figure 1
MAINT
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(c) The following parameters are included in each the other test mode displays: 1 EDU Data Page (See Figure 2.) - SOFTWARE P/N - SOFTWARE REV - INSTALL LOC - Identity of the EDU computer program which is being executed. - The revision level of the EDU computer program. - The position of this EDU in the aircraft, i.e., PRIMARY position (pilot location) or SECONDARY position (co-pilot location) - The result of the EDU built in test.
- FAIL FLAG
- CONFIG DISCRETES - The binary values assigned to the configuration discrete inputs6. NOTES: 6. The value of configuration discrete 15 is the first character on the left of the display; the value of configuration discrete 0 is the right most character.
EDU Data Page Figure 2
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL 2 Calibration Page (See Figure 3.)
CA L I B R A T I ON
TORQUE CH A CH B
68
NO T RE ADY UNCAL HI CAL L O V AL I D L E FT
68
READY C A L H I V A L ID UNCAL LO
FUEL
R IG H T
6 3 .0 1 5 0
NO T RE ADY CAL HI V AL ID UNCAL L O
100. 000
EDU Calibration Page Figure 3
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL (c) DAU-FQP Data Page (See Figure 4.) - DAU SOFTWARE KEY - DAU SOFTWARE REV - DAU EQUIP ID - DAU CHANNEL ID - DAU FAIL FLAGS - DAU SOFTWARE KEY - DAU SOFTWARE REV
- Identifies the DAU computer program being executed. - Identity of the revision level of the DAU computer program. - Identity of the version of the DAU to which the EDU is connected. - Identity of the DAU Channel to EDU ARINC Port connectivity.7 - The result of the DAU built in Test. - Identifies the FQP computer program being executed. - Identity of the revision level of the FQP computer program.
A display of "ND" for any por tion of the display indicates that there is a communications problem between the EDU and the DAU. This can be the result of a faulty EDU, faulty DAU, or faulty aircraft wiring. NOTES: 7. Identifies which DAU channel is connected to ARINC Port A (CH A) of the EDU and which DAU is connected to ARINC port B of the EDU.
DAU - FQP DATA

DAU SOFTWARE KEY/RE V: MODE : EQUIP I D : CHANNEL I D : FAIL FLAG S : FQP SOFTWARE KEY/RE V: MODE : 1 C 10 CH 1 PA S S LE FT 1 A CAL A 1 C 10 CH 2 PA S S RIGHT 1 A CAL A TE S T TE S T
TE S TMO D E
EDU DAU - FQP Data Page Figure 4
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL C. EIDS Flags The following flags are included in the above displays as indicated: Flag MAINT FAIL FLAG (EDU Data Page) FAIL FLAG (DAU/FQP Data Page) Indication
A fault has been uncovered by either the DAU or EDU built in test which requires a maintenance action. Indicates if the MAINT flag illumination was the result of the EDU being observed. A "FAIL" indicates that this unit is faulty. Indicates if the MAINT flag illumination was the result of either channel 1 or channel 2 of the DAU. A "FAIL" indicates that the channel is faulty. The display of this flag occurs when the aircraft achieves cruise mode. Displays the present ECTM Cruise Mode, either Cruise Mode 1 or Cruise Mode 2. Indicates that the EDU is displaying GPS information from GPS 1. Indicates that the EDU is displaying GPS information from GPS 2.
ECTM: CRUISE Mode Flag
GPS 1 GPS 2 D. EIDS Colors
The display will change colors to indicate the parameter being reported has entered a new range of values, as an example, as the value for ITT leaves the normal range of values and enters the cautionary range of values the graphical display for ITT will change from white to yellow and the digital display for ITT will change from white on a black background to black on a yellow background. (1) Graphical Displays White Yellow Red Cyan = Normal = Caution = Warning = Flag = Normal = Caution = Warning
(2) Digital Displays White on a Black Background Black on Yellow Background Black on Red Background
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2.
Avidyne FlightMax Entegra EFIS - (Optional) In S/Ns 4697198 and up, when the optional Avidyne FlightMax Entegra EFIS is installed, engine instrumentation is integrated into the Primary Flight Display (PFD) and Multi-Function Display (MFD). The Data Acquisition Unit (DAU) collects and processes the raw sensor input and provides a refined data stream to the PFD and MFD which actually display the data. See 28-40-00 and 77-10-00 for more information. WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.) Line maintenance of this system is limited to basic troubleshooting and that is addressed in vendor publications referenced in 34-20-00.
3.
Engine Condition Trend Monitoring (ECTM) In the interest of maintaining efficient engine performance, an Engine Condition Trend Monitoring System has been established by Pratt & Whitney Canada. This is not a mandatory procedure, but is highly recommended by Pratt & Whitney Canada and Piper. Introduction of the monitoring system when engines are new or newly overhauled enables the establishment of a performance baseline before any deterioration of components takes place within the engine. Engine condition can then be observed without actual teardown of components. The complete procedure can be found in the Engine Condition Trend Monitoring Analytical Guide (EAG) Manual P/N 3043607, latest revision, available from Pratt & Whitney Canada. Engine condition trend monitoring data is automatically recorded by the DAU for subsequent download to a laptop. Meggitt Test Mode Terminal software is required to download this data and transfer (i.e. upload) it to the Pratt & Whitney Canada ECTM software. The DAU ECTM Maintenance Port is located under the instrument panel near the co-pilots control wheel. See also 91-95-00, Figure 1.
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CHAPTER
79
OIL
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DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
CHAPTER SECTION
PAGE
DATE
79-20-00
79-30-00
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 79 - OIL TABLE OF CONTENTS
SUBJECT DISTRIBUTION Oil Cooler Installation INDICATING Engine Oil Pressure Engine Oil Temperature
SECTION 79-20-00
PAGE 1 1
GRID NO. 6F19 6F19 6F21 6F21 6F21
79-30-00
1 1 1
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79 - CONTENTS
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With the exception of the oil cooler and associated hoses (see Figure 1), the engine oil distribution system is the standard Pratt & Whitney Canada installation described in P&WC Maintenance Manual Turboprop Gas Turbine Engine Model(s) PT6A-38/-40/-41/-42/-42A - Part No. (P/N) 3021442.
Engine Oil Cooler Installation Figure 1
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL INDICATING
NOTE: These airplanes are equipped with one of two Integrated Engine Instrument Systems, see 77-40-00 for more information. 1. Engine Oil Pressure (See Figure 1.) The oil pressure transducer is mounted on an engine mount tube on the right side of the engine compartment and can be accessed through the right engine access gull-wing door. 2. Engine Oil Temperature (See Figure 1.) The oil temperature probe is mounted on the lower right side of the engine accessory case.
Engine Oil Pressure Transducer and Oil Temperature Probe Installation Figure 1
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CHAPTER
91
CHARTS & WIRING DIAGRAMS
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CHAPTER 91 LIST OF EFFECTIVE PAGES CHAPTER SECTION 91-List of Effective Pages CHAPTER SECTION 91-Table of Contents (continued)
PAGE 1 2 3 4 5 6 1 2 3 4 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
PAGE 1 2 3 4 1 2 3 4 5 1 2 3 4 5 6 7 8 1 2 3 4 1 2 3 4 5 6 1 2 3 1 2 3
DATE Dec 31/04 Dec 31/04 Jul 1/00 Jul 1/00 Jul 1/00 Jul 1/00 Dec 31/04 Jul 1/00 Dec 31/04 Mar 6/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
91-21-20
91-Table of Contents
91-21-30 91-10-00 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
91-21-50
91-22-10
91-23-00
91-23-50
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CHAPTER 91 LIST OF EFFECTIVE PAGES CHAPTER SECTION 91-24-30 CHAPTER SECTION 91-27-50
PAGE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 1 2 3 4 5 6 1 2 1 2 3 4 1 2 3 4
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
PAGE 1 2 3 4 5 6 7 8 1 2 3 4 5 6 1 2 3 4 5 6 7 8 9 10 1 2 3 4 1 2 3 4 1 2 3 4 5 6
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
91-28-20
91-28-40
91-25-10
91-26-10
91-29-10
91-27-20
91-30-10
91-27-30
91-30-30
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PAGE 1 2 1 2 3 4 1 2 3 1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11 12
PAGE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 1 2 3 4 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
91-30-60
91-31-30
91-31-50
91-33-20 91-32-60 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
91-33-40
91-34-10
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PAGE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 1 2 1 2 3 4 5 6 1 2 1 2 1 2 1 2 3 4 5 6 7 8
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
PAGE 1 2 1 2 3 1 2 3 4 5 6 7 8 9 10 11 1 2 3 1 2
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
91-74-20
91-77-40
91-34-40
91-80-10 91-34-50 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
91-95-00
91-35-10
91-37-20
91-52-70
91-61-20
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CHAPTER 91 - CHARTS &WIRING DIAGRAMS TABLE OF CONTENTS SUBJECT CHARTS Inspection of Flexible Hoses Consumable Materials Vendor Information Torque Requirements Lubrication of Threads Lubrication of Gaskets and Seals Decimal Conversion Torque Conversion Metric Conversion Tables Drill Sizes Electrical Wire Coding Electrical Symbols WIRING DIAGRAMS (SCHEMATICS) 91-21-20 & UP SECTION 91-10-00 PAGE 1 1 3 11 14 18 18 19 21 22 26 27 28 GRID NO. 6G13 6G13 6G15 6G23 6H2 6H6 6H6 6H7 6H9 6H10 6H14 6H15 6H16 7C3
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91 - CONTENTS
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHARTS
1.
Inspection of Flexible Hoses NOTE: During the manufacturing process, a condition known as rubber strike-through occasionally occurs. This condition is such that rubber material protrudes through the wire braid cover. This condition has no effect on hose quality. It is recommended that flexible hoses be inspected every 100 hours, especially those in the engine compartments. When inspecting hoses, look for the following conditions: A. Check each installation to be sure the hose is not kinked, twisted, or distorted. Check for evidence of abrasion, cuts, and broken wires. Random broken wires are acceptable since wire breaks sometimes occur during manufacture. Discard hose if two or more broken wires are found per plait (braid) or more than six broken wires per lineal foot. Broken wires in an area where kinking is evident is also a cause for rejection. CAUTION: PUNCTURING THE OUTER COVER OF THE HOSE MAY CAUSE DAMAGE TO THE HOSE. B. Check each assembly for deterioration, ply separation of cover or braid, cracks, weather checking, lack of flexibility, blisters or bulging, collapse, or sharp bending. Blisters on the outer synthetic cover do not necessarily indicate a faulty hose. Remove hose from assembly if hose shows any visible wear. Inspect hose interior and check for signs of deterioration, tube collapse, cut rubber, wire braid puncture, or restriction. To inspect hoses with elbow fittings, use flexible inspection light and viewer, or inspection ball as described in Chart 1. Replace hose if any deterioration exists.
C.
CHART 1 BALL DIAMETERS FOR TESTING HOSE RESTRICTIONS

Hose Size -4 -5 -6 -8 - 10 - 12 - 16 - 20 Ball Size
........................................................... 5/64 ........................................................... 9/65 .......................................................... 13/64 ........................................................... 9/32 ........................................................... 3/8 ........................................................... 1/2 ......................................................... 47/64 ......................................................... 61/64
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CHART 2 HOSE SPECIFICATIONS SINGLE WIRE BRAID FABRIC COVERED

MIL PART NO. MIL-H-8794- 3-L MIL-H-8794- 4-L MIL-H-8794- 5-L MIL-H-8794- 6-L MIL-H-8794- 8-L MIL-H-8794-10-L MIL-H-8794-12-L MIL-H-8794-16-L MIL-H-8794-20-L MIL-H-8794-24-L MIL-H-8794-32-L MIL-H-8794-40-L MIL-H-8794-48-L TUBE SIZE O.D. 3/16 1/16 5/16 3/8 1/2 5/8 3/4 1 1 1/4 1 1/2 2 2 1/2 3 HOSE SIZE I.D. 1/8 3/16 1/4 5/16 13/32 1/2 5/8 7/8 1 1/8 1 3/8 1 13/16 2 3/8 3 HOSE SIZE O.D. .45 .52 .58 .67 .77 .92 1.08 1.23 1.50 1.75 2.22 2.88 3.56 RECOMM OPER. PRESS 3,000 3,000 3,000 2,000 2,000 1,750 1,500 800 600 500 300 200 200 MIN BURST PRESS 12,000 12,000 10,000 9,000 8,000 7,000 6,000 3,200 2,500 2,000 1,400 1,000 800 MAX PROOF PRESS 6,000 6,000 5,000 4,500 4,000 3,500 3,000 1,600 1,250 1,000 700 300 300 MIN BEND RADIUS 3.00 3.00 3.38 4.00 4.63 5.50 6.50 7.38 9.00 11.00 13.25 24.00 33.00
Construction: Seamless synthetic rubber inner tube reinforced with one fiber braid, one braid of high tensile steel wire and covered with an oil resistant rubber impregnated fiber braid. Identification: Hose is identified by specification number, size number, quar ter year and year, hose manufacturer's identification.
Uses: Hose is approved for use in aircraft hydraulic, pneumatic, coolant, fuel and oil systems. Operating Temperatures: Sizes -3 thru -12: Minus 65F. to plus 250F. Sizes -16 thru -48: Minus 40F to plus 275F. NOTE: Maximum temperatures and pressures should not be used simultaneously.
MULTIPLE WIRE BRAID RUBBER COVERED

MIL PART NO. MIL-H-8788- 4-L MIL-H-8788- 5-L MIL-H-8788- 6-L MIL-H-8788- 8-L MIL-H-8788-10-L MIL-H-8788-12-L TUBE SIZE O.D. 1/4 5/16 3/8 1/2 5/8 3/4 HOSE SIZE I.D. 7/32 9/32 11/32 7/16 9/16 11/16 HOSE SIZE O.D. .63 .70 .77 .86 1.03 1.22 RECOMM OPER. PRESS 3,000 3,000 3,000 3,000 3,000 3,000 MIN BURST PRESS 16,000 14,000 14,000 14,000 12,000 12,000 MAX PROOF PRESS 8,000 7,000 7,000 7,000 6,000 6,000 MIN BEND RADIUS 3.00 3.38 5.00 5.75 6.50 7.75
MIL-H-8788-16-L 1.00
7/8
1.50
3,000
10,000 5,000
9.63
Hose Construction: Seamless synthetic rubber inner tube reinforced with one fabric braid, two or more steel wire braids, and covered with a synthetic rubber cover (for gas applications, request perforated cover). Identification: Hose is identified by specification number, size number, quarter year and year, hose manufacturer's identification.
Uses: High pressure hydraulic, pneumatic, coolant, fuel and oil. Operating Temperature: Minus 65F to plus 200F.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Consumable Materials CHART 3 (Sheet 1 of 8) CONSUMABLE MATERIALS
2.
MATERIAL ABS-Solvent/Cements Adhesive
SPECIFICATION
PRODUCT Solarite, #11 Series EC 801 EC 807 EC 1357 Scotch Grip 210 (Rubber Adhesive)
VENDOR Solar Compounds Corp. Minnesota Mining and Manufacturing Adhesive Coating and Sealers Division Taxacone Company Armite Laboratories Exxon Oil Company Royal Lubricants Co. Armite Laboratories Fel-Pro Incorporated
Anti-Galling Solution Anti-Seize Compound (Graphite Petrolatum)
MIL-A-907 MIL-T-5544
Ease-Off Armite Product Anti-Seize Compound Royco 44
Anti-Seize Compound (White Lead Base) Anti-Seize Thread Compound HIGH TEMPERATURE
TT-A-580 (JAN-A-669)
Armite Product Fel-Pro C5-A
Buffing and Rubbing Compounds
Automotive Type DuPont #7 Ram Chemical #69
DuPont Company Ram Chemicals Mirror Bright Polish Co., Incorporated Permatex Co., Inc. Kansas City, Kansas 66115 Local Supplier
Compound for Polishing Plexiglas Polish and Cleaner Cleaners P-P-560
Mirror Glaze Part Number 403D
Fantastic Spray Perchlorethylene VM&P Naphtha (Lighter Fluid) Agemaster MIL-L-60326 MS-122-6075 MS-122DF (PTFE)
Deicer Boot Surface Coatings Dry Lubricant
B.F. Goodrich Local Supplier Miller-Stephenson Solar Compounds Corp. Permatex Company, Inc. Dukes Astronautics Co.
Epoxy Patching Compound Gasket Cement Grease, Actuator
Solarite #400 Permatex No. 2 2196-74-1
6G15
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CHART 3 (Sheet 2 of 8) CONSUMABLE MATERIALS MATERIAL Grease, Aircraft Instrumentation, Gear and Actuator Screw (Temp. Range (100F to +250F) SPECIFICATION MIL-G-23827A (See Note at end.) PRODUCT Supermil Grease No. A72832 Royco 27A Shell 6249 Grease RR-28 Castrolease A1 Low-Temp. Grease E.P. 5114 E.P. Grease AV55 Aeroshell Grease 7 Braycote 627S Mobil Grease 27 B.P. Aero Grease 31B Grease, Aircraft Instrumentation, Gear and Actuator Screw (Temp. Range 65F to +250F) MIL-G-3278 Unitemp E.P. RPM Aviation Grease 5, Supermil Grease No. 8723 Aeroshell Grease 7A Royco 78 L-1212 1916 Uni-Temp Grease Grease Ball and Roller Bearing MIL-G-18709 Regal ASB-2 Formula TG-10293 Andok B Code 1-20481, Darina Grease 1 XSG-6213 Code 71-501, Darina Grease 2 XSG-6152 Code 71-502, Alvania Grease 2 XSG-6151 Code 71-012, Cyprina Grease 3 XSG-6280 Code 71-003 VENDOR Amoco
Royal Lubricants Co. Shell Oil Company Socony Mobil Oil Co. Burmah-Castrol LTD. Texaco Incorp. Standard Oil of Calif. Shell Oil Company Mobil Oil Corporation B.P. Trading Limited Texaco Incorporated Standard Oil of Calif.
Shell Oil Corporation Royal Lubricants Company Sinclair Refining Co. California Texas Oil Corporation Texaco Incorporated Exxon Company, U.S.A. Shell Oil Company
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CHART 3 (Sheet 3 of 8) CONSUMABLE MATERIALS MATERIAL Grease, General Purpose Wide Temperature SPECIFICATION MIL-G-81322 PRODUCT Marfax All Purpose Aeroshell No. 6 Mobil Grease 77 or Mobilux EP2 Shell Alvania EP2 Royco 22 Mobil Grease 28 Aeroshell No. 22 Grease, High Temperature MIL-G-3545 High Temp. Grease, Marfak All Purpose Shellaire Grease HT Alvania E.P. Grease 2 Aeroshell Grease 5 Grease 77, Mobilux E.P. 2 Royco 45A L-1231 Grease, Aircraft General Purpose MIL-G-7711 Regal AFB2 Regal Starfak Premium PED 3040 Aeroshell Grease 6 Royco II Grease, Lubricating, Molybdenum Disulfide, Low and High Temperature MIL-G-21164 Aeroshell Grease No. 17 Royco 64C Castrolease MSA (c) VENDOR Texaco Incorporated Shell Oil Company Mobil Oil Corporation Shell Oil Company Royal Lubricants Company Mobil Oil Corporation Shell Oil Company Texaco Incorporated Shell Oil Company
Mobil Oil Corporation Royal Lubricants Co. Sinclair Refining Company Texaco Incorporated Standard Oil of Calif. Shell Oil Company Royal Lubricants Company Shell Oil Company
Royal Lubricants Co. Burmah Castrol LTD.
6G17
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CHART 3 (Sheet 4 of 8) CONSUMABLE MATERIALS MATERIAL Grease, Lubricating, Plug Valve, Gasoline and Oil Resistant SPECIFICATION MIL-G-6032 PRODUCT Royco 32 VENDOR Royal Lubricant Company Burmah Castrol LTD. Parker Seal Company B.P. Trading Limited Lehigh Tenneco Chemicals Co., Inc. Rockwell International Fiske Brothers Refining Company Sears, Roebuck and Company or most hardware stores. Brayco 756D TL-5874 PED 3565 Aircraft Hydraulic Oil AA RPM Aviation Oil No. 2 Code PED 2585 PED 3337 Aeroshell Fluid 4, SL-7694 Aero HF Royco 756, 756A and 756B Isopropyl Alcohol Isocryl Tape Kevlar Fed. Spec. TT-I-735 (PMS-C1012-2) Kevlar Bray Oil Company Texaco Incorporated Standard Oil Company of California Texaco Incorporated Standard Oil Company of California
Castrolease PV Parker Fuel Lube 44 B.P. Aero Grease 32 L-237 Rockwell 950 Grease, Waterproof, High and Low Temperature Hot Melt Adhesive Polyamids and Hot Melt Gun. Hydraulic Fluid Stick Form 1/2 in. diameter, 3 in. long MIL-H-5606 Aero Lubriplate
Shell Oil Company Mobil Oil Corporation Royal Lubricants Co. Local Supplier Schnee Moorehead Chemicals, Incorporated Kevlar Special Products
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CHART 3 (Sheet 5 of 8) CONSUMABLE MATERIALS MATERIAL Leak Detector Solution for Oxygen Systems SPECIFICATION MIL-L-25567 PRODUCT ALPHA 73 Oxygen Leak Detector Type 1 Leak Tec #16-OX Loctite MIL-S-22473 Grade AA MIL-S-22473 Grade H and HV Lubricant, O-Ring Methylethylketone (MEK) Molybdenum Disulfide Piper P/N 197-507 Fed. Spec. TT-M-261 MIL-M-7866 Molykote-Type G (Paste) Molykote - Type 2 (Powder) Oil, Air Conditioner, HFC-134a Oil Lubricating, General Purpose, Low Temperature Piper P/N 923-384 MIL-PRF-7870C PAG-21941 Caltex Low Temp. Oil Caltex Oil Products Company Sinclair Refining Company Texaco Incorporated Standard Oil Company of California Royal Lubricants Co. Unelco Corporation Wooster Products, Incorporated Products Research Company Loctite 290 Loctite 222 Parker Super-O- Lube Local Supplier Local Supplier Dow Corning Corp. VENDOR U.S. Gulf Corporation
American Gas and Chemical Co. LTD. Loctite Corporation
Sinclair Aircraft Orbit Lube 1692 Low Temp Oil Aviation Instrument Oil Royco 363 Rain Repellent Safety Walk, Pressure Sensitive Sealant MIL-S-11031B FSCM 50150 Repcon Flextred 300 PRC 5000 PRC 383
6G19
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CHART 3 (Sheet 6 of 8) CONSUMABLE MATERIALS MATERIAL Sealant, Fuel Tank Sealing SPECIFICATION PRODUCT *RS-36b, Stripper (thin) *RS-24b, Stripper (thick) *PR 1422 A-2 Sealant (Brushing Consistency) *PR 1422 B-2 Sealant (Trowling Consistency) *PR 1431G, Faying Surface Seal, Type 1 * PR 1321-B 1/2, Access Panel Sealant * PR 1560 MK, Primer (Anti-Bacteriological Coating) * BJO-0930, Phenolic Balloons * ERL-2795, Epoxy Resin * 22LA-0340 Polyamid Hardener Class A-2 * Thiokol MC-236 Union Carbide Plastics Division Products Research Company VENDOR CEE BEE Chemical Co.
* NOTE: Use of Equivilent Sealant Approved. Sealant, Fuselage Structure Class A-1/2, A-2, B-2 B-4, B-6, B-8 EC 1239 EC 612 (Leak Marker or Weather Stripping, etc) G.E.-SS-4004 (Primer) RTV-88 with RTV-9811 Sealant, Windshield & Windows MIL-S-7502B B-1/4, B-1/2, B-2, B-4, B-8, B-12 Piper P/N 279-066 Sealing Compound, Gasket and Joint Sealer PR 1221 PR 1425 * Thiokol MC-236-B4 Tite-Seal PR 1321 B-1/2 Radiator Specialty Co. Products Research Co. H.S. Bancroft Corp. Minnesota Mining and Manufacturing, Industrial Specialties Division General Electric, Silicone Products Department Products Research Company
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CHART 3 (Sheet 7 of 8) CONSUMABLE MATERIALS MATERIAL Silicone Compound SPECIFICATION MIL-S-8660 (MIL-C-21567) PRODUCT DC-4, DC-6 Compound G-624 VENDOR Dow Corning General Electric Co. Silicone Products Department
Solvents
Methylethyl Ketone (MEK) Local Suppliers Methylene Chloride Acetone Y2900 Fed. Spec. PD 680 Type I - Stoddard Solvent Type II - High Temperature Union Carbide; Plastic Division Local Supplier
Local Supplier CRC-2-26 Corrosion Reaction Consultants, Inc. Local Supplier Perm-A-Clor Turco 4217 Dextrex Chemical Industries, Inc. Turco Products, Inc. Minnesota Mining and Manufacturing Company Shamban W.S. and Co.
Propeller Slip Ring Cleaning Solvent Toluol Trichlorethylene TT-M-261 MIL-T-7003
Teflon Tape
.003" x .5" wide/-1
.003" x .25" wide/-2 Thread Sealant for High Pressure Oxygen System Vinyl Foam Vinyl, Foam Tape Vinyl, Black Plastic MIL-T-27730 Permacel 412
Johnson & Johnson, Inc. Permacel Division Johnson & Johnson, Inc. Permacel Division Norton Tape Division Norton Tape Division
1 in. x 1/8 in. 1/8 in. x 1 in. 2 in. x 9 mil. and/or 1 1/2 in. x 9 mil.
530 Series, Type I 501 Series, Type II
6G21
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CHART 3 (Sheet 8 of 8) CONSUMABLE MATERIALS MATERIAL Corrosion Retardant Compounds SPECIFICATION MIL-C-16173 D (Piper P/N 197-508) (Piper P/N 197-509) PRODUCT LPS-3 Heavy Duty Rust Inhibitor Metal Parts Protector Protector Flex VENDOR Holt Lloyd Corp. Chemi-Cap. Chemical Packaging Corp.
NOTE: Take precautions when using MIL-G-23827 and engine oil. These lubricants contain chemicals harmful to painted surfaces.
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3.
Vendor Information CHART 4 (Sheet 1 of 2) VENDOR INFORMATION
A American Gas and Chemical Co. LTD 220 Pegasus Avenue Northvale, NJ 07647 201-767-7300 Amoco Oil Co. 200 E. Randolph Drive Chicago, IL 60601 312-856-5111 Armite Laboratories 1845-49 Randolph Street Los Angeles, CA 90001 213-587-7744 B BP Trading Limited Moore Lane Brittanic House London E.C. 2 England Bray Oil Company 1925 N. Marianna Avenue Los Angeles, CA 98103 213-268-6171 Burmah - Castrol Inc. 30 Executive Avenue Edison, NJ 08817 201-287-3140 C California Texas Oil Corp., 380 Madison Avenue New York, NY 10017 Caltex Oil Products Co. New York, NY 10020 CEE BEE Chamical Co. 9520 E. CEE BEE Drive Box 400 Downey, CA 92041
Chemi-cap Chemical Packaging Corp. 1100 N.W. 70th Street Ft. Lauderdale, FL 33309 305-665-9059 Corrosion Reaction Consultants, Inc. Limekin Pike Dresher, PA 19025 D Dextrex Chemical P. O. Box 501 Detroit, MI 48232 Dow Corning Corporation Alpha Molykote Plant 64 Harvard Avenue Stanford, CT 06902 Dukes Astronautics Co. 7866 Deering Avenue Canoga Park, CA 91304 DuPont Company Finishes Div. DuPont Building Wilmington, DE 19898 302-774-1000 E Exxon Oil Company 1251 Avenue of the Americas New York, NY 10020 212-398-3093 F Fel-Pro Incorporated 7450 N. McCormick Blvd. Box C1103 Skokie, IL 60076 312-761-4500 Fiske Brothers Refining Company 120 Lockwood Street Newark, NJ 07105 201-589-9510
G General Electric Co. Silicone Products Dept. Waterford, NY 12188 518-237-3330 H H. S. Bancroft Corp. One Rockhill Industrial Park Cherry Hill, NJ 08003 609-854-8000 Holt Lloyd Corp. 4647 Hugh Howell Rd. Tucker, GA 30084 404-934-7800 J Johnson & Johnson, Inc. Permacel Division 501 George Street New Brunswick, NJ 08901 201-524-0400 K Kevlar Special Products E.I. DuPont de Nemours & Co., (Inc.) Textile Fibers Department Centre Road Building Wilmington, DE 19898 302-999-3156 L Lehigh - Tenneco Chemicals Co., Inc. Chestertown, MD 21620 301-778-1991 Loctite Corporation 777 N. Mountain Road Newington, CT 06111 800-243-8160 In CT 800-842-0225
6G23
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CHART 4 (Sheet 2 of 2) VENDOR INFORMATION M Miller-Stephenson George Washington Hwy Danbury, CT 06810 203-743-4447 Minnesota Mining and MFG 3M Center St. Paul, MN 55144 612-733-1110 Mirror Bright Polish Co., Inc. Irvine Industrial Complex P.O. Box 17177 Irvin, CA 92713 714-557-9200 Mobil Oil Corporation 150 E. 42nd Street New York, NY 10017 212-883-4242 Morton Inc. 7341 Anacona Ave Garden Grove, CA 92641 724-373-2837 Fax 724-373-1913 N Norton Tape Division Department 6610Troy, NY 12181 518-273-0100 P Parker Seal Company 17325 Euclid Avenue Cleveland, OH 44112 216-531-3000 Permatex Co., Inc. P.O. Box 11915 Newington, CT 06111 203-527-5211 Products Research Co. 2919 Empire Avenue Burbank, CA 91504 213-849-3992 R Radiator Specialty Co. P.O. Box 34689 Charlotte, NC 28234 704-377-6555 Ram Chemicals 201 E. Alondra Blvd. Gardena, CA 90248 213-321-0710 Rockwell International 600 Grant Street Pittsburgh, PA 15219 412-565-2000 Royal Lubricants Company River Road E. Hanover, NJ 07936 201-887-3100 S Schnee Moorhead Chemicals, Inc. Shamban W.S. and Co. 1857 Centinela Avenue Santa Monica, CA 90404 213-397-2195 Shall Oil Company One Shell Plaza Houston, TX 77003 713-220-6697 Sinclair Refining Co. 600 Fifth Avenue New York, NY 10020 Socony Mobil Oil Co. Washington 5, DC 20005 Solar Compounds Corp. 1201 W. Blancke Street Linden, NJ 07036 201-862-2813 Standard Oil of California 225 Bush Street San Francisco, CA 94104 415-894-7700 Sun Oil Company of Penna 5 Penn Center Plaza Philadelphia, PA 19103 215-972-2000 T Taxacone Company P.O. Box 10823 TR Dallas, TX 75208 Texaco, Inc. 2000 Westchester Avenue White Plains, NY 10650 914-253-4000 Turco Products Inc. 24600 S. Main Street Box 6200 Carson, CA 90749 213-835-8211 U U.S. Gulf Corp. P.O. Box 233 Stoney Brook, NY 11790 212-683-9221 Unelko Corporation 727 E. 110th Street Chicago, IL 60628 Union Carbide; Plastic Div. 270 Park Avenue New York, NY 10017 212-551-3763 V Virginia Chemical 3340 W. Norfolk Rd. Portsmouth, VA 23703 703-484-5000 W Wooster Products, Inc. 1000 Spruce Street Wooster, OH 44691 800-321-4936 In OH 216-264-2844
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4.
Torque Requirements CAUTION: DO NOT OVERTORQUE FITTINGS. NOTE: When installing flared fittings, verify that male threads are properly lubricated. Use torque fittings values in Chart 5. CHART 5 FLARE FITTING TORQUE VALUES TORQUE INCH-POUNDS
TUBING OD INCHES
ALUMINUM - ALLOY TUBING FLARE - AND 10061 OR AND 10078 MINIMUM MAXIMUM 65 80 125 250 350 500 700 900 900 90
STEEL TUBING FLARE AND 10061 MINIMUM 100 135 180 270 450 650 900 1200 150 200 300 500 700 1000 1400 MAXIMUM 70
HOSE END FITTING AND HOSE ASSEMBLIES MINIMUM 100 70 85 100 210 300 500 500 120 180 250 420 480 850 1150 MAXIMUM
1/8 3/16 1/4 5/16 3/8 1/2 5/8 3/4 1 1-1/4 1-1/2 1-3/4 2
40 60 75 150 200 300 500 600 600
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CHART 6 (Sheet 1 of 2) RECOMMENDED NUT TORQUES

TORQUES: The impor tance of correct application can not be overemphasized. Undertorque can result in unnecessary wear of nuts and bolts as well as the parts they are holding together. When insufficient pressures are applied, uneven loads will be transmitted throughout the assembly which may result in excessive wear or premature failure due to fatigue. Overtorque can be equally damaging because of failure of a bolt or nut from overstressing the threaded areas. The following procedures should be followed to assure that the correct torque is applied: 1. Self-Locking Fasteners - Add the friction torque from Chart A for sizes 8 through 7/16 to the recommended torque from Chart B to get the final torque. This would be the actual reading on the torque wrench. To determine friction drag torque for sizes 1/2 through 1 1/4, turn the nut fully on to the bolt and determine the torque required to turn the nut. Add this friction drag torque to the torque given in Chart B. 2. Castellated and Non-Self Locking Nuts - Use only the torque given in Chart B. Unless otherwise specified, when castellated nuts are used with a cotter pin on moving joints, do not torque the nut. Turn the nut onto the bolt until proper grip is established and alignment with the cotter pin hole is achieved. Then install the cotter pin. GENERAL REQUIREMENTS. 1. Calibrate the torque wrench periodically to assure accuracy. Recheck frequently. 2. Ascertain that the bolt and nut threads are clean and dry (unless otherwise specified by the manufacturers.) If the bolt or nut is required to be lubricated prior to tightening, the torque range should be reduced 50 percent. 3. Use a bolt long enough to prevent bearing loads on the threads. The complete chamfer or end radius of the bolt or screw must extend through the nut. 4. Unique torques specified in the text of this manual supercede the torques given in Charts A and B. 5. Refer to the latest revision of Lycoming Service Table Limits, SSP1776, for torques on parts used on Lycoming engines. 6. A maximum of two AN960 washers may be added under bolt heads or nuts to correct for variations in material thickness within the tolerances permitted. 7. Self-Locking Fasteners - Limitations of the use of self-locking nuts, bolts and screws including fasteners with non-metallic inserts are as follows: A. Fasteners incorporating self-locking devices shall not be reused if they can be run-up using only fingers. They may be reused if hand tools are required to required to run them up providing there is no obvious damage to the self-locking device prior to installation. B. Bolts 5/16 inch diameter and over with cotter pin holes may be used with self-locking nuts. Nuts with non-metallic locking devices may be used in this application only if the bolts are free from burrs around the cotter pin hole. C. Do not use self-locking nuts at joints which subject either the nut or bolt to rotate. D. Never tap or rethread self-locking fasteners. Do not use nuts, bolts or screws with damaged threads or rough ends. CHART A BOLT SIZE 8 (course thread) 10 1/4 5/16 3/8 7/16 FRICTION DRAG TORQUE (IN. -LB.) 15 18 30 60 80 100
CHART B COARSE THREAD SERIES BOLTS Steel Tension AN 3 THROUGH AN 20 AN 42 THROUGH AN 49 AN 73 THROUGH AN 81 AN 173 THROUGH AN 186 MS 20033 THROUGH MS 20046 MS 20073 MS 20074 AN 509 NK9 MS 24694 AN 525 NK525 MS 27039 NUTS Steel Tension AN 310 AN 315 AN 363 AN 365 NAS 1021 MS 17825 MS 21045 MS 20365 MS 20500 NAS 679 Nut-bolt size Torque Limits in-lbs. Min. 8-32 10-24 1/4-20 5/16-18 3/8-16 7/16-14 1/2-13 9/16-12 5/8-11 3/4-10 7/8-9 1-8 1-1/8-8 1-1/4-8 12 20 40 80 160 235 400 500 700 1,150 2,200 3,700 5,500 6,500 Max. 15 25 50 90 185 255 480 700 900 1,600 3,000 5,000 6,500 8,000 Steel Shear AN 320 AN 364 NAS 1022 MS 17826 MS 20364
Torque Limits in-lbs. Min. 7 12 25 48 95 140 240 300 420 700 1,300 2,200 3,300 4,000 Max. 9 15 30 55 110 155 290 420 540 950 1,800 3,000 4,000 5,000
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CHART 6 (Sheet 2 of 2) RECOMMENDED NUT TORQUES
FINE THREAD SERIES BOLTS Steel Tension AN 3 THRU AN 20 AN 42 THRU AN 49 AN 73 THRU AN 81 AN 173 THRU AN 186 MS 20033 THRU MS 20046 MS 20073 MS 20074 AN 509 NK9 MS 24694 AN 525 NK525 MS 27039 NUTS Steel Tension Steel Shear AN 310 AN 315 AN 363 AN 365 NAS 1021 MS 17825 MS 21045 MS 20365 MS 20500 NAS 679 AN 320 AN 364 NAS 1022 MS 17826 MS 20364 BOLTS Steel Tension MS 20004 THRU MS 20024 NAS 144 THRU NAS 158 NAS 333 THRU NAS 340 NAS 583 THRU NAS 590 NAS 624 THRU NAS 644 NAS 1303 THRU NAS 1320 NAS 172 NAS 174 Steel shear bolt NAS 517 NAS 464 NUTS Steel Tension AN 310 AN 315 AN 363 AN 365 MS 17825 MS 20365 MS 21045 NAS 1021 NAS 679 NAS 1291 Steel Shear AN 320 AN 364 NAS 1022 MS 17826 MS 20364 BOLTS Aluminum AN 3DD THRU AN 20DD AN 173DD THRU AN 186DD AN 509DD AN 525D MS 27039D MS 24694DD
NUTS Alum. Tension Alum. Shear AN 365D AN 310D NAS 1021D AN 320D AN 364D NAS 1022D
Nut-bolt size
Torque Limits in-lbs.
Min. 8-36 10-32 1/4-28 5/16-24 3/8-24 7/16-20 1/2-20 9/16-18 5/8-18 3/4-16 7/8-14 1-14 1-1/8-12 1-1/4-12 12 20 50 100 160 450 480 800 1,100 2,300 2,500 3,700 5,000 9,000
Max. 15 25 70 140 190 500 690 1,000 1,300 2,500 3,000 4,500 7,000 11,000
Min. 7 12 30 60 95 270 290 480 660 1,300 1,500 2,200 3,000 5,400
Max. 9 15 40 85 110 300 410 600 780 1,500 1,800 3,300 4,200 6,600
Min.
Max.
Min.
Max.
Min. 5 10 30 40 75 180 280 380 550 950 1,250 1,600 2,100 3,900
Max. 10 15 45 65 110 280 410 580 670 1,250 1,900 2,400 3,200 5,600
Min. 3 5 15 25 45 110 160 230 270 560 750 950 1,250 2,300
Max. 6 10 30 40 70 170 260 360 420 880 1,200 1,500 2,000 3,650
25 80 120 200 520 770 1,100 1,250 2,650 3,550 4,500 6,000 11,000
30 100 145 250 630 950 1,300 1,550 3,200 4,350 5,500 7,300 13,400
15 50 70 120 300 450 650 750 1,600 2,100 2,700 3,600 6,600
20 60 90 150 400 550 800 950 1,900 2,690 3,300 4,400 8,000
6H5
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5.
Lubrication of Threads Lubricate all fittings on external lines, including attachment points at engine and other components, with proper lubricant (specified in Chart 7). When applying thread lubricants, proceed as follows: A. B. C. D. E. F. G. Thoroughly clean threads before applying lubricant. Use thread lubricant sparingly. Apply thread lubricant to male threads only. Lubricate first three threads only on straight fittings. Do not lubricate first two threads on tapered fittings; apply lubricant to next three threads only. Ensure lubricant does not enter fittings or flared areas. Lubricate any fittings going to engine with same fluid going through lines.
CHART 7 THREAD LUBRICANTS TYPE OF LINE Brakes/Hydraulic Deicer (Air) Fuel Oil Oxygen Pitot and Static TYPE OF LUBRICANT MIL-H-5606 TT-A-580 (JAN-A-669), Anti-Seize Compound (White Lead Base) MIL-T-5544, Anti-Seize, Graphite Petrolatum MIL-G-6032, Lubricating Grease (Gasoline and Oil Resistant) MIL-T-5542, Thread Compound, Anti-Seize and Sealing, Oxygen System TT-A-580 (JAN-A-669), Anti-Seize Compound (White Lead Base)
6.
Lubrication of Gaskets and Seals Lubricate gaskets and O-ring seals with same fluid they are sealing.
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7.
Decimal Conversion CHART 8 DECIMAL CONVERSIONS
6H7
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8.
Torque Conversion CHART 9 (Sheet 1 of 2) TORQUE CONVERSION

INCH POUNDS TO CENTIMETER KILOGRAMS (cmkg.) 5 in.-lbs. 10 in.-lbs. 15 in.-lbs. 20 in.-lbs. 25 in.-lbs. 30 in.-lbs. 35 in.-lbs. 40 in.-lbs. 5.76 cmkg. 11.52 cmkg. 17.28 cmkg. 23.04 cmkg. 28.80 cmkg. 34.56 cmkg. 40.32 cmkg. 46.08 cmkg. 45 in.-lbs. 50 in.-lbs. 55 in.-lbs. 60 in.-lbs. 65 in.-lbs. 70 in.-lbs. 75 in.-lbs. 80 in.-lbs. 51.84 cmkg. 57.60 cmkg. 63.36 cmkg. 69.12 cmkg. 74.88 cmkg. 80.64 cmkg. 86.40 cmkg. 92.16 cmkg. 85 in.-lbs. 90 in.-lbs. 95 in.-lbs. 100 in.-lbs. 105 in.-lbs. 110 in.-lbs. 115 in.-lbs. 120 in.-lbs. 97.92 cmkg. 103.68 cmkg. 109.44 cmkg. 115.20 cmkg. 120.96 cmkg. 126.72 cmkg. 132.48 cmkg. 138.24 cmkg.
(cmkg.) CENTIMETER KILOGRAMS TO INCH POUNDS 50 cmkg. 100 cmkg. 150 cmkg. 200 cmkg. 250 cmkg. 43.4 in.-lbs. 86.8 in.-lbs. 130.2 in.-lbs. 173.6 in.-lbs. 217.0 in.-lbs. 300 cmkg. 350 cmkg. 400 cmkg. 450 cmkg. 500 cmkg. 260.4 in.-lbs. 303.8 in.-lbs. 347.2 in.-lbs. 390.6 in.-lbs. 434.0 in.-lbs. 550 cmkg. 600 cmkg. 650 cmkg. 700 cmkg. 477.4 in.-lbs. 520.8 in.-lbs. 564.2 in.-lbs. 607.6 in.-lbs.
FOOT POUNDS TO METER KILOGRAMS (mkg.) 2 1/2 ft.-lbs. 5 ft.-lbs. 7 1.2 ft.-lbs. 10 ft.-lbs. 12 1/2 ft.-lbs. 15 ft.-lbs. 17 1/2 ft.-lbs. 20 ft.-lbs. 22 1/2 ft.-lbs. 25 ft.-lbs. 27 1/2 ft.-lbs. 30 ft.-lbs. 32 1/2 ft.-lbs. 35 ft.-lbs. 37 1/2 ft.-lbs. 40 ft.-lbs. 42 1/2 ft.-lbs. 45 ft.-lbs. 47 1/2 ft.-lbs. 50 ft.-lbs. 52 1/2 ft.-lbs. 55 ft.-lbs. 57 1/2 ft.-lbs. 60 ft.-lbs. 62 1/2 ft.-lbs. 65 ft.-lbs. .346 mkg. .691 mkg. 1.037 mkg. 1.383 mkg. 1.728 mkg. 2.074 mkg. 2.419 mkg. 2.765 mkg. 3.111 mkg. 3.456 mkg. 3.802 mkg. 4.148 mkg. 4.493 mkg. 4.839 mkg. 5.185 mkg. 5.530 mkg. 5.876 mkg. 6.222 mkg. 6.567 mkg. 6.913 mkg. 7.258 mkg. 7.604 mkg. 7.950 mkg. 8.295 mkg. 8.641 mkg. 8.987 mkg. 67 1/2 ft.-lbs. 70 ft.-lbs. 72 1/2 ft.-lbs. 75 ft.-lbs. 77 1/2 ft.-lbs. 80 ft.-lbs. 82 1/2 ft.-lbs. 85 ft.-lbs. 87 1/2 ft.-lbs. 90 ft.-lbs. 92 1/2 ft.-lbs. 95 ft.-lbs. 97 1/2 ft.-lbs. 100 ft.-lbs. 105 ft.-lbs. 110 ft.-lbs. 115 ft.-lbs. 120 ft.-lbs. 125 ft.-lbs. 130 ft.-lbs. 135 ft.-lbs. 140 ft.-lbs. 145 ft.-lbs. 150 ft.-lbs. 155 ft.-lbs. 160 ft.-lbs. 9.332 mkg. 9.678 mkg. 10.024 mkg. 10.369 mkg. 10.715 mkg. 11.060 mkg. 11.406 mkg. 11.752 mkg. 12.097 mkg. 12.443 mkg. 12.789 mkg. 13.134 mkg. 13.480 mkg. 13.826 mkg. 14.517 mkg. 15.208 mkg. 15.900 mkg. 16.591 mkg. 17.282 mkg. 17.974 mkg. 18.665 mkg. 19.356 mkg. 10.047 mkg. 20.739 mkg. 21.430 mkg. 22.121 mkg. 165 ft.-lbs. 170 ft.-lbs. 175 ft.-lbs. 180 ft.-lbs. 185 ft.-lbs. 190 ft.-lbs. 195 ft.-lbs. 200 ft.-lbs. 105 ft.-lbs. 210 ft.-lbs. 215 ft.-lbs. 220 ft.-lbs. 225 ft.-lbs. 230 ft.-lbs. 235 ft.-lbs. 240 ft.-lbs. 245 ft.-lbs. 250 ft.-lbs. 255 ft.-lbs. 260 ft.-lbs. 265 ft.-lbs. 270 ft.-lbs. 275 ft.-lbs. 280 ft.-lbs. 285 ft.-lbs. 290 ft.-lbs. 295 ft.-lbs. 300 ft.-lbs. 22.813 mkg. 23.504 mkg. 24.195 mkg. 24.887 mkg. 25.578 mkg. 26.269 mkg. 26.960 mkg. 27.652 mkg. 28.343 mkg. 29.034 mkg. 29.726 mkg. 30.417 mkg. 31.108 mkg. 31.800 mkg. 32.491 mkg. 33.182 mkg. 33.873 mkg. 34.565 mkg. 35.256 mkg. 35.947 mkg. 36.639 mkg. 37.330 mkg. 38.021 mkg. 38.713 mkg. 39.404 mkg. 40.095 mkg. 40.786 mkg. 41.478 mkg.
6H9
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CHART 9 (Sheet 2 of 2) TORQUE CONVERSION

(mkg.) METER KILOGRAMS TO FOOT-POUNDS 1 mkg. 2 mkg. 3 mkg. 4 mkg 5 mkg. 6 mkg. 7 mkg. 7.23 ft.-lbs. 14.46 ft.-lbs. 21.69 ft.-lbs. 28.98 ft.-lbs. 36.16 ft.-lbs. 43.39 ft.-lbs. 50.63 ft.-lbs. 8 mkg. 9 mkg. 10 mkg. 11 mkg. 12 mkg. 13 mkg. 14 mkg. 57.86 ft.-lbs. 65.09 ft.-lbs. 72.32 ft.-lbs. 79.56 ft.-lbs. 86.79 ft.-lbs. 94.02 ft.-lbs. 101.26 ft.-lbs. 15 mkg. 16 mkg. 17 mkg. 18 mkg. 19 mkg. 20 mkg. 21 mkg. 22 mkg. 108.49 ft.-lbs. 115.72 ft.-lbs. 122.95 ft.-lbs. 130.19 ft.-lbs. 137.42 ft.-lbs. 144.65 ft.-lbs. 151.89 ft.-lbs. 159.12 ft.-lbs.
9.
Metric Conversion Tables A. B. Use the following charts to convert capacities, lengths, temperatures, and various weights and measures from English to metric values or vice versa. Use the following procedure to convert inches to millimeters. Example: Convert 1.5 inches to millimeters. (1) Read down inches column to 1. inches. (2) Read across top inch column to 0.5. (3) Read down and across to find millimeters (1.5 inches is 38.10 millimeters). C. Use the following procedure to convert Fahrenheit (F) and Celsius (C) (Centigrade) temperatures. EXAMPLE: Read number in middle column; if in degrees Celsius (C), read Fahrenheit equivalent in right-hand column. If in degrees Fahrenheit (F); read Celsius equivalent in left-hand column. (1) 70F = 21.1C. (2) 30C = 86.0F.
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CHART 10 METRIC CONVERSION TABLES (Sheet 1 of 3)

MULTIPLY CENTIMETERS BY 0.3937 0.03281 0.001 0.06102 0.0002642 28.320 1.728 7.481 28.32 16.39 0.01639 0.004329 0.01732 1000000 35.314 61.023 264.17 999.97 0.3048 12.000 304.8 0.3333 TO OBTAIN IN. FT. LITERS CU. IN U.S. GAL. CU. CM CU. IN. U.S. GAL. LITERS CU. CM LITERS U.S. GAL. QUARTS CU. CM CU. FT. CU. IN GAL. LITERS METERS MILS MM. YARDS MULTIPLY KILOGRAMS BY 2.205 35.27 1000 1000 61.03 0.03532 0.2642 0.22 1.057 39.37 3.281 1000 7.233 9.807 0.0625 28.35 437.5 29.57 1.805 453.6 7000 16.0 6.4516 0.0703 TO OBTAIN LB. OZ. GRAMS CU. CM. CU. IN. CU. FT. U.S. GAL. IMPERIAL GAL. QUARTS IN. FT. MM. FT.-LB. JOULES LB., AVDP GRAMS GRAINS CU. CM. CU. IN. GRAMS GRAINS OUNCES SQ. CM. KG.-CM SQUARED
CU. CENTIMETERS
LITERS
CU. FT.
CU. IN.
METERS
METER-KILOGRAM CU. METERS
OUNCES, AVDP
FEET
OUNCES, FLUID
LB., AVDP
FT.-LB.
0.1383 M-KG 0.001285 BTU 0.000000376 KW-HR 8 29.6 277.4 1.201 4.546 268.8 0.1556 1.164 4.405 231.0 0.1337 3.785 0.8327 128 2.540 .08333 0.000948 0.7376 DRAM CU. CM CU. IN. U.S. GAL. LITERS CU. IN. CU. FT. U.S. GAL., LIQ. LITERS CU. IN. CU. FT. LITERS IMPERIAL GAL. FLUID OZ. CM. FT. FT. FT.-LB.
SQUARE INCH POUND PER SQUARE INCH (PSI) STATUTE MILE
FLUID OZ.
GAL., IMPERIAL
1.609 0.8684 1.151
KILOMETER NAUTICAL MILE STATUTE MILE LITER MICRON MILLIMETER INCH METER GRAMS METER GRAMS KILOGRAMS
GAL., U.S. DRY
NAUTICAL MILE
QUART MILLIMETER MICRON
.9463 1000 0.001 0.000039 11.521
GAL., U.S. LIQ.
IN.
INCH POUNDS INCH OUNCES POUNDS
0.72
JOULES
0.453
6H11
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CHART 10 (Sheet 2 of 3) METRIC CONVERSION TABLES CENTIGRADE - FAHRENHEIT CONVERSION TABLE Example: To convert 20C, to Fahrenheit, find 20 in the center column headed (F - C); then read 68.0F, in the column (F) to the right. To convert 20F, to Centigrade; find 20 in the center column and read -6.67C, in the (C) column to the left. C -56.7 -51.1 - 45.6 - 40.0 - 34.0 - 38.9 - 23.3 - 17.8 -12.22 -6.67 -1.11 4.44 10.00 15.56 21.11 26.67 32.22 27.78 43.33 38.89 54.44 60.00 65.56 71.00 76.67 82.22 87.78 93.33 98.89 F - C -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 F -94.0 -76.0 -58.0 -40.0 -22.0 -4.0 14.0 32.0 50.0 68.0 86.0 104.0 122.0 140.0 158.0 176.0 194.0 212.0 230.0 248.0 266.0 284.0 302.0 320.0 338.0 356.0 374.0 392.0 410.0 C 104.44 110.00 115.56 121.11 126.67 132.22 137.78 143.33 148.89 154.44 160.00 165.56 171.11 176.67 182.22 187.78 193.33 198.89 204.44 210.00 215.56 221.11 226.67 232.22 257.78 243.33 248.89 254.44 260.00 F - C 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360 370 380 390 400 410 420 430 440 450 460 470 480 490 500 F 428.0 446.0 464.0 482.0 500.0 518.0 536.0 554.0 572.0 590.0 608.0 626.0 644.0 662.0 680.0 698.0 716.0 734.0 752.0 770.0 788.0 806.0 824.0 842.0 860.0 878.0 896.0 914.0 932.0
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CHART 10 (Sheet 3 of 3) METRIC CONVERSION TABLES Example: Convert 1.5 inches to millimeters. (a) Read down inches column to 1. inches. (b) Read across top inch column to 0.5. (c) Read down and across to find millimeters (1.5 inches is 38.10 millimeters).
INCHES TO MILLIMETER INCHES 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009 INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 INCHES 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 INCHES 0. 1. 2. 3. 4. 5. 6. 7. 8. 9. 0.0000 0.0001 0.0025 0.0279 0.0533 0.0812 0.1041 0.1295 0.1549 0.1803 0.2057 0.2311 0.001 0.025 0.279 0.533 0.787 1.041 1.295 1.549 1.803 2.057 2.311 0.01 0.254 2.794 5.334 7.874 10.414 12.954 15.494 18.034 20.574 23.114 0.1 2.54 27.94 53.34 78.74 104.14 129.54 154.94 180.34 205.74 231.14 0.0002 0.0050 0.0304 0.0558 0.0838 0.1066 0.1320 0.1574 0.1828 0.2082 0.2336 0.002 0.050 0.304 0.558 0.812 1.066 1.320 1.574 1.828 2.082 2.336 0.02 0.508 3.048 5.558 8.128 10.668 13.208 15.748 18.288 20.828 23.368 0.2 5.08 30.48 55.88 81.28 106.68 132.08 157.48 182.88 208.28 233.68 0.0003 0.0076 0.0330 0.0584 0.0863 0.1092 0.1346 0.1600 0.1854 0.2108 0.2362 0.003 0.076 0.330 0.584 0.838 1.092 1.346 1.600 1.854 2.108 2.362 0.03 0.762 3.302 5.842 8.382 10.922 13.462 16.002 18.542 21.082 23.622 0.3 7.62 33.02 58.42 83.82 109.22 134.62 160.02 185.42 210.82 236.22 0.0004 0.0005 0.0006 0.0152 0.0406 0.0660 0.0939 0.1168 0.1422 0.1676 0.1930 0.2184 0.2438 0.006 0.152 0.406 0.660 0.914 1.168 1.422 1.676 1.930 2.184 2.438 0.06 1.524 4.064 6.604 9.144 11.684 14.224 16.764 19.304 21.844 24.384 0.6 15.24 40.64 66.04 91.44 116.84 142.24 167.64 193.04 218.44 243.84 0.0007 0.0177 0.0431 0.0685 0.0965 0.1193 0.1447 0.1701 0.1955 0.2209 0.2463 0.007 0.177 0.431 0.685 0.939 1.193 1.447 1.701 1.955 2.209 2.463 0.07 1.778 4.318 6.858 9.398 11.938 14.478 17.018 19.558 22.098 24.638 0.7 17.78 43.18 68.58 93.98 119.38 144.78 170.18 195.58 220.98 246.38 0.0008 0.0203 0.0457 0.0711 0.0965 0.1219 0.1447 0.1727 0.1981 0.2235 0.2489 0.008 0.203 0.457 0.711 0.965 1.219 1.473 1.727 1.981 2.235 2.489 0.08 2.032 4.572 7.112 9.652 12.192 14.732 17.272 19.812 22.352 24.892 0.8 20.32 45.72 71.12 96.52 121.92 147.32 172.72 198.12 223.52 248.92 0.0009 0.0228 0.0482 0.0736 0.0990 0.1244 0.1498 0.1752 0.2006 0.2260 0.2514 0.009 0.228 0.482 0.736 0.990 1.244 1.498 1.752 2.006 2.260 2.514 0.09 2.286 4.826 7.366 9.906 12.446 14.986 17.526 20.066 22.606 25.146 0.9 22.86 48.26 73.66 99.06 124.46 149.86 175.26 200.66 226.06 251.46
0.0254 0.0508 0.0762 0.1016 0.1270 0.1524 0.1778 0.2032 0.2286 0.000
MILLIMETER 0.0101 0.0127 0.0355 0.0381 0.0609 0.0635 0.0889 0.0914 0.1117 0.1143 0.1371 0.1397 0.1625 0.1651 0.1879 0.1905 0.2133 0.2159 0.2387 0.2413 0.004 0.005
0.254 0.508 0.762 1.016 1.270 1.524 1.778 2.032 2.286 0.00
MILLIMETER 0.101 0.127 0.355 0.381 0.609 0.635 0.863 0.889 1.117 1.143 1.371 1.397 1.625 1.651 1.879 1.905 2.133 2.159 2.387 2.413 0.04 0.05
2.540 5.080 7.620 10.160 12.700 15.240 17.780 20.320 22.860 0.00
MILLIMETER 0.016 1.270 3.556 3.810 6.096 6.350 8.636 8.890 11.176 11.430 13.716 13.970 16.256 16.510 18.796 19.050 21.336 21.590 23.876 24.130 0.4 0.5
25.40 50.80 76.20 101.60 127.00 152.40 177.80 203.20 228.60
MILLIMETER 10.16 12.70 35.56 38.10 60.96 63.50 86.36 88.90 111.76 114.30 137.16 139.70 162.56 165.10 187.96 190.50 213.36 215.90 238.76 241.30
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10. Drill Sizes CHART 11 DECIMAL / MILLIMETER EQUIVALENTS OF DRILL SIZE

Decimal/Millimeter Equivalents of Drill Sizes From 1/2" to No. 80
Size
Decimal Equiv. 0.500 0.4843 0.4687 0.4531 0.4375 0.4218 0.413 0.4062 0.404 0.397 0.3906 0.386 0.377 0.375 0.368 0.3593 0.358 0.346 0.3437 0.339 0.332 0.3281 0.323 0.316 0.3125 0.302 0.2968 0.295 0.290 0.2812 0.281 0.277 0.272 0.266 0.2656
Millimeter Equiv. 12.7000 12.3031 11.9062 11.5094 11.1125 10.7156 10.4902 10.3187 10.2616 10.0838 9.9212 9.8044 9.5758 9.5250 9.3472 9.1262 9.1281 8.7884 8.7300 8.6106 8.4328 8.3337 8.2042 8.0264 7.9375 7.6708 7.5387 7.4930 7.3660 7.1425 7.1374 7.0358 6.9088 6.7564 6.7462
Size
Decimal Equiv. 0.261 0.257 0.250 0.246 0.242 0.238 0.2343 0.234 0.228 0.221 0.2187 0.213 0.209 0.2055 0.204 0.2031 0.201 0.199 0.196 0.1935 0.191 0.189 0.1875 0.185 0.182 0.180 0.177 0.173 0.1718 0.1695 0.166 0.161 0.159 0.157
Millimeter Equiv. 6.6294 6.5278 6.3500 6.2484 6.1468 6.0452 5.9531 5.9436 5.7912 5.6134 5.5562 5.4102 5.3086 5.2197 5.1816 5.1594 5.1054 5.0546 4.9784 4.9149 4.8514 4.8006 4.7625 4.699 4.6228 4.572 4.4958 4.3942 4.3656 4.3053 4.2164 4.0894 4.0386 3.9878
Size
Decimal Equiv. 0.1562 0.154 0.152 0.1495 0.147 0.144 0.1406 0.1405 0.136 0.01285 0.125 0.120 0.116 0.113 0.111 0.110 0.1093 0.1065 0.104 0.1015 0.0995 0.098 0.096 0.0937 0.0935 0.089 0.086 0.082 0.081 0.0785 0.0781 0.076 0.073 0.070
Size
Decimal Equiv. 0.067 0.0635 0.0625 0.0595 0.055 0.052 0.0468 0.0465 0.043 0.042 0.041 0.040 0.039 0.038 0.037 0.036 0.035 0.033 0.0312 0.032 0.031 0.029 0.028 0.026 0.025 0.024 0.0229 0.021 0.020 0.018 0.0156 0.016 0.0145 0.0135
1/2 31/64 15/32 29/64 7/16 27/64 Z 13/32 Y X 25/64 W V 3/8 U 23/64 T S 11/32 R Q 21/64 P O 5/16 N 19/64 M L 9/32 K J I H 17/64
G F E-1/4 D C B 15/64 A 1 2 7/32 3 4 5 6 13/64 7 8 9 10 11 12 3/16 13 14 15 16 17 11/64 18 19 20 21 22
5/32 23 24 25 26 27 9/64 28 29 30 1/8 31 32 33 34 35 7/64 36 37 38 39 40 41 3/32 42 43 44 45 46 47 5/64 48 49 50
51 52 1/16 53 54 55 3/64 56 57 58 59 60 61 62 63 64 65 66 1/32 67 68 69 70 71 72 73 74 75 76 77 1/64 78 79 80
DRILL SIZES AVAILABLE Drill may be obtained in regular sizes to a 4 inch diameter, and increase in 64ths of an inch. The regular metric drills vary from 2 to 76mm and increase in 0.5mm variations.
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 12 ELECTRICAL WIRE CODING
CIRCUIT FUNCTION LETTER A C E F G H L P Q RP RZ J W K
CIRCUITS
AUTOPILOT CONTROL SURFACE ENGINE INSTRUMENT FLIGHT INSTRUMENT LANDING GEAR HEATER - VENTILATING & DEICING LIGHTING POWER FUEL & OIL RADIO POWER RADIO AUDIO IGNITION WARNING STARTER
6H15
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 13 ELECTRICAL SYMBOLS (Sheet 1 of 2)
AIRCRAFT LOCATION SYMBOLS ADJUSTABILITY BL BATTERIES
BUS
FS
WL
+
GENERAL
MULTICELL
GENERAL
FUSELAGE STATION
WATER LINE
BUTT LINE CABLES AND CONDUCTORS T
P OR
GROUPING OF LEADS
TWISTED PAIR
TWISTED TRIPLE CIRCUIT BREAKERS
SHIELDED SINGLE CONDUCTOR
COAXIAL CABLE
SHIELDED TWO CONDUCTOR W / GROUND
SHIELDED TWISTED PAIR
CAPACITOR
CONNECTORS A B RECEPTACLE PLUG MATED PLUG & RECEPTACLE GROUNDS CURRENT LIMITER
CB GENERAL BASIC
PUSH BREAKER
PUSH-PULL BREAKER
SWITCH BREAKER
DIODES
FUSE -A
GENERAL
ZENER, UNIDIRECTIONAL
ZENER, BIDIRECTIONAL OR
GROUND OR CIRCUIT RETURN
GROUND TO CHASSIS (WITH TERMINAL)
HORN
HEATED ELEMENT
SQUIB ELECTRIC IGNITER
A*
LAMPS
INDICATOR LIGHT (* LETTER DENOTES COLOR - ASTERISK IS NOT PART OF SYMBOL) MOTOR METER A M * LETTER DENOTES THE TYPE OF METER i.e. A = AMMETER POSITIVE NEGATIVE POLARITY POTENTIOMETER INCANDESCENT LAMP FLUORESCENT LAMP LED
RESISTOR RELAY COIL RHEOSTAT
SPLICE
TERMINAL BOARD 1
PERMANENT
2 3 4
DISCONNECT
TRANSISTORS TRANSDUCER TRANSFORMERS
GENERAL
PNP TYPE THERMAL ELEMENT (TRANSDUCER)
NPN TYPE
COILS
SINGLE PHASE (3) WINDING W/CORE
NON SATURATING GENERAL
GENERAL
ADJUSTABLE
PAGE 28 Dec 31/04
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THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHART 13 ELECTRICAL SYMBOLS (Sheet 2 of 2)
CONTACT SWITCH ASSEMBLIES BASIC
PUSH BUTTON
MOMENTARY OR SPRING RETURN
CLOSED CONTACT
OPEN CONTACT
TRANSFER
(MAKE) CIRCUIT CLOSING
(BREAK) CIRCUIT OPENING LOCKING AND NON-LOCKING OFF
TWO CIRCUIT
NON-LOCKING
MOMENTARY OR SPRING RETURN
OFF CIRCUIT CLOSING CLOSING OR OPENING (MAKE) CIRCUIT (MAKE OR BREAK) (BREAK) CIRCUIT OPENING TWO CIRCUIT TRANSFER THREE POSITION ONE POLE TEMPERATURE ACTUATED
NOTE: t* SYMBOL SHALL BE REPLACED BY DATA GIVING THE
V P
THREE POSITION TWO POLE
PRESSURE OR VACUUM ACTUATED SWITCH
t CLOSES ON RISING PRESSURE OPENS ON RISING PRESSURE
OR
OR
OPERATING
TEMPERATURE OF THE DEVICE
CLOSES ON RISING TEMPERATURE t
OPENS ON RISING TEMPERATURE THERMAL SWITCHES
LIMIT SWITCH, DIRECTLY ACTUATED - SPRING RETURN NORMALLY OPEN CLOSES ON RISING TEMPERATURE NORMALLY OPEN NORMALLY OPEN HELD CLOSED NORMALLY CLOSED NORMALLY CLOSED HELD OPEN t NORMALLY CLOSED OPENS ON RISING TEMPERATURE NORMALLY OPEN INTERNAL HEATER SHOWN t
SELECTOR OR MULTI - POSITION SWITCH
EXAMPLE ON-ON-ON SWITCH ACUTATION
ANY NUMBER OF TRANSMISSION PATHS MAY BE SHOWN
TOGGLE IN THE DOWN POSITION
TOGGLE IN THE UP POSITION
SWITCHES WITH TIME/DELAY FEATURE ROTARY SWITCH

OPEN TIME-DELAY CLOSING CLOSED TIME-DELAY OPENING
NOTE: Viewed from end opposite control knob.
OPEN TIME-DELAY OPENING
CLOSED TIME-DELAY CLOSING
EXAMPLE OF RELAY
ARROW INDICATES DIRECTION OF SWITCH OPERATION IN WHICH CONTACT ACTION IS DELAYED
6H17
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GRIDS 6H18 THRU 6I24 INTENTIONALLY BLANK
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TM

(S/Ns 4697001 and UP)

PART NUMBER 767-005
7A1
January 9, 2004
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7A4
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PAGE 1 2 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1 2 3 4 5 6 7 8 9 10 11 12
CHAPTER SECTION
PAGE
DATE
Introduction
Index
7A5
N53238
PAGE 2 Jul 1/00
7A6
N53238
SUBJECT
PAGE
GRID NO.
1 1 2 2 2 2 3 3 3 3 3 3 4 4 4 9
7B1
7A7
INTRO - CONTENTS
PAGE 1 Jan 9/04
N53238
PAGE 2 Jul 1/00
INTRO - CONTENTS
7A8
N53238
1.
2.
7A9
INTRODUCTION
PAGE 1 Jan 9/04
N53238
3.
4.
46 97 001
5.
B.
C.
PAGE 2 Dec 31/04
INTRODUCTION
7A10
N53238
7.
B.
C.
8.
9.
7A11
INTRODUCTION
PAGE 3 Jan 9/04
N53238
PAGE 4 Jan 9/04
INTRODUCTION
7A12
N53238
PH:
- (626) 813-1234
or
7A13
INTRODUCTION
PAGE 5 Dec 31/04
N53238
Maintenance Manual:
PAGE 6 Dec 31/04
INTRODUCTION
7A14
N53238
PH: - (360) 651-6666
Maintenance Manual:
7A15
INTRODUCTION
PAGE 7 Dec 31/04
N53238
PAGE 8 Jan 9/04
INTRODUCTION
7A16
N53238
7A17
INTRODUCTION
PAGE 9 Mar 6/03
N53238
CHAPTER 21
GRID NO. 2C1
22
2F9
23
2G13
24
2H3
25
2J1
26
2K1
27
3C1
28
3E15
PAGE 10 Dec 31/04
INTRODUCTION
7A18
N53238
CHAPTER 29
GRID NO. 3H5
30
3I1
31 50 32 00 10 20 30 40 50 60 33 10 20 30 40 34 00 10 20 40 50 35 10 20 37 10 20 38
3K7
4C1
4F11
4G7
4I13
4J11
7A19
INTRODUCTION
PAGE 11 Dec 31/04
N53238
CHAPTER 39
GRID NO. 4K3
51
5C1
52 10 20 70 55 10 20 30 40 56 00 10 20 30 57 40 50 61 00 10 20 70 00 71 00 10 20 30 70
PAGE 12 Dec 31/04
INTRODUCTION
7A20
N53238
CHAPTER 72 73
GRID NO. 5K19
74 10 20 75 00 76 00 10 77 00 10 20 40 78 79 20 30 80 91 10 91 (CONT.) 21 & UP
APPENDIX 1
6J1
7A21
INTRODUCTION
PAGE 13 Dec 31/04
N53238
PAGE 14 Jul 1/00
INTRODUCTION
7A22
N53238
A
B
C
7B1
N53238
E
D
PAGE 2 Dec 31/04
INDEX
7B2
N53238
7B3
N53238
F
PAGE 4 Dec 31/04
INDEX
7B4
N53238
I
G
H
7B5
N53238
J
Jacking: 1G1
L
PAGE 6 Dec 31/04
INDEX
7B6
N53238
M
N
7B7
N53238
O
R
P
S
PAGE 8 Dec 31/04
INDEX
7B8
N53238
T
7B9
N53238
Y
V
W
PAGE 10 Dec 31/04
INDEX
7B10
N53238
7B11
N53238
PAGE 12 Dec 31/04
INDEX
7B12
N53238
CHAPTER
91
CHARTS & WIRING DIAGRAMS (continued)
7C1
N53238
7C2
N53238
CHAPTER 91 - CHARTS &WIRING DIAGRAMS (continued) TABLE OF CONTENTS SUBJECT WIRING DIAGRAMS (SCHEMATICS) Environmental Systems Distribution Pressurization Control Cooling Autoflight, Autopilot Communications General Audio Integrating Electrical Power DC Generation External Equipment/Furnishings, Flight Compartment Fire Detection Flight Controls Rudder and Tab Elevator and Tab Flaps Fuel Distribution Indicating Hydraulic Power, Main Ice and Rain Protection Airfoil Pitot and Static Windows and Windshields Propeller Indicating Systems Recording Warning Landing Gear, Position and Warning Lights Flight Compartment Passenger Compartment Exterior Navigation and Pitot/Static Flight Environment Data Attitude and Direction Independent Position Determining Dependent Position Determining Oxygen, Crew and Passenger Vacuum Indicating SECTION 91-21-20 & UP PAGE GRID NO. 7C7
91-21-20 91-21-30 91-21-50 91-22-10 91-23-00 91-23-50 91-24-30 see 91-24-30 91-25-10 91-26-10 91-27-20 91-27-30 91-27-50 91-28-20 91-28-40 91-29-10 91-30-10 91-30-30 91-30-40 91-30-60 91-31-30 91-31-50 91-32-60 91-33-10 91-33-20 91-33-40 91-34-10 91-34-20 91-34-40 91-34-50 91-35-10 91-37-20 see also 91-77-40
7C8 7C12 7C20 7D2 7D6 7D9 7D12 7E6 7E12 7E14 7E18 7E22 7F6 7F12 7F22 7G2 7G6 7G12 7G14 7G18 7G21 7H8 7H20 7I18 7I22 7J10 7J14 7K6 7K8 7K14 7K16 7L9
7C3
PAGE 1 91 (cont.) - CONTENTS Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL CHAPTER 91 - CHARTS &WIRING DIAGRAMS (continued) TABLE OF CONTENTS (cont.)
SUBJECT WIRING DIAGRAMS (SCHEMATICS) Doors, Door Warning Propeller, Controlling Engine, Reduction Gear Ignition, Electrical Power Engine Indicating Integrated Engine Indicating Systems Starting, Cranking Special Purpose Equipment
SECTION (continued) 91-52-70 91-61-20 91-72-10 91-74-20 91-77-40
PAGE
GRID NO.
7K18 7K20 7L4 7L6 7L9 7F12 7L20 7L22
see also 91-28-40 91-80-10 91-95-00
PAGE 2 Dec 31/04
91 (cont.) - CONTENTS
7C4
N53238
7C5
PAGE 3 Jul 1/00
N53238
PAGE 4 Jul 1/00
7C6
N53238
7C7
91-21-20
PAGE 1 Jul 1/00
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB385 2002 S333 B402 Part Number 454-732 688-498 688-296 453-021 Description
Item# 1 2 3 4
Circuit Breaker (10 Amp) Control Module Vent/Defog Switch Vent/Defog Blower
1-2
Effectivity 4697001 and up
Vent Blower Figure 1 (Sheet 1 of 2)
PAGE 2 Jul 1/00
91-21-20
7C8
N53238
P/O FWD R/H C/B PANEL
20 GA. JUMPER J5 P305/P405 K GB1B18
VENT BLOWER CB385A18 A ELECT B MODULE 2002 CONTROL BROWN TJ BLOCK 1 E F G H J4A/P4A GB1D22 2 CB385B18 J4F/P4F 1 GB1A18
R437 K GB1C18
P422 1 RED BLK VENT BLOWER B402
10A CB385
ON 21 P385 P385 OFF VENT BLOWER SWITCH P/O ENVIR. SW PANEL 10 22
CB385C22
} TO GND (SEE 91-21-50)
GRAY TJ BLOCK 5 C G L R Y J4B/P4B 9 CB385D22
TJ BLOCK 4 A B C D E F BLACK G H J K L M BLACK-22
GB1E22 J4B/P4B BLACK-22 6 GB1-N
TO P348-1 (SEE 91-21-30, FIGURE 1)
NOTE: 1. GND ON BROWN TO TURN BLOWER ON. 2. GND ON GRAY WILL TURN BLOWER OFF EVEN WITH GND ON BROWN.
102220 30.0 NEW/Y 104635 NEW/AB 105122 NEW
Vent Blower Figure 1 (Sheet 2 of 2)
7C9
PAGE 3 91-21-20 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation B303 CB349 Part Number 460-112 454-766 Description
Item# 1 2
Blower Circuit Breaker (2 Amp)
2 1
PAGE 4 Jul 1/00
91-21-20
7C10
N53238
AFT L/H C/B PNL
102220 37.0 L/V 104635 NEW/AB
308 RED BLK
AV4
AV5 RED BLK

STANDARD MUFFIN FAN
WITH AVIDYNE ENTEGRA OPTION IN S/N'S 4697198 AND UP
105122 37.0 NEW
AFT L/H C/B PNL AVIONICS COOLING
J3-C/P3-C
2A CB349
AV5
CB349-22
RC1A22 RC2A22N
GB2-A
RED BLK
1 2
RED BLK
MUFFIN FAN
AV4 RED BLK

1 2
AVIONICS COOLING BLOWER
7C11
PAGE 5 91-21-20 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB383 CB344 Part Number 454-738 454-736 686-096 686-094 592-641 102238-002 592-640 686-095 602-240 602-241 Description
Item# 1 2 3 4 5 6 7 8 9 10 11 12
Circuit Breaker (5 Amp) Circuit Breaker (3 Amp) Relay, Squat Switch No. 2 Cabin Temperature Sensor Duct Temperature Sensor Temperature Modulating Valve ECS Cabin Comfort Switch Flow Control Valve Mass Flow Sensor Mass Flow Probe Cabin Temperature Controller Mass Flow Controller
9, 11
12
5, 10
5, 9
11 (Right), 12 (Left)
Environmental and Bleed Air Control Figure 1 (Sheet 1 of 2)
PAGE 1 Mar 6/03
91-21-30
7C12
N53238
(91-33-10, FIGURE 5)
K7 SEE FIGURE 3
NORM
WARM COOL
20ga
20ga
COMPUTER ON/OFF
AUTO/MANUAL
20ga 20ga
TO P4B-9, 91-21-20, FIGURE 1
GB1E22 WITH AVIDYNE ENTEGRA OPTION IN S/N'S 4697198 & UP JB13
Environmental and Bleed Air Control Figure 1 (Sheet 2 of 2)
ECS CABIN COMFORT SW.
P/O FWD R/H C/B PNL
CLIMATE CONTROL FOR AUTO
102220 6.0 J/V 104635 NEW/AB 105122 NEW
PAGE 2 91-21-30 Dec 31/04
P/O AFT L/H C/B PNL
TO FIGURE 2
EMER
7C13
34 14 P329-22
(91-31-50) GB1EE22 B G GB1E22 TO P4B-9, 91-21-20, FIGURE 1
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB341 A314 Part Number 454-736 588-257 Description
Item# 1 2 3 4
Circuit Breaker (3 Amp) Cabin Altitude Sensor Emergency Pressure Valve Cabin Altitude Switch
Cabin Pressurization Figure 2 (Sheet 1 of 3)
PAGE 3 Dec 31/04
91-21-30
7C14
N53238
CP19C22
1 2 10 P394/ J394
CP18H20
CP19D22
W6B22N
CP18F20N
7C15
P432 A B P305 J5 P405 R437 P437 E E CP18B20 E E CP18C20 F CP18E20 F F F CP18D20 CP18A22 CABIN ALTITUDE WARNING SONALERT EMERGENCY PRESSURE VALVE NORMALLY CLOSED/ ENERGIZE TO OPEN CP19A22 CP19B22 + P/O ANNUNC. CONTROL RELAY ASSEMBLY H3M20 4 5 6 CP19G22 7 K304 K305 14 11 12 13 EMER. POSITION ON BLEED AIR CONTROL SW. (SEE P348-7, FIGURE 1) CP18G22 TO "EMERGENCY BLEED" ANNUN. P329-24 (91-31-50)
AFT L/H C/B PANEL
EMERGENCY PRESSURE J3C/P3C 1 CB341-22 5A
CB341

CP19H22 CP19E22 CP19F22 NO W6A22 C NC A314 1 2 3 4 CP19J22 P395/ J395 C NO GB1-L MUTE SWITCH (MOMENTARY)
CP19K22 CP18J20 NC A315 CABIN ALT. SENSOR (OPENS AT 10.75K 750FT) (CLOSES AT 12K 500FT)
TO CABIN ALTITUDE ANNUN. P328-15 (91-31-50)
TO ''CABIN ALT 10K'' ANNUN. P328-1 (91-31-50)
PAGE 4 91-21-30 Dec 31/04
CABIN ALTITUDE SENSOR (CLOSES AT 10K 500FT) (OPENS AT 9K 500FT)
GB1-R
102220 29.1 P/V 104635 A/AB
N53238
CP19C22
(CLOSES AT 10K 500FT) (OPENS AT 9K 500FT)
W6B22N
A314 CABIN ALTITUDE SENSOR
CP18F20N
91-21-30
J3C/P3C 1 CP18A22 CP18B20 CP18E20 P305 P405 J5 J437 P437 CP18C20 CP18D20 P432
CP18H20
PAGE 5 Dec 31/04

E E E F F F F E
AFT L/H C/B PANEL
EMERGENCY PRESSURE
Effectivity with Entegra Option 4697198 and up

A EMERGENCY B
PRESSURE VALVE CABIN ALTITUDE WARNING SONALERT NORMALLY CLOSED/ ENERGIZE TO OPEN
CP19A22 H3M20 + CP19B22 -
5A
CB341-22
CB341
EMER. POSITION ON BLEED AIR CONTROL SW. (SEE P348-7 FIGURE 1)

CP18G22
ANNUNCIATOR CONTROL RELAY ASSEMBLY
1 2 10
P394/ J394
9
CP19K22
TO "EMERGENCY BLEED" ANNUN. P329-24 (91-31-50) TO CABIN ALTITUDE ANNUN. P328-15 (91-31-50)
CP19D22
4 5 6
CP19G22
11 12 13 14
K304 K305

7
CP19H22 CP19E22 CP19F22 CP19J22 C NO NC
JB13 A F
JB14
CP19DD22 CP18J20
CABIN ALT. SENSOR A315

(CLOSES AT 12K 500FT) (OPENS AT 10.75K 750FT)
NO C NC
TO "CABIN ALT 10K" W6A22 ANNUN. P328-1 (SEE 91-31-50)
GB1-R GB1-L MUTE SWITCH (MOMENTARY)

105122 29.1 NEW
7C16
N53238
7C17
PAGE 6 91-21-30 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB342 A312 S310 K7 S103 CR7 Part Number 454-736 492-288 602-508 584-315 87545-07 Description
Item# 1 2 3 4 5 6 7 8
Circuit Breaker (3 Amp) Cabin Pressurization Dump Solenoid Cabin Pressurization Dump Switch Squat Switch Relay No. 1 Squat Switch Assembly Diode Emergency Pressure Valve Cabin Altitude Switch
1 2 5
Cabin Pressurization Dump Figure 3 (Sheet 1 of 2)
PAGE 7 Dec 31/04
91-21-30
7C18
N53238
CP15D22
TO 91-30-30 TO FIGURE 1 TO 91-31-30
P104 7 J104 9 7 8 P387 7 3 4 8 5 9 1 2 10 J387 CR7 S103 L MAIN SQ SW (SHN ON GND) 9
Cabin Pressurization Dump Figure 3 (Sheet 2 of 2)
H3R20 H3S20 M5B20 M5A22
* LB3 WITH AVIDYNE ENTEGRA OPTION

12 13
IN S/N'S 4697198 AND UP
1 9
3 11
4 12
2 10
PAGE 8 91-21-30 Dec 31/04
102220 29.0 H/V 104635 NEW/AB 105122 NEW
A K7
SQUAT SW RELAY 1 (SHN ON GND)
CP17C20
D4E22
CP16C22
GB1-M
BLACK-22
CP17A22
7C19
P/O AFT L/H C/B PANEL J3C/P3C 2 3 CP14B22 S310 8 DUMP 6 7 NORM 2 N N P301 J1 P101 L33H22 4 P318 3 E17L20 CP17B22 B CP14A22 A P330 CB342A-22 CB342B-22 A312 DUMP SOLENOID (GND TO DUMP) TO 91-61-20 3A CB342 CP15B22N P318 1 CP17D20N
CABIN PRESSURE
DUMP
GB6-E
TO TB3*, 91-33-10
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB386 CB387 CB388 2003, 2004 2001 S321 B301 B302 K501 K405 B501 CR402 CR501 Part Number 652-409 454-738 454-734 688-498 688-499 688-296 453-018 453-017 688-367 584-107 687-702 688-368 84569-002 456-793 84576-003 Description
Item# 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
Circuit Breaker (25 Amp) Circuit Breaker (5 Amp) Circuit Breaker (15 Amp) Control Module Control Module Recirculation Blower Switch Left Blower Fan Motor Air Conditioner Switch Right Blower Fan Motor High Pressure Switch Condenser Blower Relay Compressor Clutch Assembly Low Pressure Switch Condenser Blower Motor Assy. Diode Diode Blower HI / LO Switch
1-5
1-3
4-5
7, 9
Air Conditioning and Vent Blowers Figure 1 (Sheet 1 of 4)
PAGE 1 Dec 31/04
91-21-50
7C20
2004
CB388F18
2003
2001
20 GAUGE JUMPER
N53238
Effectivity 4697001 thru 4697125 only
7C21
PAGE 2 91-21-50 Dec 31/04
102220 28.0 C/V
N53238
FWD R/H C/B PANEL HI BLOWERS

LEFT BLOWER
(HI)
CABIN FANS
TB303
J4F/P4F
CB388B18
AC1C16
AC1D16
AC1G20N
25A
WHT WHT/BL
BLK
AFT PRESS BKHD FEEDTHRU CONDENSOR BLOWER GB3-F
CB386
GB3-H
FWD R/H C/B PANEL
7C22
104635 28.0 N/AB
AC1H20N
PAGE 3 Dec 31/04

ELECT A MODULE B CB388C18 2 AC1A16 AC1B16 (LOW)
CB388A18
1 ORG B301 BLK RED 2
15A
CONTROL

TJ BLOCK 1
GRAY BROWN
CB388
J4A/P4A
BLACK BLACK BROWN GRAY CONTROL
TO TJ BLK 4(GND)
{
N P R S
J K L M
CB388D18 3 4
J4F/P4F
CB388E18 (HI)
A CB388F18 3
1 ORG 2 RED
(LOW)
ELECT MODULE
LO BLOWERS
91-21-50
B302 TB304
ELECT A MODULE B CB387B20
TJ BLOCK 1 J4A/P4A
GRAY BROWN
BLK
AIR CONDITIONER CONTROL

J4D/P4D
RIGHT BLOWER
CB387A20
CONTROL BLACK
AC4A20
5A
A B C D
CB387
CB387C22 1 AC1E22
TO TJ BLK 4(GND)
24 OFF 11
P385
HI BLOWER HI/LO SW LO
J 333 P
1 2 3
AC6C18
J419/P419 P437/R437 P305 P405 J5
AC6A18
TB303 3
AC1F22
P HI
m m AC6D18
P385
ON
AC4B22

25 1
K405 20 GA. JUMPER
P LO
COMPRESSOR CLUTCH
AC6F18
a AC6E18
CR 405
AIR COND SWITCH AC5A16

X1 CR 501 X2
OFF ENVIR. SW. PANEL

P385
AIR CONDITIONER POWER

J5D/P5D
K501 COND BLWR RELAY
10 22 AC5B16N
A1 A2
CB386-12 1
WHT
AC7A12
B501
N53238
CB388B18
AC1G20N
25A
WHT WHT/BL
BLK
AFT PRESS BKHD FEEDTHRU CONDENSOR BLOWER GB3-F
CB386
FWD R/H C/B PANEL
GB3-H
PAGE 4 91-21-50 Dec 31/04

K405 20 GA. JUMPER J5D/P5D
105122 28.0 NEW
AC1H20N
7C23
FWD R/H C/B PANEL HI BLOWERS
CABIN FANS
ELECT A MODULE B CB388C18 2 AC1A16
J4F/P4F
J349/P349
(HI)
LEFT BLOWER ORG
CB388A18
15A
CONTROL
AC1C16 1 2
RED
(LOW)
B301
TJ BLOCK 1
GRAY BROWN
BLK
CB388
J4A/P4A
AC1D16 J350/P350
(HI) AC1B16
TO TJ BLK 4(GND)
BROWN GRAY CONTROL
{
N P R S
BLACK BLACK
J K L M
CB388D18 3 4
J4F/P4F
CB388E18
A CB388F18 3
AC1E16 AC1F16 2
ORG
ELECT MODULE
LO BLOWERS
B302
RED
(LOW)
J4D/P4D
BLK
AIR CONDITIONER CONTROL

ELECT A MODULE B CB387B20
TJ BLOCK 1 J4A/P4A
GRAY BROWN
RIGHT BLOWER
CB387A20
CONTROL BLACK
AC4A20
5A
A B C D
CB387
CB387C22 1
TO TJ BLK 4(GND)
AC1E22 AC1F22
P305 P405 J5
24 OFF 11
P385
HI BLOWER HI/LO SW LO
J 333 P
AC6A18
P HI
2
AC6C18
J419/P419 P437/J437
3
m AC6D18 m

AC4B22
P385
ON 25
CR 405
P LO
COMPRESSOR CLUTCH
AC6F18
a AC6E18
AIR COND SWITCH OFF

X1 CR 501 P385 X2 A1 A2
P/O ENVIR. SW. PANEL 10 22 AC5B16N WHT

AC7A12
AIR CONDITIONER POWER CB386-12 1
K501 COND BLWR RELAY
B501
N53238
PAGE 1 Dec 31/04
91-22-10
7C24
N53238
7D1
PAGE 2 91-22-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB371 CB372 CB334 S-TEC 01240 S-TEC 01192-27-49TPM S-TEC 01279-PM S-TEC 01188-PM MEGGITT 84-134-1 (both sides) S-TEC 6405-28L S-TEC 6542 S-TEC 0106-6-R2 S-TEC 0106-T8 S-TEC 0111 S-TEC 0106-Y10 S-TEC 0108-P4 S-TEC 0121-5 S-TEC 90408-8 (both sides) Part Number 454-738 454-766 454-736 39247-12 Description
Item# 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Circuit Breaker (5 Amp) Circuit Breaker (2 Amp) Circuit Breaker (3 Amp) Trim Relay Trim Monitor Programmer / Computer Altitude Selector Autopilot Annunciator Trim Master / Annunciator Switch EFIS NAV Display (i.e. - EHSI) Turn Coordinator (Pilots) Horn Roll Servo Trim Servo Transducer Yaw Servo Pitch Servo Yaw Amplifier Control Wheel Switch Installation Flap Compensator Potentiometer
4 6 7 8 9 10 11 3
20
14
15a
17
19
13
15b 16
18
7-8 10 11 12
15a
4
Effectivity 4697001 thru 4697143; and, 4697145 and 4697148
13
Autopilot (S-TEC System 550) Figure 1 (Sheet 1 of 2)
14 15b 16
17
18
PAGE 3 Dec 31/04
91-22-10
7D2
N53238
PENDING (See Piper Drawing 102310, Sheet 10.)
Autopilot (S-TEC System 550) Figure 1 (Sheet 2 of 2)
Effectivity 4697001 thru 4697143; and, 4697145 and 4697148
7D3
PAGE 4 91-22-10 Dec 31/04
N53238
PAGE 5 Dec 31/04
91-22-10
7D4
N53238
PENDING (See S-TEC Drawing 761089, Sheet 8.)
Autopilot (S-TEC MAGIC 1500) Figure 1
Effectivity 4697144 and 4697149 and up
7D5
PAGE 6 91-22-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB362, CB363 CB364 F401, F403 F402, F404, F405 K6 CR6 Part Number 454-738 454-732 461-659 584-315 456-703 Description
Item# 1 2 3 4 5 6 7
Circuit Breaker (5 Amp) Circuit Breaker (10 Amp) Fuse (3 Amp) Fuse (5 Amp) Ground Clearance Relay Ground Clearance Switch Diode Battery Master Switch
5, 7
1-2 3
5, 7
Ground Clearance Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-23-00
7D6
N53238
RP12D20
RP12G16
TO 91-33-10
TO 91-32-60
7D7
J4E/P4E 3 4 RP1A18 RP1B18 P387/J387 18 18 RP2A22 RP2B22 RP2E20 15 20 20
2 6 4
FWD R/H C/B PANEL
10A
CB364A18 CB364B18
FOR COM/NAV/ GPS 1 DISPLAY IN GND CLR
COMM1 J4A/P4A 15 16
CB362A22 CB362B22
A V CB364 I B 5A U S CB362 1 317 J4A/P4A J J P P 317 12 13 RP2C22 11 14 RP2D22 10 GPS/N-1 14 NAV/ GPS1 P404 P436 CCCC R R RP7B20 G d RP12B22
P380
OFF
AUDIO/MKR
5A
CB363A22 CB363B22
CB363
NAV/GPS1
F405
5A
*
R436 RP10B18 G d 31 32 RP7C20 g RP10C18 g 19 16
P304 J4 18
F404
5A
RP10A18
F402
5A
RP7A20 E E RP12C20
14
ON
20
F403 **
3A
EL1A20
P380
F401
3A
G5E20
K6 K6A CR6
P450
GND CLEAR SW.
Ground Clearance Figure 1 (Sheet 2 of 2)

15 J450
SEE 91-24-30
BATTERY MASTER SW. (SHOWN OFF)
OVHD SW. PANEL
RP12E20
SEE 91-24-30
RP12A22
21 17 20 20 18 TO K8 RELAY (91-32-60)
RP12F16 BATT MASTER CONTACTOR
TO DISPLAY DIM MODULE
COM#1
SPKR/AUDIO AMP (SEE 91-23-50, FIGURE 1) P5001 PIN 39 COM/NAV #1 DIM IN

102220 35.0 N/V 104635 NEW/AB 105122 NEW
TO BATT BUS (91-24-30)
TO BATT (91-24-30)
PAGE 2 91-23-00 Dec 31/04
Effectivity 4697055 & up, and 4697001 thru 4697054 with Kit No. 766-696 installed
* NOT INSTALLED WITH AVIDYNE ENTGRA OPTION IN S/N'S 4697198 AND UP. ** F406 WITH AVIDYNE ENTGRA OPTION IN S/N'S 4697198 AND UP.
N53238
PAGE 3 Dec 31/04
91-23-00
7D8
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation GMA-340 Part Number 601-210 Description
Item# 1 2 3 4 5 6 7 8 9 10
J13
597-893
Audio/Mkr/Intercom Panel Mic Select Switch Mic/Phone Jacks (Co-Pilot) Mic/Phone Jacks (Pilot) Connector (to Stereo) Mic/Phone Jacks (Passenger No. 1) Mic/Phone Jacks (Passenger No. 2) Mic/Phone Jacks (Passenger No. 3) Mic/Phone Jacks (Passenger No. 4) Mkr/Beacon Antenna
COPILOT
VIEW LOOKING DOWN

PILOT 1 4
10 GMA-340 Audio/Mkr/Intercom Figure 1 (Sheet 1 of 3) Effectivity 4697001 & up
7D9
PAGE 1 91-23-50 Dec 31/04
N53238
CONTROL WHEEL CO-PILOT EFIS PILOT MIC J18 J3 J4 J7 J9 J6 J5 J11 J10 J13 MIC PHONE INPUT MIC PHONE MIC PHONE MIC PHONE MUSIC CLOCK HARNESS MIC PHONE AUDIO J20 J19 J17 J16 PILOT CO-PILOT (REF) FUNCTION J1/P1 SPKR (REF) 1ST PASSENGER 2ND 3RD 4TH PASSENGER PASSENGER PASSENGER
GMA 340
AUDIO M/B
PAGE 2 Dec 31/04

AUDIO AMP/MKR A+ TO P387-17 (SEE 91-23-00, FIGURE 1) AUDIO AMP/MKR A+ AIRFRAME GND AIRFRAME GND DIM GROUND 22 BLUE 22 BLACK 22 BLACK 22 BLACK 22 RED RP7 22 RED RP7 DIM CO-PILOT MIC AUDIO CO-PILOT MIC KEY CO-PILOT MIC RETURN 4 CO-PILOT PTT SW CO-PILOT PHONES AUDIO PHONES AUDIO RETURN 1 3 PASS 1 MIC AUDIO MIC AUDIO RETURN PASS 2 MIC AUDIO MIC AUDIO RETURN 2 3 1 2 3 1 PASS 3 MIC AUDIO MIC AUDIO RETURN 2 3 1 PASS 4 MIC AUDIO MIC AUDIO RETURN 2 3 1 PASSENGER PHONE AUDIO RT PASSENGER PHONE AUDIO LT PHONE AUDIO RETURN 1 2 3 4 1 2 3 4 MUSIC #2 INPUT L MUSIC #2 INPUT R MUSIC #2 INPUT GND 3 2 1 1 2 3 4 1 2 3 4 2 CW15J CW16J 1 2 3 COMM 1 AUDIO HI COMM 1 AUDIO LO 5 6 7 COMM 1 MIC AUDIO COMM 1 MIC KEY 8 9 10 ALL WIRING IS 22 AWG. (SHIELDED AS SHOWN) UNLESS OTHERWISE DESIGNATED.
340P2
340P1
10
11
32
91-23-50
D E F G H I
33
34
35
36
37
38
39
40
41
GMA-340 Audio/Mkr/Intercom Figure 1 (Sheet 2 of 3)
42
41
40
42
26
27
28
10
11
12
7D10
N53238
A D
COMM 2 AUDIO HI 11 12 13 COMM 2 MIC AUDIO COMM 2 MIC KEY T S S VIEW A 16 NAV 1 AUDIO HI NAV 1 AUDIO LO 19 NAV 2 AUDIO HI NAV 2 AUDIO LO 21 K'WAY 22 DME AUDIO HI DME AUDIO LO 25 ADF 1 AUDIO HI ADF 1 AUDIO LO 28 RADAR ALT DH AUD 31 A/P ALERT 33 ALT PRESELECT AUDIO 35 TRIM MONITOR AUDIO 37 330 OHM 1/4 WATT RESISTOR (4 REQ) MARKER I SIG(WHT) MARKER O SIG(BLUE) MARKER M SIG (AMBER) 1 3 2 36 REAR CONNECTOR VIEW 34 340P1 340P2 32 30 1 16 31 15 30 44 27 26 SWITCH DETAIL 24 4 5 6 23 20 1 2 3 18 17 15 R T 14 MONO PHONE\PJACK MIC OR STEREO\PPHONE JACK COMM 2 AUDIO LO
7D11
15 30 44 PILOT MIC AUDIO PILOT MIC KEY PILOT MIC RETURN 3 2 PILOT PTT SW CW15 CW16 5 4 2 1 3 SPEAKER SPKR GND GROUND 1 2 22B SEE SWITCH DETAIL 102313 T/U RG188A/U 2 2 3 3 1 1 T S R SEE VIEW A 1 6 3 2 1 4 PILOT PHONES AUDIO PHONES AUDIO RETURN MIC JACK MKR RCVR ANTENNA
13
14
15
30
17
18
19
20
21
22
1 16 31
31
36
37
GMA-340 Audio/Mkr/Intercom Figure 1 (Sheet 3 of 3)
38
33
34
35
16
44
43
#S12B OXYGEN MASK
PAGE 3 91-23-50 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB301 CB302 CB308 CB306, CB307, CB308 CB304, CB305 CB368 CB346 F402, F404, F407 F401, F403, F406, F408 F307 K310, K315 Part Number 652-410 454-645 564-003 454-763 654-409 454-734 461-659 Description
Item # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
584-278 84563-003 557-680 557-680
K403 K401 R304 R305 K405
557-680
Circuit Breaker (150 Amp) Circuit Breaker (100 Amp) Circuit Breaker (80 Amp) Circuit Breaker (35 Amp) Circuit Breaker (25 Amp) Circuit Breaker (15 Amp) Fuse (5 Amp) Fuse (3 Amp) Fuse (2 Amp) Radio Master Switch Radio Master Contactor External Power Receptacle Alternator (130 Amp) External Power Contactor Battery Battery Contactor Battery Master Switch Shunt Shunt Line Contactor
102228B, 102285 A
10, 17
5, 11 18 1-4, 20 7, 8, 14-16 6 19
13
18
10, 17
12 19 Effectivity 4697001 and up Power Distribution Figure 1 (Sheet 1 of 3)
PAGE 1 Dec 31/04
91-24-30
7D12
N53238
V309 CR331L CR331R
CB346 15A
AFT MAIN BUS

CB366-16 25A CB368 AV #2 RP1B8R (SHOWN OFF) K315 RP3A22R X1 1A CR315 X2 CR331M RP1B8L K310 (SHOWN OFF) X1 CR310 P/O OVHD SW PNL
C C
CB366 15A AV #1 AVIONICS P6A4
X2 RP3A22L
P380 OFF 21 P380 20
P17B6L
NON-ESS
P5A4 RP1A8L
RP1A8R
50mv=200A PRESS BLKHD FEEDTHRU SHUNT R304 P5B2 5A LINE CONTACTOR CB 308 100A CB 306 80A CB CB 304 305 35A 35A CB 307 80A CB302 150A 5A 5A 2A 5A CB301 150A P1D2 P4B4 91-23-00 50mv=150A PRESS BLKHD FEEDTHRU SHUNT R305 P4A4 P4D4 + F404 F405 ALT GND 3A 5A 3A 5A 5A FIREWALL FEEDTHRU
FIREWALL FEEDTHRU
P5A2
B
P5P P20
BUSS TIE
C SEE FIGURE 4 FOR COIL WIRING SEE FIGURE 4
F401 91-32-60
F402 91-23-00
E EXT PWR CONTACTOR CR402 P22D20 P430/J430 F F + K403 -
P5A2N FIREWALL FEEDTHRU PRESS BLKHD FEEDTHRU
RP12F16
X1
RP12E20
AFT FEEDTHRU
} TO EMER./GND CLEARANCE P436-E (91-23-00) BUS BAR INTERNAL SUPPRESSION P430/J430 GG P403J3 P303 P435 R435 c c P2A20 c c P2B20 _ _ P2C20 P1C16
BATTERY CONTACTOR A2 A1 P1A2
K420 + K401 -
91-25-10
91-33-20
91-25-10
J420 P305/P405 b b P22C20 b b R437/P437 P22A20N 20 GA. JUMPER
AFT BLHK A/P CONN. Z Z P22B18
* F406 F407 F408
P22A18 P20A2 P21A2N
3A 5A 3A P1B2N 17A * 12A DUAL BATTERY BATT BUS P380 16 P380 P2D20N GB5-B 17 BATTERY MASTER ON * 2 GAUGE JUMPER P1B2N TO GND CLEAR (91-23-00) P/O OVHD SW. PANEL OFF OR
EXTERNAL POWER RECEPTACLE
PAGE 2 91-24-30 Dec 31/04
102220 2.0 V/V 104635 2.0 W/AB
S/N'S 4697170 & UP AND 4697001 THRU 4697169 WITH KIT # 767-375 INSTALLED.
P4C4N
Power Distribution Figure 1 (Sheet 2 of 3)
A B PRESS. BLKHD FEEDTHRU FIREWALL FEEDTHRU
P5HH20 SEE FIGURE 4 SEE 91-77-40, FIG 2, SHT 3 E3N20 P7AA20 SEE FIGURE 2 DN1AA22 TO 91-31-50 TO START CONTACTOR (91-80-10) RP12G16 X2
EMER/GND CLR BUS

S BU
F403 91-33-10
GEN
SEE START SYSTEM (91-80-10)
P17B6R
1A
NC NO NC NO ON
P9A6
7D13
LIGHTNING SUPPRESSOR
FWD MAIN BUS

CB346-16 P/O C/B PNL'S
CB346-16N V308 LIGHTNING SUPPRESSOR CB366-16N
BA R
38A SINGLE BATTERY
N53238
LIGHTNING SUPPRESSOR

FWD MAIN BUS
CB346-16 V308 LIGHTNING SUPPRESSOR
CB346-16N
V309
CR331L
CB346 15A
P9A6
RP3A22L RP3A22R
1A
P380 21 P380 20
X1 X2
C C
P17B6L
91-23-00
91-23-00
91-23-00
FOR COIL WIRING SEE FIGURE 4
CB301 150A
91-23-00
F406
F403
F405
P1D2
F404
F402
TO 91-31-50
F401
P5A2N
B
PRESS BLKHD FEEDTHRU FIREWALL FEEDTHRU
AFT FEEDTHRU
EXT PWR CONTACTOR CR402
BATTERY CONTACTOR
BA R
A2 A1
RP12F16
BUS BAR
P305/P405 b b J437/P437
US
X1
RP12E20
K420
TO EMER./GND CLEARANCE P436-E (91-23-00) P1A2
91-25-10
91-33-20
Z Z
P22B18 P22C20
b b
P430/J430
91-25-10
J420
P359/J359
P22D20
F F
+ -
INTERNAL SUPPRESSION
P430/J430
+ K401
38A BATTERY
F409 F408 F407
P22A18 P20A2 P21A2N P22A20N

20 GA. JUMPER
K403
P435 P2A20 c
G G P403 J3 P303 J435 c c c _ P2B20 _
BATT BUS P2C20

BATTERY MASTER
P380 ON P380 16
EXTERNAL POWER RECEPTACLE
105122 2.0 NEW
P2D20N
GB5-B
17 OFF OVHD SW. PANEL
TO GND CLEAR (91-23-00)
P1B2N
P1C16
5A
5A
5A
P4C4N RP12G16
X2
91-24-30
AFT MAIN BUS
CB398-16 25A CB398 15A
CR310 AVIONICS
CR315
NON-ESS P5A4 RP1A8L
RP1A8R
CB 304 35A CB 305 35A CB 308 100A CB 307 80A CB302
150A 5A 5A 5A
50mv=200A
PRESS BLKHD FEEDTHRU
FIREWALL FEEDTHRU
P5A2
P5 PP 20
5A
SHUNT R304
LINE CONTACTOR
CB 306 80A
50mv=150A SHUNT R305

PRESS BLKHD FEEDTHRU FIREWALL FEEDTHRU
P5B2
BUSS TIE
P17B6R P4A4
X1
1A
X2
P6A4

P/O C/B PNL'S
CR331R CR331M RP1B8R
( SHN. IN OFF)K315
PAGE 3 Dec 31/04

CB398-16N
RP1B8L
CB368 K310(SHN. IN OFF)
OFF
NC NO NC NO
AV #1
AV #2
(NO POWER APPLIED)

ON
P4B4
SEE FIGURE 4
P5HH20 P7AA20
SEE FIGURE 4
P4D4 ALT
GND
5A 5A 5A 5A 5A 5A
GEN
SEE START SYSTEM (91-80-10) PRESS. BLKHD FEEDTHRU
Power Distribution Figure 1 (Sheet 3 of 3)

SEE FIGURE 2
A B C
FIREWALL FEEDTHRU
DN1AA22 TO START CONTACTOR (91-80-10)
EMER/GND CLR BUS
7D14
N53238
7D15
PAGE 4 91-24-30 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation Part Number Description
Item # 1 2 3 4 5 6 7 8 9
CB302 652-410 Circuit Breaker (150 Amp) K405 577-680 Line Contactor F305 461-659 Fuse (5 Amp) F408 Fuse (3 Amp) F301 - F304 Fuse (5 Amp) R304 Shunt R305 Shunt A0780 602-292 Volt-Amp / Rudder Trim Indicator (S/Ns 4697156 & up; and, 4697001 thru 4697155 with Kit No. 767-342 installed. See Notes.) KGAM Relay, Generator - Ammeter
NOTE: In S/Ns 4697001 thru 4697155, when replacing the original factory installed Volt-Amp/Rudder Trim Indicator (P/N 602-264), you must also replace the original factory installed rudder trim actuator assembly (P/N 102345-004). Order Kit No. 767-342. NOTE: When the Avidyne Entegra option is installed in S/Ns 4697198 and up, the Volt-Amp/Rudder Trim Indicator is not installed. See Sheet 3.
1-2
6 7
7 Effectivity 4697001 and up Volt/Amp and Rudder Meters Figure 2 (Sheet 1 of 3)
PAGE 5 Dec 31/04
91-24-30
7D16
N53238
TO P56A20 FIGURE 4
C C NO
P56B20
C C NO
KGAM SHOWN WITH GENERATOR OFF
NO
KGAM SHOWN WITH GENERATOR OFF
NO
S/N'S 4697070 THRU 4697072, 4697074, 4697076, AND 4697078 & UP; AND 4697001 THRU 4697069, 4697073, 4697075 AND 4697077 WITH KIT # 767-308 INSTALLED.
S/N'S 4697165 & UP.
TO GEN (SEE FIGURE 4) P5A2 F301 5A
50mv SHUNT R304 F302 5A
CB302 P5B2 LINE CONTACTOR
BUS TIE
F305 5A P7AA20
150A
P4B4 F303 5A J315/P315 1 2 P6C18 P6B18
50mv SHUNT R305
TO ALTNR (SEE FIGURE 3) P4A4 F304 5A
P8A18 P8B18 P7B20N GB3-B
1 2 P7H20 4
J313 P313
TO 91-33-10, FIGURE 5
P314/J314
GB3-D P7F20N P6K20 P7E20N GB3-C
P7G20 P7A20
P6J20
T1H20
TO AFT BLKHD A/P CONN. f (91-27-20) GB7-D TO AFT BLKHD A/P CONN. c (91-27-20) TO AFT BLKHD A/P CONN. h (91-27-20)
T1L20N L25F20 GB3-A P7C20N TO LOW BUS ANNUNCIATOR P328-3 (91-31-50) P7D22 P327 9 20 3 4 5 6 7 CASE GROUND GEN. REG. ADJUST (CW) GEN. REG. ADJUST (SLIDER) GEN. REG. ADJUST (CCW) ALT. REG. ADJUST (CW) LOW VOLTAGE ALARM ALT. REG. ADJUST (SLIDER) 8 ALT. REG. ADJUST (CCW) 2 23 24 1 25 12 22 21 13 11 18 19 17 AMP SIGNAL LO (GEN) AMP SIGNAL LO (ALT) SIGNAL INPUT (VDC) RUDDER SIG. INPUT LOW RUDDER SIG. INPUT HI RUDDER EXC. (+28 VDC) POWER INPUT RTN AMP SIGNAL HI (GEN) AMP SIGNAL HI (ALT) LIGHTING RTN (DAY) LIGHTING RTN (NIGHT) +28VDC POWER HI +28VDC LIGHTING HI T1N20
T1J20
VOLT/AMP METERS
102220 2.1 U/V 104635 2.1 AB
Volt/Amp and Rudder Meters Figure 2 (Sheet 2 of 3)
7D17
PAGE 6 91-24-30 Dec 31/04
N53238
TO GEN (SEE FIGURE 4) P5A2

F301 5A
50mv SHUNT R304
CB302 P5B2 LINE CONTACTOR P314/J314 BLU WHT 1 2 3 P4B4
50mv SHUNT R305
TO ALTNR (SEE FIGURE 3)
F302 5A
BUS TIE
150A
P4A4
C NO
F303 5A
F304 5A
J315/P315 1 2 3 BLU WHT
KGAM
NO
NOTE: SHN WITH GENERATOR OFF
P7G22
BLU WHT TO LOW BUS ANNUN P328-3 (91-31-50) P7D22
P6J22
P327 MFD INTERFACE 15 WHT BLU 7 14 13 6 11 AMP SIGNAL HI (ALT) AMP SIGNAL LO (ALT) AMP SIGNAL LO (GEN) AMP SIGNAL HI (GEN) LOW VOLTAGE ALARM
105122 2.1 NEW
Volt/Amp and Rudder Meters Figure 2 (Sheet 3 of 3)
PAGE 7 Dec 31/04
91-24-30
7D18
N53238
7D19
PAGE 8 91-24-30 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB326 A335 Part Number 454-736 84199-04 Description
Item # 1 2 3 4 5 6 7
R305 F421 F409
Circuit Breaker (5 Amp) Voltage Regulator Alternator (130 Amp) Alternator Switch Shunt Fuse (1 Amp) Fuse (5 Amp)
1 2, 5
4 3
2, 5 Effectivity 4697001 and up Alternator System and Control Figure 3 (Sheet 1 of 2)
PAGE 9 Dec 31/04
91-24-30
7D20
N53238
P/O OVHD SW. PANEL ALTERNATOR FIELD ALTERNATOR SWITCH J2A/P2A 9 P4N20 P380 13 ON OFF P380 12
102220 4.0 V/V 104635 L/AB 105122 NEW
MAIN BUS
5A CB326
CB326-20
P/O FWD L/H C/B PANEL P360/J360 P4P20 1 RED
TO P384-3 ANNUN-RELAY (91-31-50)
P4M20
4 9 6 7 2 3 8 P4G20 P4K20
GRY LAV YEL ORN BLU BRN BLK P4S20N GB5-C
VOLT REG
3 3 5
P4L20
V W F321 P305 J5 50mv SHUNT R305 P4B4 50mv = 150A PRESS. BLKHD. FEEDTHRU
P4J20 P4F20 P405
V W P437
P4H20 P4E20 F409 5A

FD STA BAT
1A
TO TIE BUS (91-24-30, FIGURE 1)
P4A4
ALT
GND
P4C4N
FIREWALL FEEDTHRU
V W S P305 J5 50mv SHUNT R305 P4B4 50mv = 150A PRESS. BLKHD. FEEDTHRU
P4J20 P4F20 P4T20 P405
V W S P437
P4H20 P4E20 P4U20 F421 1A F409 5A
TO TIE BUS (91-24-30, FIGURE 1)
P4A4
FD STA BAT
ALT
GND
P4C4N
FIREWALL FEEDTHRU S/N'S 4697123 & UP; AND 4697001 THRU 4697122 WITH KIT # 767-307 INSTALLED.
Alternator System and Control Figure 3 (Sheet 2 of 2)
7D21
PAGE 10 91-24-30 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB K405 A443 Part Number 454-732 557-680 601-904 601-903 Description
Item # 1 2 3 4 5 6 7 8
R304 F324, F325 CB 315
Circuit Breaker (10 Amp) Line Contactor Starter/Generator (200 Amp) Generator Control Unit (GCU) Generator Control Switch Shunt Fuse (5 Amp) Circuit Breaker (5 Amp)
1-2 4
6 Effectivity 4697001 and up Generator System and Control Figure 4 (Sheet 1 of 4)
PAGE 11 Dec 31/04
91-24-30
7D22
N53238
P5H20
P5L20
P5P20
GB3-E 7 6 5 GENERATOR CONTROL SW.
P5T16
P5HH20
P55L20
P5LN20N
P5PP20
F325
16
P5
Generator System and Control Figure 4 (Sheet 2 of 4)
F324 5A
A2
+
A1
TT
7D23
GEN CONTROL UNIT TO P437-N (91-80-10, FIGURE 1) K1C20 J4 P304/P404 R436/P436 P5Z20 BB u v w AA P5Y20 S GEN OFF ANNUN P5AA20 S P5J20 P5M20 P5R20 P5V16 P GEN DISABLE TO P384-4 ANNUN-RELAY (91-31-50) V W X P/O OVHD SW. PNL c 8 P5U16 20 GA JUMPERS 9 P380 OFF L P424 ON INSTR PANEL GENERATOR CONTROL P5G16N GB9-B 10A
50mv SHUNT R304
P5K20 P5N20 P5S20 P5W16
A H B J
BUS SENSE LINE CONT COIL GEN SENSE POWER IN M FIELD D CURRENT SENSE G SIG GND
ON 10 11 P380
P5LL20N
P313
GROUND
J313
5A
X1 X2
P5F20 P5E20 P5D16 P5A2 C
BUSS TIE
50mv = 200A LINE CONTACTOR K405
P5B2
A443 A D PRESSURE BULKHEAD FEEDTHRU FIREWALL FEEDTHRU P5A2N SEE START CONTROL (91-80-10)
SEE 91-24-30, FIGURE 1 BEHIND INSTR. PANEL
GEN
A B C
PAGE 12 91-24-30 Dec 31/04
102220 5.0 N/V 104635 5.0 H
N53238
GEN CONTROL UNIT TO P437-N (91-80-10, FIGURE 1) K1C20 P GEN DISABLE P5AA20
TO P384-4 ANNUN-RELAY (91-31-50)
Effectivity S/N'S 4697132 & UP; and 4697001 thru 4697131 with Kit # 767-329 installed.
P5H20
P5T20
P5P20
P55Z20
P5HH20
P55L20
P5LN20N
P5PP20
P56A20
5A J313
F325
P5 T
5A A2 P5B2 50mv=200A P55ZZ20 + A1 SHUNT R304
T1
F324
PAGE 13 Dec 31/04

J4 P304/P404 R436/P436 P5Z20 BB S P5Y20 GEN OFF ANNUN P55AA20 S K2A20 V P5U20 W X 8 c AA
20 GA JUMPERS
ENGINE START
5A CB315
P5J20 P5M20 v w P5W16 P5S20 P5R20 P5V16 P5N20
u P5K20
A H B J M D G
BUS SENSE LINE CONT COIL GEN SENSE POWER IN FIELD CURRENT SENSE SIG GND
91-24-30
3
ON
OVHD SW. PNL 9 P380

OFF GENERATOR CONTROL SW.
10 11 P380
P5LL20N
GB3-E
P313 2 INSTR PANEL 7 6 5
L P424
GROUND
TO P56B20 FIGURE 2
J313
*
GENERATOR CONTROL
P5G16N
GB9-B
P55T16
10
9 P313
P5F20 P5E20 P5D16 P5A2 C
BUSS TIE
A443
SEE FIGURE 1
}
K405 - LINE CONTACTER (BEHIND INSTR. PANEL)
A D GEN FIREWALL FEEDTHRU P5A2N

SEE START CONTROL (91-80-10)
87a 87z
P55Z20N
PRESSURE BULKHEAD FEEDTHRU
*
104635 5.0 U/AB
S/N'S 4697165 & UP.
A B C
7D24
N53238
P5H20
P5T20
P5P20
P55Z20
5A
F325
P5 T
5A + A2 A1
T1
F324
7E1
GEN CONTROL UNIT
TO P437-N (91-80-10)
K1C20
P GEN DISABLE
TO P394-18 ANNUN RELAY (91-31-50)
P5AA20
ENGINE START
J4 P304/P404 J436/P436
P5Z20
BB
J2A P2A
2
5A CB315
CB315-20
K2A20
P55AA20
S
P5Y20 P5K20 P5N20 P5S20 P5W16
S GEN OFF ANNUN A BUS SENSE
V
P5J20 P5M20 P5R20 P5V16 P5U20 3
ON
u v w AA
OVHD SW. PNL
8 9
P380
20 GA JUMPERS
W X c
10 11
P380
OFF GENERATOR CONTROL SW.
H LINE CONT COIL B GEN SENSE J POWER IN M FIELD D CURRENT SENSE G SIG GND L GROUND
P424
P5LL20N
GB3-E
INSTR PANEL
GENERATOR CONTROL
P5G16N
GB9-B
P55T16
10 a
P5F20 P5E20 P5D16 P5A2

C
A443
BUSS TIE
K460 LINE CONTACTER
P5B2
SHUNT R304 50mv=200A
SEE FIGURE 1 (BEHIND INSTR. PANEL)

87a 87z
A D
P55Z20N
PRESSURE BULKHEAD FEEDTHRU FIREWALL FEEDTHRU
SEE START CONTROL (91-80-10)
GEN
P5A2N
105122 5.0 NEW
PAGE 14 91-24-30 Dec 31/04
A B C
N53238
Item #
PENDING (See Parts Catalog)
J Block Diagrams Figure 5 (Sheet 1 of 3)
PAGE 15 Dec 31/04
91-24-30
7E2
N53238
7E3
TO JB6 JUMPER TO JB6-D GTX330 #1 (P3301-32) TO JB11 MFD 429 CH 1 RX A (P530-5) JUMPER TO JB6-H GTX330 #1 (P3301-35) MFD 429 CH 1 RX B (P530-23)
JB3
A B C D E F G H
JB7
CTJ1-22E-05E (REF)
JB4
#1 PFD (P732-68) #1 GTX-330 (P3301-33) DAU 429 PORT C IN A (J2-4) DAU GPS 1 RX PORT A (J2-3)
JUMPER JB11-J #1 PFD CH 3, RX A (P732-43) #2 PFD CH 3, RX A (P732-43) MFD CH2 RX (P530-45) JUMPER JB11-N #1 PFD CH 3, RX B (P732-42) #2 PFD CH 3, RX B (P732-42) MFD CH2 RX (P530-65) #2 GPS VOR/ILS TX A(P43062-24) #1 PFD CH 4, RX A (P732-7) #2 PFD CH 4, RX A (P732-7) #2 GPS VOR/ILS TX B (P43062-23) #1 PFD CH 4, RX B (P732-6) #2 PFD CH 4, RX B (P732-6) #2 GPS MIC (P43022-4) #1 GMA MIC KEY #2 (P3401-30) #1 GPS TX LOCK (P43021-14) DC-50 TX PTT (P501-5)
A B C D E F G H J K L M N P R S T W Y Z
RDR-2000 (P5001-8) KMH-820 (P10-62) 1500 A/P (P2-26) #1 PFD (P732-67) #1 GTX-330 (P3301-36) DAU 429 (J2-17) DAU GPS 1 RX PORT A (J2-16) CTJ1-22E-05E (REF) RDR-2000 (P5001-9) KMH-820 (P10-63) 1500 A/P (P2-27)
A B C D E F G H J K L M N P R S
TO JB10
JB8
CTJ1-22E-05E (REF)
#1 GTX330 (P3301-30) #2 GTX330 (P3301-30) JUMPER JB10-J #1 GTX330 (P3301-28) #2 GTX330 (P3301-28) JUMPER JB10-N KMH-820 (P10-60) (-100 ONLY) #1 GPS CH 1 RX A (P43011-48) #2 GPS CH 1 RX A (P43012-48) K17-9 KMH-820 (P10-61) (-100 ONLY) #1 GPS CH 1 RX B (P43011-49) #2 GPS CH 1 RX B (P43012-49) K17-10
JB5
#2 PFD CH 7, TX A (P732-68) DAU GPS 2 RX PORT B (J3-3)

#2 PFD CH 7, TX B (P732-67) DAU GPS 2 RX PORT B (J3-16) #2 GTX-330 (P3301-33) DAU 429 PORT D IN A (J3-4) 1500 A/P (P2-28) #2 GTX-330 (P3301-36) DAU 429 PORT D IN B (J3-17) 1500 A/P (P2-29) #2 GPS TX LOCK (P43022-14) #1 GPS MIC (P43021-4) #1 GMA MIC KEY #1 (P3401-12) CTJ1-22E-05E (REF)
A B C D E F G H J K L M N P R S T W Y Z
JB9
CTJ1-22E-05E (REF) TO JB3
PFD #1 ANALOG IN #0 P733-15 PFD #2 ANALOG IN #0 P733-15 MAGIC 1500 P1-51 PFD #1 ANALOG IN #1 P733-30 PFD #2 ANALOG IN #1 P733-30 MAGIC 1500 P1-50 PFD #1 ANALOG GND P733-29 PFD #2 ANALOG GND P733-29 MAGIC 1500 P1-55 PFD #1 ANALOG REF P733-28 PFD #2 ANALOG REF P733-28 MAGIC 1500 P1-18 CTJ1-22E-05E (REF)
JB6
#1 GPS CH1 TX A (P43011-46) #1 PFD CH 1, RX A (P732-41) #2 PFD CH 1, RX A (P732-41) JUMPER TO JB3-A #1 GPS CH1 TXB (P43011-47) #1 PFD CH 1, RX B (P732-40) #2 PFD CH 1, RX B (P732-40) JUMPER TO JB3-E #1 GPS VOR/ILS TX A(P43061-24) #1 PFD CH 2, RX A (P732-4) #2 PFD CH 2, RX A (P732-4) #1 GPS VOR/ILS TX B (P43061-23) #1 PFD CH 2, RX B (P732-3) #2 PFD CH 2, RX B (P732-3)
E F G H J K L M N P R S T W Y Z
105122 59.0 NEW
PAGE 16 91-24-30 Dec 31/04
CTJ1-22E-05E (REF)
N53238
JB10
DIODE BLOCK
DME SUPPRESSION (P4511-10) KMH-820 SUPPRESION (P10-68) #1 & 2 GTX-330 SUPPRESSION (P3301-31)
A F
JUMPER (SPLICE W/ JB14-A) LEFT GEAR ANNUN

JB15
B G
JUMPER (SPLICE W/ JB14-B) RIGHT GEAR ANNUN
PAGE 17 Dec 31/04

TO JB8 JUMPER JB8-C MFD (P530-8) KMH-820 (P10-54) JUMPER JB8-G MFD (P530-28) KMH-820 (P10-55) DME SUPPRESSION SHIELD (P4511-9) KMH-820 SUPPRESION SHIELD #1 GTX-330 SUPPRESSION SHIELD OR DUAL GTX-330 SUPPRESSION SHIELD
C H D J
W3AA22 (W1AA22) W3A22 (J2B-3) W1AA22 (W3AA22) W1A22 (J4B-10)
JUMPER (SPLICE W/ JB14-C) NOSE GEAR ANUUN
DN1J22 (P317-22)
A B C D E F G H J K L M N P R S E K
CTJ4-20E-005
#1 GTX-330 TIS SELECT (P3301-46) #2 GTX-330 TIS SELECT (P3302-46) GB4A-E

DIODE BLOCK
91-24-30
T W Y Z A F B G C H
CTJ4-20E-005 (P359-a & J311-F) TAIL PRESS SW
CTJ1-22E-05E (REF)
JB16
(P306-C & J311-H) UPPER WING PRESS SW DN29H20 (P329-9) (P306-A & J311-K) LOWER WING PRESS SW
A B C D E F G H J K L
JB11
DAU 429 PORT B TX A (J3-18) MFD CH 7 RX A (P530-48) #2 PFD CH 6, RX A (P732-9) DAU 429 PORT B TX B (J3-6)
MFD CH 7 RX B (P530-68) #2 PFD CH 6, RX B (P732-8) JUMPER JB7-A #2 GPS CH1 TX A (P43012-46)
JB17
NOSE GEAR SQUAT SW (P304-t*)
#2 XPNDR (P3302-32, SH 14)
M N P R S
JUMPER JB7-E #2 GPS CH1 TXB (P43012-47) #2 XPNDR (P3302-35) TO JB7
429 OUT A BUS D (P340-19)
CTJ1-22E-05E (REF)

JB12 NOT USED
A F
SPLICE P328-15, JB13-A, A315-NO CP19G22 (P394-10 & 12) GB1EE22 (P348-1 & P385-1) GB1E22 (PP4B-9) CP19DD22 (A314-C) CABIN ALT SENSOR 10K CP19D22 (P394-5 & 2) SPLICE P396-2, P397-3, JB13-K SPLICE J347-1 AND P317-17
429 OUT B BUS D (P340-7)
DIODE BLOCK
JB13
B G C H D J E K
SPLICE P302-W, P329-2, P301-E, AND P304-K SPLICE P396-2, P397-3, JB13-D
CTJ1-22E-05E (REF)
CONF DISC 6 (P340-20)
JB18
SQUAT SW GND DATA (P317-34) AIR/GND (P10-4)
CTJ4-20E-005
DIODE BLOCK
A F B G C H D J
JUMPER (SPLICE W/ JB15-A) LEFT GEAR ANNUN G2H20 (P301-C) L MAIN GEAR DOWN LOCKED
JB14
A B C D E F G H
CTJ1-22E-05E (REF)
SQUAT SW GND AVIONICS (P317-33) XPNDR #1 & #2 (P3301,P3302-17)
JUMPER (SPLICE W/ JB15-B) RIGHT GEAR ANNUN G2D22 (P302-U) R MAIN GEAR DOWN LOCKED JUMPER (SPLICE W/ JB15-C) NOSE GEAR ANNUN G2E22 (P304-M AND K313-A) NOSE GEAR DOWN LOCKED AV2AA22 (A/P P2-25) STALL WARN AV2A22 (P397-1 & P376-12) STALL WARN
105122 59.1 NEW
7E4
CTJ4-20E-005
N53238
7E5
PAGE 18 91-24-30 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB394 F406 Part Number 454-733 461-659 600-103 Description
Item # 1 2 3
Circuit Breaker (1.5 Amp) Fuse (5 Amp) Digital Quartz Clock
Digital Voice Recorder Clock Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-25-10
7E6
N53238
BATT BUS F406

CL1A20
105122 33.0 NEW
P436
R436
CL1B20
J4 P404 P304
M M
CL1C20
PWR TO ELT-110-4
5A
WITH AVIDYNE ENTEGRA OPTION IN S/N'S 4697198 AND UP (I.E. - THE DVR CLOCK IS NOT INSTALLED)
STANDARD
CLOCK DVR-300i-XT BATT BUS F406 CL1A20 5A PILOT PHONE JACK P/O FWD R/H C/B PANEL CLOCK CB365-20 1.5A CB394 CL-P1 CL-J1 3 3 1 1 2 2 AUDIO/INTERCOM J4C/P4C 4 4 P436 R436 M M CL1B20 J4 P404 P304 A A CL1C20 PWR TO ELT-110-4 CL3A22S 1A AUDIO LO 7 9 CL4A22S 14 AUDIO OUT AVI BUS PWR AUDIO LO AUDIO IN GB6-F CL2A20 P323 1 2 GROUND BATT BUS PWR
CL5A20
AVIONICS BUS
3 22
102220 33.0 NEW/V 104635 NEW/AB
AUDIO OUT AUDIO LO
(REF. AUDIO/INTERCOM HARNESS) (SEE 91-23-50, FIGURE 1)
Digital Voice Recorder Clock Figure 1 (Sheet 2 of 2)
7E7
PAGE 2 91-25-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB400 F408 Part Number 454-732 Description
Item # 1 2 3 4 5
Circuit Breaker (10 Amp) Fuse (3 Amp) Fuse (1 Amp) Entertainment Switch Entertainment Console Relay
3, 5
1 2
3, 5 Effectivity 4697001 and up Entertainment Console (Optional) Figure 2 (Sheet 1 of 2)
PAGE 3 Dec 31/04
91-25-10
7E8
N53238
AFT R/H C/B PANEL
ENTERTAINMENT CONSOLE OR STEREO UNIT ENTERTAINMENT J6A/P6A CB399-18 10A CB400 3 3 ST1D18 P371 2 3 4 5 6 1A A ST1F20 B 1 5 2 4 ST1E18 CONSOLE BUS
105122 41.0 NEW
OVHD SW PNL ENT. CONSOLE SWITCH P381 ON 4 OFF GND BUS
P381 BLACK-20 GB2-R
STANDARD
AFT R/H C/B PANEL
ENTERTAINMENT CONSOLE OR STEREO UNIT
102220 41.0 NEW/V 104635 NEW/AB
Entertainment Console (Optional) Figure 2 (Sheet 2 of 2)
7E9
PAGE 4 91-25-10 Dec 31/04
N53238
PAGE 5 Dec 31/04
91-25-10
7E10
N53238
7E11
PAGE 6 91-25-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB325 Part Number 454-736 Description
Item # 1 2 3 4
Circuit Breaker (3 Amp) Fire Det. Test Switch Fire Detection Computer Engine Fire Cable
1 3
2 4
Fire Detection System Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-26-10
7E12
N53238
FIRE DETECTION COMPUTER

ANNUN OUT (FAULT) ANNUN OUT (FIRE) 28VDC PWR. ALARM ADJ.
ALARM ADJ.
OPERATE
CABLE
TEST
}
2 1
(OPTIONAL)
P310
FD1C22
FD1D20
FD1B22
FD1E20
FD1F20
FD1J20
19 P328 8 SEE ANNUNCIATOR (91-31-50)
J5 P305/P405 C 28 29 OPERATE 30 J379/P379 FD1G20 J5 P305/P405 D D FD1H20 C FD1K20
FD1L20N GB2-C
GND 6
R439
P379
J379
R440
TEST FIRE DETECTION SWITCH (MOM SW.) P/O OVHD SW PANEL ENGINE FIRE LOOP
P/O FWD L/H C/B PANEL
102220 44.0 D/V 104635 NEW/AB 105122 NEW
FIRE DETECTION CB325-20 3A CB325 J2A/P2A 7 FD1A20
Fire Detection System Figure 1 (Sheet 2 of 2)
7E13
PAGE 2 91-26-10 Dec 31/04
N53238
Item # 1 2 3 4
Circuit Breaker (5 Amp) Rudder Trim Switch Volt-Amp / Rudder Trim Indicator 102345-005 Rudder Trim Acuator Assy (S/Ns 4697156 & up; and, 4697001 thru 4697155 with Kit No. 767-342 installed. See Notes.)
NOTE: In S/Ns 4697001 thru 4697155, when replacing the original factory installed rudder trim actuator assembly (P/N 102345-004), you must also replace the original factory installed VoltAmp/Rudder Trim Indicator (P/N 602-264). Order Kit No. 767-342. NOTE: When the Avidyne Entegra option is installed in S/Ns 4697198 and up, the Volt-Amp/Rudder Trim Indicator is not installed. See Sheet 4.
Rudder Trim Figure 1 (Sheet 1 of 4)
PAGE 1 Dec 31/04
91-27-20
7E14
N53238
7E15
J320 RUDDER TRIM SW. (MOM. SW.) P365 1 L23U22N L23T22 3 T1E20 d T1F20 EXTEND L/S 5 TAPER BLOCK 1 (91-33-10) 4 + 2 3 GB2-N T1D20 2 WHT BLK T1B20 b T1C20 1 RED RETRACT L/S M A/P AFT BLKHD P364 / J364 h T1K20 4 YEL C1 f T1G20 5 ORN J2A/P2A 8 T1A20 POSITION POT VOLT-AMP/RUDDER TRIM INDICATOR (91-24-30) A1 P327 + 5VDC EXC 17 T1J20 T1H20 T1N20 T1L20N c RUDDER TRIM TAB ACTUATOR T1M20 6 GRN 18 19 + SIG. IN - SIG. IN RUDDER TRIM TAB POSITION IND.
GND TO FUEL SHUT-OFF HANDLE LIGHT (91-33-10, FIGURE 3)
FWD L/H C/B PANEL
RUDDER TRIM
CB327-20

GB7-D
5A CB327
PAGE 2 91-27-20 Dec 31/04
102220 49.0 J/V
N53238
Effectivity 4697156 & up; and, 4697001 thru 4697155 with Kit No. 767-342 installed
PAGE 3 Dec 31/04

RUDDER TRIM SW. (MOM. SW.) J365/P365 A/P AFT BLKHD
J320 GND TO FUEL SHUT-OFF HANDLE LIGHT (91-33-10, FIGURE 3)
P364/J364
1 L23U22N
RETRACT L/S GB2-N
T1B20
b T1C20
RED
L23T22
TAPER BLOCK 1 (91-33-10)
+ 3 T1F20 BLK 4 T1E20 d
91-27-20
2 3 T1D20 2 WHT
EXTEND L/S
FWD L/H C/B PANEL
RUDDER TRIM
J2A/P2A
h T1K20
YEL
28 VDC INPUT
CB327-20 f
T1A20 T1G20 5 ORN
5A

VOLT-AMP/RUDDER TRIM INDICATOR (91-24-30) P327
CB327
POSITION POT
+ 28 VDC
17 T1J20 T1H20 T1N20 18 19
+ SIG. IN - SIG. IN
RUDDER TRIM TAB POSITION IND.
T1M20 c
GRN
T1L20N
GB7-D
RUDDER TRIM TAB ACTUATOR
7E16
104635 49.0 AB
N53238
7E17
P364/J364 P359/J359 b T1C20 1 RED RETRACT L/S T1D20 2 3 BLK EXTEND L/S 5 T1F20 WHT GB2-N LB1-C (91-33-10) d M RUDDER TRIM SW. J365/P365 (MOM. SW.) T1B20 1 L23U22N L23T22 T1E20 4 + 2 3 YEL J2A/P2A 8 T1A20 ORN C1 MFD P530 32 30 31 h f P7H22 T1M20 c T1L20N GB7-D
105122 49.0 NEW
J320 GND TO FUEL SHUT-OFF HANDLE LIGHT (91-33-10, FIGURE 3)
FWD L/H C/B PANEL
RUDDER TRIM
CB327-20

P327 SHIELD 15 T1K20 T1G20
5A CB327
MINI-DAU
B1
POSITION POT
RS-232 TX OUT 8
4 5 6 GRN
A1
RUDDER EXC. (+5 VDC) 3
RUDDER SIG. INPUT HI 5
RUDDER SIG. INPUT LOW 12
PAGE 4 91-27-20 Dec 31/04
RUDDER TRIM TAB ACTUATOR
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB328 S347 S103 S349, S350 S348 A305 K4 Part Number 454-736 487-904 87545-07 451-835 565-852 584-315 Description
Item # 1 2 3 4 5 6 7 8 9
Circuit Breaker (3 Amp) Stall Test Switch Squat Switch Assembly Flap Micro-Switch (2 each) Power Lever Switch Assembly Horn - Dual Warn Unit Comp. Fail Logic Relay Assembly Lift Computer Lift Transducer
7 1 6 9
8 3 Effectivity 4697001 and up Stall Detection and Warning Figure 1 (Sheet 1 of 4)
PAGE 1 Dec 31/04
91-27-30
7E18
TO AUTOPILOT SYSTEM (SEE 91-22-10) A101
FWD L/H C/B PANEL
TO POWER LEVER SW
AV2A22
P382/J382
N53238
Stall Detection and Warning Figure 1 (Sheet 2 of 4)
7E19
PAGE 2 91-27-30 Dec 31/04
102220 25.0 H/V
(91-31-50)
CR399 AV3
CR398
AV2
TO EFIS SYSTEM (SEE 91-34-20)
N53238
FWD L/H C/B PANEL
P376
P2C/J2C
STALL DETECT
CB328-22 3A
J 105 P AIR FLOW L I F T

10 S1A22 CB328
P301 P101 J1
PAGE 3 Dec 31/04

1 1 2 24 Y b d d WHT A S3E20 D C S3G20 F
11 10
28VDC PWR
PWR. GND. WHT Y b WH/BL E S3B20 WHT B S2B22 WH/BL WHT S2E22 WH/BL f f h j WH/ORG h j WH/ORG S2G22 WH/BL
PRIMARY 25 26
L I F T
91-27-30
28 16 7 K 10 12
P 104 J
12
1 2
SECONDARY 27
A101
C O M P U T E R
SELF TEST
ENABLE S2H20 K S3H20N

J348 L. MAIN SQUAT SW S103
S3H20
T R A N S D U C E R
(CLOSED IN AIR)
TEST SW 8
S347 STALL TEST
S2M22
S2M22N
GB6-B
6 S2L22 4 5
C S350 (8)
THROTTLE POS 3 4
P382/J382
S2N22 S2T22
THROTTLE LEVER SW NOT REQUIRED
EXECUTE
G4H22N
GB5-H

S2S22 6
C S349 (25)
FLAPS 3 2 1
FLAP SW.'S
FULL S2R22 S2P22 5
P397/J397
10/20
4 3
STALL GEAR HORN A305 GEAR HORN
WARN DEVICE 12 9
P317 J317 B
S2J22 S2Z22 25
A 4
1 S2A22
CR398
STALL HORN
FAIL
AV2A22
27
2 6 AV2
CR399
TO AUTOPILOT SYSTEM (SEE 91-22-10) TO EFIS SYSTEM (SEE 91-34-20)

AV3
104635 25.0 H/AB
COMPUTER FAIL LOGIC RELAY
TO "STALL WARN FAIL" ANNUN. P329-7 (91-31-50)
K4
(SHN IN FAIL)
7E20
N53238
7E21
FWD L/H C/B PANEL
P376
P2C/J2C
STALL DETECT
CB328-22 3A
J 105 P
10 S1A22 CB328
P301 P101 J1
28VDC PWR 1 BLK20 WHT Y WHT WH/BL E A S3E20 D C S3G20 F

11 10
PWR. GND. 2 24 25 WH/BL b d WHT WH/BL WH/ORG f h j j h f d b WHT S2E22 WH/BL WH/ORG S2G22 26 S2B22 S3B20 Y B
AIR FLOW
L I F T
PRIMARY
L I F T
SECONDARY 27 28
A101
C O M P U T E R
SELF TEST 16
ENABLE 7 K 10 12 S2M22N S3H20N

J348 STALL TEST
S2H20 K S2M22
S3H20
S103
12 (CLOSED IN AIR)
T R A N S D U C E R
TEST SW 8
GB6-B
S2N22 S2T22
P382/J382
P 104 J
L. MAIN SQUAT SW
THROTTLE POS 3 6 S2L22 5

C
G4H22N
GB5-H
THROTTLE LEVER SW NOT REQUIRED
EXECUTE 4

S2S22 6
C
FLAPS 3 2 1
S350 (8) S349 (25)
(SEE 91-32-60, FIGURE 2)
P397/J397
FULL S2R22 S2P22 5
JB15 E
FLAP SW.'S
4 K
G8C22
(SEE 91-32-60, FIGURE 2)
10/20
3 2 1 S2A22 JB14
STALL GEAR HORN A305 GEAR GND HORN
WARN DEVICE 12 S2J22 S2Z22 9
STALL HORN
FAIL
P317 J317 B
AV2A22
25
A 4
J 27
2 6
AV2AA22
25
A/P P-2
105122 25.0 NEW
COMPUTER FAIL LOGIC RELAY
TO "STALL WARN FAIL" ANNUN. P329-7 (91-31-50)
K4
(SHN IN FAIL)
PAGE 4 91-27-30 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB336 CB335 K321 MT302 K320 A337 S340, S341 CR330 R310 Part Number 454-738 454-736 584-369 846-482 584-315 475-315 688-345 84647-12 84647-13 84647-15 Description
Item # 1 2 3 4 5 6 7
Circuit Breaker (10 Amp) Circuit Breaker (3 Amp) Current Sensor Flap Actuator Motor Assembly Relay Time Delay Module Flap Control Switch Diode Assembly Resistor Assembly Capacitor Assembly
5 6 4
1-2
Electric Flaps Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-27-50
7E22
N53238
CW1K18N
A337 TIME DELAY (2.3 SEC) TO "FLAP FAIL" ANNUNCIATOR P329-17 (91-31-50) R310 470K
WC3B22
CW1J18
CW1D18
CW1E18
CW1H18
102220 11.0 NEW/V 104635 NEW/AB 105122 NEW
WC3B22N
Electric Flaps Figure 1 (Sheet 2 of 2)
WC5B22
7E23
CW1F18 FLAP CONTROL ASSY. MT 302 X BLK FLAP MOTOR CW1G18 1 5 CW1A18 3 K321 J2C/P2C 6 WC1A22 4 WC3A22 CR330 A WC4A22 SEE 91-32-60, FIGURE 2 WC1B22 3 WC5A22 2 CW1B18 CW1C18 J1D/P1D 2 CURRENT SENSOR X YEL P346 2 B 1 5 6 7 8 J346 4.7uf 50wv K320 SEE S330, 91-32-60, FIGURE 2 CR 329 S340 UP FLAP CONTROL S341 DOWN
FLAP MOTOR CB336
10A
CB336-18
3A
CB335-22
CB335 FLAP WARN
PAGE 2 91-27-50 Dec 31/04
N53238
PAGE 3 Dec 31/04
91-27-50
7E24
N53238
7F1
PAGE 4 91-27-50 Dec 31/04
N53238
Item # 1 2 3
Circuit Breaker (2 Amp) Flap Indicator Flap Potentiometer
1 2
Flap Indicator Figure 2 (Sheet 1 of 2)
PAGE 5 Dec 31/04
91-27-50
7F2
N53238
FLAP IND P370
J3C/P3C CW2A22
1 5 4 6 3 2
CW2EE22
4
TO LB1-D (91-33-10, FIGURE 3)
L27B22
CW2E22N GB1-F
CW2E22 CW2F22N GB1-E P377 P377
CW2D22
105122 11.1 NEW
FLAP POT.
STANDARD
AFT L/H C/B PANEL
FLAP INDICATOR 1 2 3 4 6 5 P370 L27B22 CW2E22N CW2B22N TO TB 1 (91-33-10)
FLAP INDICATOR CB348-22 2A CB348 J3C/P3C 4 CW2A22
CW2C22N
GB1-E GB1-F A P377
B
102220 11.1 NEW/V 104635 NEW/AB
P377 FLAP POT.
Flap Indicator Figure 2 (Sheet 2 of 2)
CW2D22
7F3
PAGE 6 91-27-50 Dec 31/04
N53238
PAGE 7 Dec 31/04
91-27-50
7F4
N53238
7F5
PAGE 8 91-27-50 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB338, CB339 Part Number 454-738 461-753 602-505 Description
Item # 1 2 3 4 5 6 7 8
1010, 1011
688-499
Circuit Breaker (5 Amp) Fuel Pump (2 ea.) Fuel Pressure Switch (2 ea.) Fuel Pump Auto Enable Switch Low Fuel Switch (2 ea.) Engine Display No. 1 Engine Display No. 2 Control Module
5 2 3 1, 8 6-7 2
1 8
3 Effectivity 4697001 and up Fuel Pumps/Fuel Pressure Figure 1 (Sheet 1 of 3)
PAGE 1 Dec 31/04
91-28-20
7F6
N53238
Q11X20
BROWN
TO GND BLOCK TJ 3 TJ BLOCK 6 F K Q11C20N L GB7-F W Q10P22 H M S Z CB339D20 CB338C20 CB338D20 S J6 P306 Q11E20 X P206 Q11F20 3 4 5 6 7 8 Q10X22 Q10U22 TO ANNUN. P328-12 (91-31-50) G L R CB339C20 J1E/P1E Q11D20
BLACK
GRAY
BROWN GRAY
A 1011 ELECT. MODULE Q10F22 P380 Q10D22 LEFT P117 Q10T22 2 R P301 J1 P101 23 24 Q10E22N P301 GB7-E Q10R22N W P306 P206 J6 J5 P437 L L M X Q10L22 M X X Q10Q22 M Q10A22 Q10Y22 Q10Z22N GB9-L PRESSURE SWITCH (CLOSES LOW PRESS.) L Q10J22 L M X Q10H22 R437 P405 P305 Q10G22 Q10B22 TO "FUEL PRESS" ANNUN. P328-23 (91-31-50) 1 P217 Q10V22 J1 LOW FUEL SWITCHES (SHN. NORMAL FUEL) P101 g Q10S22 P117 1 CB338B20 4
Q11W20
Q10M20N
P421
Q10K22
7F7
FWD L/H C/B PANEL J2A/P2A B CB339B20 3 J1 P301 (GND ON GRAY DISABLES MODULE) Q11A20 J Q11U20N Q11B20 P101 P110 S C TO ANNUN. P328-24 (91-31-50) Q10N22 Q11Y20 A 1010 CONTROL ELECT. MODULE B A A B C + INPUT GND CASE GND BLACK TIE JUNCT. J2A/P2A E J N T A B Q11Z20 C P210 R. FUEL PUMP A Q11V20N GB2-F Q11G20N Y Q11H20 C P218 CASE GND B + INPUT GND CONTROL (GND ON GRAY DISABLES MODULE) GND LFT WING HEAVY AUTO ENABLE P372 32 Q11J22 Q11M22 Q11R22 Q11K22 b Q10W22 2 RIGHT P217 P306 P206 J6 (IN WINGS) P375 Q11L22 Q11T22 Q11P22 GND RIGHT WING HEAVY Q11S22 32 14 13 FUEL IMB. ANNUN. P328-20 (91-31-50)
102220 10.0 H/V 104635 NEW/AB
L. FUEL PUMP
INC. FUEL PRESS.
5A CB339
CB339A20
P118 L. FUEL PUMP
TO GND BLOCK TJ 3
INC. FUEL PRESS.
R. FUEL PUMP
5A CB338
CB338A20
OVHD SW. PANEL
MAN
OFF
AUTO
Fuel Pumps/Fuel Pressure Figure 1 (Sheet 2 of 3)
25
P380
P373 ENGINE 14 J1 DISPLAY J2 27 NO.1 13
Q10C22
GB1-H
P374 ENGINE J1 DISPLAY J2 27 NO.2
GB5-F
C B F E
PAGE 2 91-28-20 Dec 31/04
ENGINE DRIVEN PUMP
N53238
FWD L/H C/B PANEL
P328
L. FUEL PUMP
A
CB339B20
P110 P118 J1 J2A/P2A P301 P101
BROWN

ELECT. MODULE B
L. FUEL PUMP ANNUN. (91-31-50)
TO GND BLOCK TJ 3 TJ BLOCK 6
BLACK
J1E/P1E
GRAY
(GND ON GRAY DISABLES MODULE)
3
Q11U20N Q11C20N
GB7-F
Q11A20 Q11B20
Q11X20
BROWN GRAY
(GND ON GRAY DISABLES MODULE)
Q10X22
Q10U22
A
CB338B20 Q11E20
5A CB338
CB338A20
4
GB2-F
Q11F20 Q11V20N
Q11W20
AUTO
P301
GB7-E (SHN. NORMAL FUEL)
P101 J1
LOW FUEL SWITCHES

J1
P101
P301 P7321
Q11P22
Q11K22 Q10C22
Q10M20N
Q10K22
PAGE 3 Dec 31/04

9
Q10N22
CB339A20
CONTROL
Q11Y20
A B C
INC. FUEL PRESS.
5A CB339
L. FUEL PUMP
+ INPUT GND CASE GND
J B C
91-28-20
BLACK
Q10P22
E J N T
F K
G L R
CB339C20
L
Q11D20
H M S Z
CB339D20 CB338C20 CB338D20
TO GND BLOCK TJ 3
3 4 5 6 7 8 S
J6 P306 P206
Q11Z20
A B C
P210 P218
INC. FUEL PRESS.
TIE JUNCT.
R. FUEL PUMP
J2A/P2A
CONTROL
R. FUEL PUMP
A B Y
Q11H20 + INPUT GND
ELECT. MODULE
Q10F22
OVHD SW. PANEL

P380
Q11G20N
P328 LEFT P117
CASE GND
MAN
Q10D22
P117
OFF
Q10E22N
23 24 g
Q10S22 Q10T22
20
R. FUEL PUMP ANNUN, 91-31-50 Q11S22 P328-21, 91-31-50
PFD #1
Q11M22 FUEL IMBALANCE Q12D22 FUEL PUMP AUTO ENABLE
P7331
Fuel Pumps/Fuel Pressure Figure 1 (Sheet 3 of 3)

Q10R22N
P306 J6 P206 P217 P206 J6 P306 RIGHT P217
25 W
Q10V22 Q10W22
P380
1 2
IN WINGS
J5
GB1-H
39 72
Q11J22 Q11Q22
GND LEFT WING HEAVY
4 19
Q10G22 Q10B22 Q11N22
P7322
GND RIGHT WING HEAVY
P437
J437
P405
P305
GB5-F
L
Q10J22 Q10A22 Q10Q22
L L M X X M L
PFD #2
FUEL IMBALANCE Q10H22
TO "FUEL PRESSURE" ANNUN. P328-23 (91-31-50)
Q10L22 Q10Y22 Q10Z22N

GB9-L
C B F E
M M X X
Q12E22
39 72
P7332
FUEL PUMP AUTO ENABLE
Q11L22 Q11R22
GND LEFT WING HEAVY
P421
4 19
GND RIGHT WING HEAVY
ENGINE DRIVEN PUMP
PRESSURE SWITCH (CLOSES LOW PRESS.)
105122 10.0 NEW
7F8
N53238
7F9
PAGE 4 91-28-20 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation Part Number 601-808 Description Fuel Filter
Item # 1
1 Effectivity 4697001 and up Fuel Filter Figure 2 (Sheet 1 of 2)
PAGE 5 Dec 31/04
91-28-20
7F10
N53238
FUEL FILTER
(91-31-50)
GROUND TO TOOLING HOLE
102220 47.0 NEW/V 104635 NEW/AB 105122 NEW
Fuel Filter Figure 2 (Sheet 2 of 2)
7F11
PAGE 6 91-28-20 Dec 31/04
N53238
Item # 1 2 3
481-395 481-396 481-397 481-398 481-399
Circuit Breaker (3 Amp) Data Acquisition Unit Fuel Probes (5) Fuel Probe, WS 42.00 Fuel Probe, WS 94.08 Fuel Probe, WS 127.00 Fuel Probe, WS 169.60 Fuel Probe, WS 206.90
Fuel Quantity - Left Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-28-40
7F12
N53238
28VDC, L/FUEL
28VDC, R/FUEL
LO Z A
SIG IN A P
SIG IN A N
FWD L/H C/B PANEL

J1 6 12 P336 FUEL QTY J2C/P2C CB337-22 2 Q1E22 5A CB337
17
18 SEE RIGHT FUEL QUANTITY Q1A20 WHT WH/BLU WH/ORN WH/GRN
P301 J1 T P101
Q1B20
WHT
WH/BLU
Q1D20 WH/GRN WH/ORN WH/BLU WHT
Q1C20 WH/GRN WH/ORN WH/BLU WHT
Fuel Quantity - Left Figure 1 (Sheet 2 of 2)
P 115 J E A B C D
P 114 J
P 113 J
WH/ORN
L S R WH/ORN WH/GRN R WH/BLU S
WHT L L
WHT
L S R
WHT WH/BLU WH/ORN WH/GRN
L S R
WH/BLU
WH/ORN
WH/GRN
PAGE 2 91-28-40 Dec 31/04

OUTBOARD TANK PROBE OUTBOARD TANK PROBE
OUTBOARD TANK PROBE
INBOARD TANK PROBE
HEADER TANK PROBE
102220 9.0 NEW/V 104635 NEW/AB 105122 NEW
WH/GRN D
SHLD RTN
7F13
DATA ACQUISITION UNIT
N53238
Item # 1 2
481-395 481-396 481-397 481-398 481-399
Data Acquisition Unit Fuel Probes (5) Fuel Probe, WS 42.00 Fuel Probe, WS 94.08 Fuel Probe, WS 127.00 Fuel Probe, WS 169.60 Fuel Probe, WS 206.90
Fuel Quantity - Right Figure 2 (Sheet 1 of 2)
PAGE 3 Dec 31/04
91-28-40
7F14
N53238
SIG IN B N SIG IN B P LO Z B
PWR RETURN (A)
PWR RETURN (B)
WHT
WH/GRN
WH/ORN
WH/BLU
Q2A20
Q2E20N
WHT
WH/BLU
Q2B20
WH/GRN
WH/ORN
7F15
19 25 P336 J1 GB1-D K J N Q2C20 WHT WH/BLU WH/ORN WH/GRN WH/GRN P 214 J E A B C D P 215 J D C B A E B A E WH/ORN WH/BLU WHT Q2D20
23 11 24
SEE LEFT FUEL QUANTITY
P306 J2 P206
Fuel Quantity - Right Figure 2 (Sheet 2 of 2)

WHT L L S R S R WH/BLU WH/ORN WH/GRN HEADER TANK PROBE INBD TANK PROBE
P 213 J
L S R
L S R
L S R
PAGE 4 91-28-40 Dec 31/04
102220 9.1 NEW/V 104635 NEW/AB 105122 NEW
OUTBD TANK PROBE
OUTBD TANK PROBE
OUTBD TANK PROBE
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB 401 Part Number Description
Item # 1 2 3
Circuit Breaker (2 Amp) Fuel Temp Indicator Fuel Temp Sensor
3 1 2
Effectivity 4697159 thru 4697173; and 4697001 thru 4697158 with Kit # 767-380 installed.
Fuel Temperature Indicator Figure 3 (Sheet 1 of 2)
PAGE 5 Dec 31/04
91-28-40
7F16
N53238
AFT R/H C/B PANEL
104635 58.0 V/AB
FUEL TEMP J6B/P6B CB401A22 2A CB401 8
Q3A22
P398 FUEL TEMP P306 P398 4 1 +28VDC(IN) GND SIGNAL PROBE +8 VDC PROBE 6 5 Q3D-BLU Q3D-WHT J2 h* j* P206 Q3E-BLU Q3E-WHT 1 2 PL5 1 2 WHT/BLU WHT SENSOR
NOT INSTALLED IN S/N'S 4697159 AND 4697160.
RIGHT WING
FUEL TEMP INDICATOR
Q3B22N
GB6-F
Fuel Temperature Indicator Figure 3 (Sheet 2 of 2)
Effectivity 4697159 thru 4697173; and 4697001 thru 4697158 with Kit # 767-380 installed.
7F17
PAGE 6 91-28-40 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB 401 Part Number Description
Item # 1 2 3 4 5 6 7 8
CB 320
Circuit Breaker (2 Amp) Fuel Temp Indicator Fuel Temp Sensor Circuit Breaker (5 Amp) Fuel Return Solenoid Valve Relay, Low Fuel Relay, Fuel Return
K306 K307
7-8
3 1 2
7-8
Fuel Temperature Indicator and Control Figure 4 (Sheet 1 of 3)
PAGE 7 Dec 31/04
91-28-40
7F18
N53238
CB320A18
7F19
P6B
AFT R CKT BKR PANEL

9
FUEL TEMP Q1A22

P398
CB401B22
FUEL TEMP INDICATOR

+28 VDC ACFT PWR
CB401A22
8
FUEL TEMP SENSOR P206 BLU WHT Q3E22WHT J2 P306
Q3A22
4
2A
10
CB401 Q2A22
1
Q3E22BLU
CB401C22
h* Q3D22BLU
6 5 1 3
SIGNAL PROBE +8 VDC PROBE GND GND= FUEL <-10 F
2 Q3D22WHT Q3B22N
RIGHT WING GB6-F PL5
j*
FWD L CKT BKR PANEL

11
P2B
INBOARD FUEL TANK
Q20A22
ANNUNCIATOR
CB320B22
12
P394 B3 B2 B1 P394
5A
CB320C22
CB320
ENGINE DISPLAY 1
P373
29
E4K22
A2
CB320D22
Q19A22N 10 16 Q18A22
X2
9 30 28
X1 A1
GB6-G
A3
32
LOW FUEL
CB320E22
K306 31 Q21A22 E4L22
ENGINE DISPLAY 2
P374
CB320F20
32
LOW FUEL
ENGINE COMPARTMENT
L PRESSURE BULKHEAD Q17C22
LOW FUEL RLY

P328
L ENGINE FIREWALL P437 R437 P405 P305 Q17B22 d* j* Q16C22 Q15C22 f* 38 35 Q16B22 Q15B22 J5
CAP & STOW
ANNUNCIATOR PNL
32
D3 D2 D1 C3 C1 B3 B1 A3 A2 A1 B2
Q22A22
P329
22
LOW FUEL
P461 Q17A22 Q16A22 Q15A22 f* e* d*

36
C2
Q23A22
INSTRUMENT PANEL
37
Q1A22
5 4 Q14A22N GB10-A
39
X1 X2
K307 CR340
Y-J2N-300M
+ 28 VDC START (SEE 91-80-10)
Q12A20 g*
Q12B20
e*
Q12C20
33
FUEL RETURN RLY
CR339 Q13B20 h* Q13C20 34
FUEL RETURN VALVE
Q13A20 h* Q12B20N GB10-K
1 1 2 2
104635 58.1 AA/AB
PAGE 8 91-28-40 Dec 31/04
P459/J459
ANNUNCIATOR DIMMING PANEL
N53238
P6B
FUEL TEMP
P398

CB314A22
4
CB320A18
PAGE 9 Dec 31/04

9
Q3A22
+28 VDC ACFT PWR
2A
CB314B22
Q1A22
P206 BLU WHT P306
CB314
10 1
Q3E22BLU Q3E22WHT J2
FUEL TEMP SENSOR
FWD L CKT BKR PANEL

2 Q3D22WHT
5 1 3 GND
PL5 RIGHT WING
h* Q3D22BLU
6
SIGNAL PROBE +8 VDC PROBE
j* Q3B22N Q20A22
GB6-F
FWD L CKT BKR PANEL

11
P2B
INBOARD FUEL TANK
GND = FUEL < -10 F
ANNUNCIATOR
91-28-40
12
P394 B3 B2 B1 P394
CB320B22
FUEL TEMP INDICATOR
5A
CB320C22
CB320
29
PFD #1
P7321
Q21C22
13
LOW FUEL
CB320D22
A2
9 Q19A22N 10 16 Q18A22
X2
GB6-G
A3
30 28 K306
X1
A1
CB320E22
PFD #2
P7322
CB320F20
31
Q21A22
Q21B22
13
LOW FUEL
ENGINE COMPARTMENT
L ENGINE FIREWALL P437 R437 P405 P305 Q17B22 d* J5
CAP & STOW Q17C22
L PRESSURE BULKHEAD
LOW FUEL RLY

P328
32
Q22A22
22
LOW FUEL
P461 Q17A22 d*

B3 B1 A3 A2 B2
ANNUNCIATOR PNL
5 4 Q14A22N GB10-A
37 39
X1 X2
A1
K307 CR340
Y-J2N-300M
SEE 91-80-10
Q12A20 g* Q12B20
e*
Q12C20
33
FUEL RETURN RLY
FUEL RETURN VALVE Q13A20 h* Q12B20N GB10-K Q13B20
CR339 h* Q13C20 34
105122 58.0 NEW
1 1 2 2
7F20
P459/J459
ANNUNCIATOR DIMMING PANEL
N53238
7F21
PAGE 10 91-28-40 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB329 CB330 S342 A332, A331 MT301 S103 K313 K312A, K312B Part Number 652-409 454-736 487-936 765-238 461-751 Description
Item # 1 2 3 4 5 6 7 8
Circuit Breaker (25 Amp) Circuit Breaker (3 Amp) Gear Selector Switch Pressure Switch Assembly Hydraulic Pump Squat Switch Assembly Gear Position Indicator Relay Gear Select Relays
1-2
5 6 Effectivity 4697001 and up Hydraulic Pump Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-29-10
7F22
N53238
G13C20
G11B20
G13D20
RELAY SHOWN GEAR DOWN AND LOCKED
G11C20
7F23
F326 TO "HYDRAULIC PUMP" ANNUN P329-14 (91-31-50) W4A22 22 B3
W4AA22 WITH AVIDYNE ENTEGRA OPTION IN S/N'S 4697198 AND UP.
FWD L/H C/B PANEL

B2 22 G10A10 J1A/P1A 1 G10B12 B1 B4 22
PUMP POWER
25A CB329 GEAR SELECT SWITCH G12A20 1 3 UP 5 SEE (91-32-60) G11D20 4 G13A22 6 F F M NC P BLK NO A332 M 4 P301 J101 P101 K313 2 PUMP-DN PRESS SW 6 G11A20 X2 K312B DN X1 J1E/P1E G9A22 1 2 S342 A2 A1
CB329-10
*
A3 Y1 A4
PUMP CONTROL
RED
WHT
CB330-22
DN
Y2
3A CB330
UP
K312A MT 301 HYDR PUMP
RED
RED BLK C PUMP-UP PRESS SW C NC P BLK NO A331
Hydraulic Pump Figure 1 (Sheet 2 of 2)

CR313 5 4 4 LEFT MAIN SQUAT SW 5 S103 6 6 P104
G13B22
* RELAYS ARE INTERLOCKED TO PREVENT SIMULTANEOUS OPERATION.

NOTE: SQ SW SHOWN WEIGHT ON WHEELS.
102220 13.0 NEW/V 104635 NEW/AB 105122 NEW
PAGE 2 91-29-10 Dec 31/04
SEE 91-32-60 LANDING GEAR POSITION INDICATOR
N53238
PAGE 3 Dec 31/04
91-29-10
7F24
N53238
7G1
PAGE 4 91-29-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB375 A318 A222, A223, A224 A430, A431, A432 Part Number 454-738 592-656 587-842 Description
Item # 1 2 3 4 5
Circuit Breaker (5 Amp) Timer Assembly De-Ice Valve Pressure Switches (3) Surface De-Ice Switch
3-4 1 2
Surface Deice Figure 1 (Sheet 1 of 3)
PAGE 1 Dec 31/04
91-30-10
7G2
N53238
(INSTALLED IN RT. WING) DE-ICE VALVES
J311 D25B20 D24B20 D23B20 D29E20 D29F20 D29G20
P306 A C
J6
P206 A C AFT L/H C/B PANEL OVERHD SW. PANEL SURFACE DE-ICE ON SWITCH P381 2 6 3 OFF SURFACE DE-ICE P3E/J3E 4 CB375-20
TIMER D29H20
A318 TO "SURFACE DE-ICE" ANNUN. P329-9 (91-31-50) D20B20 D21A20 D20B20N D29A20 TO "SURFACE DE-ICE FAIL" ANNUN. P329-11 (91-31-50)
5A CB375
PAGE 2 91-30-10 Dec 31/04
D20A20
D29A20N AFT A/P CONN.
7G3
(PRESSURE SWITCHES SHOWN WITHOUT PRESSURE APPLIED) A230 LOWER WING D29D20N P222 1 D23A20 D23A20N F F UPPER WING P306 J6 A232 TAIL P224 1 D25A20 D25A20N 2 INSTALLED IN TAIL D29B20 D29B20N P223 1 D24A20 D24A20N 2 P206 D29C20 D29C20N E E A231 D D INSTALLED IN RT. WING 2 D29D20
102220 34.0 P/V 104635 A/AB
LOWER WING A222
UPPER WING A223
TAIL
A224
N53238
(PRESSURE SWITCHES SHOWN WITHOUT PRESSURE APPLIED)

A230
LOWER WING P222
(INSTALLED IN RT. WING) DE-ICE VALVES
J311
a D25B20 D24B20 D23B20 D29E20 D29F20 D29G20 JB16 A F H D29H20 G D20B20 D21A20 D20B20N D29A20
SURFACE DE-ICE FAIL ANNUN P329-11 (91-31-50)
OVERHD SW. PANEL P306 J6
P206
A C
A C
AFT L/H C/B PANEL
TIMER
A318 C B
SURF DE-ICE ANNUN P329-9 (91-31-50)

P381
SURFACE DE-ICE ON SWITCH
SURFACE DE-ICE
2 6 3
OFF P3E/J3E
CB375-20
5A
CB375
D20A20
D29A20N
P359/J359
PAGE 3 Dec 31/04

D29D20 D29D20N 1 D23A20 D23A20N F
UPPER WING
105122 34.0 NEW
LOWER WING
A222 2 F D29C20 D29C20N

P306 J6
D E E A231
INSTALLED IN RT. WING
P223
P206
91-30-10
1 D24A20 D24A20N
TAIL P224
UPPER WING
A223 2 A232
D29B20 D29B20N
1 D25A20 D25A20N 2
INSTALLED IN TAIL
TAIL
A224
7G4
N53238
7G5
PAGE 4 91-30-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB379, CB378 2005, 2006 Part Number 454-739 688-492 Description
Item # 1 2 3 4 5
AN5812
83905-04
Circuit Breaker (7.5 Amp) Control Module Pitot Heat Switch Switch Cap - Pitot Heat Pitot Head Assembly - Heated (2) Squat Switch Assembly
1-2
5 Effectivity 4697001 and up Pitot Heat Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-30-30
7G6
N53238
RIGHT PITOT HEAT BUS CB378B18 1 1 J4E/P4E D4C18 D6V22 D4B22 D4E22
P302 e J2
P201 e D4D18 TO P11-1, 91-30-60
CB378A18
10A
LOAD ELECT. MODULE CONTROL
CB378 2006 ORANGE BLACK CB378C22 5 5 6 6 8 8 7 7 CB378D22 CB378E22 GRAY GRAY CB379C22 E F G H A B C D J4A/P4A
TJ BLOCK 2
TO "R. PITOT HEAT" ANNUN. P328-17 (91-31-50) TO SQUAT SW. RELAY P387-3 (91-21-30) (GND ON GND)
OVHD SW PNL
PITOT HEAT SWITCH ON D4A22 OFF D5A22 GND BUS TO "PITOT HEAT OFF" ANNUN. P328-14 (91-31-50)
AFT L/H C/B PANEL

J K L M N P R S
BROWN BROWN
LEFT PITOT HEAT
E F G H T W Y Z
WHITE
CB379A18 BUS 2 2
TJ 4 GROUND BLOCK
NOT INSTALLED WITH AVIDYNE ENTEGRA OPTION IN S/N'S 4697198 AND UP.
10A
J4E/P4E 2 2 D5C18
P301 e J1 e
P101 D5D18
CB379
BLACK
J3A P3A
CONTROL ELECT. LOAD MODULE CB379B18 2005 RED 18
CB379G18
2 2
J5F P5F
IF POWER INPUT IS LOST, RELAY WILL TURN ON LEFT PITOT HEAT ANNUNCIATOR.
102220 26.0 G/V 104635 NEW /AB 105122 NEW
BLACK
PAGE 2 91-30-30 Dec 31/04

CB379F16
D5F18N
A B C D
18
Pitot Heat Figure 1 (Sheet 2 of 2)
P381 10 9
P379 15 BLACK 19 BLACK GB7-P
D4F18N 18
J3A P3A
1 1
BLACK
WHITE
7G7
NOTE: PITOT HEAT WILL CYCLE AT A 30 SECOND RATE WHEN AIRCRAFT IS ON THE GROUND WITH SWITCH ON. PITOT HEAT WILL BE ON CONSTANTLY IN THE AIR WHEN SWITCH IS ON. CB378F16 1 1 J5F P5F
FWD R/H C/B PANEL

BLACK
IF POWER INPUT IS LOST, RELAY WILL TURN ON RIGHT PITOT HEAT ANNUNCIATOR.
CB378G18 RED 18
AN5812 RIGHT WING PITOT MAST P207 J207
GB5-J AN5812 LEFT WING PITOT MAST
ORANGE BLACK
T W Y Z
CB379E22 BLACK-22 BLACK-22
9 9 10 10 11 11
D5B22
TO "L. PITOT HEAT"ANNUN. P328-16 (91-31-50) BLACK-22 TO GB1-J BLACK-22 TO GB1-K
P107 J107
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB376 Part Number 652-409 688-495 Description
Item # 1 2 3 4 5 6 7
R103 A101 S101 K101
584-207 599-160 87545-08 89865-02
Circuit Breaker (25 Amp) Control Module Stall Heat Switch Switch Cap - Stall Heat Resistor - Heated Stall Warn (RH100) Lift Transducer Switch Assembly - Main Gear Uplock - Left Heat Control Relay Assembly
1-2
6 Effectivity 4697001 and up Lift Detector Heat Figure 2 (Sheet 1 of 2)
PAGE 3 Dec 31/04
91-30-30
7G8
N53238
GRAY
PLATE FLT CASE 16 D2F16 C
102220 27.0 C/V 104635 NEW/AB 105122 NEW
UP LOCK SWITCH (SHN GEAR DOWN)
K101
PAGE 4 91-30-30 Dec 31/04

S101 6
D2G14N
Lift Detector Heat Figure 2 (Sheet 2 of 2)
5 J LEFT
5 4 103 P
D3A20 D3B20 CR 309 D3C20N
D2C14
GND J HEAT CONTROL RELAY
D2D16
7G9
STALL HEAT MODULE ASSEMBLY
J10/P10 BLACK BLACK-22 TO GB1-K 1 1
OVHD SW PNL
P381 ON OFF STALL WARN HEAT SWITCH BROWN 2 2 D1A22 7 P379 GND BUS 15 19 BLACK BLACK GB5-J
AFT L/H C/B PANEL

9 ohms 160 watts 3% LEFT WING PRESS. BLKHD.
GB7-P
STALL HEAT BUS CONTROL LOAD ELECT. MODULE D2A14 D2B14 P181 J381
LIFT TRANSDUCER R103 D2E16
CB376A14
106 J P A VANE
25A
CB376
110
P A101
N53238
PAGE 5 Dec 31/04
91-30-30
7G10
N53238
7G11
PAGE 6 91-30-30 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB373 CB374 A310 A427 K314 K322 Part Number 454-738 454-736 599-145 494-782 584-107 584-305 688-700 Description
Item # 1 2 3 4 5 6 7
Circuit Breaker (25 Amp) Circuit Breaker (3 Amp) Controller Heated Windshield Controller Relay Heat Relay Windshld Heat Switch
1-2 3, 5 & 6
3, 5 & 6 Effectivity 4697001 and up Heated Windshield Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-30-40
7G12
(91-31-50)
DE-FOG
AFT L/H C/B PANEL
J3D / P3D
ANTI-ICE
102220 31.0 H/V 104635 NEW/AB 105122 NEW
AFT L/H C/B PANEL
N53238
Heated Windshield Figure 1 (Sheet 2 of 2)
7G13
PAGE 2 91-30-40 Dec 31/04
3A
J3E / P3E
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB377 A411, A412 688-701 Part Number 652-409 102227-006 Description
Item # 1 2 3 4 5 6 7
K421
584-305
Circuit Breaker (25 Amp) Control Module Brush Blocks Prop Heat Switch Prop Heater (Boot) Slip Ring Relay
1-2
3&6
Propeller Heat Figure 1 (Sheet 1 of 3)
PAGE 1 Dec 31/04
91-30-60
7G14
N53238
GB8-P BLACK GRAY ORANGE BROWN VIOLET
J11/P11
D6T22
U
D6S22 D6N22
OVHD SW. PANEL

P381
PROP HEAT ASSY.
PROP HEAT ON SWITCH
D6F22
P379
D6G22
(16) (16)
OFF
D6B12
GND BUS
19 BLACK
GB7-P
P437/R437
D6M22
D6C12
ELEMENT RESISTANCE (EACH) 4.58 OHMS MIN. 5.26 OHMS MAX.

102220 32.0 S
PAGE 2 91-30-60 Dec 31/04

A B C
Effectivity 4697100 thru 4697134; and, 4697001 thru 4697099 (after FIKI refit)
NOTE: VOLTAGE TO OUTBOARD AND INBOARD ELEMENTS ALTERNATES AT 90 SECOND INTERVALS.
D6E12N
A412
A411
5A
A4
A3
D6K12
SLIP RINGS
B
D6R22
7G15
7 1 2 3 4 TO P4A-8 (91-30-30) ( GND ON GND) TO P329-25 (91-31-50) PROP HEAT FAIL ANNUNCIATOR TO P329-10 (91-31-50) PROP HEAT ON ANNUNCIATOR
P305/J5/P405
PILOTS AFT C/B PANEL
D6U22 D6V22 D6H22 D6J22

(16)
PROP HEAT
J11/P11 CONTROL BUS LOAD ELECT MODULE
a Z T
(16) (16)
25A
(16)
RED YELL
CB377A12
5 6
D6A12 D6P22
CB377
15 BLACK
GB5-J
T m
r
(16) (16)
D7C12 D7B12 D7A12
D6L12
A2 A1 5A
12 GA.
C
X1
L.H. BRUSH BLOCK
(4 BLADE)
R.H. BRUSH BLOCK
K421
X2
N53238
BLACK GB8-P GRAY ORANGE BROWN VIOLET
P305/J5/P405
PROP HEAT SWITCH
ON
D6S22
P381
D6N22
GND BUS
19 BLACK
GB7-P
P437/R437
5A A412 A411
A B
A4
A3
D6K12
B
D6M22
SLIP RINGS
D6L12
A2 A1 5A
12 GA.
C
D6E12N
L.H. BRUSH BLOCK
GB10B
(4 BLADE)
R.H. BRUSH BLOCK
X1
X2
ELEMENT RESISTANCE (EACH) 4.58 OHMS MIN. 5.26 OHMS MAX. NOTE: VOLTAGE TO OUTBOARD AND INBOARD ELEMENTS ALTERNATES AT 90 SECOND INTERVALS.
K421
104635 32.0 P/AB
D6C12
D6R22
91-30-60
J11/P11 BUS LOAD CONTROL
YEL J11/P11
D6T22
OVHD SW. PANEL
PROP HEAT ASSY.
D6F22
P379
D6G22 U
(16) (16)
OFF
D6B12
Effectivity 4697135 & up; and, 4697001 thru 4697134 with Kit No. 767-354 installed
D6U22 D6V22 D6H22
TO P4A-8 PG. 26.0 ( GND ON GND) TO P329-25 (91-31-50) PROP HEAT FAIL ANNUNCIATOR
PAGE 3 Dec 31/04

7 1 2 3 4
PILOTS AFT C/B PANEL
D6J22 c a
(16) (16)
TO P329-10 (91-31-50) PROP HEAT ON ANNUNCIATOR
PROP HEAT
(16)
25A
ELECT MODULE
CB377A12
(16)
D6A12 Z T
RED
CB377
5
D6P22
T m
r
(16) (16)
15 BLACK
GB5-J
D7C12 D7B12 D7A12
7G16
N53238
7G17
PAGE 4 91-30-60 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB347 A430 K7 M310 Part Number 454-736 688-417 584-283 550-580 Description
Item # 1 2 3 4
Circuit Breaker (3 Amp) Oil Pressure Switch Squat Switch Relay No. 1 Flight Hour Meter
4 2
3 Effectivity 4697001 and up Flight Hour Meter / Oil Pressure Switch Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-31-30
7G18
N53238
J3 OIL PRESS. SW. M6C20 E6C20N GB9-J P p p r r P435 m R435 m M6B20 P403 d P303 d M6A20
A430
E5N20
E5P20
1 TO "OIL PRESS" ANNUN P328-13 (91-31-50) E5R22 M 310 HOUR METER 2
FOR RELAY COIL WIRING SEE 91-21-30 1 9 K7 5 SQUAT SW RELAY (SHN ON GND) J 387 13 12 P M5A22
M5B20 AFT L/H C/B PNL HOUR METER 5 5 CB347-22
P3C/J3C
3A CB347
102220 8.0 NEW/V 104635 NEW/AB 105122 NEW
Flight Hour Meter / Oil Pressure Switch Figure 1 (Sheet 2 of 2)
7G19
PAGE 2 91-31-30 Dec 31/04
N53238
PAGE 3 Dec 31/04
91-31-30
7G20
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB320 F307 K2 K1, K3 K300 K302, K303 R323, R324, R325 Part Number Description
Item # 1 2 3 4 5 6 7 8 9
454-766 584-283 584-315
Circuit Breaker (5 Amp) Fuse (2 Amp) Relay Relay (2) Relay Relay (2) Resistor (3) Day / Night Switch Annunciator Panel
1 3-4
8 9
Annunciator Panel Figure 1 (Sheet 1 of 8)
7G21
PAGE 1 91-31-50 Dec 31/04
N53238
BETA
HYD PUMP
FLAP FAIL
ANNUN INOP
GEAR WARN
FEATHER
IGNITION
L FUEL PUMP
WSHLD OV TEMP
STBY ATT BAT HTR FAIL
STBY ATT IND TEST
START ENGAGE
R FUEL PUMP
LEFT
NOSE
F6N20
F6L20
91-61-20 91-28-20 91-28-20 91-80-10 91-34-20 91-61-20 91-74-20 91-27-50 91-30-40 91-32-60
91-29-10
PP1J20
91-31-50
91-32-60 91-32-60
DN5E22
(91-24-30)
DN1B22
CR 21
RIGHT
91-32-60
PAGE 2 Dec 31/04

TIE BUS 8 8 P313 J313 DN1BB22 F306 5A
LEGEND: APPLY POWER TO TURN ON ANNUNCIATOR APPLY GROUND TO TURN ON ANNUNCIATOR SEE SHEET 3 SEE 91-32-60 (S/N'S 4697115, 4697117, 4697119 THRU 4697124, AND 4697126 & UP; AND OTHER AIRPLANES WITH KIT # 766-697 INSTALLED.)
102220 14.0 J/V 104635 14.0 A/Y
7G22
N53238
OXYGEN
DOOR AJAR
LOW FUEL
OIL PRESS
L PITOT HEAT
VACUUM LOW
SURF DE-ICE
R PITOT HEAT
FUEL FILTER
PROP HEAT ON
CABIN ALT 10K
PROP HEAT FAIL
LOW BUS VOLTS
CABIN ALTITUDE
STALL WARN FAIL
FUEL PRESSURE
GENERATOR INOP
CHIP DETECTOR
ALTERNATOR INOP
FUEL IMBALANCE
PITOT HEAT OFF
ENGINE FIRE
BLEED OVER TEMP
EMERGENCY BLEED
D29H20
D29A20
SURFACE DE-ICE FAIL
91-21-30 91-30-10 91-52-70 91-35-10 91-28-20 91-31-30
91-30-60
91-37-20 91-21-30 91-27-30 91-24-30 91-77-40
91-30-10 91-30-30 91-21-30
CP19K22
91-28-20 91-72-10 91-28-20
91-30-30
91-26-10
5a DN1A22
DN1G22
5A
TO AUTOPILOT INSTL AV4 DN6A22 AV5 DN6B22
DN1AA22
J313 / P313
32 2 10 6
13
14
6.8K OHMS 1/4 WATT 1 9 5 1K OHMS 1/4 WATT 3.3K OHMS 1/4 WATT
NOTE: APPLY GROUND TO TURN ON ANNUNCIATORS

560 OHMS 1/2 WATT
LEGEND:
SEE SHEET 2
PAGE 3 91-31-50 Dec 31/04
Effectivity 4697001 thru 4697114, 4697116, 4697118, and 4697125 as originally delivered
102220 14.1 P/V
FIRE DETECT FAIL
7G23
N53238
PAGE 4 Dec 31/04
91-31-50
7G24
N53238
OXYGEN
DOOR AJAR
LOW FUEL
OIL PRESS
L PITOT HEAT
VACUUM LOW
SURF DE-ICE
R PITOT HEAT
FUEL FILTER
PROP HEAT ON
CABIN ALT 10K
PROP HEAT FAIL
LOW BUS VOLTS
CABIN ALTITUDE
STALL WARN FAIL
FUEL PRESSURE
GENERATOR INOP
CHIP DETECTOR
FUEL IMBALANCE
PITOT HEAT OFF
ENGINE FIRE
BLEED OVER TEMP
EMERGENCY BLEED
D29H20
D29A20
SURFACE DE-ICE FAIL
DN1S22
DN1G22
DN6A22
31
26 29 24
28
32
2 10 6
13
14
GB1-P
A3 2 6 4 A
6.8K OHMS 1/4 WATT 1 5

K3 CR3
A2
1 9 5
DN6B22
91-21-30 91-30-10 91-52-70 91-35-10 91-28-20 91-31-30
91-30-60
91-37-20 91-21-30 91-27-30 91-24-30 91-77-40
91-30-10 91-30-30 91-21-30
CP19K22
ALTERNATOR INOP
91-28-20 91-72-10 91-28-20
91-30-30
91-26-10
G8L22 SEE 91-32-60 G8K22
AVIONICS OPTION (IHAS) (S/N'S 4697126 & UP ONLY) DN1T22

TO AUTOPILOT INSTL AV4 AV5
5A F307
5A
TO TIE BUS
DN1AA22 3 DN1A22 J313 / P313
RP15A22N
A1
X1
1K OHMS 1/4 WATT
3.3K OHMS 1/4 WATT
K1A
B

560 OHMS 1/2 WATT
X2
LEGEND:
SEE SHEET 2
Effectivity 4697115, 4697117, 4697119 thru 4697124, and 4697126 thru 4697173; and other airplanes with Kit # 766-697 installed
PAGE 5 91-31-50 Dec 31/04

(ANNUN INOP)
104635 14.1 J/Y
FIRE DETECT FAIL
7H1
N53238
BETA
HYD PUMP
ANNUN INOP
GEAR WARN
L FUEL PUMP
WSHLD OV TEMP
STBY ATT BAT HTR FAIL
STBY ATT IND TEST
START ENGAGE
R FUEL PUMP
LEFT
NOSE
F6N20
F6L20
91-61-20 91-28-20 91-28-20 91-80-10 91-34-20 91-61-20 91-74-20 91-27-50 91-30-40 91-32-60
91-29-10
PP1J20
91-31-50
91-32-60 91-32-60
DN5E22
(91-24-30)
DN1B22
P394 20 26 23 25 22 21 24 17 J394
19 18 15 16
CR 21
RIGHT
91-32-60
FLAP FAIL
FEATHER
IGNITION
PAGE 6 Dec 31/04

TIE BUS 8 8 P313 J313 DN1BB22 F306 5A
LEGEND: APPLY POWER TO TURN ON ANNUNCIATOR APPLY GROUND TO TURN ON ANNUNCIATOR SEE SHEET 6 SEE 91-32-60
104635 14.0.1 Y+
7H2
N53238
OXYGEN
DOOR AJAR
LOW FUEL
OIL PRESS
L PITOT HEAT
VACUUM LOW
SURF DE-ICE
R PITOT HEAT
FUEL FILTER
PROP HEAT ON
CABIN ALT 10K
PROP HEAT FAIL
LOW BUS VOLTS
CABIN ALTITUDE
STALL WARN FAIL
FUEL PRESSURE
GENERATOR INOP
CHIP DETECTOR
ALTERNATOR INOP
FUEL IMBALANCE
PITOT HEAT OFF
ENGINE FIRE
BLEED OVER TEMP
EMERGENCY BLEED
SURFACE DE-ICE FAIL
D29H20
D29A20
Q22A22
91-21-30 91-30-10 91-28-20 91-52-70 91-35-10 91-31-30
91-30-60
91-37-20 91-21-30 91-27-30 91-24-30 91-28-40, FIGURE 4
91-30-10 91-30-30 91-21-30
CP19K22
91-28-20 91-72-10 91-28-20
91-30-30
91-26-10
G8L22 SEE 91-32-60 G8K22
AVIONICS OPTION (IHAS) (S/N'S 4697126 & UP ONLY) DN1T22

TO AUTOPILOT INSTL AV4 AV5
5A F307
5A
DN1S22
DN1G22
DN6A22
31
26 29 24
28
32
2 10 6
13
14
GB1-P
A3 2 6 4 A
6.8K OHMS 1/4 WATT 1 5

K3 CR3
A2
1 9 5
DN6B22
TO TIE BUS
DN1AA22 3 DN1A22 J313 / P313
RP15A22N
A1
X1
1K OHMS 1/4 WATT
3.3K OHMS 1/4 WATT
K1A
B

560 OHMS 1/2 WATT
X2
LEGEND:
SEE SHEET 5
PAGE 7 91-31-50 Dec 31/04

(ANNUN INOP)
104635 14.1.1 Y
FIRE DETECT FAIL
7H3
N53238
BETA
HYD PUMP
FLAP FAIL
ANNUN INOP
GEAR WARN
FEATHER
IGNITION
L FUEL PUMP
LEFT
NOSE
JB15
JB14
JB15
JB14
JB15
JB15
JB14
JB15
JB14
JB15
DN1Y22
91-61-20 91-80-10 91-61-20 91-27-50 91-30-40 TO 91-32-60 P317-30 91-74-20
PP1J20
91-28-20 91-28-20
91-29-10
TO P317-22 DN5E22 TO GEAR MUTE
91-32-60
91-32-60
91-32-60
(91-24-30)
OVHD SW PANEL
DN1B22
P394 20 26 23 25 22 21 24 17 J394
19 18 15 16
CR 21
JB14
91-31-50
F F H H G
JB14
RIGHT
WSHLD OV TEMP
START ENGAGE
R FUEL PUMP
PAGE 8 Dec 31/04

B G
TIE BUS F306 5A DN1BB22
LEGEND: APPLY POWER TO TURN ON ANNUNCIATOR APPLY GROUND TO TURN ON ANNUNCIATOR SEE SHEET 8 SEE 91-32-60
105122 14.0 NEW
7H4
N53238
LOW FUEL
DOOR AJAR
OXYGEN
OIL PRESS
L PITOT HEAT
VACUUM LOW
SURF DE-ICE
R PITOT HEAT
FUEL FILTER
PROP HEAT ON
CABIN ALT 10K
PROP HEAT FAIL
LOW BUS VOLTS
CABIN ALTITUDE
STALL WARN FAIL
FUEL PRESSURE
GENERATOR INOP
CHIP DETECTOR
ALTERNATOR INOP
FUEL IMBALANCE
PITOT HEAT OFF
ENGINE FIRE
BLEED OVER TEMP
EMERGENCY BLEED
21 21
D29H20 D29A20 CP19K22
Q22A22
91-28-40, 91-21-30 FIGURE 4 91-30-10 91-28-20 91-52-70 91-35-10 91-31-30
91-30-60
91-37-20 91-21-30 91-27-30
91-30-10 91-30-30 91-21-30
SURFACE DE-ICE FAIL
91-24-30 (P327-11)
91-28-20 91-72-10
91-28-20 91-30-30
91-26-10
G8L22 SEE 91-32-60 G8K22
FWD L/H C/B PANEL

AVIONICS OPTION (IHAS) (S/N'S 4697126 & UP ONLY) TO 91-33-10, FIGURE 6
DN1T22 DN1A22
5A F307
* *
DN1S22 DN1G22 DN1N22 DN1J22 DN5A22 DN3A22 DN1Y22 DN6A22
* *
**
TO TRIM MONITOR P555-1 P555-2
5A
TO 91-33-10, FIGURE 6
DN6B22
DN3B22
RP15A22N
SEE DME DWG.
TO TIE BUS
31 26 32
29 24
28
23
22
18
30
6
2
13
14
P317 J317
10
GB1-P
2 6 2 1 3 5 6 4 A A K3 CR3 K1 B B 4
4 8 1 12 9 5 3 7 A K2 B 11
3.3K 1/4 WATT 6.8K 1/4 WATT 1K OHMS 1/4 WATT
A3
A2
A1
X1
K1A
X2
1.21 K OHMS 1/10 WATT
NOTE: APPLY GROUND TO TURN ON ANNUNCIATORS LEGEND:

(PTT) DAY/NIGHT (SHN IN DAY)
105122 14.1 NEW
SEE SHEET 7
PAGE 9 91-31-50 Dec 31/04

(ANNUN INOP)
FIRE DETECT FAIL
7H5
N53238
PAGE 10 Dec 31/04
91-31-50
7H6
N53238
7H7
PAGE 11 91-31-50 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB332 F401 S102, S202, S402 K8 Part Number 454-736 765-477 584-315 Description
Item # 1 2 3 4
Circuit Breaker (3 Amp) Fuse (3 Amp) Left, Right Main and Nose Gear Down Lock Switch Assembly Relay
4 2
3 Effectivity 4697001 and up Landing Gear Position Indicators Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-32-60
7H8
N53238
7H9
FWD L/H C/B PANEL
Landing Gear Position Indicators Figure 1 (Sheet 2 of 2)

(91-23-00) (91-29-10)
L M A I N N O S E R M A I N
IF AVIDYNE ENTEGRA OPTION IS INSTALLED, IN S/N'S 4697198 AND UP, SEE 91-31-50 FOR CONNECTOR DETAIL.
SEE 91-31-50
PAGE 2 91-32-60 Dec 31/04
102220 12.0 NEW/V 104635 NEW/AB 105122 NEW
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB331 S102, S202, S402 S101, S201 S401 S342 A305 S103 S325 S330 Part Number 454-736 Description
Item # 1 2 3 4 5 6 7 8 9
87545-008 87545-010 487-936 565-852 87545-07
688-345
Circuit Breaker (3 Amp) Left, Right Main and Nose Gear Down Lock Switch Assembly Left, Right Main Up Lock Switch Assembly Nose Gear Up Lock Switch Assembly Gear Selector Switch Dual Warning Horn Squat Switch Assembly Warning Horn Micro Switch Assy, Power Lever Warning Horn Micro Switch, Flaps
7 6
5 8
4 Effectivity 4697001 and up
2 Landing Gear Warning Figure 2 (Sheet 1 of 5)
PAGE 3 Dec 31/04
91-32-60
7H10
S SW Q I UT AC T H D O W N S W I T C H E S S W I T C H E S L O C K L O C K U P
(91-31-50)
POWER LEVER
N53238
Landing Gear Warning Figure 2 (Sheet 2 of 5)
Effectivity 4697001 thru 4697114, 4697116, 4697118, and 4697125 as originally delivered
7H11
FWD
AFT
PAGE 4 91-32-60 Dec 31/04
102220 15.0 A/V
N53238
FWD L/H C/B PANEL
GEAR WARN J2C / P2C
P301 J1 P
G7E20
4 6
P101 102 J L.MAIN S102

5
UPPER
Effectivity 4697115, 4697117, 4697119 thru 4697124, and 4697126 & up; and other airplanes with Kit # 766-697 installed
PAGE 5 Dec 31/04

CB331-22 11
2 5
G7A22
A P G3C20 P 5 A G3F22
G7C22 4
3A CB331
D O W N
W22A22 J4 R436 P436

G7F20 G3B20 5 4
4
P304 J410 P410

5 6
"GEAR WARN" ANNUN. P329-2 (SEE 91-31-50)
P404
P G7K20 G3Y20 a a N b b
G7B22 G3E22 N
NOSE S402
L O C K
GEAR MUTE TORQUE SWITCH

6
UP DN
91-32-60
P302 J2
G7D22 G3D22 S S n n G7G20 G3A20
LOWER
P201 P 202
4 5
S342 GEAR SELECT 5 SWITCH 4 G8F22
J
4
CR 320
2 3 4
G8C22
J397/P397
R.MAIN
6
G8K22
AB
6
P460
S202
S W I T C H E S
GND
G4S20 G8H20
P301
CR 314
P101 J1
G H G1K20 G5A20
STALL GEAR HORN A305 G4H22N

GB5-H J317 / P317 SEE 91-31-50
J104 P104
1 2
AIR
1
G1F22 G H G6E22
J H
24 26
8 7 G8A22 G8L22 9
G8U2
P436 / R436
GND
LEFT MAIN S103 P101 J1 J

3
S S QW I U T A C T H
P301
G3J22 G4F22
4
CR 399
P404 / P304
G4R20 G8J22
P396
G8R22 G8S22 G8N22
G3R22
D E
D E
G3M20 G4C20
103 P 1
2
L.MAIN
2
G8G20
T Y
U P
S101 P304 J4
G3H22 G4E22 J K J K
GEAR WARN MUTE
P404 R436
G3Z20 G4N20 WW X X
P436
G3L20 G4B20
J401 P401
1 2
1 2
L O C K
NOSE S401
2 4 1 3
G8M22
2
G8P22 G8T22N DN5E22

TO 91-31-50 GB4-P
P317/J317 15 16 17
K20
G3G22 G4D22
P302
10

G8D22 G3T22
P347 / J347
J2
V
P201
V W W G3K20 G4A20
J203 P203
1 2
1 2
UP FLAPS
G8B22 G3S22
R.MAIN S201
S W I T C H E S
G8E22
G3U22
8 7
1 3
S330
J346 / P346
DOWN
NOTE:
INDICATES TERMINAL BOARD 301#'S
104635 15.0 F/AB
7H12
N53238
TO P379-17, (91-33-40)
TO P2B-1, (91-33-40)
7H13
TO R GEAR ANNUN, FIGURE 1 TO N GEAR ANNUN, FIGURE 1 TO L GEAR ANNUN, FIGURE 1
J301 P101
G1J20 G2C20 G7E20 G3C20
L. MAIN
DN LOCK S102
AIR
G1E20
W22A22
TO P329-2, 91-31-50 G7C22 G3F22
G2H20
J 1 4 J 1 3 2 2 3 5 6
B C A P
G3M20 G4C20
B C A P
JB13 (SEE SHEET 5)

G3FF22 G3J22 G4F22 TO P396-2, SHEET 5 TO P397-3, SHEET 5 G1FF22 G1F22 G6E22 G11D20 G11A20 G1K20 G5A20 G11C20 G11B20 TO GEAR SEL SW-6 (SHEET 5 ) TO K312A-Y1 (91-29-10) TO GEAR SEL SW-3 (91-29-10) TO P387-2 (91-21-30) CP17B22
G4DD22
D E D E
P 102 1 3 4 5 103 P 1 2
GND
UP LOCK S101 3 2
G8C22
J E K D G G H H M M F F N N
G8A22
CP17C20 CP17D20N
P 104 J 1 1 2 6 4 4 5 7 7 9 K
S3H20 S3H20N
6 5 9 8 10 10 12 12 11
SQUAT S103
TO P376-7 (91-30-30) S2H20
FWD L/H C/B PANEL

J304
G3H22 G4E22 G7A22 G2G22 G2F20
P404
G3Z20 G4N20 G2M20 G2P20
NOSE
J 1 UP LOCK S401 4
G1N20

J K L R
G1C20 G3R22 G3S22
GEAR WARN
3A CB331
J2C/P2C CB331-22 11
J K L R
J436 W X Y c
3 2 6 5 J 1
TO P304-T, SHEET 5
G3RR22
G2E20 G7B22 G3E22
G2N20 G7K20 G3Y20
DN LOCK S402 4
TO J347-3, SHEET 5
H M P N
H M P N
V Z b a
P436 P 403 G3L20 W 1 G4B20 X 2 G2J20 Y 4 G2K20 c 5 410 P G1H20 V 1 G2B20 Z 3 G7F20 b 4 G3B20 a 5
2 3 5 6
R. MAIN
G1D20 G2D20 G1G20 G2A20 G7G20 G3DD22 G3A20
TO P387-24, FIGURE 1 G1B20
J302 T U G7D22 n G3D22 S

G3G22 G4D22
P201 T U n S
2 3 5 6
G3K20 G4A20 AV10A22 AV1C22
DN LOCK S202
105122 15.0 NEW
PAGE 6 91-32-60 Dec 31/04

SEE ENTEGRA AVIONICS DWG AND FIGURE 3.
GB4-L
AV1A22N
V W X Y
V W X Y
AV1B22
P 202 J 1 1 3 4 4 5 P 203 J 1 1 2 4 4 5
3 2 6 5
UP LOCK S201
N53238

GEAR SELECT S342 SWITCH 6 UP DN JB13 G8C22 K E (SHEET 4) G6E22 TO P301-H, SHEET 4 5 P397 2 (SEE 91-27-30 FOR J397, STALL GEAR HORN) 3 4 G4H22N G8K22 J317/P317 SEE 91-31-50 P436/R436 P404/P304 G4R20 G3R22 G8J22 G8G20 Y T TO SHEET 4 G4S20 H J G8H20 26 24 G8F22 4
PAGE 7 Dec 31/04

GEAR WARN MUTE SWITCH P396 G8R22 2 4 G8L22 G8M22 K20 1 3 G8P22 GB4-P DN5E22 JB13 UP FLAPS S330 DOWN G8E22 G3U22 8 7 J346/P346 G8D22 G3T22 1 3 P347/J347 G8B22 G3S22 G8BB22 TO SHEET 4 J D (SHEET 4) G8AA22 G8S22 G8N22 TO SHEET 4 P317/J317 15 16 G8T22N G8U22 17
91-32-60
GB5-H
GEAR MUTE TORQUE SWITCH
LOWER
P460
UPPER
SEE 91-31-50
105122 15.1 NEW
7H14
N53238
7H15
PAGE 8 91-32-60 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation S201 Part Number 87545-008 Description
Item # 1
Left, Right Main Up Lock Switch Assembly
Landing Gear / Avionics Interfaces Figure 3 (Sheet 1 of 3)
PAGE 9 Dec 31/04
91-32-60
7H16
N53238
104635 56.0 J/AB
R.MAIN UPLOCK SWITCH S201

P 203
3 1 2 6
J
3 1 2
NOTE: "IHAS" OPTION AVAILABLE IN S/N'S 4697126 & UP ONLY. SEE SKYWATCH OR "IHAS" INSTL AV1A22N P302 GB4-L
SEE SHEET 3
6 4 5
X Y J2
AV1C22 AV1B22 P201
4 5
SHOWN ( GEARSWITCHAND LOCKED DOWN 317 J

2 6 4 1
P
22 23 28 TO LANDING GEAR LIGHTS, 91-31-50 PRESS TO TEST FROM ANNUN PANEL, 91-31-50 SEE "IHAS" AVIONICS OPTION
TO K1A-X2 (91-31-50)
5 A
K9
B
PTT RELAY K1
3 11 7 2 10 6
34
SEE SKYWATCH OR "IHAS" INSTALLATION AND 91-61-20
33 4
SEE TRANSPONDER INSTALLATION AND 91-61-20
1 9 A 5
REVERSE LOCKOUT, SEE 91-61-20, FIGURE 1
K9
B
3 1
TO REVERSE LOCKOUT C/B, 91-61-20, FIGURE 1 E17L20 GND IN FLT TO P387-2, 91-21-30, FIGURE 3
SQUAT RELAY 2 (SHN ON GND)
7H17
PAGE 10 91-32-60 Dec 31/04
N53238
203
J
3 1 2
3
KMH820 P10
3
R.MAIN
UPLOCK SWITCH
6 4 5
SEE FIGURE 2
1 2 6 4 5
S201
AV10A22 AV1A22N GB4-L P302
X Y
J2
AV1C22 AV1B22 P201
( SWITCH SHOWN GEAR DOWN AND LOCKED )
P317
3 11 7 2 10 6
JB18 AV20A22
A
34
SQUAT SW GND DATA CONCENTRATOR
33 4
AV21A22
SQUAT SW GND AVIONICS
1 9 A 5
} REVERSE LOCKOUT, 91-61-20

TO REVERSE LOCKOUT C/B, 91-61-20 E17L20 GND IN FLT TO P387-2, 91-21-30
K9
B
3 1
SQUAT RELAY 2 (SHN ON GND)
105122 56.0 NEW
PAGE 11 Dec 31/04
91-32-60
7H18
N53238
7H19
PAGE 12 91-32-60 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB319 XDS308, XDS309 Part Number 454-736 84865-02 Description
Item # 1 2
Circuit Breaker (3 Amp) Map Light
Map Lights Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-33-10
7H20
N53238
FWD L/H C/B PANEL
102220 23.0 NEW/AB 104635 NEW/AB 105122 NEW
Map Lights Figure 1 (Sheet 2 of 2)
7H21
PAGE 2 91-33-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation A338 Part Number 89845-02 Description Inverter
Item # 1
Electroluminescent Panel Lighting (C/B Panels) Figure 2 (Sheet 1 of 2)
PAGE 3 Dec 31/04
91-33-10
7H22
N53238
TJ BLOCK 5
BLK BLK BLK BLK BLK PL2 1 1 W 2 2 L40E22 L41D22 BLK BLK
TJ BLOCK 2
WHT
N J E A
N J E A
P K F B
P K F B
7H23 C/B PANELS

PL1 1 1 WHT WHT WHT WHT WHT WHT WHT WHT 2 2
L/AFT C/B PANELS
L/FWD C/B PANELS
R/FWD C/B PANELS
R/AFT C/B PANELS
PL3 1 1 2 2
WHT
WHT
TJ BLOCK 5
TJ BLOCK 2
PL4 BLK BLK L40G22 L41E22 1 1 2 2
BLK
BLK
L40J22 L41H22
J3C P3C 8 7 L40D22 L40K22
L40C22 L41B22 J2C P2C 9 8
**
J4B P4B 8 7 L40H22
TO ECS PLACARD P320
P389 1 L40L22 L41P22N 2
J6B P6B 5 4
Electroluminescent Panel Lighting (C/B Panels) Figure 2 (Sheet 2 of 2)

L40F22 1 TO POWER LEVER 2 PLACARD L41L22N L41C22N GB8-B L41F22N L40B22 L40A22 P363/J363 2 BLK 1 BLK E L PANELS INVERTER A338
L41M22 L41N22N
P358 1 TO BUS POWER 2 PLACARD L41G22 GB2-H
L41A22N
GB6-N
TO TB1 * (POST LIGHTS, SEE FIGURE 3)
TO OVHD SW. PANELS
P381 18 19
L41K22 L41J22
PAGE 4 91-33-10 Dec 31/04

IN S/N'S 4697198 AND UP.
102220 43.0 N/V 104635 NEW/AB 105122 NEW
* TO LB1-B WHEN AVIDYNE ENTEGRA OPTION INSTALLED
**
9 8 WHEN AVIDYNE ENTEGRA OPTION INSTALLED IN S/N'S 4697198 AND UP.
N53238
PAGE 5 Dec 31/04
91-33-10
7H24
N53238
7I1
PAGE 6 91-33-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation F403 K8 Part Number Description Fuse (3 Amp) Relay
Item # 1 2
584-315
Instrument Panel (Post) Lights Figure 3 (Sheet 1 of 3)
PAGE 7 Dec 31/04
91-33-10
7I2
N53238
COMPASS LIGHT L23M22 L23M22N GB2-P GB8-C
L27C22N
7I3
AIRSPEED ADI
AIRSPEED
OPTIONAL LIGHTING L311
102220 20.0 J/V 104635 NEW/AB
ALTIMETER
VIB.
A B ALTIMETER
L312
1 1 2 2 (91-34-10)
VSI P334 L23G20

ADI INV.
E DCB A
TO TB2, FIGURE 5 J334 L313
PILOT INSTR. PNL. R.H. SIDE

CE BA
2 6 20 EL1D20 1 1 2 2 L23B22 3 3 4 4 L319 P362/J362 1 2 3 4 J362 P387 27 4
P387 25 20 26 20
FOR RELAY COIL WIRING SEE K8, 91-32-60
1 1 2 2 (91-34-20)
J355
PILOT INSTR. PNL. L.H. SIDE K8 RELAY
PEDESTAL FUEL SHUT-OFF HANDLE LIGHT L320 J320 SEE 91-27-20 OPTIONAL CO-PILOT INSTR. PNL. J310 L310 L23F20 L26C22

EMER/GND CLR BUS P304 P404 R436 P436 J4 F403 B B EL1B20 N N EL1A20 EL1C20 3A EMER. LIGHTS TOP CENTER PANEL CO-PILOT PANEL
TO RUDDER TRIM SWITCH (SEE 91-27-20)
L23T22 L23C20 L23D20 TO EL PANELS (FIGURE 2) L40A22 L23E20 L23H20 L23A20 FROM C/B PANEL P2D-2 (FIGURE 4) L27B22 FLAP IND. LIGHT (SEE 91-27-50, FIGURE 2) 1 1 L27D22 TO OXYGEN CABINET PLACARD LIGHT { 2 2 L27E22N J321/L321 GB4-N TB1
PAGE 8 91-33-10 Dec 31/04
N53238
TO LB2-B (FIGURE 5) TO P395 (91-34-20) F6R20 L313 A INV. B ADI C E
F6S20N
P387
6
25 26 20 EL1D20
ALTIMETER VIB
20 20 27
GB4-F F5A22 F5B22N GB8-L A B L23M22 L23M22N GB2-P P304 J4 F406 3A EMER. LIGHTS J436 P436 P404 EMER/GND CLR BUS L27C22N L23B22 L319 K8 RELAY
3A CB334
4
L27CC22N
FWD L/H C/B PANEL
L23BB22
PAGE 9 Dec 31/04

L312
L23G20
P387
FOR RELAY COIL WIRING SEE K8 PG. 12.0
J2C/P2C CB334-22 5
E D C A VIB. B
ALTIMETER L311 AIRSPEED
91-33-10
GB8-C
COMPASS LIGHT
EL1C20
B B EL1B20 N N EL1A20

GND FROM 91-27-20 L320/J320 J310 L310 L26C22
LB1
INSTRUMENT LIGHTS
PEDESTAL FUEL SHUT-OFF HANDLE LIGHT
H G
GB4-N
TO OXYGEN CABINET PLACARD LIGHT
1 1 2 2 J321/L321
L27D22 L27E22N
BOTTOM CENTER PANEL LIGHTS PILOT PANEL FLAP INDICATOR (91-27-50, FIGURE 2) TO RUDDER TRIM SW. (91-27-20) TO EL PANELS (FIGURE 2) TO P2D-2 (FIGURE 4)
L23E20 L23D20 L27B20 L23T22 L40A22 L23A20
F E D C B A
7I4
105122 20.0 NEW
N53238
7I5
PAGE 10 91-33-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB317 1005 1006 Part Number 454-738 681-001 688-492 Description
Item # 1 2 3 4 5
Circuit Breaker (5 Amp) Control Module Control Module Switch, Switch Lights Switch, Panel Lights
4-5
1-3
4-5 1
2-3 Effectivity 4697001 and up Instrument Panel Switch Lights Figure 4 (Sheet 1 of 3)
PAGE 11 Dec 31/04
91-33-10
7I6
N53238
BLACK
7I7
TAPER BLOCK TB3 L23S20 GB7-K L23R20 P380 6 L23K20N L26B20N GB7-R L33H22 1005 J2D/P2D CB317C20 1 L33A20 TO P318-4 (91-21-30) CABIN DUMP SWITCH 22 19 L23J20N 11 P381 12 TO OVHD SW. PANEL LIGHTS + TO OVHD SW. PANEL LIGHTS -
FWD L/H C/B PANEL

GB7-L
TO OVHD SW. PANEL LIGHTS + TO OVHD SW. PANEL LIGHTS TO OVHD SW. PANEL LIGHTS -
INSTR.
PANEL LIGHTS
3A CONTROL TJ BLOCK 5 GRAY A B C D E F G H J K L M N P R S CB317G22 CB317H22 15 16 CB317E22 CB317F22 14 VIOLET VIOLET GRAY 13 J2C/P2C
CB317A20
EL A MODULE B 5VDC
CB317
OVHD SW PANEL
INC L33B22 L33C22 2 DEC P379 1 SWITCH LIGHTS
BLACK
TJ BLOCK 3
P379 3
BLACK GB5-N P379 4 L33D22 L33E22 5 DEC INC PANEL LIGHTS
J K L M
(GND)
Instrument Panel Switch Lights Figure 4 (Sheet 2 of 3)

CONTROL A 1006 CB317D20 EL MODULE B J2D/P2D 2 L23A20 P316 1 3 L24A22 CB317J20 L24B22N GB3-K 2
P379 6
BLACK GB5-P
CB317B20
TO POST LIGHT TAPER BLOCK TB1 (FIGURE 3) 1 4 3 2 6 5 LT LT+
OXYGEN CABINET LIGHTS
PAGE 12 91-33-10 Dec 31/04
102220 19.0 J/V 104635 NEW/AB
OXYGEN CABINET
N53238
LB3
SWITCH LIGHTS
E

L23W20
BLACK
PAGE 13 Dec 31/04

TO PNL SW'S
P381
D
L23S20 L23J20N
GB7-K
12 11
P380
TO OVHD SW. PANEL LIGHTS + TO OVHD SW. PANEL LIGHTS -
L23R20 L23K20N
GB7-L
TO OVHD SW. PANEL LIGHTS + TO OVHD SW. PANEL LIGHTS TO OVHD SW. PANEL LIGHTS -
FWD L/H C/B PANEL

L26B20N
GB7-R
B A
6 22 19 TO P318-4 (91-21-30)
91-33-10
L33H22
INSTR.
CTJ1-20E-01B
PANEL LIGHTS J2D/P2D

CB317C20 1 L33A20
3A
CONTROL
1005 EL A MODULE B CB317A20 5VDC
CB317
OVHD SW PANEL
TJ BLOCK 5
GRAY A B C D CB317E22 CB317F22 CB317G22 CB317H22 16 15 14 E F G H J K L N P R S M VIOLET VIOLET GRAY 13
J2C/P2C
L33B22 L33C22
P379
1 2
BLACK
INC
SWITCH LIGHTS DEC
P379
3 BLK20
TJ BLOCK 3
J K L M
GB5-N P379
L33D22 L33E22 4 5
Instrument Panel Switch Lights Figure 4 (Sheet 3 of 3)

CONTROL
(GND)
INC
PANEL LIGHTS DEC
P379
6 BLK20
GB5-P J2D/P2D B
CB317D20 2 L23A20
P316
CB317B20
A 1006
EL MODULE
TO POST LIGHT BLOCK LB1-A (FIGURE 3)

1 3
L24A22
CB317J20
3 2 4 6 5
L24B22N GB3-K
OXYGEN CABINET LIGHTS
LT
LT+
105122 19.0 NEW
OXYGEN CABINET
7I8
N53238
7I9
PAGE 14 91-33-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB382 2008 Part Number 454-738 688-493 Description
Item # 1 2 3
Circuit Breaker (5 Amp) Control Module Switch, Avionics Dimming
1-2
3 1
2 Effectivity 4697001 and up Avionics Lighting Figure 5 (Sheet 1 of 4)
PAGE 15 Dec 31/04
91-33-10
7I10
N53238
7I11
FWD R/H C/B PANEL
2008
Avionics Lighting Figure 5 (Sheet 2 of 4)
CB382E20
L19A20
TO FIGURE 3
TO FIGURE 6
L23G20
BLUE (91-21-30) 39 OHM
(91-24-30) TO PILOT'S T&B (91-34-20, FIGURE 3)
PAGE 16 91-33-10 Dec 31/04
102220 36.0 H/V 104635 NEW/AB
N53238
PAGE 17 Dec 31/04 FWD R/H C/B PANEL OVHD SW PNL

AVIONICS DIMMER SWITCH TJ BLOCK 3 GRAY CB383C20 1 5 CB383D20 VIOLET T W Y Z N P R S J4B/P4B L26A22 L27A22 BLK22 CONTROL J4D/P4D A CB383A20 CB383B20 ELECT MODULE B 6 L25A20 GB6-C P379 7 8 9 DEC INC BLACK CB383E20 7 L19A20 TO FIGURE 6 TO SHEET 4
91-33-10
TO TJ BLOCK 4(GND)
Avionics Lighting Figure 5 (Sheet 3 of 4)
AVIONICS DIMMING
5A CB383
105122 36.0 NEW
7I12
N53238
7I13 LB2
AVIONICS LIGHTS A B C D E F G H J K L M
L25A20 TO SHEET 3 L23G20 TO FIGURE 3 XPNDR #1 XPNDR #2 ADF DME GNS #1 GNS #2 AUDIO PANEL ADF IND GI-106
CTJ1-20E-01B
Avionics Lighting Figure 5 (Sheet 4 of 4) LB5

AVIONICS LIGHTS A B C D E F G H J K L M CTJ1-20E-01B
AUTOPILOT IHAS ANNUN
PAGE 18 91-33-10 Dec 31/04
105122 36.1 NEW
N53238
Item # 1 2
Control Module Switch, Display Dimmer
1-2
3 1
2 Effectivity 4697001 and up Panel LCD Lighting Figure 6 (Sheet 1 of 3)
PAGE 19 Dec 31/04
91-33-10
7I14
N53238
7I15
OVHD SW PNL
J392/P392 GB4-K L19E20N L19D20 L19C20 BLACK CONTROL J392/P392 A 1 RED WHT P392/J392 L19B20 TO EDU P372-35 (91-77-40, FIGURE 2, SHEET 2) TO EDU P375-35 (91-77-40, FIGURE 2, SHEET 3) L25B20 L25C20 TO EADI NO. 1 (SEE 91-34-20, FIGURE 2) TO EADI NO. 2 (SEE 91-34-20, FIGURE 2) TO EHSI NO. 1 (SEE 91-34-20, FIGURE 2) TO EHSI NO. 2 (SEE 91-34-20, FIGURE 2) TO GNS NO. 1 (SEE 91-34-50, FIGURE 1) TO GNS NO. 2 (SEE 91-34-50, FIGURE 2) ELECT MODULE 5 B GB8-N P379 BLACK 2 3 4 GRAY VIOLET DISPLAY DIMMER SWITCH INC
34 35 33
DEC
Panel LCD Lighting Figure 6 (Sheet 2 of 3)
TO FIGURE 5 P5E-2 L19A20
TAPER BLOCK TB4
PAGE 20 91-33-10 Dec 31/04
102220 39.0 F/V 104635 NEW/AB
N53238
39 OHM C DN3A22 DN3B22
TO P317-18
G H J K CTJ1-20E-02C
TO P317-9 TO PFD #1 DIMMING TO MFD DIMMING TO PFD #2 DIMMING
PAGE 21 Dec 31/04
OVHD SW PNL
J392/P392 GB4-K BLACK 2 L19E20N L19D20 L19C20 BLK20 GB8-N J392/P392 A ELECT MODULE WHT 5 B 3 4 GRAY VIOLET DISPLAY DIMMER SWITCH P379 INC 34 35 DEC 33
91-33-10
CONTROL L19B20 PANEL LIGHTS A B L23P20 ENVIR. SW. PANEL ASSY.
105122 39.0 NEW
TO AVIONICS DIMMING CB P392/J392 (FIGURE 5) P5E-2 L19A20 1 RED
Panel LCD Lighting Figure 6 (Sheet 3 of 3)
LB4
7I16
N53238
7I17
PAGE 22 91-33-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB318 F407 A323 S352 Part Number 454-738 461-629 488-751 84435-04 487-978 572-612 Description
Item # 1 2 3 4 5 6 7 8 9 10
Circuit Breaker (5 Amp) Fuse (5A) Lights, Baggage Area Timer Timer Reset Switch Cabin Door Lock Switch Courtesy Light Assembly (Door) Lights, Aft Cabin Lights, Mid Cabin Lights, Fwd Cabin
6 Effectivity 4697001 and up Cabin and Courtesy Lights Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-33-20
7I18
N53238
L15E22
2 1 L306 L15F22 L15G22 L16F22 L15D22
2 1 L308
4 3 2 1 L16G22 J341 L305
4 3 2 1 P341
L16A22
2 L301 MID CABIN L16J22 FWD CABIN AFT CABIN 2 2
1 1
L302 L303
1 COURTESY LIGHTS AFT BAGG COMP
FWD CABIN 1 L314 L315 L16D22 2 L16C22 1
MID CABIN
AFT CABIN
1 L316 L16E22
1 L304
1 L317
2 1 L307
2 1 L309 L24F22 L16B22 L.H. L24C22
L318
SIDE PANEL LIGHTS SWITCH 1 2 TO P354, FIGURE 2
L16H22
ENTRANCE DOOR
AFT BAGG COMP
102220 21.0 D/V 104635 NEW/AB 105122 NEW
PAGE 2 91-33-20 Dec 31/04
L.H.
WHT
RED BLK
7I19
P436 P342 22 TIMER RESET SWITCH 22 P332 S352 P343 J343 22 L60A20 L L60B20 L b b J342 L60C20 J332 22 R436 P404 P304 J4
BATT BUS
SWITCHES SHOWN WITH DOORS OPEN.
5A F407
FWD L/H C/B PANEL
CABIN LIGHTS J2B/P2B CB318-22 L15A22 L15B22 R.H. 14 P351/J351
CABIN DOOR LOCK SWITCH (SHOWN DOOR OPEN)
5A CB318 L15C22
TIMER A323
R.H.
Cabin and Courtesy Lights Figure 1 (Sheet 2 of 2)
N53238
Item # 1 2 3
Light Strip, Right Side Light Strip, Left Side - Fwd Light Strip, Left Side - Aft
Cabin Side Panel Lights Figure 2 (Sheet 1 of 2)
PAGE 3 Dec 31/04
91-33-20
7I20
N53238
LIGHT STRIP R.H. SIDE
P352 1 1 2 2 BLACK TYPICAL LIGHTS
GB3-L
L24C22 L24E22 P353 L24D22 BLACK 1 1 2 2 TYPICAL LIGHTS BLACK P354 1 1 2 2
TO L318-2, FIGURE 1
GB8-A
LIGHT STRIPS L.H. SIDE
102220 22.0 NEW/V 104635 NEW/AB 105122 NEW
Cabin Side Panel Lights Figure 2 (Sheet 2 of 2)
7I21
PAGE 4 91-33-20 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB311, CB312 1002, 1004 XDS 202, XDS 203 XDS 102, XDS 103 A103, A201 Part Number 454-738 688-499 572-592 572-593 481-288 Description
Item # 1 2 3 4 5 6 7
Circuit Breaker (5 Amp) Control Module Nav & Strobe Light, Right Nav & Strobe Light, Left Strobe Light Power Supply Switch, Nav Lights Switch, Strobe Lights
6-7 3 5 5 4
1-2
6-7
2 Effectivity 4697001 and up Position (Navigation) and Strobe Lights Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-33-40
7I22
OVHD SW PNL
FWD L/H C/B PANEL
1002
1004
TO TAIL LIGHT
N53238
Position (Navigation) and Strobe Lights Figure 1 (Sheet 2 of 2)
7I23
PAGE 2 91-33-40 Dec 31/04
102220 17.0 NEW/V 104635 NEW/AB 105122 NEW
N53238
PAGE 3 Dec 31/04
91-33-40
7I24
N53238
7J1
PAGE 4 91-33-40 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation Part Number Description Tail Light
Item # 1
Tail Light (Optional) Figure 2 (Sheet 1 of 2)
PAGE 5 Dec 31/04
91-33-40
7J2
N53238
AUTOPILOT CONNECTOR* IN AFT PRESSURE BULKHEAD
TO L2B18 (FIGURE 1)
* P359/J359 WHEN AVIDYNE ENTEGRA OPTION IS INSTALLED

102220 17.1 NEW/V 104635 NEW/AB 105122 NEW
Tail Light (Optional) Figure 2 (Sheet 2 of 2)
7J3
PAGE 6 91-33-40 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB309 1000 XDS307 Part Number 454-736 688-499 Description
Item # 1 2 3 4
Circuit Breaker (3 Amp) Control Module Ice Light Ice Light Switch
1-2 3
4 3 1
2 Effectivity 4697001 and up Wing Inspection (Ice) Light Figure 3 (Sheet 1 of 2)
PAGE 7 Dec 31/04
91-33-40
7J4
N53238
P357
J357
GB8-M
FWD L/H C/B PANEL
BLACK 22*
* CB309D22 WHEN AVIDYNE ENTEGRA OPTION INSTALLED

IN S/N'S 4697198 AND UP. BLACK 22
OVHD SW PANEL
102220 24.0 NEW/V 104635 NEW/AB 105122 NEW
Wing Inspection (Ice) Light Figure 3 (Sheet 2 of 2)
7J5
PAGE 8 91-33-40 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB313 1003 XDS401 S401 CB310 1001, 1008 1006 1007 XDS101, XDS201 Part Number 454-732 602-516 472-769 87545-008 454-739 602-518 681-003 691-233 87742-003 Description
Item # 1 2 3 4 5 6 7 8 9 10
Circuit Breaker (10 Amp.) Control Module Light, Landing Switch, Nose Gear Up Lock Switch, Landing Light Circuit Breaker (7.5 Amp.) Control Module Control Module Pulse Timer Control Lights, Taxi/Pulse Switch, Taxi/Pulse Lights
1&6 2, 7 & 8
5 & 10
4 3
5 & 10
Landing and Taxi/Recognition Lights Figure 4 (Sheet 1 of 2)
PAGE 9 Dec 31/04
91-33-40
7J6
N53238
CB310C20
1007 J2B GB5-L 2 2 5 6 L8C22 GB5-M L9C22 22 22 5 T W Y Z CB310R22 6 TJ BLOCK 1 P379 J379 L9D22 23 23 TIMER CONTROL VIOLET ORANGE BLACK BROWN TJ BLOCK 6 A B C D
P2B (TAXI) J379 P379 21 (PULSE) GB5-K BLACK
* 1006 IN S/N'S 4697001 THRU 4697124 ONLY.
L8B22
7J7
LEFT 1001 J1B B CB310D18 TJ BLOCK 1 a WH/BLU 2 1 2 LEFT WHITE J2B 4 4 P1B 3 L9B18 Z a a WHITE Z WH/BLU c WH/ORG c P302 P201 J2 3 2 1 P209 J209 J1B BROWN GRAY BLACK BLACK 3 TJ BLOCK 3 A B C D BLACK-22 BLACK-22 E F G H P2B c c a E F G H J K L M CB310L22 CB310E18 BROWN GRAY 2 2 L9A18 Z Z 3 1 WH/ORG A EL MODULE CONTROL RIGHT A 1008* EL MODULE CONTROL B P1B J112 P112 P301 P101 J1 P109 J109 XDS101
TAXI LIGHT
FWD L/H C/B PANEL
CB310A18
7.5A CB310
CB310B18
P212 J212 1 2
XDS201
RIGHT
OVHD SW. PANEL

1003 A CB313B18 1 1 CONTROL TJ BLOCK 1 A B C D CB313D22 1 1 20 GA. JUMPER J2B P2B L12A18N EL MODULE J1B B P1B L10A18
LANDING P305 P405 J5 B B L10B18 R437 B P437 B L10C18 XDS201 LANDING LIGHT ON NOSE GEAR ASSY
LIGHT
10A
CB313A18
Landing and Taxi/Recognition Lights Figure 4 (Sheet 2 of 2)

BROWN GRAY ON 17 OFF 15 BLACK GB5-J BLACK GB7-P P379 19 P379 G2G22 G2F20 P304 P404 J4 L R L R G2M20 G2P20
CB313
TO TJ BLOCK 3(B) GND
LANDING
LIGHT SWITCH
NOSE UP LOCK R436 Y c P436 Y c G2J20 G2K20 P401 4 5 J401 4 5 4 5 (SHOWN GEAR DOWN) SWITCH 6 S401
GND BUS
OVHD SW. PANEL
PAGE 10 91-33-40 Dec 31/04
NOTE: FOR LANDING LIGHT TO OPERATE, NOSE GEAR HAS TO BE DOWN.
102220 18.0 E/V 104635 NEW/AB 105122 NEW
N53238
PAGE 11 Dec 31/04
91-33-40
7J8
N53238
7J9
PAGE 12 91-33-40 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB321 CB381 Part Number 454-755 454-755 Description
Item # 1 2 3
Circuit Breaker (1 Amp) Circuit Breaker (1 Amp) Overspeed Horn
Airspeed Warning Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-34-10
7J10
N53238
FWD L/H C/B PANEL

PILOT AIRSPEED WARN J2B/P2B 1A CB321 CB321-22
3
PFD1-P1
13
PFD #1
W1A22
W1A22 W1E22 OVERSPEED HORN
FWD R/H C/B PANEL

CO-PILOT AIRSPEED WARN J4B/P4B 1A CB381 CB381-22
10
W3A22
W3A22
PFD2-P1 W3E22
13
PFD #2
102220 50.0 K/V 104635 NEW/AB
STANDARD
FWD L/H C/B PANEL

PILOT AIRSPEED WARN J2B/P2B CB321-22 1A CB321
3
JB15
W1A22
W1AA22 OVERSPEED HORN
FWD R/H C/B PANEL

CO-PILOT AIRSPEED WARN J4B/P4B CB381-22 1A CB381
10
W3AA22
W1E22 W3A22
78
PFD #1 P7321 PFD #2 P7322
W1F22
78
105122 50.0 NEW
Airspeed Warning Figure 1 (Sheet 2 of 2)
7J11
PAGE 2 91-34-10 Dec 31/04
N53238
Item # 1
Circuit Breaker (3 Amp)
Standby Altimeter Figure 2 (Sheet 1 of 2)
PAGE 3 Dec 31/04
91-34-10
7J12
N53238
FWD L/H C/B PANEL ALTIMETER
J2C/P2C 3A CB333 CB333-22 5 F5A22 F5B22N
P334 1 2 TO J334, 91-33-10, FIGURE 3
GB8-L
NOT INSTALLED WITH AVIDYNE ENTEGRA OPTION IN S/N'S 4697198 AND UP.
102220 51.0 C/V 104635 NEW/AB
Standby Altimeter Figure 2 (Sheet 2 of 2)
7J13
PAGE 4 91-34-10 Dec 31/04
N53238
Item # 1 2 3
Circuit Breaker (7.5 Amp) Battery Standby Gyro Switch
Standby Attitude Indicator Figure 1 (Sheet 1 of 3)
PAGE 1 Dec 31/04
91-34-20
7J14
N53238
7J15
J2D/P2D 7 F6A20
102220 52.0 E/V 104635 NEW/AB
FWD L/H C/B PANEL
STBY ATT. IND.
7.5A CB322 GB8-R
CB322-20
P208
BATTERY (IN RADAR POD) J6 P206 P306 F6B20 F6C20 F6C20 GB-4M Z F6E20 2 3 F6G20 F6J20N G H P356 1
STANDBY GYRO SWITCH
P356 4
ON OFF TEST (MOM)

F6D20 F6F20 F6H20 P R T GB4-D F6K20 F6M20 U V F6L20 F6N20
28VDC INPUT A ON/OFF CONTROL I
F6P20N 5 F6R20 F6S20N GB4-F 1 2 P355
GB4-E TO STANDBY ATTITUDE INDICATOR (SEE 91-33-10, FIGURE 3)
+24/28 VDC OUTPUT C REMOTE TEST INPUT K DC RETURN (GND) E
REMOTE TEST LAMP J REMOTE WARNING LAMP L
TO ANNUN. P329-3 (91-31-50) TO ANNUN. P329-5 (91-31-50)
PAGE 2 91-34-20 Dec 31/04
N53238
PAGE 3 Dec 31/04

105122 52.0 NEW
FWD L/H C/B PANEL
STBY ATT. IND. J2D/P2D CB321-20 7 F6A20 BLK22 GB8-R P208
91-34-20
J6 P206 F6B20 F6C20 H F6C20 ON Z F6D20 F6F20 F6H20 GB4-D T F6J20N R F6G20 P GB4-M BLK22 F6E20 OFF TEST (MOM) GB4-F F6R20 F6S20N 1 2 L313 G I P306 STANDBY GYRO SWITCH F6P20N E P329 J6 P206 F6K20 F6M20 V U P306 F6L20 F6N20 6 18 13 4 5 F6T20 F6U20 F6V20 P329 P334/J334 1 2 3
7.5A CB321
BATTERY (IN RADAR POD)
28VDC INPUT A
GB4-E
ON/OFF CONTROL
+24/28 VDC OUTPUT C
REMOTE TEST INPUT K
DC RETURN (GND)
STANDBY ATTITUDE INDICATOR (91-33-10, FIGURE 3)
TO ANNUN. (RED) (91-31-50) TO ANNUN. (ORANGE) (91-31-50) TO ANNUN. (BLUE) (91-31-50)
REMOTE TEST LAMP J
REMOTE WARNING LAMP L
7J16
N53238
7J17
PAGE 4 91-34-20 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation S-TEC 6446 ADAHRS 2 Select Meggitt 37002-01-01 ADAHRS 2 Select Meggitt 84-133-1 Meggitt 84-134-1 Part Number Description Flux Sensor (2) Relay ADAHRS Unit (2) Switch PFD Unit (2) ND Unit (2)
Item # 1 2 3 4 5 6
602-244 102324-004 602-242 602-243
2 1
102325 AB
Electronic Flight Instrumentation System (EFIS) - Meggitt - (Standard) Figure 2 (Sheet 1 of 7)
PAGE 5 Dec 31/04
91-34-20
7J18
N53238
INSTR PANEL FS: 108.00
SW-1, SW-2 EADI DISPLAY DOWN SWITCH

7
6 9
8 10
102324 N
16 7 15 17 13 5 12 8
14
6 9 12
7 10 13 16
8 11 14 17
3 4
22 WH (TYP)
15
SWITCH DETAIL PRESSURE BULKHEAD DISC AUTOPILOT HARNESS A B C n D E FLUX VALVE 1 UPPER A B D E H AFT EQUIPMENT SHELF FS:263.00 BUS A BUS B BUS A
BUS B F G H p R j A B D E H LOWER FLUX VALVE 2 1 2 3 22 WHT 22 BLU CR100 IN4005 INSTR PANEL FS:108.00 ADAHRS 2 SELECT SWITCH
6 9 11 2 7 8 10 P1 1 J1
K10 BUS A
A2
A1 A3 BUS B B1 B3 B2
X1 X2
22 BLK
22 RED
22 BLK A3 B1 X1
BLUE BEAD
B2
3 2 1 J2 P2
22 BLU
5V-LT
A2
X2
A1
B3
22 RED
ADAHRS 2 PWR.
RELAY DETAIL
7J19
PAGE 6 91-34-20 Dec 31/04
N53238
PRIMARY FLIGHT DISPLAY 1 PFD1-P1 3 22 4 23 3 22 4 23 35 17 5 2 21 1 20 24 6 ND1-P1 NAVIGATION DISPLAY 1 ND1-P2 ND1-P3 NAVIGATION DISPLAY 2 ND2-P1 ND2-P2
FUNCTION
35 17 5 1 20 2 21 6 25
27 9 28 10 29 11 30 12 31 27 9 28 10 29 11 30 12 31 25 7 26 8 37 19 37 19 26 8 25 7 14 33 13 32
28VDC POWER 28VDC POWER 28VDC RETURN 28VDC RETURN 28VDC POWER 28VDC POWER 28VDC RETURN 28VDC RETURN 28VDC LIGHTS+ LIGHTS GROUND CHASSSIS GND CHASSSIS GND 422 BUS A 422 BUS B CONN GND 422 BUS A 422 BUS B 422 BUS SHIELD 429 IN 1A BUS A 429 IN 1A BUS B 429 BUS SHIELD CONN GND CONFIGURE 0 CONFIGURE 1 CONFIGURE 2 CONFIGURE 3 CONFIGURE 4 CONFIGURE 5 CONFIGURE 6 CONFIGURE 7 CONFIGURE RETURN CONFIGURE 0 CONFIGURE 1 CONFIGURE 2 CONFIGURE 3 CONFIGURE 4 CONFIGURE 5 CONFIGURE 6 CONFIGURE 7 CONFIGURE RETURN 429 IN2 BUS A 429 IN2 BUS B 429 IN2 SHIELD GROUND 429 IN3 BUS A 429 IN3 BUS B CONN GND 429 OUT2 BUS A 429 OUT2 B BUS 429 OUT2 BUS A 429 OUT2 B BUS 429 IN3 SHIELD GROUND 429 IN4B BUS A 429 IN4B BUS B 429 IN4A SHIELD GROUND 429 IN4A A BUS 429 IN4A B BUS 429 IN4B SHIELD GROUND 429 OUT1 BUS A 429 OUT1 B BUS 429 OUT1 SHIELD GROUND 429 OUT2 BUS A 429 OUT2 B BUS 429 OUT2 SHIELD GROUND CONFIGURE 0 CONFIGURE 1 CONFIGURE 2 CONFIGURE 3 CONFIGURE 4 CONFIGURE 5 CONFIGURE 6 CONFIGURE 7 CONFIGURE RETURN REVERSIONARY MODE 1 14 15 3 16 17 AC EXC HI AC EXC REF AC REF SHIELD CRS HDG REF FD ROLL SIG FD PITCH SIG PITCH STR SIG FD REF SHIELD HDG ERROR SIG CRS ERROR SIG SHIELD CONN GND DEV CT RT DEV CT LT SHIELD DEV GS UP DEV GS DN SHIELD GS FLG P GS FLG N NAV FLG P NAV FLG N LOC SW
B C D
14 33 13 32 36 18
36 18 27 9 28 10 29 11 30 12 31 13 1 14 15 3 16 4 17 6 19
8 21 10 23 11 24 12 25 13
PAGE 7 Dec 31/04
91-34-20
7J20
N53238
REV SW-1 SW-1 1 3 20 RED 20 BLK 20 RED 20 RED 20 BLK 20 RED/WHITE 20 BLK 22 BLK 22 BLK RADAR INTERCONNECT EFIS-RADAR STORMSCOPE EFIS-STORMSCOPE EFIS SW. RELAY EFIS-RELAY
INTERCONNECTS NAV 2/GPS AUTOPILOT NAV 1/GPS EFIS-AP1 EFIS-NAV 1 EFIS-NAV 2
P4D-4
P4D-5 P6C-3
B C D
2 3 4 1 2 3 A1 B1
22 BLK
22 BLK
1 2 3
1 2 3 4 5 6 4 5 6 26 27 28 7 8 9 7 8 9 4
SEE SHEET 7
20 RED/WHITE
5V DC SW LIGHT BUS
G
1 2 3 4 5 6 7 8 9 10 11 13 14 15 16 17 18 19 20 21 22 23 24
6 2 22 BLU
22 BLK
7J21
PAGE 8 91-34-20 Dec 31/04
N53238
PRIMARY FLIGHT DISPLAY 2 PFD2-P1 NAVIGATION DISPLAY 2 ND2-P1 ND2-P3 1 20 2 21 4 23 5 24 6 25 9 28 31 36 17 29 11 30 12 32 14 33 15 13 8 9 NOTE: STEP DOWN 20 AWG WIRES TO 22 AWG WIRES, NO MORE THAN 6 INCHES FROM CONNECTOR. 13 14 15 16 31 20 19 4 3 23 7 ADAHRS 1 ADAHRS 2 AUTOPILOT PRESSURE BULKHEAD CONNECTOR FUNCTION ADF1 SIN A ADF1 SIN B ADF1 COS A ADF1 COS B SHIELD ADF2 SIN A ADF2 SIN B ADF2 COS A ADF2 COS B SHIELD DME1 OUT SIG DME1 OUT RTN SHIELD RAD ALT SIG RAD ALT RTN RAD ALT VALID SHIELD DH FLAG DH FLAG RTN MKR I SIG MKR M SIG MKR O SIG MKR RTN DME1 FLG DME SEL SW2 DME SEL SW1 HOLD ANNUN FD SEL SW REVERSIONARY DESCRETE GPS SRC IN/OUT PARITY CONFIG RETURN 28VDC POWER 28VDC POWER 28VDC RETURN 28VDC RETURN SIG X SIG Y SIG Z EXC HI EXD LO 429 OUTA BUS A 429 OUTA BUS B SHIELD CONN GND CHASSIS GND 28VDC POWER 28VDC POWER 28VDC RETURN 28VDC RETURN 28VDC POWER 28VDC POWER 28VDC RETURN 28VDC RETURN 28VDC LIGHTS LIGHTS GROUND CHASSIS GND CONN SHELL 422 BUS A 422 BUS B 422 BUS A 422 BUS B CHASSIS GND CONN GND 429 BUS A 429 BUS B SHIELD SIG X SIG Y SIG Z EXC HI EXC LO CONN GND CHASSIS GND 429 OUTB A 429 OUTB B SEE NOTE EFIS-PB1 AUDIO EFIS-AUDIO
PRIMARY NAVIGATION FLIGHT DISPLAY 1 DISPLAY 1 PFD1-P1 ND1-P3 1 20 2 21 4 23 5 24 6 25 9 28 31 36 17 29 11 30 12 32 14 33 35 15 18
INTERCONNECTS RAD ALT EFIS-RA DME 1 EFIS-DME ADF 1 ADF 2
AD1-P1
AD2-P1
EFIS-ADF1 EFIS-ADF2 1 2 3 4 5 1 2 3 4 5
1 2 3 2 3 4 1 5 6 1 2 3 4 5 6 7
J
20 RED 20 BLK A B C D E n 22 BLK 22 BLK 20 BLK 20 BLK P4D-7
K L
12 3 22 4 23 3 22 4 23 35 17
35 17 5 1 20 2 21
20 BLK 20 RED/WHITE 20 BLK 22 BLK 22 BLK
2 21 1 20 5 24 6 23 7 31 20 19 4 3 12 33 32
22 BLK 22 BLK p F G H R j 22 BLK 22 BLK
6 25
O
22 RED P2-1 P6C-7 20 RED 20 BLK
13 14 15 16 24 9
28VDC POWER 28VDC POWER 28VDC RETURN 28VDC RETURN CONFIGURE 1 CONFIG RETURN
W1A22 W3A22 1N4005 1N4005 W3A22 W1A22 13 13 W1E22 W3E22 AIRSPEED WARN AIRSPEED WARN W1E22 W3E22
P2B-3 P4B-10
SONALERT POS
SONALERT GND
PAGE 9 Dec 31/04
91-34-20
7J22
N53238
AUTO PILOT EFIS-AP1 INTERCONNECTS ADAHRS2 ENGINE INSTRUMENT SELECT DATA ACQ. UNIT RELAY EFIS-RELAY ADAHRS1-DAU ADAHRS2-DAU
REV SW 2 SW-2
I
25 6 4
22 BLU
J
5 20 RED/WHITE 5V DC SW LIGHT BUS
A2 B2
K L M
1 3
1 2 3
20 RED
P6C-5
4 2
20 RED
P6C-6
22 BLU
1 2 3
A3 B3
7J23
PAGE 10 91-34-20 Dec 31/04
N53238
PRIMARY FLIGHT DISPLAY 1 PFD1-P2
PRIMARY FLIGHT DISPLAY 2 PFD2-P1 FUNCTION
XPNDR INTERCONNECT EFIS-XPNDR
REV SW-1 SW-1 1
REV DISC AV3
A/P F/D SWITCH AP/SW
27 9 28 10 29 11 30 12 31
CONFIGURE 0 CONFIGURE 1 CONFIGURE 2 CONFIGURE 3 CONFIGURE 4 CONFIGURE 5 CONFIGURE 6 CONFIGURE 7 CONFIGURE RETURN CONN GND ALT A1 ALT A2 ALT A4 SHIELD GROUND ALT B1 ALT B2 ALT B4 SHIELD GROUND ALT C1 ALT C2 ALT C4 SHIELD GROUND ALT D4 ALT RETURN SHIELD GROUND
3 REF SHT.3 22BLK 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
1 9 2 3 11 4 5 13 6 7 15
REVERSION A/P DISC PWR A/P 28V PWR
7 8 4 1
A+
SEE FIGURES 3 & 4
5 6 2 SEE FIGURES 3 & 4
PAGE 11 Dec 31/04
91-34-20
7J24
N53238
7K1
PAGE 12 91-34-20 Dec 31/04
N53238
Item # 1 2 3
Circuit Breaker (3 Amp) Pilot's Turn Coordinator Copilot's Turn Coordinator
Turn Coordinator(s) Figure 3 (Sheet 1 of 3)
PAGE 13 Dec 31/04
91-34-20
7K2
N53238
FWD L/H C/B PANEL
SEE AUTOPILOT C.I.P. DRAWING AND 91-22-10
FWD L/H C/B PANEL
102220 38.0 NEW/V 104635 P
Effectivity 4697001 thru 4697143, and 4697145 thru 4697148 only
7K3
PAGE 14 91-34-20 Dec 31/04
N53238
PILOT
FWD L/H C/B PANEL

PILOT TURN COORD
J2D/P2D 5A CB334
CB334-20
J12
F3A20 F4A20N
A B C
PILOT TURN COORD
GB5-A
CO-PILOT (OPTIONAL)
FWD L/H C/B PANEL

CO-PILOT TURN COORD
J2C/P2C 3A CB333
CB333-22
P307
F7A22 F7A22N
A B C
CO-PILOT TURN COORD
GB2-B
NOT INSTALLED WITH AVIDYNE ENTEGRA OPTION, IN S/N'S 4697198 AND UP.
104635 38.0 R/AB
Effectivity 4697144; and, 4697149 and up
PAGE 15 Dec 31/04
91-34-20
7K4
N53238
7K5
PAGE 16 91-34-20 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation IN-182A ART 2000 Part Number Description
Item # 1 2
Radar Indicator Radar Antenna Transceiver Radar Antenna Array Configuration Module
Weather Radar Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-34-40
7K6
N53238
7K7
RIGHT WING MAIN HARNESS CONNECTOR TO CIRCUIT BREAKER PANEL DISCONNECTOR P6C 2 20 RED P201 20 RED A A 20 RED 20 BLK TO GND B TO GND B 20 BLK 31 RT ON/OFF P302 RADAR IN182A 34 35 36 37 31 19 37 8 16 17 29 TO GND 2 3 22 BLK 27 2 GROUND 42 43 C J K L M N P R TO GND TO DIMMER BUS DIM C J K L M N P R 22 BLK 22 BLU 30 LIGHTS A+ 1 20 8 9 H H D F G D F G 1 2 3 4 RADAR / EFIS P1 4 2 9 49 46 47 CONFIGURATION MODULE 45 48 44 50 6 8 5 1 102342 E
NOTE: ALL WIRING IS 22 GAUGE, UNLESS OTHERWISE INDICATED.
ART 2000 ANTENNA RECEIVER TRANSMITTER
IN-182A RADAR INDICATOR
28VDC
28 VDC PWR
GND
RT ON/OFF
LIGHTS GND
# 1 429 A IN # 1 429 B IN
# 1 429 A OUT # 1 429 B OUT
453 DATA A IN 453 DATA B IN
Weather Radar Figure 1 (Sheet 2 of 2)
453 DATA OUT A 453 DATA OUT B
PITCH/ROLL 429 A PITCH/ROLL 429 B
DATA IN
CHIP SELECT 1 CHIP SELECT 2
CLOCK DATA OUT +5 VDC PWR
PAGE 2 91-34-40 Dec 31/04
POWER GND
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation Garmin GNS-530 Part Number 601-220 556-753 552-539 598-539 Description
Item # 1 2 3 4 5
Global Navigation System NAV Antenna Coupler GPS#1 Antenna (i.e. - left side) COM#1 Antenna NAV Antenna
4 5
GNS-530 COM/NAV/GPS# 1 Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-34-50
7K8
N53238
GNS 530 NAV/COMM/GPS TRANSCEIVER P4002 NAV INDICATOR GI 106-2 EFIS HARNESS NAV1-EFIS DME HARNESS J601 10 1 2 3 4 5 6 7 8 9
TRANSPONDER HARNESS GPS/ENC 1
FUNCTION
P4001
P4006 22 14 21 33 20 37 40 42 39 43
ENGINE COMM/NAV 2 INSTRUMENTS HARNESS DAU GPS1/DAU C/N 2
AUDIO HARNESS P1
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
DME COMMON 2 X 5 MHZ A 2 X 5 MHZ C 2 X 5 MHZ D 2 X 5 MHZ E 2 X 5 0.1 MHZ A 2 X 5 0.1 MHZ C 2 X 5 0.1 MHZ D 2 X 5 0.1 MHZ E 2 X 5 50 KHZ ALTITUDE A1 ALTITUDE A2 ALTITUDE A4 ALTITUDE B1 ALTITUDE B2 ALTITUDE B4 ALTITUDE C1 ALTITUDE C2 ALTITUDE C4 ALTITUDE D4 ALT COMMON COMM AUDIO HI COMM AUDIO LO NAV AUDIO HI NAV AUDIO LO
69 68 67 66 65 64 63 62 61 70 60 7 19 16 17 6 4 14 5 6 7 17 18 19 8 9 10
MIC AUDIO MIC KEY TRANSMIT INTERLOCK DATA CROSSFILL TRANSMIT 41 DATA CROSSFILL RECEIVE 42
1 2 3 4 5 6 22 BLK 22B 22 BLU 22 BLK 24 23 1 2 3 7 8 9 4 5 6
GROUND 28V DIM 429 OUT A 429 OUT B 429 IN A 429 IN B 429 OUT A 429 OUT B 429 IN A 429 IN B GROUND 28V DIM + TO + FROM G/S + UP G/S +DOWN/- FLAG VERTICAL FLAG + + LEFT + RIGHT LATERAL FLAG + LATERAL FLAG OBS RES H OBS RES C OBS RES D OBS RES E/G OBS RES F GROUND GROUND +28 VDC POWER +28 VDC POWER GROUND GROUND +28 VDC GPS POWER +28 VDC GPS POWER
40 39
48 49 46 47 36 35 22 21 1 2 32 31 30 5 6 3 4 10 9 13 11 12 21 22 11 12 77 78 19 20 9 10
1 2 3
22 BLK 22 BLU
22 BLK 13 14 15 16 11 12 7 8 1 2 102302 P 3 5 4 6
* SEE 34-50-00, FIGURE 1.
22 BLK 18 BLK 18 BLK 18 RED 18 RED 22 BLK 22 BLK 22 RED 22 RED
COM-1 COM-1
* *
GPS/N-1 GPS/N-1
7K9
PAGE 2 91-34-50 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation Garmin GNS-530 Garmin GI-106 Part Number 601-220 602-239 556-753 552-539 598-539 Description
Item # 1 2 3 4 5 6
Global Navigation System Course Deviation (NAV) Indicator NAV Antenna Coupler GPS#2 Antenna (i.e. -right side) COM#2 Antenna NAV Antenna
2 3
4 6
PAGE 3 Dec 31/04
91-34-50
7K10
N53238
GNS 530 NAV/COMM/GPS TRANSCEIVER P1002-2 DME HARNESS J602 10 1 2 3 4 5 6 7 8 9
TRANSPONDER HARNESS GPS/ENC 2
FUNCTION DME COMMON 2 X 5 MHZ A 2 X 5 MHZ C 2 X 5 MHZ D 2 X 5 MHZ E 2 X 5 0.1 MHZ A 2 X 5 0.1 MHZ C 2 X 5 0.1 MHZ D 2 X 5 0.1 MHZ E 2 X 5 50 KHZ
P1001-2
P1006-2 22 14 21 33 20 37 40 42 39 43
COMM/NAV 1 HARNESS C/N 2
EFIS AUDIO HARNESS HARNESS NAV2-EFIS P1
ENGINE INSTRUMENTS DAU GPS2/DAU
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
ALTITUDE A1 ALTITUDE A2 ALTITUDE A4 ALTITUDE B1 ALTITUDE B2 ALTITUDE B4 ALTITUDE C1 ALTITUDE C2 ALTITUDE C4 ALTITUDE D4 ALTITUDE COMMON
69 68 67 66 65 64 63 62 61 70 60
102302 N
COMM AUDIO HI COMM AUDIO LO NAV AUDIO HI NAV AUDIO LO MIC AUDIO MIC KEY TRANSMIT INTERLOCK DATA CROSSFILL TRANSMIT DATA CROSSFILL RECEIVE 41 42
7 19 16 17 6 4 14
2 1 5 6 3 4 22 BLK
11 12 13 20 21 22 14 15 16
GROUND
40
22 BLK
28V DIM
39
22 BLU 22 BLK
429 OUT A 429 OUT B 429 IN A 429 IN B 429 OUT A 429 OUT B 429 IN A 429 IN B GROUND GROUND +28 VDC POWER +28 VDC POWER GROUND GROUND +28 VDC GPS POWER +28 VDC GPS POWER 21 22 11 12 77 78 19 20 48 49 46 47
24 23
1 2 3 7 8 9 4 5 6
1 2 3
36 35 18 BLK 18 BLK 18 RED 18 RED 22 BLK 22 BLK 22 RED 22 RED
* SEE 34-50-00, FIGURE 1.

COM-2 COM-2 P6-A1 P6-A2
* *
GPS/N-2 GPS/N-2
P6-B1 P6-B2
7K11
PAGE 4 91-34-50 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation Garmin GTX-327 Part Number 651-938 548-407 Description
Item # 1 2 3
Transponder Encoding Altimeter Transponder Antenna
GTX-327 Transponder Figure 3 (Sheet 1 of 2)
PAGE 5 Dec 31/04
91-34-50
7K12
N53238
GTX-327 TRANSPONDER J102 FUNCTION
EFIS HARNESS XPNDR-EFIS
SUPPRESSION SUPP.
GPS HARNESS GPS/ENC1
GPS HARNESS GPS/ENC2
ALTITUDE PRESELECT HARNESS ALT/ENC
RELAY ASSY P317(REF)
22 1 15 13
SQUAT SW
P317-33
33
28VDC PWR PWR GROUND
20 RED 20 BLK
XPNDR
P4C-6
* *
* SEE 34-50-00, FIGURE 3.

23 DIM 22 BLU P4D-1 3 5 6 9 11 12 A1 A2 A4 B1 B2 B4 1 2 3 4 5 6 7 8 10 4 7 18 C1 C2 C4 D4 ALT RTN 25 8 17 GROUND EXT. IDENT. SUPPRESSION 1 2 22 BLK 9 10 11 12 13 14 15 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 CW8H22 CW7H22 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 TO CONTROL WHEEL CONN.
ANTENNA
RG58C/U
102305 L
ORANGE TY-RAP
GTX-327 Transponder Figure 3 (Sheet 2 of 2)
7K13
PAGE 6 91-34-50 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation S335, S336, S337 Part Number 688-294 Description Switch (3 each)
Item # 1
Fixed Oxygen Generator System Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-35-10
7K14
N53238
(91-31-50)
NOTE: SWITCHES SHOWN IN ARMED POSITION. SWITCHES CLOSE WHEN CANISTERS ARE ACTIVATED. SEE ALSO 91-33-10, FIGURE 4.
102220 40.0 NEW/V 104635 NEW/AB 105122 NEW
Fixed Oxygen Generator System Figure 1 (Sheet 2 of 2)
7K15
PAGE 2 91-35-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation Part Number 458-725 548-917 Description Vacuum Ejector Vacuum Transducer
Item # 1 2
Vacuum System Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-37-20
7K16
N53238
P319 VACUUM XDUCER SEE 91-77-40, FIGURE 1
VACUUM EJECTOR
REG NO NC C P437/R437 D30C20 D30F20 P P R R D30B20 D30E20
J5 P405/P305 P R P R D30A20 D30D20N
SEE ANNUN. P329-19 (91-31-50)
VACUUM SW. (SHOWN NORMAL VACUUM) GB6-P
102220 45.0 NEW/V 104635 NEW/AB 105122 NEW
Vacuum System Figure 1 (Sheet 2 of 2)
7K17
PAGE 2 91-37-20 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation S326, S327 Part Number 84530-09 Description
Item # 1
Door Ajar Switch (Lower & Upper)
Door Ajar Warning Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-52-70
7K18
N53238
TO "DOOR AJAR" ANNUN. P329-16 (91-31-50)
W17A22 W17B22 W17C22
J316 P316
S326
LOWER DOOR AJAR SWITCH
UPPER DOOR AJAR SWITCH
S327
(SWITCHES SHOWN NORMALLY CLOSED, WITH DOORS OPEN)
102220 16.0 NEW/V 104635 NEW/AB 105122 NEW
Door Ajar Warning Figure 1 (Sheet 2 of 2)
7K19
91-52-70
PAGE 2 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB352 K9 Part Number Description 454-738 584-315 487-804 487-155
Item # 1 2 3 4 5
Circuit Breaker (5 Amp) Relay, Squat Switch Switch, Reverse Lockout Test Switch, Reverse Lockout Solenoid, Reverse Lockout
4-5
4-5
2 Effectivity 4697001 and up Propeller Reverse Lockout Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-61-20
7K20
N53238
E17S20
CB352 P335 1 2 POWER LEVER 5 6 P335 E17M22 E17P22 P386/J386 2 1 2 1
E17K20 E17N22 E17R22 + 10,000 MF 50 VDC
B SQUAT SW. RELAY NO. 2 (SHOWN ON GND) GB1-C
POWER LEVER BETA POSITION SWITCH (SWITCH CLOSES IN BETA POSITION)
* REVERSE
LOCKOUT SOLENOID
E17L20 (GND IN FLT.)
TO 91-21-30
* LOCK RETRACTED WITH

WEIGHT ON WHEELS
E17D20N 3 A K9
7K21
J451/P451 P436/J436 E17U20 P404/P304 E17T20
102220 7.0 K/V 104635 NEW/AB 105122 NEW
1 2 3
2 1
E17V20N JB17 E17W20 E17Y22 GB9-M
4 5 6
5 4 t
E17X20
NOSE SQUAT SW. (SHN. ON GND)

P436/R436 J451/P451 2 1 E17U20 E17V20N U E17T20 U U U P404/P304
NOSE SQUAT SW. (SHN. ON GND)
P317/J317 34 11 7 33 10 6 2 3
GB9-M
TO "BETA" ANNUN. P329-4 (91-31-50) E17J22
SEE TRANSPONDER INSTALLATION AND 91-32-60
* P328-12 WITH AVIDYNE ENTEGRA OPTION,

OVHD SW PNL
P379/J379 E17B20 J3B/P3B 7 E17A20 20 32 J379/P379 31 E17C20 4
Propeller Reverse Lockout Figure 1 (Sheet 2 of 2)
AFT L/H C/B PANEL
J317/P317 1 5 9 5 REVERSE LOCKOUT TEST SWITCH (NORMALY CLOSED)
REVERSE LOCKOUT
5A
CB352-20
PAGE 2 91-61-20 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB355 Part Number 454-738 487-804 Description
Item # 1 2 3
Circuit Breaker (5 Amp) Switch, Feather (2) Solenoid, Feather
1 2
Propeller Feather Figure 2 (Sheet 1 of 2)
PAGE 3 Dec 31/04
91-61-20
7K22
N53238
PP1C20N
PP1E20
PP1F20
7K23
J387/P387 P387/J387 34 PP1J20 PP1H20 PP1L20 37 6 PP1K20 J3B/P3B 2 PP1A20 DE-ENERGIZED IN FEATHER ENERGIZED WHEN NOT IN FEATHER 29 P335 3 9 NO C (SW'S SHOWN IN FEATHER POS.) NC 7 NO FEATHER SWITCHES C NC SW.'S CLOSE IN FUEL CUTOFF POSITION 8 10 11 FEATHER TORQUE SWITCH C B A P433 P
TO "FEATHER" ANNUN. P329-1 (91-31-50)
AFT L/H C/B PANEL
PROP FEATHER
5A CB354
CB354-20
GB2-L
Propeller Feather Figure 2 (Sheet 2 of 2) ON POWER LEVER

J4 P304 P404 PP1B20 C C Q9B20 WHT R436 P436 F F Q9A20 WHT D PP1D22N GB2-M E D E GB10-J WHT/BLU G G
P426 A WHT/BLU B C GND TO ENGINE

102220 48.0 D/V 104635 K/AB 105122 NEW
FEATHER SOLENOID
ENERGIZE TO FEATHER
PAGE 4 91-61-20 Dec 31/04
S/N'S 4697115, 4697120 THRU 4697124; AND 4697126 & UP. AND ALSO, 4697001 THRU 4697114, 4697116 THRU 4697119; AND 4697125 WITH KIT NO. 767-328 INSTALLED.
N53238
PAGE 5 Dec 31/04
91-61-20
7K24
N53238
7L1
PAGE 6 91-61-20 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB380 Part Number Description 454-738 463-264
Item # 1 2 3
Circuit Breaker (5 Amp) Switch, Overspeed Governor Test Overspeed Governor
2 3
Propeller Overspeed Governor Figure 3 (Sheet 1 of 2)
PAGE 7 Dec 31/04
91-61-20
7L2
N53238
7L3
OVHD SW PNL
P379/J379 E17D20 OVERSPEED GOV. TEST SWITCH (NORMALY OPEN) 27 E17E20 25 t t J379/P379 J3 P303 P403 E17F20 R435 P435 r r E17G20 E17H20N GB9-E P417 A B J3B/P3B 6
AFT L/H C/B PANEL
OVERSPEED TEST
CB380
Propeller Overspeed Governor Figure 3 (Sheet 2 of 2)
5A
CB380-20
O V E R G S O P V E E D
102220 54.0 E/V 104635 NEW/AB 105122 NEW
PAGE 8 91-61-20 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation Part Number * Description Chip Detector (2)
Item # 1
* - See Pratt & Whitney Canadas Parts Catalog for Engine Model PT6A-42A
Chip Detector Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-72-10
7L4
N53238
J3 P303 P403 TO "CHIP DETECTOR" ANNUN. P328-6 (91-31-50) E18A22 s s E18B20
R435 P435 q q E18C20 E18D20N GB9-C E18E20
ACCESSORY GEARBOX CHIP DETECTOR A B P418
CHIP DETECTOR A
E18F20N GB9-D
B P425 PROPELLER REDUCTION GEARBOX
102220 16.0 NEW/V 104635 NEW/AB 105122 NEW
Chip Detector Figure 1 (Sheet 2 of 2)
7L5
PAGE 2 91-72-10 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB340 CB316 K404 Part Number 454-739 454-738 Description
Item # 1 2 3 4 5 6 7 8
Circuit Breaker (7.5 Amp) PY Heaters (2) Circuit Breaker (5 Amp) Relay Assy. Ignition Unit Switch, Ignition Switch, Torque Switch, Condition
1&3 2 5
Engine Ignition and PY Line Heaters Figure 1 (Sheet 1 of 2)
PAGE 1 Dec 31/04
91-74-20
7L6
N53238
K3G20 OFF (1) 27 P380
K3C20 K3F20
K3D20 K3E20
P380 K3J20N 29 MAN.
P427
GB6-M
WHEN THE AVIDYNE ENTEGRA OPTION IS INSTALLED IN S/N'S 4697198 AND UP, THE FOLLOWING NOTES APPLY: (1) WIRE CODE IS K3HH20. (2) RELAY IS K404A. (3) CONNECTOR IS P328-18. (4) P366 2 1 K3H20
K3N20N
PAGE 2 91-74-20 Dec 31/04

J2A/P2A CB316-20 (4) 1 K3A20
102220 42.0 E/V 104635 NEW/AB 105122 NEW
TO "IGNITION" ANNUN. P328-11(3) (91-31-50)
K3P22
Engine Ignition and PY Line Heaters Figure 1 (Sheet 2 of 2)
FWD L/H C/B PANEL

1 2 P366
RELAY ASSY
1 5 3 A
CR 404
IGNITION
J5 P305/P405 3 4 K404(2) P366 K3R20 J K3L20
R437/P437 J K3M20
5A
A B C
7L7
20 GA. JUMPER J5 P305/P405 R437/P437 P429 H4C18 18GA B H4D18N D C A H4B18 Y H4A18 Y J1D/P1D 3
FWD L/H C/B PANEL
PY HEATERS
7.5A
CB340-18
PY 100 WATTS 8 OHMS PX 40 WATTS 20 OHMS
CB340
OVHD SW PNL
IGNITION SWITCH AUTO P380 28 K3B20 h J3 P303/P403
TORQUE SWITCH R435/P435 N P
P420 A IGNITION B UNIT C
CB316
GB9-F
N53238
PAGE 3 Dec 31/04
91-74-20
7L8
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Designation CB350, CB351 CB343, CB345, CB356 Part Number 454-738 454-736 686-086 601-905 601-905 548-918 548-919 601-217 481-393 602-250 Description
Item # 1 2 3 4 5 6 7 8 9 10 11
Circuit Breaker (5 Amp) Circuit Breaker (3 Amp) Sensor, OAT Transducer, Vacuum Tachometer Generator, (NG) Turbine Tachometer Generator, (NP) Propeller Transducer, Torque Transducer, Oil Pressure Transmitter, Fuel Flow Sensor, Oil Temperature Data Acquisition Unit
1-2 11 8-10 5
102222 A 102223 C
6-7
11
5 Engine Data Acquisition and Monitoring Figure 1 (Sheet 1 of 5) Effectivity 4697001 and up
7L9
PAGE 1 91-77-40 Dec 31/04
N53238
ITT IN CR ITT IN AL
28VDC PWR. (A)
28VDC PWR. (B)
CASE GROUND
PWR. RETURN (A)
PWR. RETURN (B)
OAT IN A
OAT IN B
OAT IN C
OAT IN D
VAC IN P
VAC IN N
NG IN A
NG IN B
NP IN A
NP IN B
Effectivity 4697001 thru 4697134 as delivered
E4C20 WHT
E3P20N
E3G20N
E2C20 WHT
WHT
QT1B20
WH/BLU
WH/ORN
WH/GRN
WHT
WH/BLU
GB2-D GB2-E t s s r r t q P302 J2 P201 OAT SENSOR (RT WING) QT1A20 WHT WH/BLU WH/ORN WH/GRN BLACK EXC. HI SIG HI SIG. LO EXC LO D P216 C B A q
WH/ORN
WH/GRN
P303 J3 P403
WH/BLU
CB343
WH/BLU
E4B20 WHT
WH/BLU
E2B20 WHT
WH/BLU
BLACK
BLACK
ALUMEL
SIG. HI B SIG LO C P319
WH/ORN WH/GRN
CROMEL
PAGE 2 Dec 31/04
AFT L/H C/B PANEL
DATA ACQ. UNIT J3B/P3B 4 E3D20
5A CB350 1 5 6 25 RED YEL 20 3 2 21 4 24 31 13 9 28 26 23 8
CB350-20
91-77-40
J4 P339 J3B/P3B 3 E4D20 G H P303 J3 P403 FEED THRU FIREWALL R435 P435 R S F G R435 P435 E2A20 WH/BLU WHT GB10-H VACUUM XDUCER V1B20 WHT WH/BLU 28 + A 28 - D GB10-F (NG) TURBINE TACH GEN E4A20 WH/BLU WHT TO ITT STUDS ON ENGINE B A P416 SIG. (-) SIG. (+) B A
VACUUM
3A
CB343-20
(NP) PROP TACH GEN SIG. (-) SIG. (+) P413
Engine Data Acquisition and Monitoring Figure 1 (Sheet 2 of 5)
102220 46.0 N/V
7L10
WH/ORN
WH/GRN
28VDC PWR. (B) 28VDC PWR. (A) CASE GROUND PWR. RETURN (B) PWR. RETURN (A)
E4H20N E4J20N GB2-K P303 J3 P403
E3B20 WHT WH/BLU WH/ORN WH/GRN
E3C20 WHT WH/BLU WH/ORN WH/GRN TQ IN P TQ IN N
28 + 28 SIG HI SIG LO P409
GB10-B
BLACK-22 P303 Y J3 P403 GB10-C BLACK-22 E5A20 WHT WH/BLU WH/ORN WH/GRN R435 P435
E5C20 WHT WH/BLU WH/ORN WH/GRN OP IN P OP IN N
C D A B
P303 J3 P403
R435
P435
GB10-D
BLACK-22 E1A20
E1B20 B WHT WH/BLU
E1C20 WHT WH/BLU FF IN P FF IN N
F.F. IN + F.F. IN F.F. COMP COM F.F. COMP IN F.F. TEMP IN P414
A B D
WHT WH/BLU
FUEL FLOW XMITTER
E C
WH/ORN WH/GRN
WH/ORN WH/GRN
WH/ORN WH/GRN
FF COMP IN FF TEMP IN
E6A20 WHT WH/BLU WH/ORN GB10-E BLACK-22
E6B20 WHT WH/BLU WH/ORN
E6C20 WHT WH/BLU WH/ORN
OT IN P OT IN N OT IN C
7L11
N53238
PAGE 3 91-77-40 Dec 31/04 Effectivity 4697001 thru 4697134 as delivered

102220 46.1 C/V
3A
3A CB345-20 9
5A
TORQUE
OIL PRESS.
DATA ACQ. UNIT
AFT L/H C/B PANEL
CB345
CB351
CB353
CB353-20 8
CB351-20 5
SIG LO C P415
SIG. HI B
J3B/P3B
J3B/P3B
J3B/P3B
TORQUE XDCR
28 + A WHT
28 D WH/BLU
E4E20
E4F20
E4G20
E3A20 N P435 R435 J K L M U V W J K L M U V W
18 36 17 19 37
GB2-J
10 29
OIL PRESS XDCR OIL TEMP SENSOR
14 33
X C D E P435 Z
A B C D E P303 J3 P403
15 34 16 35
R435
P411 A B
30 12 11
a b
b f
J4
P339
N53238
ITT IN CR ITT IN AL
28VDC PWR. (A)
28VDC PWR. (B)
CASE GROUND
PWR. RETURN (A)
PWR. RETURN (B)
OAT IN B
OAT IN C
OAT IN D
VAC IN N
NP IN A
OAT IN A
VAC IN P
NG IN A
CB350
NG IN B
NP IN B
E4C20 WHT
WH/BLU
E2C20 WHT
E3P20N
QT1B20 WHT
WH/BLU
WH/ORN
WH/GRN
WH/BLU
GB2-E
WH/ORN
GB2-D
WH/GRN
E4B20 WHT
E2B20 WHT
OAT SENSOR (RT WING)
QT1A22 WHT WH/BLU WH/ORN WH/GRN
EXC. HI B C D
FEED THRU FIREWALL
R435 P435
WH/BLU
WH/BLU
ALUMEL
SIG. HI SIG LO C
WH/ORN WH/GRN
CROMEL
Effectivity 4697135 and up; and, 4697001 thru 4697134 with Kit No. 767-354 installed
WHT
CB343
E3G20N
P303 J3 P403
WH/BLU
PAGE 4 Dec 31/04
AFT L/H C/B PANEL
DATA ACQ. UNIT

4 E3D20
J3B/P3B
CB350-20
5A
1 6 25
RED YEL
91-77-40
20 3 2 21 4 23 5 24 31 13 9 28 26 8
3 E4D20 H
J4 P339
VACUUM
J3B/P3B
CB343-20
3A
P303 J3 P403
t p p t q s r
P302 J2 P201
s r
R435 P435
SIG HI
SIG. LO
(NP) PROP TACH GEN

E2A20 WH/BLU WHT B SIG. (-) A SIG. (+)
EXC LO
P216
VACUUM XDUCER
P413
V1B20 WHT WH/BLU

(NG) TURBINE TACH GEN
E4A20 WH/BLU WHT B SIG. (-) A SIG. (+)
28 + 28 D

A
104635 46.0 P/AB 105122 NEW
P416
P319
TO ITT STUDS ON ENGINE
7L12
28VDC PWR. (B) 28VDC PWR. (A) CASE GROUND PWR. RETURN (B) PWR. RETURN (A)
E4H20N E4J20N GB2-K
E3C20 WHT WH/BLU WH/ORN WH/GRN
TQ IN P TQ IN N
E5A20 28 + 28 SIG HI SIG LO C D A B P409 WHT WH/BLU WH/ORN WH/GRN P435
E5B20 WHT WH/BLU WH/ORN WH/GRN R435
E5C20 WHT WH/BLU 14 WH/ORN WH/GRN
OIL PRESS XDCR FUEL FLOW XMITTER OIL TEMP SENSOR
OP IN P OP IN N
E1A20 F.F. IN + F.F. IN F.F. COMP COM F.F. COMP IN F.F. TEMP IN P414 A B D WHT WH/BLU
E1B20 WHT WH/BLU
E1C20 WHT WH/BLU
FF IN P FF IN N
E C
WH/ORN WH/GRN P435
WH/ORN WH/GRN R435
WH/ORN WH/GRN
FF COMP IN FF TEMP IN
E6A20 WHT WH/BLU WH/ORN
E6B20 WHT WH/BLU WH/ORN
E6C20 WHT WH/BLU WH/ORN
OT IN P OT IN N OT IN C
7L13
N53238
Effectivity 4697135 and up; and, 4697001 thru 4697134 with Kit No. 767-354 installed
PAGE 5 91-77-40 Dec 31/04

5A DATA ACQ. UNIT 3A CB345-20 9 3A TORQUE OIL PRESS.
AFT L/H C/B PANEL
CB345
CB353
CB351
CB351-20
CB353-20 8
28 -
TORQUE XDCR
SIG. HI B
J3B/P3B
J3B/P3B
J3B/P3B
28 + A
SIG LO C
P415
104635 46.1 P/AB P411 A B
E4E20
E4F20
E4G20
E3A20
WHT
WH/BLU
WH/ORN
WH/GRN
18
GB2-J N
36 17 19 37
A
J K L M P435
Y
J K L M P303 J3 P403
10 29
R435
H U
V W X
U V W X P303 J3 P403 A
33
P
B C D E Z a b P435 R435
15 34
B C D E P303 J3 P403
f
16 35
30 12
Z a b P303 J3 P403
11 J4 P339
N53238
PAGE 6 Dec 31/04
91-77-40
7L14
N53238
Item # 1 2 3 4 5
Circuit Breaker (5 Amp) Data Acquisition Unit Engine Displays 1 & 2 (Meggitt EDUs) Primary Flight Display (PFD) (2 ea.) Multi-Function Display (MFD)
NOTE: Item 3 replaced by items 4 and 5 when optional Avidyne FlightMax Entegra EFIS is installed in S/Ns 4697198 and up.
1 2
Engine Data Acquisition and Display Figure 2 (Sheet 1 of 4)
7L15
PAGE 7 91-77-40 Dec 31/04
N53238
SHLD RTN
429 OUTA A
429 OUTA B
422 TXA A
422 TXA B
CHASSIS GND
422 TXB A
422 TXB B
CHASSIS GND
429 INC A
429 INC B
429 INA A
429 INA B
SHLD RTN
CFG 3
CFG RTN
CFG 0
429 OUTB B
429 OUTB A
SHLD RTN
GPS SRC IN/OUT 429 IND A
429 IND B
SHLD RTN 429 INB A
429 INB B
CFG RTN J3 11 P340 GPS 2 E8F22N 3 2 GB4-C 1 TO GPS 2 3 2 TO ADAHRS 2 1 4 P394-31 (91-28-40, FIGURE 4) P328-22 (91-31-50) GB8-H K4B22
WHT E7P22 E4K22 E4K22
WHT
WHT
E8E22N
WHT
WH/BLU
WH/BLU
E7F22
E7B22
E7K22
WHT
WH/BLU
L25D20N L25B20
WHT
TO TAPER BLOCK TB4 (91-33-10, FIGURE 6) WHT
WH/BLU
E7D22
E8A22N
ENGINE DISPLAY 1 5 E3E20
J2A/P2A
E3K20
5A
CB324-20
22GA 22GA 3 22 4 23 35 17 1 20 5 28 - (A) 28 + (A) 28 + (B) 28 - (B) - LIGHTS + LIGHTS 429 INA A 422 RXA A 422 RXA B CHASSIS GND 6 25 7 27 28 CFG 0 429 INA B SHLD RTN
Q11K22
CB324 P372 J1 31 33 32 13 CFG RTN
Q11R22
429 INB A
422 RXB A
422 RXB B
429 INB B
SHLD RTN
SHLD RTN
* METRIC DISPLAY
LOW FUEL
CFG RTN
7L16
* JUMPER INSTALLED WITH METRIC DISPLAY OPTION ONLY
GND OUTPUT LFT WING HEAVY
GND OUTPUT RT WING HEAVY
ENGINE DISPLAY 1
ENGINE DISPLAY 1
EXCEEDANCE AURAL
EXCEEDANCE MUTE
102220 46.2 N/Y 104635 46.2 NEW/AB 104635 46.2.1 Y/AB
LO BELOW 56 % NG
P/O FWD L/H C/B PANEL GB7-A E3F20N GB8-F
SHEET 3 E7A22 P375-1
GB6-R
WH/BLU
91-77-40
9 TO ADAHRS 1 1 GPS 1 2 WHT WH/BLU GB4-B E7H22 TO GPS 1 2 E7C22 1 WH/BLU 3 WHT E7G22 WH/BLU 22GA 3 P338 WH/BLU E7L22 SEE 91-28-20 E8B22N 18 6 5 20 4 17 15 3 16 13 ADAHRS 1 4 17 3 16 15 18 6 5 9 11 20 J2 ADAHRS 2 S/N'S 4697174 AND UP P375-20 SHEET 3 P374-20 P374-1 TO SHEET 3 SEE 91-28-20 SEE 91-28-20 P373 J2 1 20 5 6 25 7 32 27 31 13 9 E7E22 WH/BLU WHT K4A22 E8G22
Effectivity 4697001 and up DATA ACQUISITION UNIT DATA ACQUISITION UNIT
PAGE 8 Dec 31/04

TO 91-80-10 P1E-2 TO SHEET 3 P374-13 TO SHEET 3 P374-9
J1
15
21
P336
N53238
429 OUTD A
429 OUTD B SHLD RTN 232 RXB 232 TXB 14 2
429 OUTC A
429 OUTC B
SHLD RTN
J2 19 19 7 5 1 P340 7 5 24 P338
J3
MAIN BUS WHT WH/BLU
232 RTNB S/N'S 4697174 AND UP WH/ORN E7N22 P394-31 (91-28-40, FIGURE 4)
F431
2A
WHT
WHT
WH/BLU
WH/BLU
SHEET 2
E3N20
J313 P313
E7J22
SHEET 2
E7M22
P372-1
P372-20
P373-1
GB7-B L25E20N E7A22 L25C20 E3K20 TO SHEET 2
P373-20
E3M20 HORN EXCEEDANCE
E7E22
WHT
WH/BLU
E8C22N
WH/BLU
SEE 91-28-20 SEE 91-28-20 22GA 22GA
WHT
CB323-20 6 E3H20
E3L20
Q11L22
CB323 P375 J1 28 - (A) 28 + (A) 28 + (B) 28 - (B) - LIGHTS + LIGHTS 422 RXA A 422 RXA B CHASSIS GND 3 22 4 23 35 17 1 20 5 6 25 7 33 9 28 CFG 1
Q11S22
CFG RTN
429 INB A
429 INA A
429 INA B
422 RXB A
422 RXB B
429 INB B
SHLD RTN
SHLD RTN
SHLD RTN
LOW FUEL
CFG RTN
* METRIC DISPLAY
LO BELOW 56 % NG
EXCEEDANCE AURAL
EXCEEDANCE MUTE
E8J22N
PAGE 9 91-77-40 Dec 31/04 ENGINE DISPLAY 2
* JUMPER INSTALLED WITH METRIC DISPLAY OPTION ONLY
GND OUTPUT LFT WING HEAVY
GND OUTPUT RT WING HEAVY
102220 46.3 N/V 104635 46.3 NEW/AB 104635 46.3.1 Y/AB
ENGINE DISPLAY 2
7L17 DATA ACQUISITION UNIT DATA ACQUISITION UNIT
}
TO 91-95-00
E4L22
E4L22
TO TAPER BLOCK TB4 (91-33-10, FIGURE 6)
P328-22 (91-31-50) SEE 91-28-20 E8D22N GB4-A K4A22 E8G22 E8H22 TO SHEET 2 P373-13 TO SHEET 2 P373-9 EXCEEDANCE MUTE SW. (MOM.)
P/O FWD L/H C/B PANEL GB7-C E3J20 GB3-P

31 32 13 P374 J2 1 20 5 6 25 7
ENGINE DISPLAY 2
J2A/P2A
5A
32 27 31 13 9
1 2 P331
GB7-H
WHT WH/BLU
422 TXA BUS.A 422 TXB BUS.A CHASSIS GND
21
PFD P7312 25 18
HORN
WHT WH/BLU
422 TXA BUS.B 422 TXB BUS.B
E3M20
WH/BLU WHT
WHT P7N22 WH/BLU
18 6
429 OUTA BUS.B 429 OUTB BUS.B L C WH/BLU SHLD RTN WHT JB4
WHT
WH/BLU
232 RXB 232 TXB 232 RTNB
WHT P7K22 WH/BLU WH/ORN
P7J22
P7F22
429 INA BUS.C 429 INB BUS.C 429 INA BUS.A 429 INB BUS.A SHLD RTN 429 OUTA BUS.A 429 OUTB BUS.A SHLD RTN
20
PFD P7321
E7P22 JB17
16 15 18
CONF DISC 6
P7L22
WHT WH/BLU
429 INA BUS.D 429 INB BUS.D SHLD RTN 429 INA BUS.B 429 INB BUS.B
WHT WH/BLU
DATA ACQUISTION UNIT
P7M22
22GA
WHT WH/BLU
CFG 3 CFG RTN CFG 0
11 20
JB5
E8F22N
GB4-C
JB5
E8E22N GB4-B
CFG RTN
PAGE 10 Dec 31/04

N53238
91-77-40
J1 P336 2 7 PFD P7311 25 18 EXCEEDANCE 78 AURAL PFD P372
105122 46.2 NEW
7L18
E3L20 EXCEEDANCE 2A MFD 71 70 P530 F431 MAIN BUS J3 D P340 JB4 M JB11 A E 3 2 5 P383 N L F B R 5 1 14 2 4 17 15 3 16 11 9 8 20
13 4 17 3 6 5 9 J2 P338
N53238
7L19
PAGE 11 91-77-40 Dec 31/04
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL Part Number Description 454-732 454-738 688-499 557-680 686-835
Item # Designation 1 2 3 4 5 6 7 8 CB314 CB315 1012 K401 K402
601-904
Circuit Breaker (10 Amp) Circuit Breaker (5 Amp) Control Module Contactor, Battery Contactor,Normal Start Switch, Start Switch, Auto - Manual Starter / Generator
6-7
1-3 8 4-5
1-2
6-7
3 Effectivity 4697001 and up Engine Start Figure 1 (Sheet 1 of 3)
PAGE 1 Dec 31/04
91-80-10
7L20
N53238
BLACK
BROWN GRAY
CB315F22
P1A2
BLACK-20
S/N'S 4697170 AND UP; AND 4697001 THRU 4697169 WITH KIT # 767-375 INSTALLED.
AUX
P1B2N
17A * 12A DUAL BATTERY P1B2N
OR
38A SINGLE BATTERY
P5A2N
7L21
K2A20
ENGINE START START(MOM.) 2 3 5 AUTO MAN. TJ BLOCK 6 N P R S TO GND BLOCK TJ 3 P380 K2C20N GB8-J K4B22 P455 K1G20 f K2Y20 DD P304/P404 R436/P436 P457 K1H20 TO P373-13, 91-77-40, FIGURE 2, SHEET 2 GB8-K 18 P380 K2H20N 4 P380 K2B20 7 K2M20 1 K1D20 K1F20 H K1E20 H K2D20 G G K2F20 K2E20 P380 K1A20 N N K1B20 P380 R437/P437 EL J2D/P2D A MODULE B CB315D20 CB315E20 4 1012 CONTROL
P2A 2 J2A J5 P305/P405
OVERHEAD SWITCH PANEL
K1C20
TO P424-P, GENERATOR DISABLE (91-24-30, FIGURE 4)
5A CB315
CB315-20
NOTE: BLK & BRN INPUTS MUST BE "LO" FOR MODULES TO TURN ON. (LO BELOW 56 % NG)
Q12A20 Q13A20 P459 / J459 1 2 1 2
SEE 91-28-40, FIGURE 4 SEE 91-28-40, FIGURE 4
FWD L/H C/B PANEL

J1E P1E 2
FUEL RETURN VALVE Q12B20N
SOLENOID ENERGIZES DURING START WHICH OPENS VALVE DURING START

S/N'S 4697174 AND UP GB10-K
TO "START ENGAGE" ANNUN - P328-10 (91-31-50)
K2Z22
Q12A20
P430 J430 C H
(91-24-30, FIGURE 2) TO TO EXT. POWER BUS TIE
S/N'S 4697031 AND UP; AND 4697001 THRU 4697030 WITH KIT # 766-682 INSTALLED.
Engine Start Figure 1 (Sheet 2 of 3)

NORMAL START CONTACTOR BUS BAR 2 1 + 5A K402 INTERNAL SUPPRESSION TO GEN SYSTEM (91-24-30, FIGURE 4) P2F2
BATTERY CONTACTOR A1 A2
{
C E
B A443 A D STARTER/ GEN
P459 / J459 1 2 1 2 FUEL RETURN VALVE
Q12B20N
INTERNAL SUPPRESSION
SOLENOID ENERGIZES DURING START WHICH OPENS VALVE DURING START
K401 SEE POWER DISTRIBUTION (91-24-30, FIGURE 1)
GB10-K
102220 3.1 M/V 104635 3.1 W/AB 104635 3.1.1 Y/AB
PAGE 2 91-80-10 Dec 31/04
* 2 GAUGE JUMPER
N53238
K2A20 2 P380 EL A MODULE B J2D/P2D 2 3 5 AUTO MAN. TJ BLOCK 6 N P R S P380 PFD #1 P7321 K4C22 GB8-K GB8-J K4B22 K4D22 PFD #2 P7322 58 LO BELOW 56% NG 58 LO BELOW 56% NG K2B20 7 1 K1D20 K1F20 H K1E20 H K2D20 G G K2F20 K2E20 P380 K1A20 N N K1B20 CB315E20 CB315D20 CONTROL BLACK BROWN GRAY 4 START(MOM.) P305/P405 J437/P437
P2A J5
OVERHEAD SWITCH PANEL
CB315F22
P1A2
P1B2N
38A SINGLE BATTERY
P5A2N
PAGE 3 Dec 31/04

K1C20 TO P424-P (91-24-30, FIGURE 4) GENERATOR DISABLE TO GND BLOCK TJ 3 P380 K2H20N K2C20N 18 P380 4 J1E P1E 2 K2M20 P437 Q12A20 g* P430 J430 C H TO EXT. TO POWER BUS TIE (91-24-30, FIGURE 1) NORMAL START CONTACTOR BUS BAR 2 1 P2F2 C TO GEN SYSTEM (91-24-30, FIGURE 4) Q12B20 P405/305 e* Q12C20 P394 33 28 VDC START
ENGINE START
J2A
5A
CB315-20
CB315
91-80-10
NOTE: BLK & BRN INPUTS MUST BE "LO" FOR MODULES TO TURN ON.
FWD L/H C/B PANEL
Engine Start Figure 1 (Sheet 3 of 3)
"START ENGAGE" ANNUN f K1H20 K2Y20 K2Z22 DD P328-10 J436/P436 P304/P404 (91-31-50)
{
*
BATTERY CONTACTOR A2 A1
A443 A D STARTER/ GEN E
+ + BLACK-20 SEE POWER DISTRIBUTION (91-24-30, FIGURE 1) AUX INTERNAL SUPPRESSION 5A K402 INTERNAL SUPPRESSION
K401
105122 3.0 NEW
7L22
N53238
DATA ACQUISITION UNIT 429 OUTD A 429 OUTD B SHLD RTN 232 RTNB 232 RXB 232 TXB
INSTALLED IN R.H. BLEED OFF VALVE DUCT
J3 P340
19 7
1 14 2 FIREWALL FEEDTHRU WH/ORN E7N22 WH/BLU WHT
E7M22
FEEDTHRU
WH/BLU
WHT
3 232 RXB
2 232 TXB
5 232 RTNB
P383
THERMOCOUPLE WIRE
ECTM MAINTENANCE PORT
RED
YELLOW HIGH BLEED TEMPERATURE TEST CONNECTOR P388
NOT INSTALLED WITH AVIDYNE ENTEGRA OPTION, IN S/N'S 4697198 AND UP.
TIED TO HARNESS BEHIND COPILOTS PANEL AT BOTTOM OF PANEL
102220 55.0 L/V 104635 NEW/AB 105122 NEW
Test Connectors Figure 1
7L23
PAGE 1 91-95-00 Dec 31/04
N53238
PAGE 2 Dec 31/04
91-95-00
7L24
N53238
APPENDIX
GROUND TEST PROCEEDURE

MEGGITT MAGIC AIR DATA & HEADING REFERENCE SYSTEM (ADAHRS) AND PITOT-STATIC SYSTEM
6J1
N53238
6J2
N53238
THE NEW PIPER AIRCRAFT, INC. PA-46-500TP, MALIBU MERIDIAN MAINTENANCE MANUAL APPENDIX 1 LIST OF EFFECTIVE PAGES
CHAPTER SECTION APP1 - List of Effective Pages APP1
PAGE 1 2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26
DATE Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04 Dec 31/04
CHAPTER SECTION
PAGE
DATE
6J3
APPENDIX 1 - LOE
PAGE 1 Dec 31/04
N53238
PAGE 2 Dec 31/04
APPENDIX 1 - LOE
6J4
(PIR-Meggitt/S-TEC Doc. No. 97-9001-001, Rev. 3.)
N53238
Ground Test Proceedure - Meggitt MAGIC ADAHRS and Pitot-Static System
Ground Test Proceedure (Sheet 1 of 24) Meggitt MAGIC Air Data and Heading Reference System (ADAHRS) and Pitot-Static System
6J5
APPENDIX 1
PAGE 1 Dec 31/04
PAGE 2 Dec 31/04
APPENDIX 1
6J6
6J7
APPENDIX 1
PAGE 3 Dec 31/04
PAGE 4 Dec 31/04
APPENDIX 1
6J8
6J9
APPENDIX 1
PAGE 5 Dec 31/04
PAGE 6 Dec 31/04
APPENDIX 1
6J10
6J11
APPENDIX 1
PAGE 7 Dec 31/04
PAGE 8 Dec 31/04
APPENDIX 1
6J12
6J13
APPENDIX 1
PAGE 9 Dec 31/04
PAGE 10 Dec 31/04
APPENDIX 1
6J14
6J15
APPENDIX 1
PAGE 11 Dec 31/04
PAGE 12 Dec 31/04
APPENDIX 1
6J16
6J17
APPENDIX 1
PAGE 13 Dec 31/04
PAGE 14 Dec 31/04
APPENDIX 1
6J18
6J19
APPENDIX 1
PAGE 15 Dec 31/04
PAGE 16 Dec 31/04
APPENDIX 1
6J20
6J21
APPENDIX 1
PAGE 17 Dec 31/04
PAGE 18 Dec 31/04
APPENDIX 1
6J22
6J23
APPENDIX 1
PAGE 19 Dec 31/04
PAGE 20 Dec 31/04
APPENDIX 1
6J24
6K1
APPENDIX 1
PAGE 21 Dec 31/04
PAGE 22 Dec 31/04
APPENDIX 1
6K2
6K3
APPENDIX 1
PAGE 23 Dec 31/04
PAGE 24 Dec 31/04
APPENDIX 1
6K4
N53238
6K5
APPENDIX 1
PAGE 25 Dec 31/04
N53238
PAGE 26 Dec 31/04
APPENDIX 1
6K6

Manual de Manutenção

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N53238

Actual Page Number 1

AIRPLANE MAINTENANCE MANUAL

(S/Ns 4697001 and UP)

THE NEW PIPER AIRCRAFT, INC.

December 31, 2004

Actual Page Number 2

Member General Aviation Manufacturers Association

Actual Page Number 3

PAGE 1 Dec 31/04

Actual Page Number 4

THIS PAGE INTENTIONALLY BLANK

PAGE 2 Jul 1/00

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CHAPTER SECTION Intro-List of Effective Pages Intro-Table of Contents

PAGE 1 INTRO - LIST OF EFFECTIVE PAGES Dec 31/04

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PAGE 2 Jul 1/00

INTRO - LIST OF EFFECTIVE PAGES

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PAGE 1 Jan 9/04

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THIS PAGE INTENTIONALLY BLANK

PAGE 2 Jul 1/00

Actual Page Number 9

PAGE 1 Jan 9/04

Actual Page Number 10

Serial Number Explanation Example:

TYPE CERTIFICATE DESIGNATION

PAGE 2 Dec 31/04

Actual Page Number 11

PAGE 3 Jan 9/04

Actual Page Number 12

PAGE 4 Jan 9/04

Actual Page Number 13

Maintenance Manual Supplement:

Manual M1 - Supplement for Concorde Valve Regulated Lead-Acid Main Battery

Service Letter: (7) BRAKES AND WHEELS: Vendor Address:

SL-120A, or latest revision, PS-834 Battery Charging and Capacity Testing.

PAGE 5 Dec 31/04

Actual Page Number 14

PAGE 6 Dec 31/04

Actual Page Number 15

PH: - (360) 651-6666

PAGE 7 Dec 31/04

Actual Page Number 16

Bendix/King KMD 850 MFD P/N 006-20000-0000

PAGE 8 Jan 9/04

Actual Page Number 17

PAGE 9 Mar 6/03

Actual Page Number 18

GRID NO. 2C1

PAGE 10 Dec 31/04

Actual Page Number 19

GRID NO. 3H5

PAGE 11 Dec 31/04

Actual Page Number 20

GRID NO. 4K3

PAGE 12 Dec 31/04

Actual Page Number 21

GRID NO. 5K19